http://www.motorcycle.com/shoot-outs/2010-bennche-megelli-250r-vs-ninja-250r-89918.html
While the Ninja 1000 is a new model this
year, as a co-developed sibling to the Z1000, it feels more than just a
little bit familiar.
According to Kawasaki, the Ninja was conceived and born alongside the revised Z, which was released last year.
According to Kawasaki, the Ninja was conceived and born alongside the revised Z, which was released last year.
The decision to stagger their model years was made in part to meet a perceived greater demand for the allegedly “naked” Zed, particularly in Europe. Also, because sorting the details involved in bringing a new bike to market takes from limited resources, Kawasaki says the Ninja got bumped to 2011.
Speaking of the Ninja 1000 as a variation on the same motorcycle theme, we could nearly summarize it in one sentence and say that if you’re familiar with the Z1000 and can imagine extra wind protection and a bit more plastic, then you practically know the Ninja already.
But to be fair, this isn’t quite true. The Ninja’s above-the-triple-clamps alloy handlebar differs from the tubular bar on the Z1000. They’re about 45mm higher, 10mm narrower, and the grip angle is slightly different. Also its footpegs are set at a somewhat more relaxed position, and the Ninja’s rider and passenger saddle sections utilize 10mm more urethane padding. This extra cush should augment its long-legged comfort potential that also comes with its 1.1 gallon greater fuel capacity.
And then there’s the aesthetic impression, including slightly mellower intake sound due to a deleted “intake-howl” inducing resonator that comes in the Z1000’s intake tract, and a functional full-coverage fairing with a three-way adjustable windscreen. The combined affect makes it feel like its own bike which is kind of surprising, considering on paper – as we recently documented – the bikes are so similar.
"...the Ninja 1000 is an answer to the runaway design exercise that is repli-racers..."
Kawasaki says the Ninja 1000 is an answer to the runaway design exercise that is repli-racers – which, while popular, have for more than a decade become less and less practical track-oriented machines.
The Ninja 1000 (and the Z1000) is therefore a deliberate departure to take things back toward street-riding friendliness with a liberal infusion of trickle-down technology to keep the fun quotient high, if not arguably higher on the street.
What’s in a Name?
Packing 1043cc, the newest Ninja 1000 to wear the coveted moniker since it was first coined in 1986 could justifiably be called a “1050.”
Kawasaki concedes an in-house debate took place over whether to call it a 10-something-else (not necessarily a “1050”), but those who liked the neat-and-clean “1000” name won that argument.
 One hundred thirty some horses rustle past a handful of cows. We all got along fine till the farmer told us to stop our drive-by shooting in his little nook of NorCal paradise. |
And to be sure, the Ninja 1000 brand has established street cred, and perhaps that fact had a magnetic attraction to the internal compass of at least some of Kawasaki Heavy Industries’ marketers’ sensibility, and thus dictated terms.
Everyday Brutish Street Blaster
Kawasaki says the 503-lb bike’s intended demographic probably includes you. Unlike the 421-lb ZX-6R which sells hottest among 20-somethings who possess zero-to-some experience, and the 437-lb ZX-10R bought most by a similar demographic trending also into older, more experienced riders, Kawasaki is billing the Ninja 1000 as an every-person’s sportbike for every kind of riding.
It is also intended to appeal to potential ZX-14 buyers who are concerned that 567-lb bike is too big or powerful, and even some mature riders who might have settled on a cruiser because they are no longer able to be comfortable on a repli-racer.
With its 5-gallon fuel capacity, optional hard saddlebags and top box, and heated grips (no prices set yet), the Ninja 1000 would make a fine sport-tourer as well.
If desired, the hard bags would make it into a reasonable match-up to the previously unmatched Triumph Sprint GT – but with a bit more power. Stripped bare, it would be perfect for Sunday sport rides, and the rest of the week would serve as an able-bodied grocery getter or transportation to school, work, or what have you – ordinary street stuff.
As a speed tool, the bike could be used for trackdays if you wanted. However, at six-feet tall, and with about a 34-inch inseam, I would have liked a little longer aft-ward space in the rider cockpit like the ZX-10R has to allow for more moving around during aggressive cornering, and braking. And if this were ours, we’d replace the stock rear tire size with a 190/55 like the ZX-10R comes with for aggressive cornering, but otherwise there are no real complaints.
Care and Feeding for Your Inner Hooligan
Having spent hundreds of miles on the Z1000, I was instantly comfortable with the Ninja 1000, and really think the bike is too much fun. It enticed me to exploit its willingness to romp to an almost unhealthy degree, and self-control is needed to rein things in.
After a day of tromping around some of the most pristine, curvy Northern California riding areas from the seacoast to the mountains and back, I polled a bunch of seasoned motojournalists and asked them whether they thought this bike had “hooligan” appeal.
Perhaps they are jaded, and perhaps there remain better choices, because some said maybe not so much – but I will step out there and put my own vote in and unequivocally say that functionally, this bike has all the appeal a quasi-reckless rider could ask for.
Possessing 44cc more than the ZX-10R, and packing 65% more peak torque than a ZX-6R which happens to hit at a reasonable 7800 rpm, it pulls like a Lear Jet on take-off. This is a bike that does everything a full-on repli-racer will on the street, but with more sensible ergonomics.
With its not-too-tall gearing like the track-oriented ZX bikes come with, and higher center of gravity due to rider positioning, it also is a wheelie machine in first, second, and almost third gear.
It was all I could do to contain myself with this beast, and I was soon testing gravity and luck in the first few gears, dragging knees, and generally trying to break it in one day.
I failed at blowing it up, but did stretch the chain enough to need it adjusted mid-route, and for the whole ride was tickled by this bike that’s supposed to be a step toward sanity that actually aids and abets the opposite.
The stiff alloy frame, wide, sticky tires, and reasonably sophisticated suspension encourage a rider to take corners deeper and deeper. The rebound and preload-adjustable horizontal back-link shock and 41mm upside down-fork – adjustable for compression, rebound, and preload – are adequate. When riding like Mad Max the bike did get a bit out of hand on really rough pavement, but it might have been dialed in further, and otherwise, we’ll say it works competently.
The radially mounted 300mm front brake rotors clamped by Tokico 4-piston calipers actuated by Nissin radial master cylinder, combined with matching single-piston caliper squeezing a rear 250mm rear rotor are more than adequate.
Actually, the bike as delivered came with brakes only half bedded in, but some quick abuse took them all the way home midway into the ride, and braking was soon strong enough to stand the bike on its nose at speed, and lock the rear wheel at will.
 This happens a lot. The bike begs for it. |
The Ninja’s instrument cluster was sourced from the ZX-6R, but with different fonts and functionality. It provides the usual needed data, including a clock and bar-graph fuel gauge that did not plummet too quickly, even under spirited riding. The bend of the handlebar and not-as-rearset footpeg positioning feels natural and does not leave one wishing to get off and stretch as much after 150 miles of hard riding.
The three-position windscreen is clear enough to see through without distortion, and a lever makes it instantly adjustable without tools from nearly upright, to raceresque without need of tools. The bike looks kind of awkward with the screen upright, but that position provides the most wind protection, and the look does grow on you after a while.
Overall, we think the bike is styled fairly aggressively and pleasing to the eye, but of course we’ll leave it to you to decide what you think. Functionally, the openings in the fairing are designed to augment airflow away from the rider, and to cool the engine, and are not a mere styling exercise.
Conclusion
The $10,999 Ninja 1000 is scheduled to be available some time in December.
In a word, the bike works. For a lot of riders who aren’t interested in trackdays or racing, it makes more sense than a racer with lights.
As it is, it virtually is a racer anyway. It’s just slightly less focused than a ZX-10R with its extra 66 pounds of weight, but with improved bottom-end power and friendlier ergos.
Everything we’ve said we like about the Z1000 applies to this bike, and it comes with more wind protection, fuel capacity and versatility for $400 more. What’s not to like?
This crop of 2011 and 2012 offerings shows an almost unparalleled variety and further category fracturing and blending. We’re on tap to receive three cool entry-level, small-displacement sportbikes, an Italian power cruiser, a bleeding-edge Japanese literbike and the first inline 6-cylinder motorcycle engine we’ve seen in decades, among many other noteworthy machines.
For this article, we’ve whittled down a list of our 10 most anticipated bikes we’ll see in 2011. In alphabetical order…
Aprilia Tuono V4R
 |
Aprilia is on the gas for 2011, giving us several strong possibilities for selection to our list, including the sporty tiddler RS4 125. Parent company Piaggio, like Euro rivals Ducati, Triumph and BMW, continues an unabated stream of new product while Japanese brands are being much more cautious.
In our selection process for this list, we had some votes for two new versions of the ultra-desirable RSV4 sportbike. If you have to wonder why this is exciting then you may not have paid attention to a) Motorcycle.com and/or b) World Superbike racing this year. Veteran road racer Max Biaggi scored 10 race wins on the way to the 2010 World Superbike Championship and the Manufacturer's title at the helm of an RSV4. And earlier this year we picked the RSV4 Factory as the winner of the first part of our 2010 Superbike Shootout.
Now comes the APRC SE version to sweeten the RSV4 Factory pot with the addition of traction control, wheelie control, launch control and a quick shifter, which you can find out more from our Euro correspondent’s First Ride review. Aprilia went and made one of our favorite literbikes of all time even better! It will retail for $22,499 when it arrives on our shores mid-2011. And if you really have extra coin burning a hole in your pocket and you must ride like Max, Aprilia offers a WSBK-spec, 200 hp race-ready Biaggi Replica for the paltry sum of $64,000.
Yet it’s the new Tuono V4R that really gets out blood pumping. The previous version with its liter-sized V-Twin is one of our all-time favorite nakeds, with a composed chassis, edgy Italian styling, and all-day-comfy ergos. Aprilia has now graced the Tuono with a retuned version of the compact but potent V-4 powering the RSV4, rated at an exciting 162 crankshaft horsepower. The V4R Tuono will also be available with the APRC (Aprilia Performance Ride Control) package that uses gyros and accelerometers to control traction, wheelies and launches.
“Although it’s just a paper lion at the moment,” Pete comments, “the all-new Tuono V4R has me salivating like no other new bike announced for the coming season.” Unfortunately, the V4R isn’t scheduled to hit North America until early 2012 at a price still to be determined. You can read more about it here.
Related Reading
2011
Aprilia RSV4 Factory APRC SE Review
INTERMOT
2010: Aprilia RSV4 Factory APRC SE
Aprilia
RSV4 Biaggi Replica unveiled
EICMA
2010: Aprilia RS4 125 Coming to US
Aprilia Dorsoduro 1200
 |
As noted above, the old Tuono was our favorite offering from the Noale, Italy-based Aprilia, but the new V4R will lose the previous model’s 1000cc V-Twin character. However, twin-cylinder fans needn’t fret, as the 1197cc Dorsoduro steps in to fill that void.
The 750cc Shiver and Dorsoduro are very appealing in their own right, yet performance from their three-quarter-liter V-Twins have been a little underwhelming. But after years of rumors about larger-displacement version of the same engine, Aprilia has finally delivered with the Dorsoduro 1200.
The Max Dorso has already been introduced in Europe, and our correspondent Tor Sagen brought back a glowing review you can read here. Although no lightweight (at a stated 457 lbs dry), the Dorso 12 comes to the party with a claimed 130 crankshaft horses to give it midrange grunt the 750 can’t approach. The big Dorso’s appeal is also expanded with high-end features like traction control and optional ABS.
“The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there,” said Sagen after his ride. “The 1200 engine has got all that full richness I always look for in V-Twins. That sorted, the bike is now 100% pure fun.”
Just as intriguing, this new 1200cc V-Twin will surely find its way into other Aprilia models. We anticipate a Shiver 1200 to be unveiled during 2011, and it’s possible the new powerplant may find its way into a pseudo adventure-tourer like Ducati’s weird but successful Multistrada.
The only downside is that we’ll have to wait until mid-2011 until the Dorsoduro 1200 arrives in North America. MSRP is set at $11,999.
Related Reading
2011
Aprilia Dorsoduro 1200 Unveiled
2010
Aprilia Dorsoduro 750 vs. Ducati Hypermotard 796
2010
Ducati Multistrada Review
2010
Oddball Sport-Touring Shootout: Ducati Multistrada vs Honda VFR1200F vs
Kawasaki Z1000
BMW K1600GT and GTL
 |
BMW thrilled us with news of the first inline 6-cylinder motorcycle engine in almost 30 years, this one the centerpiece of a pair of high-end touring bikes. BMW says the undersquare 1649cc mill will produce a prodigious 129 ft-lb of torque at its peak, culminating in a 160-horse shove down the highway of your choice.
The sporty-ish K16GT will replace the 4-cylinder K1300GT, and the K1600GTL becomes the luxury-touring wagen of the reputable German brand. Both are available with a gamut of technology and luxury options, including electronically adjustable suspension, traction control, heated seats and grips, and multi-mode engine mapping, among a host of other options that should deliver a truly regal ride. And the engine sounds delicious, as we heard when we saw the K16 revealed at Jay Leno’s garage last month.
“A six-cylinder motorcycle engine is a rare thing, no matter the era,” Pete notes. “But one from BMW promises high levels of refined technology and presumably lots of smooth power. Wrap that mill in a techy BMW chassis and all kinds of pushbutton electronic gadgetry, and the K16GT screams über-tourer.”
Yet to be announced are the prices in America, but read here for Canadian pricing that starts at $24,100 for the GT. We’ll have to wait till April to sample the newest Six on the block.
Related Reading
2011
BMW K1600GT Gets Canadian Pricing
2012
BMW K1600GT and GTL Six-cylinder Unveiled
BMW
Unveils New 6-Cylinder K1600GT and GTL
K1600 Forum
Ducati Diavel
 |
Last year Ducati smacked us with an adventure-touring surprise in the form of the oddball Multistrada, which we’ve since tested and loved several times. For 2011, Ducati further expands its customer base with the Diavel, a weird new roadster built within the power-cruiser idiom.
Despite the cruiser analogies, those at Ducati who have ridden the Diavel say it doesn’t really share any cruiser qualities. They promise a level of handling far beyond anything with a cruiser label, including a respectable 41-degree lean angle. And with a retuned version of the strong 1200cc V-Twin from the Multistrada, expectations are for a unique and stimulating ride.
“Let's see,” Pete muses. “A motorcycle with a claimed 162 hp and 94 ft-lbs joined by ABS, traction control, rider-selectable engine mapping, a slipper clutch and a monstrous 240mm rear tire from Pirelli. I like most cruisers, but I think I'll like Ducati's interpretation of a cruiser even more.”
Diavel prices start at $16,995 when they hit dealers around March, 2011.
Related Reading
2011
Ducati Diavel Review (Almost)
EICMA
2010: Ducati Diavel and Monster EVO Unveiling
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Ducati Mega Monster Spy Shots!
2010
Oddball Sport-Touring Shootout: Ducati Multistrada vs Honda VFR1200F vs
Kawasaki Z1000
Honda CB1000R
 |
We love naked bikes around here. Their combination of sporty handling and power combined with day-to-day livable ergonomics ticks most of our boxes of what we look for from a motorcycle. The aforementioned Tuono is a good example, as is Kawasaki’s recent Z1000.
With that in mind, we’re sure to enjoy Honda’s CB1000R, even if it’s been available since 2008 across the Atlantic badged as the Hornet. Its edgy and futuristic appearance looks advanced without being too outlandish. Its engine is derived from the previous CBR1000RR, detuned with smaller throttle bodies and lower compression to yield a claimed 123 crankshaft horsepower at 10,000 rpm, nearly matching the output of Kawasaki’s Z1000 and Ninja 1000 siblings.
Despite the 1000R’s retuned motor, it is no slow poke. Our Canadian correspondent says it was still pulling at an indicated 150 mph when he sampled it on a racetrack earlier this year. The CB’s chassis behavior was also judged to be good, as it uses an aluminum frame, a fully adjustable 43mm inverted fork, and a shock adjustable for rebound damping and spring preload.
“Turn-in is quick enough to give the impression we were riding a middleweight roadster,” reported our Canuck tester.
The CB1000R will arrive in American dealers this spring at a $10,999 MSRP. CBs destined for the U.S. will have standard radial-mount brakes, while Canadian versions will ship only with Honda’s Combined ABS, retailing for CDN$13,999 up north.
“The bike ought to be a tremendously versatile, fun machine able to do anything from sport touring to track days,” Jeff predicts. “It ought to be a great model, and give a fight back to Kawasaki.”
Related Reading
2010
Honda CB1000R Review
2010
Streetfighter Shootout: Kawasaki Z1000 vs. Triumph Speed Triple
2009
Streetfighter Comparison: 2010 Ducati Streetfighter vs. 2008 Benelli
TnT 1130
2009
Streetfighters Shootout: Aprilia Tuono 1000 R, Buell 1125CR, Triumph
Speed Triple
2008
Naked Middleweight Comparison: Triumph Street Triple 675 vs. Aprilia
SL750 Shiver
2009
Naked Middleweight Comparison
Honda CBR250R
 |
Honda is well known for its refined products and superlative R&D efforts, but American Honda has neglected the entry-level segment in recent years. This changes for 2011, as a quarter-liter CBR sportbike will arrive in North America this spring.
It’s powered by a fuel-injected 249.4cc single-cylinder engine with double overhead cams actuating four valves. A gear-driven counterbalancer should keep it smooth up to its 10,500-rpm redline. Peak power of 26 horses is said to come in at just 8500 rpm, with 17 ft-lb of torque arriving at 7000 rpm. This indicates a relatively broad and torquey powerband. For comparison, Kawasaki’s Ninja 250, which has had this class virtually to itself, makes its torque and horsepower peaks at 9500 and 10,250 revs, respectively.
“I'm quite interested in Honda's attempt to snatch away market share from Kawasaki's venerable Ninja 250R,” Pete observes. “The CBR250R is powered by a Single, and so should produce a neat Thumper-style exhaust note and should also make good, grunty low-end power, all while looking like a larger, more upscale Honda sportbike.”
The new CBR is clearly targeted at the Ninjette – Honda has set its MSRP at an identical $3999. Honda one-ups the Kawi by offering ABS, a $500 option, and standard fuel injection.
We’ve already had the chance to spin some early miles on the littlest CBR, and we found there’s lots to like.
“Is the CBR250R a Ninja 250R killer?” Jeff asked in our CBR250R review. “No. Is it solid competition? You bet. At this juncture, we can tell you it may not win a drag race with some other 250s, but it is a winner in its own right. I wish I had a bike this cool when I was starting out.”
Related Reading
2011
Honda CBR250R
2011
Honda CBR250R Tech Review
2011
Honda CBR250R Coming to America
2010
Bennche Megelli 250R vs. Kawasaki Ninja 250R
2009
250cc Streetbike Shootout
Kawasaki ZX-10R
 |
Kawasaki has upped the ante in the literbike wars with the most technically advanced sportbike it’s ever created. Its traction-control system is not only highly sophisticated, it is also standard equipment and is the first high-performance TC to be fitted to a Japanese sportbike.
A few weeks ago, lucky canine Pete came away from riding the new Ninja at Road Atlanta gushing about the transparent nature of the Sport-KTRC TC. “The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC,” he wrote in his First Ride review. He also praised its improved chassis and rippin’ 170-horse powerplant. And the MO staff agrees that this is one of the most attractive Ninjas ever.
One caveat: Kawasaki recently placed a “technical hold” on ZX-10Rs, withdrawing shipped models from the market until it solves a still-undisclosed problem, rumored to be within the engine but not something that could cause catastrophic failure. Kawasaki is playing conservative with this issue, but you can bet they’ll have it sorted promptly.
Anyway, you can’t buy a cheaper TC-equipped sportbike than the ZX, ringing in at $13,799. A racetrack-developed ABS system adds $1000 to the price.
Although we still need to sample the 10R on the street and in the company of its rivals to judge its ultimate potency, we’re already believers in the potential of this exciting new literbike. Pete ended up his review warning the other Japanese brands: “Honda, Suzuki and Yamaha had better step up their game ASAP or risk a shrinking profile in the literbike wars.”
Related Reading
2011
Kawasaki ZX-10R Technical Issue
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Kawasaki ZX-10R – 170 hp At The Wheel!
2011
Kawasaki ZX-10R Review
2011
Kawasaki ZX-10R Unveiled
2010
Literbike Shootout: RSV4 R vs S1000RR vs CBR1000RR vs ZX-10R
MV Agusta F3
 |
When it comes to understanding motorcycles, Italians perhaps do it better than any other nation. So when attendees at last month’s EICMA show in Milan were polled to find the “Most Beautiful Bike,” MV Agusta’s F3 was the easy winner, pulling in an extra 18 percentage points over the runner-up Ducati Diavel.
It only takes a short glance at the F3 to realize it’s something special. Its chiseled styling makes for an immediately positive first impression, which is then underlined by a sexy single-sided swingarm and one of the coolest exhaust systems ever, a triple-pipe shorty outlet that is a symphony of design.
Symphonic, too, should be the sound of the 675cc three-cylinder engine at full song. We’re huge fans of Triumph’s 675 Triple, both its sound and character, so we’ve got some high expectations for MV’s version.
“I think the Triumph is such an excellent performer, and so a bike of the same displacement and intent from legendary maker MV Agusta could have as much or more potential as the Triumph,” Pete comments. “Bonus to the forthcoming F3 is MV’s promise of traction control for the sleek-looking Italian Triple.”
“It will be an awesome middleweight scalpel, I bet you,” Jeff predicts.
Related Reading
EICMA
2010: MV Agusta F3 Revealed
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Triumph Daytona 675R Photos Leaked
2009
Kawasaki ZX-6R vs. Triumph Daytona 675
2009
Triumph Daytona 675 First Ride
Suzuki GSX-R600 and GSX-R750
 |
After taking a year off in 2010, American Suzuki comes out swinging with a ground-up redesign of its GSX-R600 and GSX-R750 fraternal twins. The Gixxer 600 has long been Suzuki’s best-selling streetbike, so the engineers in Hamamatsu made countless top-to-bottom improvements to the 2011 model to compete with some excellent class rivals.
A significant 20 lbs were lost in the transition to the ’11 model, trimming weight from its aluminum frame, wheels, bodywork, engine and exhaust. The addition of Showa’s highly regarded Big Piston Fork should aid handling, and the GSX-R brothers now feature Brembo monoblock brake calipers.
The Gixxer Six seems to have taken a big leap forward, but what excites us most is the 750cc version. The GSX-R750 is virtually identical to the 600, but it’s packing 20% more power while carrying just 6 lbs extra. The best part is its $11,999 MSRP, just $400 more than the GSX-R600.
“BAM!” Pete exclaims. “How many times more than that puny price gap do you think 600cc owners spend on full exhaust systems, Power Commanders, engine work, etc., to eek out an extra, what, 5-10 hp, maybe? Here Suzuki gives you perhaps as much as 20 hp more in the form of the 750.
“Were I a consumer in the market for a new sportbike in 2011, and wasn’t necessarily interested in racing the currently popular classes of 600s and literbikes, call me a fool if I didn’t buy the GSX-R750 for a few clams more. Puh!”
Related Reading
2011
Suzuki GSX-R600 and GSX-R750 Revealed
2009
Supersport Shootout2009
Supersport Racetrack Shootout
2008
Suzuki GSX-R600 Review
Triumph Tiger 800 and Tiger 800 XC
 |
The Tiger is reborn! And this time with a nearly identical twin.
It's great to see Triumph update its long-running Tiger, a bike that for years had inclinations of riding rugged roads, but wasn't really ready to take on BMW in the adventure-touring segment. Not only is the Tiger 800 all new, Triumph offers it in a ready-for-the-wild XC version that includes wire-spoke wheels, knobby tires, extra suspension travel, and switchable ABS, to name a few things.
But perhaps the best part is that the Tiger is powered by a mid-size (799cc) inline-Triple that spits out a purported 94 ponies. The Tiger's three-cylinder is of smaller displacement than Triples used in many of Triumph's other models but should still offer the smooth, linear performance that its bigger-engined brothers are known for. And it'll no doubt have a similarly raspy exhaust note, too.
The Tigers are expected to arrive in the U.S. in March 2011. The Tiger 800 will retail at $9,999 ($10,799 with optional ABS). The 800XC has an MSRP of $10,999 ($11,799 with optional ABS).
The bourgeoning A-T segment has thus far been dominated by 1200cc engines, but these are often too big and heavy for serious off-road work, which is why we’ve given BMW’s F800GS our Best On/Off-Road award for two years running.
“Looks like the F800GS has a Tiger on its tail,” Pete pointedly quips.
Related Reading
EICMA
2010: Triumph Tiger 800 and 800XC
2009
BMW F800GS Review
2012
Yamaha Super Tenere Review
Motorcycle.com
Best of 2010 Awards
Five bonus Hot Bikes, just missing the Top 10
Aprilia RS4 125: Riding a small bike was never as sporty as this. Aprilia adapted a 2-stroke GP bike’s chassis and fitted a fuel-injected 125cc 4-stroke motor wrapped in RSV4-style bodywork. It won’t arrive in the U.S. until the fourth quarter of 2011 as a 2012 model.
Honda Crossrunner: This Multistrada-esque crossover uses adventure-bike styling encasing a 782cc V-Four derived from the old Interceptor. It might be worth talking more about if it was coming to America, but it’s not.
Horex VR6 Roadster: This naked is powered by a 1218cc narrow-angle (15-degrees) V-6 engine boosted by a supercharger. Do we have to explain why this is interesting? If so, perhaps you need to hear this video clip.
KTM 125 Duke: Like the little Aprilia above, the lil’ Duke is powered by a fuel-injected four-stroke single-cylinder engine. Americans might not get a chance to see if the eighth-liter Duke would sell to entry-level sportbikers, as it’s doubtful it will be imported over here.
Yamaha Super Tenere: The Super Ten proved to be a worthy BMW GS fighter when we tested it last month in Arizona. This will be a tight competition when we bring them together for an adventure-touring shootout.
If you’ve been paying attention lately, you’ll have seen evidence of a new teaser marketing campaign in advance of Kawasaki’s upcoming 2011 ZX-10R literbike. A trickling of info, photos and an all-too-brief video have been served up at Kawasaki-Challenge.com since the site launched on June 21.
The site’s latest dollop of 10R news came last week when a race version of the 2011 ZX-10R took part in track testing at the Suzuka Circuit in Japan on July 7 and 8. The non-stock Ninja was ridden on the first day by test rider Hidemichi Takahashi, followed up on day two by Kawasaki’s former World Superbike star rider, Akira Yanagawa.
Precious little details about the bike have been officially released, but based on information we’ve recently gleaned, we’re able to shed some light on what we will see from Kawasaki this fall when the production bike is officially unveiled.
 This is a race-prepped 2011 ZX-10R, but the general shape and silhouette is what we’ll see from Team Green’s literbike this fall. |
First off, let’s dispel two wild rumors. The new 10R has neither a big-bang firing order nor a horizontal placement of its cylinders, despite fanciful speculation in lesser publications. Rumors of variable valve timing are also likely unfounded. Instead, we find an evolutionary literbike design of a traditional inline-Four engine wrapped in a perimeter-beam aluminum frame.
And yet, despite the apparent lack of visible innovation, we’re told to expect a seriously competitive liter-sized sportbike. It’s a total ground-up redesign. Rumors suggest a production version of the new 10R can lap Kawi’s Autopolis test track seconds quicker than the 2010 model.
Perhaps the headlining news is that Kawi’s lawyers have allowed engineers to develop what might turn out to be a class-leading electronic rider-aid package, including multi-adjustable traction control. We’re told to expect a TC system that is better than the BMW package on the S1000RR, able to be toggled through more customizable settings. A performance-based anti-lock braking system will be optional, but a BMW-like quick-shifter won’t be part of the package. The new Ninja will have comprehensive instrumentation, including the ability to switch between street and track displays.
Speaking of the S1000RR, that’s the stunning new target Kawasaki has to aim for in this revitalized market segment. The current ZX-10R is the lowest-revving literbike (aside from the Aprilia RSV4), so we’re expecting a modest increase in max revs from 13,000 to maybe 13,500 rpm. That’s still short of the S1000’s lofty 14K rev limit, suggesting the Ninja engine’s bore is less than the massive 80mm slugs in the BMW.
From what we’ve been able to gather, the newest Ninja is expected to produce peak horsepower numbers near or in excess of 170 ponies at the rear tire. The S1000 pumps out a minimum of 170 hp.
Oncoming
air will be crammed into a pressurized airbox via this massive nose
intake. 
In terms of styling, it seems like the 2011 ZX-10 has the design bones that should produce the most attractive 10R yet. The shape of its bodywork is chiseled yet sleek, wrapping tightly around the mechanical bits. Large side cut-outs in the fairing add to the perception of lightness and expose the engine. A diminutive tailsection helps aid the impression of lightness.
Speaking of weight, it will be interesting to see how many ounces can be whittled away. The current 10R weighs in at 458 pounds with its tank filled, and that’s 5 more than the S1000RR and a whopping 21 pounds heavier than Honda’s CBR1000RR. The 2011 ZX will surely be lighter than the BMW, and it might even approach the CBR’s astonishingly low (437-lb) weight. Keep in mind that 20-some pounds were shed from the ZX-6R in its last redesign.
The 10R’s nose is particularly interesting. A huge centrally located ram-air duct is impossible to ignore, and it funnels cool air into a pressurized airbox via channels in the aluminum frame’s steering head. Expect some form of cat-eye headlights on either side of that gaping maw. Its sloped nose implies slippery aerodynamics, underlined by its beak that extends many inches past the front axle. A faired front fender includes leading-edge extensions for smoother flow through 180-plus mph winds.
The aluminum-beam perimeter frame appears to have abandoned Kawasaki’s over-the-engine design, looking quite conventional. This change seems to have had the side benefit of a lower fuel tank, perhaps augmented by a sub-tank partially located under the seat.
 A race-spec version of the 2011 ZX-10R was tested last week at Suzuka. |
As has become typical for modern sportbikes, the ZX-10’s exhaust system will be another variation of an under-engine collector box and a stylized side-mount shorty muffler.
Also of note is the Ninja’s braced aluminum swingarm. It looks like Kawi has tightened up the dimensions of the main frame to allow for a longer swingarm inside of a similar wheelbase, which is known to aid traction. The suspension is also all new, with the front end using a Showa Big Piston fork like that first seen on the 2009 ZX-6R.
 The left-side profile shows a longer swingarm that has a beefy-looking brace. Note how the nose fairing stretches forward to punch a cleaner hole in the wind. |
Unlike the race-prepped ZX-10R seen testing at Suzuka, Brembo brakes are doubtful to make it to the production version of the new ZX. The streetbike will be blessed with adjustable footpegs to better accommodate riders of different sizes.
Although many details remain unknown or in sketch form, a new sportbike like the 10R must already be in its near-final status, with final development currently ironing out any last-minute wrinkles. Complete information will be available when Kawasaki makes its official announcement in early October.
so, i’m not really a crotch rocket kind of guy typically
<—-
but… i’ve known that for a few years running, the hayabusa has pretty much been the biggest baddest fastest bike on the market. so powerful in fact that they put hayabusa motors in just about everything you can think of from go-carts, to mini coopers, to british formula cars, to tiny 70’s cars, and whatever else… and.. no matter WHAT the motors go in,… one thing is for sure……. it’s going to be FAST………
anyway…. the ninja zx-14 claims to have more torque and horsepower than "any" other production bike on the market today.. and they stressed the "any"… they couldn’t directly say hayabusa… but, you know what they meant…
apparently the zx-14 is supposed to be a limited production bike. i don’t know if the color scheme is limited production, or if the entire bike is.. they kinda made that vague.. but anyway,
is this the new biggest badest fastest bike on the market????? i don’t see yamaha coming out with anything to try….. and… i haven’t heard anything about busa’s getting a power boost…. not that it needs one…
with that said, has Yamaha EVER made a "fastest production bike" ??
honda’s had the hurricanes for several years which were the fastest bikes, ninja’s were the fastest for a while, busa has been fastest for a little while now, i can’t think of even a single yamaha that’s been the fastest production bike of it’s time..
hell.. from what i’ve heard (from t500 owners) in 69, my suzuki was the fastest production bike…. (not saying much by today’s standards).. though i don’t know how accurate that really is.. everyone wants to think their kids are the best at everything. and, unfortunately, there aren’t very many people who remember that specifically.
for what it’s worth, i will never in my life own a bike that is capable of going 200+++ mph screw that…. a car? sure…. a bike? no… i’d be incredibly happy with being able to cap out about 110…. my bike in theory goes 120…. that’s about 40mph faster than i’ll ever trust the bike to go………………
…………… considering IIIIIIIIIII built it… lol…
but… i am curious to know who holds the reigns now… i kinda hope it is the ninja though.. i’ve never liked the looks of the busas.
p.s. i’m relating the 2010 ninja vs busa… figured i would clarify that
.
|
Make Model |
Kawasaki Z 750R |
|
Year |
2011 |
|
Engine |
Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. |
|
Capacity |
748 |
| Bore x Stroke | 68.4 x 50.9 mm |
| Compression Ratio | 11.3:1 |
|
Induction |
Fuel injection: ø32 mm x 4 (Keihin) with oval sub-throttles |
|
Ignition / Starting |
Digital / electric |
| Clutch | Wet, multiple discs, cable operated |
|
Max Power |
77.7 kW 106 hp @ 10500 rpm |
|
Max Torque |
78 Nm 8.0 kg-fm @ 8300 rpm |
|
Transmission / Drive |
6 Speed / chain |
| Gear Ratio | 1st 2.571 (36/14) 2nd 1.941 (33/17) 3rd 1.556 (28/18) 4th1.333 (28/21) th 1.200 (24/20) 6th 1.095 (23/21) Final reduction ratio 2.867 (43/15) |
| Frame | Tubular backbone (with engine sub-frame), high-tensile steel |
| Rake/Trail | 24.5° / 103 mm |
|
Front Suspension |
41 mm inverted fork with rebound damping and spring preload adjustability, 120mm wheel travel |
|
Rear Suspension |
Bottom-Link Uni-Trak, gas-charged shock with piggyback reservoir Rebound damping: Stepless Spring preload: Stepless, 134mm wheel travel |
|
Front Brakes |
2x 300mm discs 4 piston caliper |
|
Rear Brakes |
Single 200mm disc 1 piston caliper |
|
Front Tyre |
120/70 -17 |
|
Rear Tyre |
180/55 –17 |
| Seat Height | 815 mm |
|
Dry-Weight (wet) |
203 kg (230 kg) |
|
Fuel Capacity |
18.5 Litres |
2011 Kawasaki Z750R features,
Pressed aluminium swingarm replaces the steel square-section item of the Z750. The new swingarm is lighter and contributes to the Z750R’s higher-grade appearance. The sculpted design is based on that of the 2009 Z1000, featuring the same left side, but a newly designed right
side to be able to better accommodate the 180 mm rear tyre used by the Z750R.
High-grade, sharper front cowl
Multi-piece cowl construction
Sharper, more aggressive, multi-facet design
Luxurious two-tone colouring
Front fender with new fork guard portions
Sharper turn signals
Sporty R-model instrumentation
Front suspension offers more precise adjustability
Both sides feature rebound adjustability (vs only one side on Z750)
41 mm inverted fork
Preload adjustable
Bottom-Link Uni-Trak with piggyback reservoir also offers increased
cooling performance
High-quality sculpted aluminium swingarm
Radial-mount 4-piston calipers
Radial-pump brake master cylinder
Steel-braided brake lines (front and rear)
Thicker front petal discs
This official sketch previews the 2011 Suzuki GSX-R600 and 2011 Suzuki GSX-R750 that will debut at Intermot Cologne on October 5.
What we’re looking at is a relatively minor facelift. The biggest visual changes are the four new air intakes stacked to the sides of the now slimmer headlamp. That headlamp now uses stacked high and low beams, moving the 600 and 750 visually closer to the 1000. This is no coincidence as the ’11 600/750 identical twins were designed by Shigeru Uchiyama, the same guy who penned the 2009 Suzuki GSX-R1000.
Mechanically, expect a small weight reduction and an equally small power increase courtesy of minor frame and motor revisions.
These bikes were actually scheduled for a debut last year, but were pushed back when collapsing credit markets destroyed America’s ability to purchase expensive luxury goods it didn’t need. The facelift is intended to keep the GSX-R model line reasonably fresh without requiring a huge investment from cash-strapped Suzuki; an industry source suggested that these new bikes are revised to such a small degree that they won’t even require new tooling.
Source Hell for Leather
The 2011 Suzuki GSR750 is being previewed by this official sketch ahead of October’s Intermot Cologne motorcycle show. Unlike the two GSX-Rs, this is an all-new bike.
The Suzuki GSR750 joins bikes like the Kawasaki Z750R, Yamaha FZ8, Aprilia Shiver and Triumph Street Triple in the practical, affordable middleweight naked class. Bikes like this sell extremely well in Europe where insurance prices dictate ownership costs and motorcycles fulfill actually transportation needs. Middleweight nakeds pack comfortable ergonomics and reasonable street performance into affordable packages that can massively undercut built-to-spec race-reps.
As you’d expect, the GSR750 uses a re-tuned (read: de-tuned) version of the GSX-R750 engine. Expect peak power to be reduced from 148bhp at the crank on the GSX-R to 125bhp-ish on the GSR. Peak torque should remain around 60lb/ft-ish, but the curve should now be fatter.
Also keeping costs down are a new frame and swingarm. The perimeter frame looks similar to that of the GSX-R, but is made from cheaper, cast aluminum. The naked GSX-R disguise starts to fall apart with the swingarm, which is a cheapo boxed item that belies what should be a budget price. Cost savings can also be seen in the front brakes, which use non-radial four-pot calipers. Expect the suspension to make similar sacrifices, despite featuring USD forks, expect the GSR to lack much in the way of adjustability.
Source Hell for Leather
|
Make Model |
Kawasaki Z-X10R Ninja |
|
Year |
2011 |
|
Engine |
Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
|
Capacity |
998 |
| Bore x Stroke | 76 x 55 mm |
| Compression Ratio | 13.0:1 |
|
Induction |
|
|
Ignition / Starting |
Digital with Sport-Kawasaki Traction Control (S-KTRC) / electric |
|
Max Power |
185 -200 estimated |
|
Max Torque |
114.3 Nm @ 1150 rpm |
|
Transmission / Drive |
6 Speed / chain |
| Rake / Trail | 25.0 degrees / 109.9mm |
|
Front Suspension |
43mm Big Piston Fork (BPF), rebound, compression and spring preload adjustability |
|
Rear Suspension |
Horizontal Back-link. High/low-speed compression, rebound and preload adjust |
|
Front Brakes |
2x 310 mm petal discs, radial-mount 4-piston calliper |
|
Rear Brakes |
Single Single 220mm petal disc |
|
Front Tyre |
120/70 ZR17 |
|
Rear Tyre |
190/55 ZR17 |
| Seat Height | 812 mm |
|
Weight |
198 kg |
|
Fuel Capacity |
17 Litres / 4.5 gal |
