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Showing posts with label Kawasaki. Show all posts
Showing posts with label Kawasaki. Show all posts

Sunday, 27 November 2011

Motorcycle 2011 Kawasaki Ninja 400R Unveiled

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2011 Kawasaki Ninja 400R Sport Bikes2011 Kawasaki Ninja 400R Sport Bikes

2011 Kawasaki Ninja 400R Official Photos2011 Kawasaki Ninja 400R Official Photos
2011 Kawasaki Ninja 400R Images2011 Kawasaki Ninja 400R Images

2011 Kawasaki Ninja 400R Black Series2011 Kawasaki Ninja 400R Black Series
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Kawasaki Ninja 250R

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A Long time ago (well, sure seems like it) I had prophesied about a possible Ninja invasion in the land of Suzuki's Samurais (me and my puns, I know.), regular readers would probably recall this post right. However, the baby Ninja (as it is popularly referred to in reverence to its much bigger siblings) has drifted on and off coffee table chitchat for many years now. Bajaj had always planned a coup of sorts but things never seemed to fall into place. So the prophecy by itself, was nothing new, its actually rather poignant that its that time of the year again (ritual when we recall and revisit and re-hope the forthcoming, hypothetical launch).



There's a festive mood all round automotive circles, ignoramus' are still buying the R15 (the FZ16, is by FAR a much better VFM machine FTR...), the P220 came, saw, conquered, a Zma upgrade has always been on the cards, TVS Racing R&D is translating to superb road going machines (god bless them for trying), and its nearing Diwali. That time of the year when my fellow beloved countrymen indulge in frivolous, garish, almost sociopathic display of spending (and they call our country a developing economy...sheesh) to celebrate light over darkness. One such shining light, could well be the now iconic Kawasaki Ninja 250R.



I am a huge fan, air-conditioner, cooler, ice bath, of the Ninja moniker and most other Kawasaki bikes too. I have always felt them to be a maker for the Rider. Hondas are simply too nice, Yamaha's have very often flattered to deceive, and Suzukis lack that something (I dont know what, just something). Which is why I gave up an R1 and a very nice Gixxer600 for a ZX7R... a legend in itself (how many bikes do you know who could beat Ducati at a World Superbike Championship?). But can a 250R live up to the name made famous by much faster, bigger, fierce elder siblings? How about being the highest selling (in its class), most talked about, most VFM, and now best looking (arguably) 250 around? Impressive to say the least. The 250 category is one of radical importance for a manufacturer and buyer because a lot of License registrations for future Supersport riders begins at the 250cc cap, onto 400, and so forth. To rule that roost, takes some doing, and to rule it for so long like a shameless monopoly speaks of untamed pedigree (a paradox by itself). If bought for what it is, the Ninja 250R promises (and in most cases DOES) to deliver the goods.

The pricing (courtesy Bajaj willing to take the challenge of assembling it here once the bikes are in CKD and our economys FTA with the govt of Thailand), would stick around the 2L range, which is really not that much (if people are stupid enough to spend a lakh plus for an R15, rather than an Apache RTR 160Fi or the FZ16, then selling a 250R is childs play). I just hope Bajaj doesnt make a joke out of the whole deal by messing up the assembly/pre sales/after sales. I owned a P180 once, I know how much the quality at BAL can suck. Kudos for them for perennially trying though, takes heart.



This time last year I thought we were ready for this machine, but I was wrong, I am ready, and so are a lot of my performance oriented buddies, but is the general public? After the R15 launch, and seeing a few owners around, my heart sinks to be in the same group as someone wanting just a bike with a fairing and fat rear tyre. Sad but true. Maybe we need to wait a bit more, educate ourselves about bikes and WHY we BUY a PARTICULAR bike.



Some things never change, and for every performance oriented true to his heart biker out there, there will be a dickhead with a couple of lakhs to spare who wants a furniture to seat his weekend lay on. Pardon me if it sounds a bit rude, its after much study and experience that I generalise this way!

Forget the ranting though, we ought ta move onto more important matters for todays agenda. Performance Mods... Yup, what can you do to get the most out of your Ninja 250R (if and when it does launch!):



1. Yoshimura Slip-on: They have one which goes rather well with the 250R, can be imported from Singy, I wont be surprised if Bajaj does stock up the pro-biking outlets with similar performance upgrade parts too! Sounds nice, goes bit faster and looks yummy in true Yosh pedigree!

2. Kits: Yup, multi cylinder Sport bikes are very easy to modify thanks to their race-worthyness, and the easiest of them all (most bikes actually), are the trusted Jets, Filters, Exhausts, Chain Sprocket Kits, Braided Brake Line Kits. Much more GO for the show.

3. Lookers: from Huggers to Rear Seat Cowls to HID lamps to Stickering (as with most faired bikes) and graphics, one can do a lot with a 250R (that includes plonking a fatter rear wheel, which am sure a lot of dorks would do first thing, to make it look bigger than it it actually is)

4. Serious Mods: Not many know that a nicely done up 250 can keep up with many a Supersport machine... so if you are serious about your riding, if you can handle the power, and if you have some money, but not enough to buy a bigger machine than the 250, you could still go in for Custom forks/suspensions/frames/wheels forged for rigidity and lesser weight than stock, turbo-chargers, what not. I wouldnt recommend it though, save enough for a bigger bike I'd say.


Theres much more you can do, but we'll stop here for now.

The baby Ninja is not a very powerful machine (30 odd hp), but packs enough punch for a beginner to get his bearings right before moving on to a bigger capacity machine, Its light, compact, torquey, and handles reasonably well (the exact term a journo buddy who tested it used is - "Confidence Inspiring"), and thats around a race track. On a crowded city street, respect its power as well as its worth, crashes are painful, expensive affairs with bikes (especially Sporty ones).



I found the older Ninja 250 reasonably pleasant to look at, but it certainly wasnt a Supermodel! The newer one has clearly defined lines and curves to aid aesthetics as well as aerodynamics and overall stability. The package is pretty basic, but it delivers as much, and bit more than it promises. Besides, the twin between your legs will plant many a smile on your face before the looks start to date. The ergonomics, more importantly, seem just right. I would certainly test one of them and post a complete review once done, but most of the feedback I have got (from owners abroad, and a couple of really close/reliable journo buddies) has been positive. As long as one does not imagine oneself riding a litre, one will enjoy the 250 to the core.





I dont think we'll be getting US Spec machines so Red and Blue might be out, but theres always Kawasaki's lime-green and any Ninja looks best in BLACK. Lets not be greedy!
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Thursday, 24 November 2011

2011 Kawasaki Ninja ZX-14

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Twisting the throttle of the 2011 Kawasaki Ninja ZX-14 will give you the experience you crave. Wind tunnel designed plastic and a high revving, high displacement inline-four pumping out an undisclosed amount of horsepower enable the brave to conquer the open spaces in short order.

There is little one can say about the differences between the two Japanese hyperbike screamers because it is nearly impossible for a mere mortal to test this class of motorcycle at its extreme end of performance.

Given a rider with the skill and strength of will to hit the limiter in sixth gear, there is a distinct problem in finding a suitable location for such a test.

A track day will tell you much about the low and midrange torque and horsepower, but long before you get close to the top end you run out of strait and all your concentration goes into wrestling the behemoth through corners designed to challenge a 600.

The logical venue is a standing mile time trial on a dry lakebed, but that does not lend itself to an informal test, not to mention the dismay the fine folks at Kawasaki might suffer at having a loaner bike entered into an official competition.

In the West, we have a very big desert with some lovely long, strait roads where one can join the 200 MPH club if so inclined.

Of course, that comes with the risk having your bike spend some time in an impound lot, or at worst spread across the landscape in very small pieces after trying to bunny-hop an endangered desert tortoise.

In the end, it is all pointless because the manufacturers have agreed to limit top speed to 300 kph (aka 186 mph). Despite the previously stated difficulty, if you are looking for a machine of the caliber of the Ninja ZX-14, there are characteristics that distinguish it from the other bike in its class.

Styling is a concern when it comes to the motorcycles we choose and the ZX-14 has that. Every angle is purpose built to accomplish the main task of the machine; slip through the ocean of air as cleanly as possible.

Contours ramp down from the passenger seat cowl, cutting through the rider compartment, over the four slashes along the tank, to culminate at a point on the ground preceding the front tire.

The lower fairing channels cooling air through the lightweight Denso radiator and around the engine compartment while deflector wings under the swing arm smooth the flow of air around the rear wheel. Front and back turn indicators fuse into the bodywork; the only thing distracting the flow of air over the fairing is the large ram air intake duct between the evil grin of the headlights.

Cool, high-pressure air channels through the central duct into the 1352cc four-cylinder DOHC engine, passing the 44mm Mikuni throttle bodies with 32-bit ECU controlled duel throttle valves.

Fine-atomizing injectors spray 75µm droplets of fuel at a 20-degree angle to cover a wider area of the combustion chamber to give a controlled even burn. Each of the four spark plugs has its own ignition coil allowing the ECU to optimize the tuning of each cylinder independently.

Perfect primary balance and dual gear-driven balancers reduce vibration to an absolute minimum while special piston profile and insulation in the magnesium timing chain cover reduces mechanical noise. The sound produced by the ZX-14 has an appealing turbine ambience and urges the rider to turn the throttle further.

A six-speed transmission is overkill in the Ninja ZX-14, as it can easily suffice to have only five gears, perhaps even four, for the majority of riders who throw a leg over this God of Speed.

The transmission started out very tight, but after a hundred miles the dogs wore in and slick shifting became the norm. The hydraulic clutch uses a radial-pump master cylinder--same as the front brake--which gives a clean look.

However, the throw is too close to the grip preventing two-fingered clutching. The slipper clutch works well; clicking down a couple gears and dumping the clutch gives a satisfying ratcheting down in speed without locking the rear wheel.

Handling, while not quick, is confidence inspiring. At the speeds capable by the ZX-14, you want extremely predictable handling so quick steering is replaced by strait line stability and precise corner tracking.

Engine placement in the hollow box aluminum frame plays an important part in the Ninja's handling. Front to rear balance is carefully designed into the bike to give the desired handling characteristics for a machine with a clamed curb weight of 567 pounds.

The road interface comes in the form Bridgestone Battlax tires, both wrapped around attractive cast wheels with offset center ribs so wheel weights can be located precisely along the centerline.

Kawasaki's twin 310mm petal front discs, with radial-mounted, four-piston calipers and rear 250mm petal disk with twin-piston caliper, provide admirable stopping power.

Each piston in the calipers has its own brake pad, which increases cooling efficiency and decreases the chance deforming due to heat. Braking is unaided by ABS, which saves weight but a motorcycle capable of such high speeds can use all the help available when slowing down.

The frame is a combination of box aluminum and cast aluminum to give strength and rigidity while remaining light and wraps around the engine, which is a stressed member to add torsional rigidity and further, save weight.

Dampening on the 43mm inverted cartridge forks is stiff in initial throw to resist dive during braking and the Uni-Track linkage rear suspension is fully adjustable, linear in action, and helps lower center of gravity by lowering linkage position.

Despite its high output, power application is smooth across the whole rev-range making the ZX-14 very predictable. Below 3000 rpm, the ZX-14 is quite tame and very easy to ride around town.

Digital Timing Advance in conjunction with exhaust design and high displacement gives the Ninja exceptional low and mid-range power with a very friendly throttle response. Between 3000 and 5000 rpm, you have an outstanding highway machine with comfortable ergonomics for the long ride away from civilization.

The bike is necessarily low for high-speed aerodynamics but this helps in mid-speed situations because the air hitting your chest helps take the weight off your arms from the forward positioned bars. Once the speedo hits the triple digits, the full effect of the wind tunnel designed body comes into play. Tucking into the envelope cut by the fairing feels natural and the sensation of pure speed overtakes your mind, driving out all mundane thoughts.

The 2011 Kawasaki Ninja ZX-14 combines attractive styling with mind-boggling performance in a package that pleases even if it never ridden to its full capability. You do not have to be super-human to ride one, but if you are, let me know what it is like at the redline in sixth.

2011 Kawasaki Ninja ZX-14 | Motorcycle Specs:
















BMW S1000RR Motorcycle - BLACK Monster





















BMW S1000RR Motorcycle is designed motorcycle and designed to can compete and compete in the Superbike Championship motorcycle racing. At BMW Motorcycle S1000RR parallel twin-engine layout and Duo-Lever front suspension in favor of a more traditional inline four-cylinder and fork format. There was also improvement and development with added many new features such as cylinder heads and konrol better traction course.
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