Monday, July 11, 2011

Suzuki V-Strom 650

The first bike we ever tested, about 100 years ago, was the Suzuki V-Strom. It’s a great bike, with a wonderful engine, surprisingly good handling and looks only its mother could love. And now here we are testing the runt of the litter, the V-Strom 650. And what’s changed? At first glance very little. It’s still enormous, still as practical as ever and still as ugly as a drunken brawl. In fact, the only obvious difference between siblings is the single exhaust on the smaller bike and a slightly less leery colour scheme.

Taking the Suzuki V-Strom 650 home, then, was likely to be something of an anticlimax. Especially as over the last few weeks I had mainly been riding the GSX-R 1000 tested elsewhere. One extreme to the other, you might say. And you’d be dead right, of course. And completely wrong. Because, despite its bulk and relatively small engine, the 650 V-Strom is not a slow bike. Not by any means.

That little motor, more commonly seen in everyone’s favourite first big bike the SV650, may only produce 66ps but it does it in style. I am pushed to remember the last time I rode a vee twin that revved this happily and I certainly can’t think of one this small that went this well.

Let’s look at the downsides, because there must be some. And there are. The SV650 is not, by any stretch of the imagination, a pretty bike. Understatement. It’s as ugly as sin. Happily, though, it is also nearly as much fun. The only other criticism I have is also aesthetic and purely down to my own taste and memory. If the term ‘plastic maggot’ means nothing to you then please feel free to skip this bit.

Back in the late 70’s and early 80’s there was a universally derided, mocked and generally disliked bike called the CX500. It was also incredibly common because at the time it was the only shaft drive liquid cooled bike available that was a sensible size and had decent performance so couriers across the land bought them and ran them ‘til they broke. The styling and handling earned them the nickname of the plastic maggot, and one of the most enduring memories I have of them was the noise they made. Horrible it was, and the 650 V-Strom sounds exactly like a plastic maggot. That pipe has to go…

Riding the beast, of course, is a different story. The noise gets left behind and all you have is the experience. The handling is inevitably a little woolly. After all, there’s a lot of fork between you and the wheel and dual purpose tyres don’t help. But you can still get your knee down if that sort of behaviour appeals, and the bike tracks easily and accurately. The wide bars help to lever it into corners fast and the geometry works well to allow you to flick the hefty bike around quite easily. The brakes are ample for a bike of this style, hampered as they are by the yards of suspension movement. No fuss or dramas though, even on gritty roads.
READ MORE - Suzuki V-Strom 650

Kawasaki KX450F

The Kawasaki KX450F chassis has been designed to help the rider put the engine’s power to the ground. To do this, Kawasaki engineers combined their experience designing steel perimeter KX frames and techniques used to construct the Ninja® ZX™-10R sport bike chassis to create an all-new aluminum perimeter frame. Comprised of forged, extruded and cast aluminum parts, the strong twin-spar design gives the KX450F optimum balance of torsional and longitudinal rigidity.

The KX450F comes equipped with a tapered titanium exhaust pipe that expands in diameter from 38 to 41mm, contributing to its broad powerband, and the silencer features new, long-fiber packing. Kawasaki engineers have matched the high-tech engine to a new four-speed transmission. Combined with a manual, multi-disc wet clutch, the four-speed transmission enables the rider to take advantage of the engine’s inherently broad powerband on the racetrack; from accelerating out of turns to high-speed straights, the rider can use the KX450F’s precise throttle control to adjust speed nearly instantaneously. And to protect the underside of the engine and transmission, the KX450F comes with a lightweight aluminum skid place. The KX450F chassis has been designed to help the rider put the engine’s power to the ground. To do this, Kawasaki engineers combined their experience designing steel perimeter KX frames and techniques used to construct the Ninja® ZX™-10R sport bike chassis to create an all new aluminum perimeter frame. Comprised of forged, extruded and cast aluminum parts, the strong twin-spar design gives the KX450F optimum balance of torsional and longitudinal rigidity. The frame was designed so that the center of gravity and key chassis dimensions would work together to enhance the rear tire’s ability to drive the KX450F forward instead of squatting under acceleration. Additionally, the four-stroke engine sits in an upright position within the new frame to further aid overall traction. Kawasaki then added complementary front and rear suspension to the KX450F. A Kayaba AOS (Air-Oil-Separate) fork keeps oil and air in separate chambers for stable damping performance during long motos. On the rear, the UNI-TRAK® rear suspension system features an alloy swingarm with tapered spars and linkage ratios to maximize traction under acceleration. Front and rear petal disc brakes provide stopping power for the KX450F. This design not only helps to reduce unsprung weight, but the petal shape of the discs helps to clean the brake pads for more efficient braking performance. The slim profile of the KX450F frame, two-piece radiator shrouds that leave the upper frame spars exposed, and careful design of the remaining bodywork make the KX450F feel light and narrow beneath the rider. The KX450F comes with a Renthal aluminum handlebar, while the seat uses a slip resistant top surface for good grip when seated and smooth sides for enhanced rider mobility. The KX450F also features titanium footpegs and footpeg brackets for reduced overall weight. Complementing the KX450F’s ultra-high-performance design is aggressive bodywork and graphics. Kawasaki offers a number of optional parts for the KX450F, including a top mounting clamp for an oversized handlebar, aluminum and steel rear sprockets, solid petal disc brake rotors for wet racing conditions, optional springs for the front fork and rear shock, and a 20-inch front wheel.

In the heavily armed conflict that is motocross, the ultimate 4-stroke weapon has just been deployed – the all-new 2006 Kawasaki KX™450F. With the world’s most advanced 4-stroke engine plus Kawasaki’s all-new aluminum perimeter frame, it’s engineered for one reason, pure and simple: To absolutely dominate the premier motocross class, from the amateur ranks all the way to the pros. Without apology. Without pity. And completely without mercy. The 449cc ultra-short stroke DOHC 4-stroke engine was designed from the ground up with winning technology like hand-finished intake ports, titanium intake/exhaust valves, magnesium engine covers, and a full titanium tapered exhaust with aluminum silencer to provide the best acceleration and widest powerband in the class. And thanks to a wide-ratio 4-speed transmission, the KX450F gets power to the ground with incredible effectiveness. With over 10 years perfecting perimeter frames, the astonishing power of the KX450F is matched by superb control thanks to our all-new aluminum frame. Coupled with a fully tunable Kayaba 48mm twin-chamber inverted fork and completely revised UNI-TRAK® rear suspension with new linkages plus high and low speed compression adjustment on the shock, the KX450F handles like a 250. Altogether, it makes the KX450F the latest, most potent and most powerful premier MX
READ MORE - Kawasaki KX450F

Kawasaki KX85

In 2010, they’ll be experiencing an even stronger bang as there has been some retuning done to the exhaust in order for it to let the engine breath freely at any rpm range. Also, a Kawasaki feature and one that doesn’t miss on the KX85 is the Kawasaki Integrated power-valve system. Now the engine could be mated to the six-speed gearbox and get the best out of it.

Kawasaki KX85 has easily provided the new small motocrosser with a racing powerplant as it inspired on its bigger siblings. It did the same with the high-tensile steel perimeter frame that allows the gas tank to be positioned well down into the frame. This resulted in a lower center of gravity and more confidence inspired to an uninitiated rider.

Next on the revision plan were the suspensions. These units have a dreadfully important role on keeping the bike in control through corners and stable at higher speeds. Sorting that out on the new KX85 is the compression damping adjustable 36mm inverted cartridge front fork and the fully-adjustable UNI-TRAK rear suspension.

Engine Two-stroke single with KIPS®
Displacement 84cc
Bore x stroke 48.5 x 45.8mm
Cooling Liquid
Carburetion Keihin PWK28

Induction Crankcase reed valve
Compression ratio 10.0:1 (low speed) – 9.2:1 (high speed)
Ignition Digital CDI
Transmission Six-speed
Final drive Chain
Frame High-tensile steel perimeter design with subframe member

Rake / trail 27 degrees / 3.5 in.
Front suspension / wheel travel 36mm inverted telescopic cartridge fork with 18-way compression damping / 10.8 in.
Rear suspension / wheel travel UNI-TRAK® single-shock system with 4-way compression and 16-way rebound damping, plus adjustable spring preload / 10.8 in.
Front tire 70/100x17
Rear tire 90/100x14
Front brake / rear brake Hydraulic disc / Disc
READ MORE - Kawasaki KX85

Saturday, July 9, 2011

Kawasaki ZX-14 Ninja

This page is all about the Kawasaki's latest flag ship motorcycle the also known as the ZX-14 or ZZR1400. Just released in early 2006 to certain parts of the world the new bike indeed lives up to the Kawasaki name of the past I.e. Lots of power. Claimed to be the most powerful production motorcycle to date its specifications and reviews have all been positive. It is what it's predecessor the ZX-12R should have been. Further more I think I'm going to buy one...

The only thing that isn't top spec is the overall look of the bike. It doesn't look daring enough and where the design is different, namely front on it looks odd. Sure it follows the Kawasaki design concept and attempts to differentiate its models from the other manufacturers but I don't think they have done enough. That said we should be thankfully that they have tried to do something different with the motorcycle but why do you think Ferrari, Porsche, Aston Martin and Lamborghini are bespoke cars? It's not just their performance but also they look great.

Note that it is 1352cc so it should really be called the ZX-13! However I'm sure I don't need to explain why they didn't call it that - though I don't see the point. Speaking of which I have a problem with its advertising & PR. Their heavily promoting their aviation experience in the design of this bike - why didn't they do that with the ZX-12 then? A monocoque frame has more to do with cars than aeroplanes - bikes, buyers in this category are generally enthusiasts - we know the difference difference between 'planes, trains and automobiles'. Apart from the dubious PR I love the multi-media movies and wall-papers that have now been released. Nice to know they've made the effort and we should support this sort of stuff. The best part is that the pricing is finally competitive!

Kawasaki ZX-14 Ninja

Engine : In-line 4 cylinder 4 stroke DOHC
Bore : 81.0 mm
Stroke : 61.0 mm

Displacement : 1352 cc
Compression ratio : 12.0 : 1
Air Cleaner :
Starter : Electric
Lubrication : Wet sump
Fuelling : EFI with Mikuni 44mm Throttle Bodies (4)
Overall length : 2160 mm
Overall Width : 720 mm
Height : 1170 mm
Wheel base : 1490 mm
Ground clearance :
Seat height : 800 mm
Dry weight : 215 kg

Gearbox : 6 speed constant mesh Wet multi-plate hydraulic clutch
Secondary reduction ratio 2.352 Drive chain Primary reduction ratio 1.541 (94/61)

Gear ratios :
1 - 2.625 (42/16)
2 - 1.947 (37/19)
3 - 1.545 (34/22)
4 - 1.333 (32/24)
5 - 1.154 (30/26)
6 - 1.036 (29/28)
Final reduction ratio 2.412 (41/17)

Suspension (front) : 43mm inverted cartridge fork with adjustable preload, stepless rebound and compression damping adjustments / 4.6 in.

Suspension (rear) : Uni-Trak® with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.

Caster :
Trail :
Steering angle :
Turning circle : 23' 94mm

Brakes / Tyres / Tyre Pressures: FRONT: 310mm Dual floating petal discs with four-piston callipers
REAR: 250mm Single Petal Disc
Front 120/70 ZR17 Bridgestone BT014
Rear 190/50 ZR17 Bridgestone BT014
ABS available in some countries!
Fuel tank : 22 Litres
Fuel consumption : Est. 7lt per 100kms
Exhaust : 4 into 2 into 2 (standard)

The narrow engine, monocoque frame, and fuel tank provide a slim rider interface and a relaxed sport riding position. It is compact without being cramped, with its easy-to-reach bar position, low-set footpegs for ample legroom and a low seat height and narrow seat front to easily plant both feet on the ground when stopped. Comfort levels are high enough to cause riders to think they’re on a dedicated sport tourer — until the Ninja ZX-14’s throttle is twisted. When that happens, all confusion disappears, like so many competitors in the rear view mirrors.

Uninterrupted fairing lines give the Kawasaki Ninja ZX-14 a smooth, flowing appearance from front to rear, due in part to the monocoque frame, which goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the Kawasaki Ninja ZX-14’s front fairing, immediately beneath its menacing ram air intake duct. The turn signals are cleanly integrated into the fairing and rear cowl, with a unique “V” design LED tail lamp capping off a sleek, aerodynamic package that reinforces Kawasaki’s aircraft heritage.

The Ninja ZX-14’s blend of power, handling and style perfectly illustrates the potent technological know-how of Kawasaki’s highly-trained engineers.
Authentic Kawasaki Accessories are available through Kawasaki dealers.
READ MORE - Kawasaki ZX-14 Ninja

Kawasaki ZX

This was the detail overlooked or underappreciated by Kawasaki when they set out to build their FireBlade-beater. In building the first ZX-9R, Kawasaki combined their class-leading big-bore, the ZZ-R1100, with their class-leading 750, the ZXR750, rather than commit to an entirely-new design.

The result was a big motorcycle; despite weight-saving measures like magnesium engine covers, its quoted dry weight was 215 kg, almost 30 kg heavier than the FireBlade. It made around 125 hp (93 kW) at the rear wheel on the dyno, between 10 and 15 hp (11 kW) more than the FireBlade, but this advantage in power couldn't make up for its size, weight and reduced agility. Rather than be a direct competitor, the ZX-9R was a retained as a more stable and more comfortable alternative to the Honda, with more straight-line speed.

The all-new Kawasaki ZX-10R replaces the ZX-9 rather than the ZX12. This decision puzzles us a bit as the ZX-9 is, and was, a great bike. (MN Test) The ZX-10R eclipses the speed of the 12 and the ZX-9 has superior handling to that of the 12 – why is it the ZX-9 went away rather than the ZX-12? Any way you cut it, however, we’re glad Kawasaki built this new bike as it’s about the most exciting thing you can throw a leg over. The awesome power of Suzuki’s Hayabusa regularly comes to mind when you ride the new ZX-10R.

Kawasaki developed the ZX-10R beginning with a fresh slate, focusing on maximum horsepower, good handling and overall light weight. The powerplant is a compact liquid-cooled, fuel-injected, 998cc inline four. The double overhead cams are machined from billet chromoly. The 4-valve topped cylinders and crankcase are one-piece, resulting in added strength with reduced weight. Kawasaki engineers used advanced flow analysis to optimize the machines intake tract, which begins up front with the ram air duct in the fairing. The fuel-injection features electronically controlled sub throttles to smooth power delivery. If this power is smoothed, we can't imagine the bike without this feature. Can anyone say “game on?”

The all-titanium four-into-one exhaust system features a butterfly valve to improve low-end power delivery and encloses a catalyst. One thing is certain about the ZX10, it just sounds awesome in stock trim. Between the engine and exhaust (mostly exhaust), the sound output is a riders dream. We’d never consider changing the stock exhaust system except the appearance of the stock can takes away from the overall beauty of the bike.

Talking about the ZX-10R is one thing, actually riding the bike is an entirely different and mind boggling experience. On inclined onramps you can easily loft the front wheel and carry it with the throttle - the ZX is certainly lightweight and making excellent power. Oh, did we fail to mention all of this wheelie stuff is when using only the engines mid-range power. This power wheelie stuff comes long before you ever experience any of the real power of the machine.

The powerplant doesn’t make superb power just off idle, rather it likes to spin up to 3,000 rpm. Roll-on power for the highway is excellent, even though the bike is geared to the moon. If you want to accelerate with optimum speed you’ll find yourself downshifting 4 to 5 gears to be in the healthiest part of the power curve. This isn’t needed on the street, however, as the ZX makes abundant power in the 4,000 - 5,000 RPM range, then kicks in with a new dose of power, kind of the sweet spot for street riding, from 7,000 – 8,000 RPM. Above this the non-linear power curve flattens a bit before coming back in like a rocket booster. The sweet spot in the power delivery is the most likely range you’ll use for most street riding, as it’s nearly impossible to use the top end power on the street with such high gearing. The engine is wonderfully strong, smooth, and boy does the exhaust note sound good! The growl from deep within the engine is a delight, the gurgling exhaust sounds awesome for a stock system and the overall package just stands out as race inspired.
READ MORE - Kawasaki ZX

Kawasaki ZZR 1100

Brought the Kawasaki ZZR 1100 about 9 months ago, from a dealer. Its second hand and over 10 years old, it had never been dropped and had a few scratches in the fairing and got it for a good price. It loves eating tyres as I tried a soft compound Bridgestone Tyre on the rear and got about 6000 klms. I have changed the tyres to Dunlop GPR 100 sports touring tyres and running nitrogen in the tyres. Apart from that I spent very much on the mechanical and the bike is very reliable. The bike is powerful and yet controllable and is quite a heavy bike. I going to have the repainted back in it's original colour plum and going to fit a flip screen to the bike. I have done just over 9000 klms in the just nine months and really love the bike. It has been fifteen years since owning my last bike and fell in love the ZZR1100 after I took it for a test ride. It is one of the best bikes I have either owned. The mirrors are better than most and I got the seat reupholstered to make it more comfortable. Fuel consumption not bad for the beast, compared to power weight ratio of the bike. The bike handles quite well on Australian roads

General information
Model: Kawasaki ZZR 1100
Year: 1999
Category: Sport touring
Rating: 70.6 out of 100. Show full rating and compare with other bikes
Engine and transmission
Displacement: 1052.00 ccm (64.19 cubic inches)
Engine type: In-line four, four-stroke
Power: 148.00 HP (108.0 kW)) @ 11500 RPM
Torque: 110.00 Nm (11.2 kgf-m or 81.1 ft.lbs) @ 8500 RPM
Top speed: 278.0 km/h (172.7 mph)
0-100 km/h (0-62 mph): 3.000 seconds
60-140 km/h (37-87 mph), highest gear: 8.900 seconds
Compression: 11.0:1
Bore x stroke: 76.0 x 58.0 mm (3.0 x 2.3 inches)
Valves per cylinder: 4
Cooling system: Liquid
Gearbox: 6-speed
Transmission type,
final drive: Chain
Fuel consumption: 0.68 litres/100 km (147.1 km/l or 345.91 mpg)
Greenhouse gases: 15.8 CO2 g/km. (CO2 - Carbon dioxide emission)
Chassis, suspension, brakes and wheels
Front suspension travel: 120 mm (4.7 inches)
Rear suspension travel: 117 mm (4.6 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Dual disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 250 mm (9.8 inches)
Physical measures and capacities
Weight incl. oil, gas, etc: 270.0 kg (595.2 pounds)
Front percentage of weight: 48.0
Seat height: 780 mm (30.7 inches) If adjustable, lowest setting.
Wheelbase: 1,500 mm (59.1 inches)
Fuel capacity: 24.00 litres (6.34 gallons)
Other specifications
Starter: Electric
Further information
Parts and accessories Our partner CMSNL ships low cost OEM motorcycle parts to Australia, Austria, Bahamas, Belgium, Canada, China, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hong Kong, Hungary, Iceland, India, Ireland, Italy, Japan, Kuwait, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Montenegro, The Netherlands, New Zealand, Norway, Poland, Portugal, Serbia, Slovakia, Slovenia, South Africa, Spain, Sweden, Switzerland, Taiwan, Ukraine, United Kingdom, The United States and more. Or check out parts and accessories from our other partners.
Ask questions Join the 99 Kawasaki ZZR 1100 discussion group.
Insurance, loans, tests Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
Related bikes List related bikes for comparison of specs
READ MORE - Kawasaki ZZR 1100

Kawasaki ZX12R

The Kawasaki ZX12R manual covers all service, repair and maintenance procedures. It's simple to use, full of in depth information and specifically written for the kawasaki zx-12r motorcycle. Having simple to follow illustrations/diagrams and instructions makes it so much easier, no matter how complex the repair.

Even if you’ve never done any motorcycle maintenance or repair before, you’ll find all the information you need to get started. But, please note; this is not just a basic owner's manual, it's the complete factory workshop manual that covers it all. Professional mechanics and master technicians also use this manual.

Kawasaki ZX12R Ninja Technical Specifications:-
Engine :-Four-stroke, DOHC, inline four
Displacement :-1,198cc
Starting :-Electric
Bore x stroke :-83.0 x 55.4mm
Compression ratio :-12.2:1
Cooling :-Liquid
Carburetion :-Fuel injection with 46mm throttle bodies and sub throttles
Ignition :-Digital
Transmission :-Six-speed
Frame :-Aluminum monocoque
Rake / trail :-23.5° / 3.9 in.
Suspension (front) :-43mm inverted hydraulic telescopic fork with adjustable compression and rebound damping, adjustable spring preload
Suspension ( rear) :-UNI-TRAK® system with single shock, adjustable compression and rebound damping, adjustable ride height, and adjustable preload
Wheel travel (front) :-4.7 in.
Wheel travel (rear) :-5.5 in.
Tire (front) :-120/70 x 17 tubeless
Tire (rear) :-200/50 x 17 tubeless
Front brake :-320mm dual hydraulic discs
Rear brake :-230 single hydraulic disc
Overall length :-82.1 in.
Overall width :-29.1 in.
Overall height :-47.2 in.
Ground clearance :-4.7 in.
Seat height :-32.3 in.
Dry weight :-463 lbs.
Fuel capacity :-5.0 gal.
Wheelbase :-57.1 in.
Kawasaki ZX12R Ninja:-With the Kawasaki ZX12R Ninja, Kawasaki plunged into the high-performance sportbike war raging among the Japanese motorcycle manufacturers. The Ninja’s liquid-cooled, 1199cc DOHC, 16-valve 4-cylinder engine generates a peak power of 178 bhp at 10500 rpm.

The Kawasaki ZX-12R is an immensely powerful super bike that offers some variety in its use and is not simply a track weapon. With its excellent seating position and comfortable ride quality, the ZX-12R is capable of being a competent touring machine for those longer journeys. Of course, touring isn’t the first that comes to mind when you see this beauty, given its hardcore racing styling with modern sports panelling all round. It’s not just the looks that are aggressive and exciting though, since the bike’s performance follows suit, sprouting from the 1200cc engine that can easily boost this bike to 185mph. Whether you’ll be using this on the track every weekend or for your daily commute, it’s impossible not to smile at how loud, fast and raw your rides will be.
READ MORE - Kawasaki ZX12R

Friday, July 8, 2011

Kawasaki Ninja ZX-10R

New Kawasaki Ninja ZX-10R fits this description, just like it did as a 2009 model year, but doesn’t raise the stake much higher. The engine is the same 998cc, liquid-cooled, inline-four, DOHC with four valves per cylinder and it puts down an impressive 200bhp (with ram air intake). You can now see more of the consecrated powerplant thanks to the redesigned fairing (more on that later) and the redesigned blacked-out exhaust might look like the final touch at the end of a serious revision, but the fact is that there is no fund behind shape.

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 998cc
Bore x Stroke: 76.0 x 55.0mm
Compression Ratio: 12.9:1
Fuel System: DFI with four 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition: TCBI with digital advance and Kawasaki Ignition Management System (KIMS)
Transmission: Six-speed
Final drive: Chain

Rake / Trail: 25.5 degrees / 4.3 in.
Front Tire: 120/70 ZR17
Rear Tire: 190/55 ZR17
Wheelbase: 55.7 in.
Front Suspension / Wheel Travel: 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs / 4.7 in.
Rear Suspension / Wheel Travel: UNI-TRAK with top-out spring, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload / 4.9 in.
Front Brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers
Rear Brakes: Single 220mm petal disc with aluminum single-piston caliper
Overall Length: 83.1 in.
Overall Width: 28.0 in.
Overall Height: 44.7 in.
Seat Height: 32.7 in.
Curb Weight: 458.6 lbs.
Fuel Capacity: 4.5 gal.

With subtle technical tweaks and a refreshed look, Kawasaki calls their Ninja ZX-10R a 2010 model year and we’re left with waiting until next year to start talking about this model turning into the truly strong liter class competitor we were expecting this year.

Power continues building well past 12,000 rpm before tailing off just a bit before the rev limiter cuts the party right at the 13,000-rpm redline.

The improved handling characteristics are apparent from the first time the bike is tipped into a turn. It is very easy to go fast on the ZX-10R, exactly the opposite of what it used to be. Lap after lap as the speeds picked up, the times went down.
READ MORE - Kawasaki Ninja ZX-10R

Kawasaki KLR650

When it comes to a motorcycle that can provide the ultimate adventure at a superb value, nothing comes close to the Kawasaki KLR650. Designed for both street and off-road riding, the KLR650 adds long-distance touring to its repertoire with a large-displacement engine that comfortably cruises at highway speeds, a specially-padded wide seat for extended saddle time, a large 6.1-gallon fuel tank, handguards, and a mini fairing to help block the rider from the wind.

Many riders have chosen the KLR650 to carry them on extended transcontinental rides due to its touring prowess and proven reliability.

Power comes from a strong, dual overhead cam, four-valve liquid-cooled engine that provides a wide range of power suitable for negotiating slow trails all the way up to highway cruising speeds. An engine crankshaft counterbalancer and electric starter provide additional rider comfort and convenience.

The KLR650’s frame is made of round section high-tensile steel, the same strong yet lightweight material used in Kawasaki’s world-class KX motocross line. A detachable rear sub-frame simplifies maintenance by providing better access to the airbox, carburetor and rear shock. Adjustable, long-travel suspension ensures a plush ride both on the street and on trails.
READ MORE - Kawasaki KLR650

Kawasaki Ninja ZX-14

2011 Kawasaki Ninja ZX-14 Specifications:

Engine Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement 1352 cc
Bore x Stroke 84.0 x 61.0 mm
Compression Ratio 12.0:1
Fuel System DFI® with four 44mm Mikuni throttle bodies
Ignition TCBI with Digital Advance
Transmission 6-Speed
Final Drive X-Ring Chain
READ MORE - Kawasaki Ninja ZX-14

KTM 990 Superduke

Lighter, more agile and aggressive than everything else being on two wheels ever before. The KTM 990 Superduke is not less than a radical advance in building motorcycles and a redefinition of the category "naked bike". The 990 Superduke is a motorcycle without compromise, defined through extremely agile handling, innovative technology and an independent, brand-characteristic design.

Primarily she is the absolute and offensively demonstrated commitment to the passion motorcycle.

You can barely find words to express the riding fun and the feeling that the KTM 990 Superduke gives you when it's in motion. Just as KTM re-invented the Streetfighter, you try to invent new words for what happens beneath you curve after curve. The KTM 990 Superduke sweeps through curves - ultra-precise, radical and agile. The landscape flies past fast, faster, much too fast. You feel the road, the centrifugal force and want more.

The heart of the KTM 990 Superduke... instantly thunders its zest for life straight at your five senses every time you start it up. As the lightest and most innovative two-cylinder around, the LC8 powerplant wins you over with its peerless performance components in the KTM 990 Superduke, offering plenty of displacement and a state of the art, computer-driven injection. So every little twist of the throttle is immediately turned into forward thrust. And into a perpetual grin behind your helmet's visor.

EVEN IN SITUATIONS WHEN YOU'RE AT THE LIMIT... you've still got the green light with the KTM 990 Superduke. Its quick-reacting chassis ensures plenty of safety reserves in combination with the massive BREMBO 4-piston fixed-caliper braking system, which includes a radial brake cylinder that sinks its teeth into 320-mm, floating steel discs. So when you're in a tight spot, you can tilt way into the apex of the curve with no problem.

With a claimed dry weight of 405 pounds, the Superduke is light by twin-cylinder standards. Few bikes can carve up a set of esses as quickly; in fact, in one European magazine's handling test, the Superduke had the highest cornering speed. You get so much feedback from the tires, and you have so much leverage with the tubular handlebar, you feel like you can ride right off the edges of the tires and still save it.

The only real issue with the Superduke is its timing. Four years ago, this bike would have owned the naked-bike class. Now, it's got stiff competition across the board. And at a couple bucks shy of 14 grand, it ain't cheap.

As for my test ride, I ended up running a full tank of gas through the Superduke and brought it back on fumes, grinning. It might have taken a long time to get here, but it was assuredly worth the wait.

2007 KTM SuperdukePRICE
MSRP    $13,998
Type     l-c V-twin
Valves    DOHC, 8v
Displacement    999cc
Transmission    6-speed
Weight     405 lb., claimed dry (184 kg)
Fuel capacity    3.9 gal. (15L)
Wheelbase    56.6 in. (1438mm)
Seat height    33.7 in. (855mm)
READ MORE - KTM 990 Superduke

Thursday, July 7, 2011

Honda XR650R

The 2007 Honda XR650R was powered by a dry-sump 649cc liquid-cooled engine that weighed 88 lbs. The XR650R had a single overhead camshaft (SOHC) valve train design with a bore and stroke of 3.94 inches by 3.25 inches. Any engine with a bore measurement greater than its stroke measurement is described as an "oversquare" engine.

The front of the 2007 XR650R was fitted with a 1.81-inch Kayaba cartridge fork that offered 11.2 inches of travel, while the rear sported a Kayaba single shock that gave 12.1 inches of travel. Both the front and back Kayaba components had adjustable compression and rebound damping.

The 2007 XR650R had front and rear 9.45-inch stainless steel rotors. The front brake operated through the stopping action of a twin-piston caliper. In the rear, a single-piston caliper squeezed the brake rotor to bring the bike to a stop.
READ MORE - Honda XR650R

Honda Gold Wing

Honda Gold Wing
We suppose Honda was too busy creating the all-new VFR1200 to take a thorough look over the Gold Wing, so they simply rely on this model’s unique features and, why not, fame to still sell it in the year that follows. So until the Japanese company launches their promised new generation, the Gold Wing fan will have to settle with the same 1832cc, liquid-cooled, six-cylinder Boxer engine with single cams and two valves per cylinder. As much as we’d expect more from Honda, we also have to admit that ever since this engine powers this two-wheeled limousine, it never disappointed. It features Honda’s Programmed Fuel Injection (PGM-FI) system and develops 118 hp at 5500 rpm and 167 Nm at 4000 rpm. Also, the Gold Wing engine is coupled to the same five-speed gearbox with overdrive and electric reverse and power is still sent to the rear wheel through a shaft final drive.
READ MORE - Honda Gold Wing

Wednesday, July 6, 2011


The Honda RC211V was developed in 2001 by HRC (Honda Racing Corporation) because regulations for the World Championship motorcycle road racing 500 cc class were changed drastically for the 2002 season. The regulations changed, 2-stroke engines were -as before- limited to 500 cc and 4 cylinders, but 4 stroke engines were allowed to grow up to 990 cc and an unlimited number of cylinders. The name of the class was modified to MotoGP, and is limited to race prototypes only.

In the beginning the RC211V was a unique machine, featuring a V-5 engine. Honda claims more than 240 hp (179 kW), 145 kg, and 330 km/h top speed. After dominating the races with rider Valentino Rossi in the debut year 2002, the RC211V/Valentino Rossi combination was a winner too in 2003. Nicky Hayden on the Repsol Honda RC211V is the current 2006 points leader in the MotoGP series.

NSS 250 Reflex

Model: Honda NSS 250 Reflex
Year: 2002
Category: Scooter
Rating: 70 out of 100. Show full rating and compare with other bikes
Engine and transmission
Displacement: 249.00 ccm (15.19 cubic inches)
Engine type: Single cylinder, four-stroke
Compression: 10.5:1
Bore x stroke: 72.7 x 60.0 mm (2.9 x 2.4 inches)
Valves per cylinder: 2
Fuel control: SOHC
Cooling system: Liquid
Chassis, suspension, brakes and wheels
Front tyre dimensions: 110/90-13
Rear tyre dimensions: 130/70-12
Front brakes: Single disc
Front brakes diameter: 240 mm (9.4 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Physical measures and capacities
Dry weight: 159.2 kg (351.0 pounds)
Seat height: 719 mm (28.3 inches) If adjustable, lowest setting.
Wheelbase: 1,544 mm (60.8 inches)
Fuel capacity: 14.50 litres (3.83 gallons)
Other specifications
Further information
Parts and accessories Our partner CMSNL ships low cost OEM motorcycle parts to Australia, Austria, Bahamas, Belgium, Canada, China, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hong Kong, Hungary, Iceland, India, Ireland, Italy, Japan, Kuwait, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Montenegro, The Netherlands, New Zealand, Norway, Poland, Portugal, Serbia, Slovakia, Slovenia, South Africa, Spain, Sweden, Switzerland, Taiwan, Ukraine, United Kingdom, The United States and more. Or check out parts and accessories from our other partners.
Ask questions Join the 02 Honda NSS 250 Reflex discussion group.
Insurance, loans, tests Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
Related bikes List related bikes for comparison of specs
READ MORE - NSS 250 Reflex

Honda CBR 125R

The Honda CBR 125R is probably one of the cheapest 125cc bikes around and is also extremely popular, so much so that a lot of replica bikes have been produced imitating the look and style, such as the Skyjet, but these are lesser quality bikes and don’t get the well-known Honda reliability (as mentioned below), so it is worth paying that little bit (and it is a little bit), it get the actual Honda CBR 125.

Weight 302 lbs. (136.9 kg)
Wheelbase 51.7 in. (1,313 mm)
Seat Height 31.2 in. (793 mm)
Engine 1-cylinder, 4-stroke, chain-driven SOHC, 2 valves per cylinder
Displacement 124.7 cc
Bore x Stroke 58 x 47.2 mm
Compression Ratio 11:1
Fuel System PGM-FI fuel injection
Fuel Capacity 3.4 gal. (13 l)
Cooling Liquid
Transmission 6-speed
Final Drive O-ring sealed chain
Brakes Front: 276 mm disc with dual-piston caliper
Rear: 220 mm disc with single-piston caliper
Tires Front: 100/80-17
Rear: 130/70-17
Suspension Front: 31 mm telescopic fork; 4.7 in. (120 mm) travel
Rear: Single shock; 5 in. (126 mm) travel
Colors Asteroid Black Metallic, Two-tone Terra / Silver Metallic
- Powerful front and rear disc brakes mean sure, predictable stopping power and light effort at the brake lever and pedal.
- A slim yet sturdy twin-spar steel frame and a box-section swingarm reduce unwanted flex for better control during spirited riding.
- 17-inch U-section six-spoke cast aluminum wheels mounted with high-traction sport tires look great and ensure excellent traction.
- A short wheelbase combined with carefully calibrated suspension components mean sporty handling, reassuring control, and excellent comfort.
- High-tech chassis components contribute to the CBR125R's easy-to-handle weight.

What it has going for it is its looks, Honda build quality and durability, grown-up features such as electric start and a complete instrument panel with analogue dials for speed, revs, fuel level and coolant temperature – and at R22 500, price. But only a schoolboy would enjoy commuting on a bike this intense, that’s this much hard work to ride. The CBR is pointed with typical Honda accuracy right at its target market, which is why it’s the UK’s biggest seller.

The non-adjustable front suspension (31mm conventional forks) is firm without being harsh, controlling the front wheel even on bad roads and delivering light, accurate steering at any speed the bike is capable of. The rear wheel is monitored by a straight monoshock set-up without any linkages that seemed, as so often on small Oriental machines, a little underdamped for South African conditions (big rider, bad roads). Nevertheless, it keeps the plot under control even when going faster downhill than the bike’s top speed on the flat.
READ MORE - Honda CBR 125R


Hi everyone, im new to the site and I wanted to get some opinions and ideas for my 2006 Honda CB 919. Let me know what you think of her! She has an LSL side mount steering dampner, Two Brothers dual carbon exhaust, K&N air filter, Powerbronze belly pan, Oberon street fighter bar end mirror, Renthal bars, Rizzoma grips, Fender eliminator with integrated turn signals, Hesa seat cowl and a Metisse radiator cover, Motovation frame sliders as well as custon painted head light and gauge shroud. I just mounted a set of Dunlop Qualifier IIs on her and they are amazing.

Sato Racing rear sets were born from development and testing not only on the street but also in World GP and All Japan Road Race (Super Bike, GP250, GP125, ST600) for more than 7 seasons. The goal of our rear set production is to offer the best operation, best quality and excellent design. We use double miniature stainless ball bearings for the shift and brake levers alleviating any looseness or wobble. We knurl our footpegs for non-slip characteristics during aggressive riding---even the GP riders love the non-slip feel! Our pegs are adjustable so that you can choose your best position. Our rear sets are precision made, CAD/CAM designed and CNC machined. We give them anodized finishes, to prevent from oxidizing and scratches. You can choose from Silver (clear), Black and Gold.

Model Type Standard
BASE MSRP(US) $8,499.00
Dealers Honda Dealers
Warranty 12
Insurance Get a Quote
Engine Type Horizontal In-line
Cylinders 4
Engine Stroke 4-Stroke
Cooling Liquid
Valves 16
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 10.8:1
Starter Electric
Fuel Type Gas
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain
Wheels & Tires:
Front Tire (Full Spec) 120/70 ZR17
Rear Tire (Full Spec) 180/55 ZR17
Front Brake Type Dual Disc
Rear Brake Type Disc
Technical Specifications:
Wheelbase (in/mm) 57.5 / 1460.5
Fuel Capacity (gal/l) 5 / 18.9

Honda CB 900F Hornet

Make Model Honda CB 900F Hornet

Year 2006-07

Engine Liquid cooled, four stroke, Transverse four cylinder, DOHC, 4 valve per cylinder.

Capacity 919
Bore x Stroke 71 x 58 mm
Compression Ratio 10.8:1

Induction Electronic fuel injection

Ignition / Starting Computer-controlled digital transistorized, / electric

Max Power 81 kW @ 9000 rpm

Max Torque 92 Nm @ 6500 rpm

Transmission / Drive 6 Speed / chain

Front Suspension 43mm cartridge-type telescopic fork, preload and compression adjustable. 120mm wheel travel

Rear Suspension Monoshock damper with 7-step adjustable preload, 128mm wheel travel

Front Brakes 2X 296mm discs 4 piston calipers

Rear Brakes Single 240mm disc 1 piston caliper

Front Tyre 120/70 ZR17

Rear Tyre 180/55 ZR17

Dry-Weight 194 kg

Fuel Capacity 19 litres
READ MORE - Honda CB 900F Hornet