Kawasaki Versys

Kawasaki has introduced a brand new multi purpose motorcycle designed for all sorts of different riding styles and needs, the 2008 Versys. It's a 649cc 8 valve parallel twin that looks pretty good.

Kawasaki press release follows:

The new 2008 Kawasaki Versys is a machine which occupies a hard to define sweet spot in the motorcycling universe. Is it a practical commuter? Long-legged urban assault vehicle? Sportbike? Light Tourer?

The answer on all counts is a resounding Yes! This isn’t a niche specialist but rather a jack-of-all-trades with user-friendly versatility as one of its many charms.

The 649cc parallel twin and the neutral handling and light steering chassis of the Ninja 650R sportbike made the perfect starting point for this comfortable gridlock commando. A swoopy gull-wing swingarm, long-travel inverted 41mm fork, six-spoke superbike-inspired wheels, adjustable-height windscreen and a comfortable cockpit were combined to create a motorcycle that just begs to be ridden wherever the pavement might lead.





The compact liquid-cooled, fuel-injected, DOHC, 8-valve, 649cc parallel twin engine was modified for the Versys motorcycle so it delivers smooth power that’s well-suited for off-the-line acceleration and flexible torque in the cut-n-thrust of a rider’s morning commute. This engine’s overall characteristics are entertaining for even the most advanced riders, yet predictable enough to inspire confidence in less-experienced motorcyclists.

Full press release and more photos below:

Its suspension offers the next level in sophistication: an advanced Showa rear shock featuring a free piston and two-stage damping valves for progressive compression damping which firms significantly as the shock moves through its stroke. This allows a longer wheel travel with a feel that is initially soft like a dual sport, but firms to near sportbike levels as suspension loads escalate. Of course, this advanced shock is fully-adjustable and connected to a beautiful aluminum gull-wing swingarm that is longer than average, thanks to a short/compact engine and chassis.

Up front, the Versys suspension continues the high-tech approach with a fully-adjustable 41mm tapered-tube inverted fork that combines the best of off-road and sportbike suspension action for a stiffness balance that is a perfect compliment to the chassis settings. In addition to a more-comfortable ride, the long-travel suspension’s soft-stroke allows easy control of the chassis’ running angle by shifting the rider’s weight.

Complimenting the able suspension is the carefully designed cockpit that features a two-piece seat constructed to provide optimum comfort to both the rider and passenger. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and get their eyes back on the road. Capping off the comfort list is an adjustable windscreen that can be raised or lowered to three positions in 20mm increments.

Engine

649cc parallel twin-cylinder, DOHC engine is the most compact in its category.

The engine is considerably smaller than that of the Ninja 500 and helps reduce the dimension of the entire motorcycle

Tuned to deliver smooth, responsive power in the low-to mid-rpm range with exceptional roll-on response ideal for negotiating city traffic.

Triangular crank and transmission shaft layout makes it short front to back, a semi-dry sump oil system reduces overall engine height, and the narrow pitch of the chrome composite plated aluminum cylinders helps reduce engine width

Muffler with 3-way catalyzer and bullet-tip opening is mounted below the engine to help lower the center of gravity and aid weight centralization

180-degree crankshaft plus balancer shaft for extremely smooth engine operation

Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling

Liquid Cooling

Fewer external hoses because the coolant is routed through the engine cases

Digital Fuel Injection (DFI)

Utilizes 38mm Keihin throttle bodies with ECU controlled sub throttle valves for optimum performance and rideability

The sub throttles, located behind the main throttle valves, permit the DFI system a more precise throttle response, similar to a constant velocity carburetor

Automatic fast idle system makes starting and warm-up easy

Digital Capacitor Discharge Ignition (CDI) System

Microprocessor controlled timing never requires adjustment and is ultra responsive to engine needs

Spark plug mounted “stick” ignition coils are compact and help reduce weight

Six-Speed Transmission

Cassette style transmission means the shafts and shift drum are in a compact layout that is easily removed as a single unit from the case for easier maintenance

Trellis Frame

High tensile steel trellis frame is small and light

Designed using 3-dimensional computer analysis to achieve the optimum stiffness balance for better handling

Narrow at the knees and feet for increased rider comfort and control

Single shock Rear Suspension

Aluminum gull-wing swingarm and offset, laydown single rear shock complement the frame design to create an integrated line flowing from the steering head to the rear hub

Short, compact frame and engine design allows the swingarm to be longer, which helps improve overall handling

Showa shock has adjustable preload and rebound damping and uses a free piston and two-stage damping valves for smooth action during initial compression that becomes much firmer near the end of the stroke for a more planted feel

Long-Travel Fork

41mm Inverted fork with stiff springs combines the best of off-road and sportbike-type suspension for excellent performance over a wide range of conditions

Tapered, relatively short outer tubes help provide the ideal stiffness balance to compliment chassis settings

Fork height, preload and rebound damping can all be adjusted to fine-tune the suspension to specific conditions or riding style

Triple Petal Design Brake Discs

Petal design rotors offer improved cooling and warp resistance

Same rotor design as found on the Ninja ZX-6R and ZX-10R supersport machines

Six-spoke wheels

Also found on the Ninja ZX-6R and ZX-10R; the six-spoke design requires much less material between spokes so that the rim thickness is thinner and overall wheel weight is reduced

Comfortable Cockpit

Each part of the two-piece seat was designed with a different thickness and firmness of foam to optimize comfort for both rider and passenger

Passenger seat and grab bars were designed to provide a natural seating position for added comfort

Easy-to-read instrument panel has a large analog tachometer and digital readout for the speedometer, fuel gauge, odometer, dual trip meters and clock. White LED backlighting provides increased visibility at night

Adjustable Windscreen

Three different settings, each 20mm apart, allows riders to adjust windscreen height to suit their preferences


Specifications:
Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649cc
Bore x stroke: 83.0 x 60.0mm
Compression ratio: 10.6:1
Maximum torque: 44.9 lb/ft @6,800 rpm
Cooling: Liquid
Fuel injection: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: Six-speed
Final drive: O-Ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / trail: 25 degrees / 4.3 in.
Wheelbase: 55.7 in.
Front suspension / wheel travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear suspension / wheel travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front tire: 120/70x17
Rear tire: 160/60x17
Front brake: Dual 300mm petal discs with two-piston caliper
Rear brake: Single 220mm petal disc with single-piston caliper
Overall length: 83.7 in.
Overall width: 33.1 in.
Overall height: 51.8 in.
Seat height: 33.1 in.
Dry weight: 399 lbs.
Fuel capacity: 5.0 gal.
Color: Passion Red
MSRP: $6,899
Warranty: 12 months

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Phew! Home From Holiday Travels! Here's AN Excellent Reader Ride, Kawasaki H2 - 2 Stroke Restoration Till I Get Things Caught Up!

Philip Rochette writes in:HelloHere are some shots of my 1972 Kawasaki 750 H2 that I have recently restored.It was a long term and very interresting project .I enjoy my bike and I have a lot of fun riding it in the beautifull french Alps.Here is the link to my site about that restoration and more;http://kawasaki750h2.free.fr/Best regardsFantastic Restoration!  Thanks for the excellent pictures

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Not a typo... A KLR 650 Cafe Racer...

There's a sentence I never thought I'd write... but you know it's not bad.Here's one more.  It's all l've got

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1973 900 Z1. An Astounding Restoration!

I'm lifting this post straight out of The ADV rider thread I saw it in.  Too good to let it pass.  Thanks 1upand4down.In 1973 my dad bought this 900 Z1 new. I was 16 years old and he would letme ride it. He had other Kaw's he would let me ride like a 69 and 71 500 H1's.But there was nothing like the Super four 900. He sold the Z1 in 1975 to a friend of mine brother-in-law and he sold to his

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First Generation Kawasaki H1

Still my favorite.

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Reader Ride. 1983 KZ1000 R2.

Chuck Margiott Writes in:Hello, Just sending you a photo of my bike. Just took it out of storage from 13 years ago. It looked like this when I put it away It is a 1983 KZ1000R2www.kz1000r.com for bike of the months photos.You've got a GREAT storage room there Chuck!  Thanks for the pics!

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motor sports |motoGP |motorcycle modification news update | 2011 Kawasaki Ninja ZX-10R First Ride

Updated chassis geometry features slightly steeper rake (0.5 degree) and 3mm less. The result is more weight on the front wheel.

It’s hard to imagine that nearly three decades have passed since the first Kawasaki Ninja sportbike was unleashed on the motorcycling public (1983 GPZ900R). That motorcycle helped usher in the generation of sportbikes we enjoy today. Now Team Green is at it again, evolving the technical aspects of high-performance motorcycles with the release of its 2011 Kawasaki Ninja ZX-10R. With the introduction of this Superbike, Kawi engineers have integrated a number of technologies that make it easier to ride than ever before. For the full technical briefing make sure to check out our 2011 Kawasaki Ninja ZX-10R First Look article. In this review we’ll focus on our riding impression and how it performs at the racetrack.

ELECTRONICS

Never in a million years did I think there would come a day that I’d say this, but, without question the most exciting feature of the new ZX-10R has nothing to do with the engine, chassis or anything else mechanical. It all comes down to a tiny black box and two sensors attached to each wheel. These are the primary components that make up the Sport-Kawasaki Traction Control (S-KTRC).

Motorcycle USA takes to the track with Kawasaki's fully redesigned Ninja ZX10R in our 2011 Kawasaki Ninja ZX-10R First Ride Video.

The system is the most advanced traction control system we’ve ever used on a production motorcycle. It is designed to allow riders to get closer to the “limit” of the motorcycle’s performance by optimizing rear wheel spin and engine acceleration. Part of the reason the system works so well is because it is adaptive to riding conditions. Unlike other systems there are no pre-determined engine fuel or ignition maps. The system is constantly making calculations based on throttle position, engine acceleration, gear position (load force) and front and rear wheel speeds. This allows it to “predict” what might happen and adjust the engine’s ignition curve in real-time.

Four different modes are available based on rider preference or road conditions. Level 1 is designed for track use with racing tires. Level 2 is for general sport riding on either the street or racetrack, while Level 3 is for use in the wet or on slippery road surfaces. The system can also be disabled completely.

Each mode is selected by holding down a toggle button on the left clip-on for approximately one second. This can be done on the fly as long as the throttle is closed. The selected mode is then displayed on the LCD cockpit display. Furthermore the chosen mode selection is stored when the bike is turned off and on again.
 

(Above) The Kawasaki’s digital instrument panel offers a number of features and is now one of the best set-ups on the market. (Center) The Ninja ZX-10R employs wheelie control that lets you to keep the throttle pinned to the stop when you power wheelie out of a corner. (Below) The Ninja ZX-10R utilizes wheel speed sensors on each wheel to feed information to the traction control and engine management systems.

Considering we’d never turned a wheel at Georgia’s Road Atlanta not to mention the chilly asphalt temperature, we began the test by riding the bike in Level 2 mode. With its sheer number of blind turns and rises Road Atlanta is a very tricky circuit to learn. Still within just a handful of laps it became immediately clear the benefits of the S-KTRC.

There are a number of dips and rises on the track where the bike will power wheelie in second, third and even fourth gear. The TC incorporates a wheelie control functionality that allows you to literally keep the throttle pinned as the front wheel lifts off the ground during a power wheelie. To my surprise, it actually took considerable seat time to get used to this feature as my brain is hard-wired to either: lift off the throttle, dab the rear brake, or tap the clutch lever to get the front wheel back on the pavement. But if you can turn-off your brain and put 100% faith in the electronics it’s simply incredible how well it works with it completely mitigating the chance of the bike looping out and instead putting the front wheel down in a smooth and very natural feeling manner. However, we did notice the system felt herky-jerky in Level 3 as the bike would wheelie then set down and repeat.

After I had put certain segments of the track together I started to get greedy with the throttle when standing the bike up off corners. The rear tire would still spin slightly but it would do so in such a way that you could feel the bike trying to maximize every bit of forward drive. It felt like it would spin, grip, spin, grip as opposed to just spinning excessively when we attempted the same maneuvers with S-KTRC disabled.

But the craziest thing is just how unobtrusive the system is, especially in Level 1. It works its magic so inconspicuously that it’s difficult to tell that it’s even working (there is a segmented bar graph-style TC activation meter on the dash that displays how active it is working but you need to take your eyes off the road to view it). As opposed to other TC systems employed on say the BMW and Ducati, the Kawi’s set-up is far less intrusive when activated and it doesn’t feel like it's restricting acceleration as much.

So will the TC system make the bike totally crash-proof? Not exactly. To test, I dialed in heavy throttle while transitioning from the edge to shoulder portion of the rear Bridgestone BT-003 race tire (learn more about this tire in the Bridgestone Battlax BT003 Tire Comparison) and one time the bike rear end snapped sideways and I popped out of the seat. The only thing that prevented me from crashing was basically luck.

If it doesn’t keep you from crashing what is it good for then? Think of it this way: The TC system takes off the “edge” of aggressive throttle input. It helps smoothen out the load you place on the rear tire during acceleration which in turn reduces wheel spin and maximizes acceleration off a corner. If you’re skilled enough you can certainly accomplish the same goal with your right wrist (Mat Mladin-style) but you’ll never be as consistent as the machine. Hands down this is the best feature of the new 10R and worth every penny of its $13,799 base MSRP.

ENGINE

The new Ninja ZX-10R is a very easy motorcycle to ride around the racetrack.

Although the basic architecture of the engine, including its Inline-Four configuration, firing order and bore and stroke measurements are identical to the previous model year, many of the internal parts have been reworked. For more technical details refer to the 2011 Kawasaki Ninja ZX-10R First Look.

The previous generation Ninja certainly didn’t lack any top end engine performance with it pumping out in excess of 160 horsepower at the rear tire (see the 2010 Kawasaki ZX-10R Comparison Track article). Although Kawasaki claims maximum power output to have increased it felt comparable to the 2008-2010 Ninja. Kawasaki did note that in stock form the U.S. spec ZX-10Rs are fairly restricted. To prove this they had a “Power Up” bike with a racing exhaust and different ECU and it did feel considerably faster and comparable to BMW’s S1000RR rocket ship. What did feel different however is the way in which the engine generates thrust.

The top-end power hit of yesteryear is gone and the powerband feels flatter than before (good thing). Throttle response continues to be excellent and the engine is very usable and friendly to manipulate at all rpm. We did notice however that it doesn’t pull with the same voracity as you close in on redline with power flattening up slightly. But we did appreciate the soft manner in which the engine hits the rev limiter which felt almost identical to the Z1000 (see the 2010 Kawasaki Z1000 First Ride). The exhaust note continues to be very quiet but there is still a fair amount of air intake howl, much to our pleasure.

The 10R now incorporates an engine power mode selection system similar to Suzuki’s GSX-R line of sportbikes. Three power modes are available ranging from “F” (full power mode), “M” (variable middle power—allows 75% of max power with a less aggressive power curve. Furthermore full power can still be accessed based on the throttle angle rate of change) and “L” (low power—60% of maximum with an even milder power curve). Similar to the S-KTRC system the power mode can be adjusted on the fly (as long as the throttle is closed) by pressing up on the left-hand clip-on toggle button for approximately one second. The selected mode is then displayed right above the S-KTRC setting on the instrument panel with the setting being retained when the bike is restarted.

CHASSIS

(Above) Without having ridden both bikes back-to-back it was difficult to tell if the new 10R is any more agile than the old one. Turn-in did feel more predictable then we remembered however. (Center) The ZX-10R employs a new horizontally-mounted Showa gas-charged shock absorber. (Below) The cockpit layout and riding ergonomics are a big improvement over last year’s bike.

One of the biggest complaints we had with the old bike was how top-heavy it felt. The new Ninja has shed 22 pounds of mass with it now weighing in at 437 pounds with a full 4.5-gallon fuel load. Even better though is how much better its center of gravity feels.
 
Without riding the bikes back-to-back it was difficult to discern if the new Ninja steers any easier than the old one. Still we wouldn’t exactly term it as “flickable” but it did seem to steer more predictably than before which felt like it could be attributed to its improved mass centralization more than anything. We did notice how much more stable the bike is at high speeds with it headshaking far less than we’ve experience in the past.

We were generally pleased with the performance of last year’s fork and the new Showa BPF continues to provide excellent performance. It does a terrific job of controlling chassis pitch during hard braking, which we experienced entering Road Atlanta’s Turn 10 where you slow down from an indicated speed of 186 mph down to second gear.

Speaking of braking the Ninja continues to offer a very powerful braking set-up. Outright stopping force is incredible and the brakes didn’t fade at all at our pace. Initial bite is rather low which helps make the brakes easier to use for a novice rider but gradually ramps up as lever force is increased. Additionally the Ninja now offers an anti-lock braking system available as a $1000 option. The system only adds six pounds to the weight of the motorcycle; however it cannot be disabled like say the system employed on the BMW S1000RR. The bikes we rode were not outfitted with the system so look for a review in the future.

Even more impressive than the fork perhaps was the new horizontally-mounted Showa shock absorber. Overall the rear end of the bike seemed to squat less during hard acceleration and there was a high-level of feel during cornering. When you combine that along with the fantastic grip from the Bridgestone BT-003 race tire and phenomenal performance of the traction control system, the package facilitates strong drives off corners. Damping force also remained consistent throughout our 20-minute riding sessions.

ERGONOMICS

Next to the performance of the traction control system the revised cockpit and riding ergonomics is another area where the new 10R shines. Part of the reason why it feels much less top heavy than before is the 0.7 inch reduction in seat height. The profile of the fuel tank is also vastly improved with it feeling much more compact than before. We also liked

The traction control system employed on the new 10R is the best system we’ve ever tested on a production motorcycle.

the way it was shaped which allowed us to grip it better during hard braking. The clip-ons also seemed to have a more logical bend that should prove to be more accommodating on the street as well. The position of the footpegs is now adjustable, which is another big plus for both street and track riders. Generally the cockpit was well proportioned and wasn’t at all cramped for my above average six-foot-tall frame.

FINAL THOUGHTS

Although we weren’t blown away by the added performance of the engine or chassis as compared to last year’s bike the electronics package on the new 10R is out of this world. Not only does it make the bike easier and safer to ride it allows you to better explore the astronomically high-performance that a modern day Superbike serves up. And to think that you can get a taste of a similar type of traction control and engine management technology that MotoGP bikes were using just a few years ago for a list price of $13,799 is absolutely mind boggling. Kudos to Kawasaki for continuing to evolve the realm of sportbikes with its easy-to-use and gimmick-free traction control system.

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motor sports |motoGP |motorcycle modification news update | 2011 Kawasaki Ninja ZX-10R First Ride

Updated chassis geometry features slightly steeper rake (0.5 degree) and 3mm less. The result is more weight on the front wheel.It’s hard to imagine that nearly three decades have passed since the first Kawasaki Ninja sportbike was unleashed on the motorcycling public (1983 GPZ900R). That motorcycle helped usher in the generation of sportbikes we enjoy today. Now Team Green is at it again,

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2011 KAWASAKI ZX-10R REVIEW AND PRICE

While seven years have passed since Kawasaki introduced its first modern superbike quart size, it seems that some years that the tracks ZX-10R
first success and roads -. explore even more difficult, especially in light of the rapid product development in the wars of liter bike - is that the new-2011 Kawasaki ZX-10R 2004 is the first ground up redesign of the master murderer since the introduction of the ZX. This iteration of Zed-X was such a reshuffle Go 'Round, while the introduction of 2011-model latest news in the hilly trail race at Road Atlanta in Braselton, Ga., Kawasaki, Karl Edmondson warned media engine to forget "previous ZX-10R ZX-10R models '2011: .. Most Kick-Ass Ninja to date the revival of the ZX-10R, 10R engine powered by a completely new engine produces up to 170 hp at the wheel from top to bottom, a new 10R. touched almost nothing more the only thing retained from the previous 10R bore and stroke.Check-in-chief Ed Duke comprehensive technical overview for more information. Cast iron camshafts are now in place CrMo steel. A soft-nitriding treatment reduces new Kawi revised camshafts distraction (a "untruing" if you will, the linearity of the cam) for hardening the metal up to 30-40% depending on the Kawi. A motion generally used to increase the peak power - the cam and valve overlap can be increased as part of the update.

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Stunning Kawasaki Z1R

Wow!  speaks for itself really...And thanks again to Danny Clark and his amazing Flickr page.

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Wanderlust... Bike on a Boat.

 Saw this over on ADV Rider thread of the same name... LINK  Great Stuff.

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TOWNLEY SET FOR RECOVERY - UPDATED

UPDATE: 16/11/2010 16:00 - Townley's injury is not as bad as first thought. As earlier reported from a source close to the Townley's, it was believed that BT underwent surgery yesterday. Townley did in fact go into surgery today at 1pm. After Townley was put under a general anaesthetic, doctors tested Townleys hip socket in all positions and was found to be in great condition, and therefore requiring no further operation. Originally doctors assessed Townleys hip to be unstable and requiring a surgical investigation with the view of possible reconstruction.

Townley was awoken some 50mins later to the fantastic news that his hip will require no more than a few weeks rest and then rehab. The news comes at a huge relief to Townley's family, friends and fans. BT is expected to make a full recovery over the next month.

As Posted Earlier - 16/11/2010

If you couldn't make it along on Saturday night to the Auckland round of the Monster Energy Super-X or you're patiently waiting for the Monster Energy Super-X series to roll into town, that's you Dunedin, take a look at what you can expect come Saturday night.



While the racing was hot all night and there were few major injuries, one crash was felt a little too close for comfort for those in attendance. Ben Townley's horrific heat 1 crash left the crowd in a sombre mood and his future, at least for now, looks to be hanging in the balance.


The crash itself took place only several laps after KTM Factory rider Mike Alessi's failed block pass on Kawasaki's Townley, pushing Ben off-track on the entry to the triple, triple, triple section directly in front of the eager NZ crowd.

A video of the incident can be found on YouTube which has been posted by an anonymous uploader.

Having restarted and almost an entire lap down it was evident from Townley's body language during the following laps that he was seeing red with Alessi's earlier front wheel impact. And at the crucial moment of take-off heading into the same section Alessi had taken Townley out in, Ben seemed to have lost crucial rear-wheel drive.

A lack of momentum is most likely a key ingredient to Townley's lack of height to adequately clear one of the most technical pieces of the track, resulting in Townley cart-wheeling in spectacular fashion. The bike is believed to have landed on Townley's left thigh at high impact causing the suspected hip dislocation.

Whilst the heat race was red-flagged for safety precautions Townley lay prone on the track as the medical team rushed to his aid.


Townley is believed to have remained in hospital throughout the weekend with a dislocated left hip with doctors making the decision to operate around midday on Monday 14/11/2010 in order to restore Townley's left hip socket.

The extent of the injury, and the outcome of the surgery is still an unknown at this stage.

Townley's plans to join his newly signed CLS Kawasaki MX1 Team in Europe for pre-season testing on the factory Kawasaki KX450F will be riding high on the full extent of his injury. An injury of this severity could take months to fully recover from. Meaning Townley may well be several months down, conditioning wise, heading into the start of the World MX1 Grand Prix season when it kicks off in Sevlievo, Bulgaria April 4th 2011.

Our thoughts are with BT101.

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2011 Kawasaki Z750R Gets Rizoma Styling Kit

2011 Kawasaki Z750R Gets Rizoma Styling Kit

The newly launched middleweight streetfighter machine from Kawasaki, the Z750R, now benefits from a new aftermarket styling kit from Rizoma, thanks to an official partnership between the two companies that started a few months ago.

Specifically, the project lasted 120 days, side by side, in total secret, and has enabled Kawasaki to fine tune the new Z750R, while Rizoma’s R&D team developed the bike’s Styling Kit.

2011 Kawasaki Z750R Gets Rizoma Styling Kit

The aftermarket component manufacturer was therefore able to develop special custom parts, with maximum compatibility for the new naked bike.

“One of the most high visual impact parts is the engine fairing, which mirrors the profile and inclination of the front cowling, thus making the bike even more aggressive looking. And other parts, like the rearset controls, certainly won’t fail to make their mark. The principal material is aluminum machined from billet. The overall effect is one of clean styling, an unbeatable statement,” a statement from Rizoma reads.

Together with the special products for this motorcycle, customers can also choose from a range of mirrors, direction indicators, handles and many other accessories.

The Styling Kit is available both from Kawasaki’s European showrooms, which can deliver the motorcycle ready equipped, or from Rizoma retailers, where you can complement it with the other accessories for the new Z750 from the company’s catalogue.

The 2011 Kawasaki Z750R is powered by a 748cc inline four cylinder, liquid cooled, DOHC engine with digital fuel injection, developing 106 hp and 72 to 78 Nm (53 to 57 lb-ft) of torque. That is enough to propel the 195kg bike to a top speed of 149 mph (240 km/h).

The bike comes with new improved chassis with fully adjustable front forks, revised rear shock on a new aluminum swing arm, radial front brakes with braided lines and ABS as an option.

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2010 Kawasaki Vulcan 1700 Classic

2010 Kawasaki Vulcan 1700 Classic

2010 Kawasaki Vulcan 1700 Classic

2010 Kawasaki Vulcan 1700 Classic

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2010-Kawasaki-GTR-1400-Concours

2010-Kawasaki-GTR-1400-Concours

2010-Kawasaki-GTR-1400-Concours

2010-Kawasaki-GTR-1400-Concours

2010-Kawasaki-GTR-1400-Concours

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TOWNLEY TO MX1

Posted By: OS
Source: Synergy Sport


Date: 19 October 2010

Ben Townley returns to the GPs with Kawasaki Team CLS

Ben Townley, one of the fastest motocross riders in the world, will return to the MX1 World Championship next year with Kawasaki Team CLS.

After five seasons racing in the USA, the former World MX2 and US Lites Champion has signed a one year contract with Pro Circuit and Kawasaki Team CLS to compete in the 2011 World series.


The 25 year old from Taupo in New Zealand put two injury-wrecked seasons behind him this summer as he won motos at both the US Grand Prix in Glen Helen and the Motocross of Nations in Lakewood to confirm that he is one of the fastest MX1 riders on the planet.Many leading GP teams have been in contact with Ben during the few last months but, aided by theirassociation with Monster Energy Drinks and Pro Circuit owner Mitch Payton, Kawasaki Team CLS was his eventual choice for a return to the world stage; Ben has a long, well-established relationship with both American firms, having enjoyed two highly-successful seasons in the Monster Energy Pro Circuit Kawasaki squad when he initially moved to the USA in 2006.

Having arrived in Europe as an unknown at the age of 16 in 2001, Ben won his first Grand Prix in Sweden the following season and two years later became MX2 World Champion, claiming nine of the sixteen GP wins during the 2004 season. Moving to the MX1 class in 2005, he won four GPs and was the “rookie” of the year with third in the final standings. He attained another dream when he claimed the AMA SX Lites championship on the East Coast in 2007, but injuries wrecked the following two seasons. He overcame several unfortunate setbacks during 2010 to finish fourth in the US outdoor series, and his successes at the US GP and the Motocross of Nations proved that he had the speed to run with the regular GP riders.

By signing for Team CLS Ben will not only renew his successful relationship with Kawasaki, MonsterEnergy and Pro Circuit but also with CLS technical supervisor Harry Nolte, the Dutch technician withwhom he has also enjoyed success and fond memories in the past.

Ben Townley: “I’m really excited about the new deal I have with Kawasaki Team CLS. I have had a great relationship with Kawasaki over the years and rode for them as an amateur in New Zealand so I am excited to be back on Green and to renew that relationship again. Kawasaki Team CLS has a lot of experience with the likes of Harry Nolte and obviously the involvement with Mitch and Pro Circuit is a big part of it as well and was the key in making my decision. With Monster Energy being the title sponsor of the FIM MX World Championship it is also a huge incentive to do well and put Kawasaki and Monster up front. I always had the feeling that I had some unfinished business to take care of in the MX1 world championship and I am now looking forward to coming back to fight for the world title. I also have to say a big thanks to Troy Lee and his team for helping me get my career back on track. They helped me when I was at rock bottom and I will always be grateful to them.”
Jean Jacques Luisetti, Kawasaki Team CLS owner: “When Mitch Payton informed me about this possible move from Ben, we were all excited at the prospect of working with such a talented rider. I want to thank Pro Circuit and Monster Energy who put all their efforts to help us sign Ben, and we’ll do our best to help him to reach his goal. We represent Kawasaki officially in the MX2 World Championship, and without the involvement of our main partners we wouldn’t have been able to sign a top MX1 rider also. It’s a huge step for us to have a former World and US Champion in our team alongside Tommy Searle and Max Anstie; for sure Ben will be fighting for the World title aboard his Pro Circuit Kawasaki."

Harry Nolte, Kawasaki Team CLS technical supervisor: “I’m very excited that Ben is coming back to the GPs, and will join Kawasaki Team CLS; my thanks to Jean Jacques and Gael, who put a lot of effort to make this deal happen. For the CLS team, this is another step forward and I’m looking forwards to work with Ben again; together with Tommy and Max, we have a very strong team for 2011 !”

Image: Shayne Rice

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Kawasaki Vulcan 800

2001 Kawasaki Vulcan 800 Specifications:
Model: VN800-A7
Engine Type: 4-stroke V-Twin
Displacement: 805 cc.
Bore x Stroke: 88 x 66.2 mm.
Compression Ratio: 9.5:1
Valve System: SOHC, 8 valves
Carburetion: Keihin CVK36
Ignition: Digital Electronic
Starting: Electric
Transmission: 5-speed with Positive Neutral Finder
Final Drive O-ring chain
Frame type
Double cradle, high-tensile steel
Rake / Trail: 34 degrees / 5.9"
Wheelbase: 64.0"
Suspension, Front: 41 mm. hydraulic telescopic fork
Suspension, Rear: Bottom-Link Uni-Trak with 7-way preload adjustment
Tire Front: 80/90-21
Tire Rear: 140/90-16
Brakes, Front: Disc
Brakes, Rear: Drum
Seat Height: 28.0"
Fuel Capacity: 4.0 gallons
Dry Weight: 496 pounds

Source: Total Motorcycle

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2010 Kawasaki Ninja ZX-14 with Specifications

2010 Kawasaki Ninja ZX-14 with Specifications2010 Kawasaki Ninja ZX-14 is a replacement vehicle Superbike racing. 2010 Kawasaki Ninja ZX-14 is designed with advanced technology and has been tested in wind tunnels for aerodynamics on the chassis can be tested its ability to cut through the wind on the track. 2010 Kawasaki Ninja ZX-14 has a 1352 cc engine with fuel injection systems are more able to optimize the distribution of engine power due to power done much better. As a whole that the Kawasaki Ninja ZX-14 a vehicle created by the growing use of technology to invest in the 2010 Kawasaki Ninja ZX-14, including a useful electronic devices, and helps maximize the engine driver in a drive Kawasaki Ninja ZX-14 in all tracks and turns. Comfort, convenience, speed is the focus of the development of 2010 Kawasaki Ninja ZX-14. There are many features that each has a different function with the aim of 2010 Kawasaki Ninja ZX-14 be better for the vehicle class. You can view the full specification of data, including the features available on the 2010 Kawasaki Ninja ZX-14 below. Oh ... almost forgot my other important information, 2010 Kawasaki Ninja ZX-14 is the market sold for $ 13,400. Interesting is not ...???

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14

2010 Kawasaki Ninja ZX-14 - Specifications
MSRP $13,399 to $13,699 USD

Engine:
Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement: 1,352cc
Bore x stroke: 84.0 x 61.0mm
Compression ratio: 12.0:1
Fuel system: DFI® with four 44mm Mikuni throttle bodies
Ignition: TCBI with Digital Advance
Transmission: Six speed
Final drive: X-Ring chain
Rake / trail: 23 degrees / 3.7 in.
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 57.5 in.
Front suspension / wheel travel: 43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 4.6 in.
Rear suspension / wheel travel: Bottom-Link UNI-TRAK® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Front Brakes: Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
Rear Brakes: Single 250mm petal disc with twin-piston caliper
Overall length: 85.4 in.
Overall width: 29.9 in.
Overall height: 46.1 in.
Ground clearance: 4.9 in.
Seat height: 31.5 in.
Curb weight: 566.7 lbs.
Fuel capacity: 5.8 gal.
Color: Candy Persimmon Red, Metallic Titanium/Metallic Spark Black
Warranty 12 months
Good Times™ Protection Plan

Features :

1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range, while producing impressive horsepower numbers
- Low mechanical noise via special piston profile and urethane insulation sheet on the inside of the magnesium chain cover
- Tuned to provide smooth power across a very wide rev range, while producing impressive horsepower numbers
- Carefully planned engine design is compact and narrow
-- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs

Wind Tunnel-Designed Bodywork
- Quadruple projector beam headlights give the ZX-14 a distinctive front fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
- Monocoque frame goes over the engine so the sleek fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency

Suspension
- Bottom-link design helps create a lower center of gravity, which makes the motorcycle more nimble
- Stepless damping adjustment improves suspension performance
- Linkage rates provide linear suspension action
- Excellent control and feedback from fully adjustable bottom-link UNI-TRAK® rear suspension
- wheel rim center ribs are slightly offset so tire balance weights can be located precisely along the wheel's centerline
- Inverted 43mm cartridge type front fork utilizes damping rates that offer stiff initial action to resist front-end dive when braking

Digital Fuel Injection
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control
- Injectors deliver lateral spray at a 20 degree angle to disperse the finely-atomized fuel over a wider area
- Intake porting optimizes flow characteristics
- Fine-atomizing injectors produce 75?m droplet size
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves, controlled by the ECU to provide precise response, make DFI® performance smoother, and help meet Euro III emission requirements

Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and reduced rider fatigue

Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement and feel

Radial Mounted Petal Front Disc Brakes
- Petal design brake discs provide better cooling and warp resistance
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming, so they maintain a consistent brake feel longer
- Radial mounted four-piston front brake calipers offer greater rigidity than traditional caliper mounting, to improve brake feel
- Radial-pump front brake master cylinder improves brake performance and lever feel

Full Instrumentation
- Controller Area Network (CAN) interface between the gauges uses fewer wires yet allows a greater volume of information, such as estimated fuel mileage, to be exchanged
- White faced dual analog speedometer and tachometer are easy to read
- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and a clock

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2011 Video Kawasaki Z750R

2011 Kawasaki Z750R

Japanese motorcycle manufacturer Kawasaki has also launched a video of the new middleweight streetfighter machine. Kawasaki is, in fact, offering a 360-degree view of the machine which comes as a sportier variant of the existing Z750 model.

The ‘R’ version comes with new brakes and exhaust system, though the engine remains unchanged. With a 748cc engine delivering 106 PS and superior handling, the Z750R is expected to appeal mostly European customers.

Coming as a competitive alternative to the Yamaha FZ8 and Triumph Street Triple, and as a cheaper choice compared with the ZX-6R, the 2011 Kawasaki Z750R has already aroused interest among two-wheeled fans.

2011 Video Kawasaki Z750R

The naked bike comes with a newly improved chassis with fully adjustable front forks, revised rear shock on a new aluminium swing arm, radial front brakes with braded lines and ABS as an option. Some styling tweaks have been made, such as the nose cone, indicators and footpegs.

Limited edition colors (Candy Lime Green and Flat Ebony) and revised clocks are also featured. Handlebar ends and ergonomics have also been revised. Ninja-style 6-spoke front wheel with reinforced rim contribute to the chassis balance, while the Dunlop 210 tires are meant to enhance handling.

The new bike with a raft of planned genuine accessories will be supported by Kawasaki which includes a Kawasaki Akrapovic slip-on silencer.

In October, the bike will be seen at the Intermot exhibition in Cologne and after that at the Carole Nash Motorcycle Live event in the UK in November. During the same month it is expected to be presented at the 2010 EICMA show in Milan.

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