Showing posts with label kawasaki. Show all posts
Showing posts with label kawasaki. Show all posts
Friday, July 25, 2014
kawasaki z750 Moto
In their line, youll realize a 60cc two-stroke, further as a 150cc and a 250cc four-stroke engines developed with technology from BMW, company with whom that they had had relationships since their beginnings within the aeronautical trade. it had been not till 1954 that Kawasaki Motorcycles made their 1st complete bike underneath the name of Meihatsu (a subsidiary of Kawasaki Aircraft Co.). virtually at an equivalent time, they conjointly tried to introduce their own line of scooters to the market, however they soon realized they may not compete against the 2 giants of the scooters trade for those days: the Fuji Rabbit and also the Mitsubishi Silver Pigeon.
But we tend to cannot point out Kawasaki while not mentioning another create which will positively facilitate Kawasaki become further as Honda, Suzuki, and Yamaha one in all the large players within the Japanese Motorcycles scene: Meguro Motorcycles, higher grasp in that point because the "senior create and also the king of 4 strokes".
Meguro entered the bike trade in 1937. Having a decent relationship with the govt., the individuals at Meguro took advantage of the military orders. Their 1st bike was the Z97: a 500cc rocker-valve bike influenced by the Swiss Motosacoche. its value mentioning that this model was successful for the factory and also the Z97 was in production till the fifties.
Along the years, Meguro made some terribly nice 250cc and 350cc rocker-valve, single cylinder models further as high performance twins. All of them had a awfully sturdy British influence. And because of the business success they were living, they conjointly launched a rocker-valve 125cc for his or her low finish vary and a twin cylinder 650cc to accompany the already existing 500cc.
But it had been in 1958, when Meguro tried to urge rid of their British influence that things began to fail. based mostly on a winning prototype of Mount Asama (one of the largest races that time), Meguro Motorcycles made 3 nice and stylish machines with overhead camshaft—the 125cc E3, the 250cc F and also the 350cc YA. sadly, these bikes turned out to be too significant and didnt get the buyers attention.
Meguro can soon come back to rocker valve models. Meguro Motorcycles remained together of the highest ten makers till 1960, however attributable to some dangerous choices, because the ones mentioned on top of, the corporate began to decline and was soon bought by Kawasaki. In 1960, Meguro signed an initial agreement with Kawasaki Motorcycles, and in 1962, that they had fully disappeared. And this brings us back to Kawasaki Motorcycles.
In 1960, the corporate decides to allow a significant push to the bike division of Kawasaki Aircrafts. They cast off of the market the Meihatsu brand; they build their own plant of low finish and low powered machines and obtain Meguro. In same year, their 1st bike rolled off the road, a 125cc 2 stroke.
Helped by the data of the Meguro company that Kawasaki had taken over (Meguro was the oldest bike company in Japan), the corporate moved into the assembly of huge bikes around 1966. The model was known as the W1 (650cc).
The W1 wasnt such successful as a result of all the rival bikes were still faster, lighter and provided higher steering. So, Kawasaki developed 2 lighter versions A1 Samurai (250cc) and also the A7 Avenger (350cc). These bikes ended up being alittle a lot of successful.
In 1969, Kawasaki began to develop a reputation for itself with bikes with terribly high performance, the beginning was the H1 model (500cc) conjointly called the Mach III. The H1 was glorious for wheelies attributable to its backward weight layout. It gulped lots of fuel and had a tough core name. 2 smaller versions were conjointly released, the S1 (250cc) and also the S2 (350cc). In 1972, an even bigger version of the initial was made known as H2 or Mach IV (748cc). the assembly stopped when emission rules got too strict within the mid 70’s.
Even if the H models didnt handle well, Kawasaki developed a brilliant bike that no alternative manufacturer might compete with at the time. The Z1 from 1973 was a 903cc engine however it had been 1st planned as a 750cc engine. However, Kawasaki waited and improved the engine as a result of the Honda CB750 introduction in 1968. Z1 had a good name and was very fashionable attributable to the value and performance ratio. The name “king” was its alias. In 1976, the Z1 became the Z900 and also the engine was improved. Later, the Z1000 was launched as a result of a lot of engine power.
Towards the tip of the 1970’s, Kawasaki developed some smaller “zed” bikes just like the Z650 that was introduced in 1977. And a giant “zed” Z1300 that was conjointly partly designed on out-perform the opposite Japanese firms with an even bigger, stronger and heavier bike. however Japan still had to find out that larger wasnt perpetually higher and also the Z1300 wasnt a giant success to the corporate.
Kawasaki designed a nicely full fairing bike with a powerful engine and an outrageous performance known as the GPZ900R (908cc). it had been very fashionable each on the race track and on the road. And it had been a comfort to ride.
In the starting of the 1990’s, all the japanese makers were competing terribly laborious within the super bike models and any advantage on top of the opposite would bring credit and success. Kawasaki stepped right up and took that credit with the event of the ZZR-1100 (1052cc) that was launched in 1990 and have become the fastest production bike for five years.
The ZZR-1100 was common not just for its speed and power however conjointly the sturdy frame and sensible suspension created it a decent tour bike. Also, it had been terribly quick. In 2002, Kawasaki replaced it with the ZZR-1200, that was designed for a lot of middle finish power and higher handling. And a smaller ZZR 600 had conjointly joined the lineup of ZZR’s earlier on within the production.
In 2000, Kawasaki had already launched an ultra super bike known as the ZX-12R (1199cc). Its pure weight, distinctive frame and 176 bhp was enough to blast most bikes away.
Kawasaki had lost a number of the name for performance by 2000 however Kawasaki President Shinichi Morita had promised that Kawasaki would be back and indeed, with the arrival of the ZX-12R and also the ZX-6R, Kawasaki did create a pleasant comeback.
The ZX-6R was already launched in 1995 however the 2003 new ZX-6R (636cc) had been really redesigned and designed into a replacement aggressive quick racing machine. Kawasaki has taken several aspects from the racing technology and integrated it into this new bike. In 2003, Kawasaki conjointly launched a street bike model known as the Z1000 with a cool styling and a versatile powerful engine. Kawasaki was and is winning its power name back.
Today, from the category leading Ninja sportbikes and thundering Vulcan cruisers to the rugged Brute Force ATVs, Mule utility vehicles and JET SKI watercraft, Kawasaki product lead the powersports trade round the globe. the key of Kawasakis success is in planning and producing product that supply balanced performance, prime quality, reliability and glorious match and end. thus take a glance at what Kawasaki must give you within the approach of vanguard products!
Friday, May 9, 2014
Review Kawasaki Ninja 1000 2012
Kawasaki Ninja 1000 -2012
This is the view of Kawasaki Ninja 1000 2012 :
From the earliest days of Japan Inc.’s legendary chokehold on the open-class streetbike category, Kawasaki has been right there, building motorcycles that have blown away the press, the public and nearly every performance record of note. From the original Z-1 to the ZZR®1200, these do-it-all motorcycles combined the power, handling, comfort and aesthetic appeal that repeatedly dominated their categories.
And in the case of the ultra-capable 2012 Ninja® 1000, little has changed.
Like the original – and highly acclaimed – Ninja 1000 of 1986, the 2012 version delivers a dominating mix of power, handling, looks, technology and rideability. Here’s a sportbike that delivers an aesthetic uppercut the instant you lay eyes on it – and then follows up the punch with brilliant all-around performance you’ll quickly learn to love. And for those who want the ultimate in braking technology and performance, Kawasaki offers an ABS version of the Ninja 1000 for 2012. This system offers confidence-inspiring braking action on all types of surfaces.
The Ninja is blessed with rideability – an incredible blend of ability on the street and extreme ease of operation. The source of all this two-wheeled goodness is Kawasaki’s own – and now legendary – Z1000 super standard, the engine and chassis platform upon which the Ninja 1000 is based. The Z1000 has earned some of motorcycling’s highest accolades, including the prestigious Motorcycle of the Year "MOTY" award from Motorcyclist magazine and a slot in Cycle World’s Ten Best collection as the "Best Standard" for 2010 and 2011. With guts like that, it’s easy to see where the big Ninja’s impressive chops come from.
With the Z1000’s impressive engine and chassis package as a starting point, Kawasaki engineers added beautifully swooping bodywork and a handful of brilliant features (including optional ABS this year), all of which combine to make the 2012 Ninja 1000 an amazingly capable all-around sporting machine.
Power comes by way of a highly advanced inline-four – a 1,043cc, DOHC, liquid-cooled, 16-valve engine featuring a long-stroke design for instantaneous power, a smooth-shifting six-speed gearbox with ideal ratios, and no-fuss electronic fuel injection for absolutely seamless throttle response – warm or cold. There’s plenty of power, too – way over 100 rear wheel horses.
But this engine’s magic is more about flexible and easy-to-use oomph than simply peak horsepower numbers. This dead-reliable inline-four produces the sort of power that launches you out of corners and away from stops in a way that’ll keep you entertained – and your riding buddies impressed – for years to come. At seemingly every rpm level, the Ninja 1000 engine produces smooth, instant-on thrust many hardcore sportbikes simply can’t match.
Kawasaki’s perfectly calibrated electronic fuel injection helps make this so. The four 38mm Keihin downdraft throttle bodies inject a perfect mix of fuel and air into each combustion chamber with help from an advanced ECU, oval sub-throttles and a cool air intake system that routes fresh air to the airbox via ducts at the front of the bike. A balance shaft driven off the crankshaft keeps the solidly mounted engine operating smoothly, while a beautifully styled 4-into-2-into-2 catalyzer-equipped exhaust system offers a pleasing growl without being overly loud. It’s a perfect engine for a road-going sportbike – smooth, powerful, flexible and blessed with the legendary reliability Kawasakis are known for.
Like the superb-handling Z1000, the Ninja 1000 features an advanced aluminum frame similar in design to the Ninja ZX™-10R’s. The lightweight assembly curves over the engine, cradling it from above and bolting solidly to it in three places, with a rubber-backed fourth mount provided for added vibration isolation and torsional rigidity. This design allowed engineers to keep the bike’s waist narrow for superb rider interface and maximum comfort and control. The main frame and swingarm pivot pieces are cast as a single unit, with welds eliminated wherever possible for seamless aesthetics.
The wheels, brakes and suspension bits that allow the Ninja to move so gracefully and swiftly are truly state-of-the-art. Suspension is handled by a fully adjustable 41mm inverted fork up front and a preload- and rebound-adjustable single-shock system in back, the ideal scenario for dialing in the perfect settings for your weight and riding style. The single-shock system features a damper mounted nearly horizontally above the swingarm for optimal mass centralization and heat resistance. The gas/oil shock offers superb wheel control whether you’re hammering along some deserted backroad or bopping along a pothole-infested city street. On the Ninja 1000, you’ll always know what’s happening at the contact patches.
Stopping power is provided by race-spec brakes – 300mm petal-type rotors up front squeezed by ultra-rigid radially mounted calipers fed hydraulic pressure by an equally race-spec radial pump master cylinder. In back is another tech-savvy disc. Braking power and feel at both ends is amazing, giving rookies, pros and everyone in between a feeling of supreme confidence. And new for 2012, the Ninja 1000 is available with confidence-inspiring optional anti-lock brake system (ABS).
The wheels working with those brakes – lightweight six-spoke supersport-style units – are also the latest in lightweight production technology. They not only reduce unsprung weight, which allows the suspension to function optimally, but carry the latest in radial tire technology. The result is superb grip, precise handling and reasonably long tread life.
But easily the most stunning aspect of the Ninja 1000 is its sleek, wraparound bodywork. Designed with an eye on Kawasaki’s race-ready ZX-6R and ZX-10R, the Ninja offers a thoroughly radical look, but one that’s unique and memorable. Despite the edgy, rakish look, the bodywork carves a surprisingly large hole in the atmosphere, giving riders a quiet cocoon in which to work. A manually adjustable, 3-position windscreen helps, allowing riders to pick just the right setting for their height and riding style. Faired-in front turn signals, a ZX-6R-spec front fender, a stylish tail-section and a full-featured instrument panel right off the Ninja ZX-6R (with custom graphics, of course) complete the look.
And despite its radical look, the Ninja 1000 offers surprisingly comfortable ergonomics. The handlebars are mounted higher than on a true supersport machine, the pegs a touch lower, all of which makes the Ninja 1000 a capable short-haul tourer, and certainly a sportbike you can spend the day aboard without undue strain. To sweeten the day- or weekend-trekking deal even more, Kawasaki offers a line of optional touring-oriented accessories, including hard-case saddlebags and top trunk, heated grips and more.
It’s rare to find such all-around functionality in a sporting motorcycle today. But the 2012 Ninja 1000 is a different beast – one with wide-ranging talent in sport, sport-touring and commuting roles. As Motorcyclist magazine wrote recently: “In the real world we ride through every day, it doesn’t get much better than the Ninja 1000.”
Supersport Seduction with Everyday Versatility
The Ninja 1000 ABS offers street riding excitement wrapped in seductive full-fairing styling that embodies its sporty performance. Add a number of convenience features and the result is a unique package more than able to satisfy a riders every desire.
Whether looking to move on from a supersport or super-naked ride, or step up from a mid-size sport model, the Ninja 1000 ABS offers the performance and versatility for a fuller bike life than ever experienced.
And in the case of the ultra-capable 2012 Ninja® 1000, little has changed.
Like the original – and highly acclaimed – Ninja 1000 of 1986, the 2012 version delivers a dominating mix of power, handling, looks, technology and rideability. Here’s a sportbike that delivers an aesthetic uppercut the instant you lay eyes on it – and then follows up the punch with brilliant all-around performance you’ll quickly learn to love. And for those who want the ultimate in braking technology and performance, Kawasaki offers an ABS version of the Ninja 1000 for 2012. This system offers confidence-inspiring braking action on all types of surfaces.
The Ninja is blessed with rideability – an incredible blend of ability on the street and extreme ease of operation. The source of all this two-wheeled goodness is Kawasaki’s own – and now legendary – Z1000 super standard, the engine and chassis platform upon which the Ninja 1000 is based. The Z1000 has earned some of motorcycling’s highest accolades, including the prestigious Motorcycle of the Year "MOTY" award from Motorcyclist magazine and a slot in Cycle World’s Ten Best collection as the "Best Standard" for 2010 and 2011. With guts like that, it’s easy to see where the big Ninja’s impressive chops come from.
With the Z1000’s impressive engine and chassis package as a starting point, Kawasaki engineers added beautifully swooping bodywork and a handful of brilliant features (including optional ABS this year), all of which combine to make the 2012 Ninja 1000 an amazingly capable all-around sporting machine.
Power comes by way of a highly advanced inline-four – a 1,043cc, DOHC, liquid-cooled, 16-valve engine featuring a long-stroke design for instantaneous power, a smooth-shifting six-speed gearbox with ideal ratios, and no-fuss electronic fuel injection for absolutely seamless throttle response – warm or cold. There’s plenty of power, too – way over 100 rear wheel horses.
But this engine’s magic is more about flexible and easy-to-use oomph than simply peak horsepower numbers. This dead-reliable inline-four produces the sort of power that launches you out of corners and away from stops in a way that’ll keep you entertained – and your riding buddies impressed – for years to come. At seemingly every rpm level, the Ninja 1000 engine produces smooth, instant-on thrust many hardcore sportbikes simply can’t match.
Kawasaki’s perfectly calibrated electronic fuel injection helps make this so. The four 38mm Keihin downdraft throttle bodies inject a perfect mix of fuel and air into each combustion chamber with help from an advanced ECU, oval sub-throttles and a cool air intake system that routes fresh air to the airbox via ducts at the front of the bike. A balance shaft driven off the crankshaft keeps the solidly mounted engine operating smoothly, while a beautifully styled 4-into-2-into-2 catalyzer-equipped exhaust system offers a pleasing growl without being overly loud. It’s a perfect engine for a road-going sportbike – smooth, powerful, flexible and blessed with the legendary reliability Kawasakis are known for.
Like the superb-handling Z1000, the Ninja 1000 features an advanced aluminum frame similar in design to the Ninja ZX™-10R’s. The lightweight assembly curves over the engine, cradling it from above and bolting solidly to it in three places, with a rubber-backed fourth mount provided for added vibration isolation and torsional rigidity. This design allowed engineers to keep the bike’s waist narrow for superb rider interface and maximum comfort and control. The main frame and swingarm pivot pieces are cast as a single unit, with welds eliminated wherever possible for seamless aesthetics.
The wheels, brakes and suspension bits that allow the Ninja to move so gracefully and swiftly are truly state-of-the-art. Suspension is handled by a fully adjustable 41mm inverted fork up front and a preload- and rebound-adjustable single-shock system in back, the ideal scenario for dialing in the perfect settings for your weight and riding style. The single-shock system features a damper mounted nearly horizontally above the swingarm for optimal mass centralization and heat resistance. The gas/oil shock offers superb wheel control whether you’re hammering along some deserted backroad or bopping along a pothole-infested city street. On the Ninja 1000, you’ll always know what’s happening at the contact patches.
Stopping power is provided by race-spec brakes – 300mm petal-type rotors up front squeezed by ultra-rigid radially mounted calipers fed hydraulic pressure by an equally race-spec radial pump master cylinder. In back is another tech-savvy disc. Braking power and feel at both ends is amazing, giving rookies, pros and everyone in between a feeling of supreme confidence. And new for 2012, the Ninja 1000 is available with confidence-inspiring optional anti-lock brake system (ABS).
The wheels working with those brakes – lightweight six-spoke supersport-style units – are also the latest in lightweight production technology. They not only reduce unsprung weight, which allows the suspension to function optimally, but carry the latest in radial tire technology. The result is superb grip, precise handling and reasonably long tread life.
But easily the most stunning aspect of the Ninja 1000 is its sleek, wraparound bodywork. Designed with an eye on Kawasaki’s race-ready ZX-6R and ZX-10R, the Ninja offers a thoroughly radical look, but one that’s unique and memorable. Despite the edgy, rakish look, the bodywork carves a surprisingly large hole in the atmosphere, giving riders a quiet cocoon in which to work. A manually adjustable, 3-position windscreen helps, allowing riders to pick just the right setting for their height and riding style. Faired-in front turn signals, a ZX-6R-spec front fender, a stylish tail-section and a full-featured instrument panel right off the Ninja ZX-6R (with custom graphics, of course) complete the look.
And despite its radical look, the Ninja 1000 offers surprisingly comfortable ergonomics. The handlebars are mounted higher than on a true supersport machine, the pegs a touch lower, all of which makes the Ninja 1000 a capable short-haul tourer, and certainly a sportbike you can spend the day aboard without undue strain. To sweeten the day- or weekend-trekking deal even more, Kawasaki offers a line of optional touring-oriented accessories, including hard-case saddlebags and top trunk, heated grips and more.
It’s rare to find such all-around functionality in a sporting motorcycle today. But the 2012 Ninja 1000 is a different beast – one with wide-ranging talent in sport, sport-touring and commuting roles. As Motorcyclist magazine wrote recently: “In the real world we ride through every day, it doesn’t get much better than the Ninja 1000.”
Supersport Seduction with Everyday Versatility
The Ninja 1000 ABS offers street riding excitement wrapped in seductive full-fairing styling that embodies its sporty performance. Add a number of convenience features and the result is a unique package more than able to satisfy a riders every desire.
Whether looking to move on from a supersport or super-naked ride, or step up from a mid-size sport model, the Ninja 1000 ABS offers the performance and versatility for a fuller bike life than ever experienced.
Key Features
• 1,043cc inline-four with DFI® offers prodigious torque for effortless passing and backroads entertainment
• Lightweight aluminum frame is narrow and tuned to transmit optimal feedback to the rider
• Fully adjustable inverted fork has settings designed for sporty performance and ride quality
• Design of horizontal back-link rear suspension contributes to mass centralization
• Radial-mounted front brake calipers combine with the radial-pump front brake master cylinder to offer superb control and feel
• Sleek, supersport styling gives the Ninja® 1000 a distinctive look
• Relaxed, upright riding position contributes to all-day comfort
• Larger fuel capacity offers substantial range
• Windscreen is adjustable to three positions, allowing for optimum wind and weather protection
DOHC, 16-valve, 1,043cc Engine
• Liquid-cooled inline-four offers true open-class power from idle to redline
• Easily accessible torque offers instant thrust for maximum rider satisfaction
• Bore and stroke dimensions of 77.0 x 56.0mm offer an ideal balance of peak power and low
• and mid-range flexibility
• 38mm Keihin throttle bodies cram the air/fuel mixture directly into combustion chambers via downdraft intakes for maximum power
• Oval sub-throttles help keep the engine slim, and a slim midsection allows an ideal bike/rider interface for maximum comfort and control
• Engine’s rev limiter comes into play “softly,” providing usable overrev character because power doesn’t drop off suddenly at high rpm
• The engine’s relatively low crankshaft position allows a moderately long stroke without adding engine height
• A secondary engine balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration and contributes to rider comfort
Cool Air System
• Intake system routes cool air to the airbox via ducts in the fairing, minimizing performance loss due to heated intake air
• Duct positioning – close to the rider – allows the intake howl to be heard and enjoyed
• Airbox resonator reduces noise at low rpm and enhances intake sound at higher revs
Exhaust System
• The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end caps maintain the quad-style image
• Main and pre-catalyzers ensure cleaner emissions
• Thanks to the under-engine pre-chamber, silencer volume is reduced, and silencer weight is low. Exhaust system offers excellent mass centralization and contributes to a low center of gravity
Slim-type Fuel Pump
• Slim-type fuel pump features an integral fuel gauge
• Fuel tank design and slim-type fuel pump minimizes dead volume inside the tank; fuel capacity is 5.0 gallons
Bodywork
• Supersport-style full-fairing bodywork gives the Ninja 1000 a distinctive, head-turning look, and also offers plenty of wind and weather protection for short-tour ability
• The fairing’s slat-style leading edges direct wind around the bike, allowing the fairing to be narrower at the middle
• The fairing flares at the rear, keeping hot engine air off the rider’s legs
• Front turn signals are integrated into the fairing and are attached to the inside of the fairing with rubber mounts that minimize damage if the bike falls over
• ZX-6R-spec front fender contributes to excellent aerodynamics and racy looks
• Slim and compact tail cowl moves mass physically and visually toward the front of the bike
• LED taillight features red bulbs and a red transparent lens
• Slim rear fender gives the bike a light-looking rear end
• Windscreen is manually adjustable for optimum wind/weather protection
• Windscreen has three available positions spanning approximately 20 degrees and ranging from sporty to maximum wind protection. Adjustment can be done by hand (no tools required) by depressing the release button below the instrument panel. Windscreen adjustment should always be done with the bike stopped
Aluminum Backbone Frame
• Aluminum backbone frame is similar in concept to the Ninja ZX-10R’s, and helps make the bike narrow and easy to grip with the knees for maximum rider comfort and feedback
• The frame is lightweight and highly rigid, and uses the engine as a stressed member for solid handling and optimum stability
• Frame elements are tuned to transmit optimal engine feedback to the rider
• The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
• Welds were eliminated wherever possible for simplicity and appearance; the frame beams and swingarm brackets are single die-cast pieces
• The new frame uses four engine mounts, three of which are rigid, one of which (the upper rear crankcase mount) is rubber
• Rear subframe is a three-piece aluminum die-casting assembly that’s light, strong and optimizes mass centralization
• The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground
Horizontal Back-Link Rear Suspension
• All-new rear suspension design positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
• Visible from the outside, the horizontal monoshock contributes to the Ninja 1000’s ultra-sporty appearance
• Linkage characteristics are the same as those of a standard Uni-Trak® system: Wheel movement versus shock stroke is the same ratio
• The shock features stepless rebound damping and spring preload adjustability for a custom-tuned ride
Fully Adjustable 41mm Fork
• The Ninja 1000’s inverted fork is adjustable for compression damping, rebound damping and spring preload – and is protected from harm by a cool-looking shroud
• Settings are designed for both sporty performance and ride quality
Rider Interface
• Separate, raised handlebars contribute to the sporty, comfortable riding position; bar stays are mounted to the fork tube tops, which extend above the top clamp
• A thick urethane seat provides a high level of rider and passenger comfort
• Tapered-type grips, like those used on supersport models, offer a more direct feel
• Ninja ZX-10R-style footpegs with knurled surfaces offer secure grip, direct feel and control, and no-nonsense looks
• The passenger footpeg brackets incorporate convenient luggage hooks
Instrumentation
• Sporty instrument panel features a large analog tachometer and multi-function LCD screen. It’s a design based on the ZX-6R’s unit, but which features original graphics and coloring
• Functions include speedometer, tachometer, fuel gauge, odometer, clock, dual trip meters and warning lamps
• Hazard switch located on left bar pod
Brakes
• 300mm front petal-type brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4x30mm)
• A radial-pump front brake master cylinder contributes to the superb control and feel offered by these high-end calipers
• The rear brake is a single-piston, pin-slide caliper gripping a 250mm petal-type disc. The caliper is mounted below the swingarm, and located by a torque rod
Anti-Lock Braking System (ABS)
• Small and lightweight ABS unit with a high-spec ECU is capable of detailed calculations for ultra-smooth operation
• A low-battery mode maintains ABS function as best as possible when the battery charge is low. In this mode, ABS timing and pressure relief functions are maintained to help preserve brake effectiveness (although riders will notice that ABS operation is less smooth than in normal mode)
Large-volume Fuel Tank
• Five-gallon (19L) fuel tank offers substantial range
• Steel construction facilitates use of magnetic tank bag
• Tank shape (flared edges and a trim shape at the back) allows riders to easily grip tank with their knees
Wednesday, April 2, 2014
Photos of the 2011 Kawasaki Ninja 650R India
A collection of Hi-Res photos of myself and the 2011 Kawasaki Ninja 650R..
Photo (Clicked by) Credits: MG from xBhp.Com
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Related Posts
- Kawasaki Ninja 650R: Review [Jun, 2011]
Disclaimer:
This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.
Kawasaki ER 6N
"Kawasaki ER 6". Motor sport that has a great body,feel manly when we drive itsuitable for the raider who likes touringDesign is different from the Ninja, ER 6 nampah greater weighing 178 kg and with a smaller fairing from ninja. But it still offers two types of Kawasaki ER 6 design, the type of full fairing and naked.
Judging from the engine mounted in the ER 6 no doubt this bike can be compared with other Moge that has long existed in the market such as the 600 cc motorcycle Ducati Monster. ER 6 using a 649 cc engine capacity, two cylinder, fuel injection, liquid cooled which coupled with a 6 speed transmission. And can generate power by 53 kW at 8500 rpm, with torque of 66 nm at 7,000 rpm.
Specification Kawasaki ER-6N
Model : Kawasaki ER-6N
Category : Naked bike
Engine and transmission
Displacement : 649.00 ccm (39.60 cubic inches)
Machine Type : Twin, four-stroke
Compression : 11.3:1
Diameter x measures : 83.0 x 60.0 mm
Valves per cylinder : 4
Fuel system : Injection. Digital fuel injection
Fuel control : DOHC
Ignition : Digital CDI
Cooling system : Liquid
Gearbox : 6-speed
Fuel system : Injection. Digital fuel injection
Fuel control : DOHC
Ignition : Digital CDI
Cooling system : Liquid
Gearbox : 6-speed
Transmission type
Final drive : Chain
Driveline : O-Ring Chain
Chassis, suspension, brakes and wheels
Frame Type : Semi-double cradle, high tensile steel
Rake (fork angle) : 24.5 °
Trail : 102 mm (4.0 inches)
Front suspension : 41mm hydraulic telescopic fork / 4.7 in
Rear suspension : Single offset laydown shock with adjustable spring preload / 4.9 in
Front tire dimensions : 120/70-17
Rear tire dimensions : 160/60-17
Front brakes : Double disc
300 mm diameter front brakes (11.8 inches)
Rear brakes : single disc
Rear brakes diameter: 220 mm (8.7 inches)
Physical measures and capacities
Weight included. oil, gas, etc : 200.0 kg (441.0 pounds)
Height seat : 785 mm (30.9 inches) If set, the lowest setting.
Overall height : 1100 mm (43.3 inches)
Overall Length : 2101 mm (82.7 inches)
Overall Width : 759 mm (29.9 inches)
Wheelbase : 1405 mm (55.3 inches)
Fuel capacity : 15.52 liters (gallons 4:10)
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Tuesday, April 1, 2014
2013 Kawasaki Vulcan 1700 Vaquero
A massive quantity of usable torque spread out over a shockingly wide rpm range is the signature trait of its muscular V-twin. With 108 foot-pounds of torque, a mere twist of the Vaquero’s throttle delivers arm-stretching acceleration for freeway passing or spirited riding, and the smooth wave of low-rpm grunt is always ready to please when you’re just boppin’ down the boulevard, checking out the scene and chillin’.Vaquero offers true touring-bike convenience in the form of its electronic cruise control system, conveniently operated from the right handlebar and usable at any speed between 30 and 85 mph in any of the top four gears. The cruise system can be disengaged in any of the following ways: depressing the brake lever, clutch lever, rear brake pedal, or manually turning the throttle grip past the “closed” position.
Additional touring acumen shines through the engine’s six-speed transmission with overdriven 5th and 6th gears, which contributes to a relaxed ride and excellent fuel economy at highway speeds. Power is routed to the rear wheel via a narrow carbon fiber-reinforced drive belt that has a 40-percent higher tensile strength than current Kevlar belts. And that chopped, custom-look fairing? Although lower than a traditional windshield or full fairing, it still cuts a decent-sized hole in oncoming atmosphere, giving the rider a useful still-air cocoon in which to enjoy the ride.
The intercom headset-compatible, 40-watt, twin-speaker audio system features navigation audio prompts, a three-band (FM/AM/WX) radio that is also compatible with iPods, an XM radio tuner, select GPS devices, or a CB radio unit. The audio system (and iPod) can be operated by an integrated controller on the left handlebar. In addition to volume, the rider can also adjust the bass, treble and balance levels of the system.
Check 2013 Kawasaki Vulcan 1700 Vaquero
Source : YouTube.com
specifications:
Type 4-stroke, V-Twin
Displacement 1,700cc
Bore and Stroke 102.0 x 104.0 mm
Cooling Liquid, plus cooling fins
Compression Ratio 9.5:1
Valve System SOHC, 4 valves per cylinder
Fuel System Digital fuel injection with dual 42 mm throttle bodies
Ignition TCBI with digital advance
Lubrication Forced lubrication (semi-dry sump)
Drivetrain
Transmission 6-speed with overdrive
Final Drive Carbon fiber belt
Primary Reduction Ratio 1.515 (50/33)
Gear Ratio: 1st 2.933 (44/15)
Gear Ratio: 2nd 1.900 (38/20)
Gear Ratio: 3rd 1.407 (38/27)
Gear Ratio: 4th 1.143 (32/28)
Gear Ratio: 5th 0.967 (29/30)
Gear Ratio: 6th 0.806 (29/36)
Final Reduction Ratio 2.250 (72/32)
Clutch Wet multi-disc, manual
Frame
Type Double-cradle, high-tensile steel
Wheel Travel: Front 140 mm (5.5 in.)
Tire: Front 130/90-B16
Wheel Travel: Rear 80 mm (3.1 in.)
Tire: Rear 170/70-B16
Caster (Rake) 30º
Trail 177 mm (7.0 in.)
Steering Angle (Left/Right) 35º / 35º
Suspension
Suspension, Front 45 mm hydraulic telescopic fork
Suspension, Rear Swingarm with twin air-assisted shocks with 4-way rebound damping
Brakes
Front: Type Dual 300 mm discs
Front: Caliper Dual 4-piston caliper
Rear: Type Single 300 mm disc
Rear: Caliper Twin-piston caliper
Dimensions
Overall Length 2,510 mm (98.8 in.)
Overall Width 970 mm (38.2 in.)
Overall Height 1,290 mm (50.8 in.)
Wheelbase 1,665 mm (65.6 in.)
Ground Clearance 145 mm (5.7 in.)
Seat Height 730 mm (28.7 in.)
Curb Mass** 379 kg (835.6 lbs.)
Fuel Capacity 20 litres (4.4 gal.)
Performance
Maximum Power‡ 61 kW {82 PS} / 5,000 rpm
Maximum Torque‡ 146 N.m {14.9 kgf.m} / 2,750 rpm
Details
Warranty 36 months warranty
ADDITIONAL COST OPTIONS
Good Times Protection Plan 12 or 24 months (Kawasaki GTPP coverage begins after the standard limited warranty expires)
MSRP*
Metallic Flat Spark BlackVN1700JDF $19,199
Candy Burnt Orange / EbonyVN1700JDFA $19,599
Unforgettable date with the Kawasaki Ninja 250R Review
A comprehensive review of the Kawasaki Ninja 250R after spending a full day on it..
Synopsis:
1. Duration over which I had the bike with me: 24 Hrs
2. Kms travelled: 160 Kms
3. Ridden in: City Traffic/Open highway, Daylight/Night, Single/with Pillion
4. Lasting impression: Without any doubt, "The Best Motorcycle (till 250 cc) that I have ever ridden"
5. Pleasant surprise: The Ninja 250R is the first motorcycle which has impressed my wife..!!
Verdict:
Twice better than the Yamaha R15 in every aspect
Hoped it was priced twice the Yamaha R15 as well..
How did it all start: I had ridden the Kawasaki Ninja 250R just a couple of months after it was launched in India. But since I did not have any photographs of that ride, I never posted about it on my blog (I make it a point to support whatever I ride with photographs).
A couple of days back, me and my wife paid a visit to a friend who lived in Pune and also owned a Ninja 250R. I persuaded him to give his year old Ninja 250R to me for a full day. Accordingly I also got in touch with another biker friend of mine Gourab Das (MG_Biker1806 from xBhp.Com) who also has an interest in photography.
The photographs posted have been clicked by him. The location of the photo shoot is around the hills of Lonavala (near Pune).
Looks: Drop dead gorgeous..!!
Sexy..!! Thats how I would like to rate the looks of the Kawasaki Ninja 250R. The Kawasaki Ninja 250R looks like a genuine and honest slightly scaled down replica of the 600 cc Kawasaki Super Sports, the Ninja ZX-6R. Unlike the Yamaha R15 the Ninja 250R doesnt look small or out of proportion in parts.
The lines of the baby Ninja is sinuous, seductive and a treat for sore eyes. The stance of the bike is aggressive and like a big cat about to pounce on its hapless victim. My wife was in fact quite amused with the kind of attention the bike generated wherever we went.
And yes, "Lime Green" is the color for me on the baby Ninja..!!
Riding stance, ergonomics: "A boon from heaven for short guys + roomy enough for tall guys..!!"
The twin bulb, 55 watt headlight dazzles the darkest of nights
The low beam remains permanently "ON" (mandatory by law in foreign markets)
Strangers on the road remind you that the headlight is "ON" (irritating)
A high beam flasher is NOT provided..!!
My friend to whom the Ninja 250R belongs is a 6 ft tall guy and finds the Ninja roomy enough to ride. At first glance the Ninja 250R looks big and a bit intimidating for a 5 ft 5 inch guy like me. But swinging a leg over the baby Ninja will put a huge grin on the faces of vertically challenged guys..!!
The Ninja 250R has been designed keeping in mind the beginners (in developed nations like the USA) to the world of motorcycling which also includes ladies. The result is a low seat height with a seat which narrows towards the front. This means that short guys and petite ladies can easily put both their feet firmly on the ground.
The photographs show how comfortable I was on the baby Ninja with both feet flat on the ground.
The riding stance is on the sporty side for an Indian bike. The rider is invited to reach for the clip on handlebars and coupled with the rear set footpegs, the riding stance definitely mimics its bigger Super Sports siblings. Having said that, the riding stance on the Ninja 250R is as NOT as aggressive and cramped as a 600/1000 cc Super Sports motorcycle. The riding stance is sporty yet comfortable enough for everyday riding and also for long rides.
Handling, Stability: "Awesome..!! Simply the best handling motorcycle in India"
When the Yamaha R15 was launched in India in 2008, it set new standards in terms of handling among Indian motorcycles. Armed with Indias first perimeter frame and link type monoshock suspension, the R15 showed how a race/track bike should handle.
The Ninja 250R does not employ any exotic chassis/frame like a trellis or perimeter frame. Its chassis is made of tubular steel. In spite of its simple chassis, the Ninja 250R is so well balanced and stable that it feels a notch above the R15 in terms of handling..!!.
I have ridden a couple of 600/1000 cc Japanese Super Sports bikes before. And the Ninja 250R gives you that feeling of riding a big bike. The handling of the bike is so stable and forgiving around corners that any Tom-Dick-Harry will feel like Valentino Rossi. I tried upsetting the balance of the bike while cornering, but the bike remains rock steady and holds its line without any fuss.
The disc brakes on the front and rear on the Ninja 250R do a very good job of stopping the bike from triple digit speeds without any nervous moments.
The Ninja 250R is so forgiving in terms of handing that at a point one could almost get bored..!!
Engine Performance: "At 140 Kmph, youll be lulled into thinking that you are doing 90-100 Kmph..!!"
The twin cylinder 250 cc engine of the Ninja 250R feels like a regular 150 cc Indian bike till about 70 Kmph.. till that point there is not appreciable surge in acceleration. But the real fun actually starts at 70 Kmph and goes on effortlessly till 140 Kmph. If you do not look at the speedometer you might be fooled into thinking that the bike is doing around 90-100 Kmph when actually its doing 140 Kmph..!!
Duck into the windscreen on an open stretch of around 1.5-2.0 Kms, and one can easily see a speedo indicated top speed of around 160 Kmph.
The power & Torque has been spread thinly and evenly like precious metal over its 6-Gears and 13,000 rpm redline. The engine remains quite smooth right to its 13,000 rpm redline with only a very slight buzz on the left foot that comes in after 10,000 rpm.
The very liner power delivery of the smooth twin cylinder engine, coupled with a ultra stable chassis makes the Ninja 250R a beginners delight The power delivery and handling of the bike is so predictable that this motorcycle has been rightly considered as the "Best beginner Sport Bike of the world..!!"
But this in no way means that experienced riders cant have fun on it.
Ninja 250R: The Lady Charmer..!!
I have always hated taking my wife as a pillion on a motorcycle. She is always at her seats edge whenever she rides pillion on a motorcycle and has never enjoyed/felt secure. She invariably keeps nagging me from behind: "ride steady/safe", "ride slow", "please mind the other vehicles on the road" etc. (which honestly gets on my nerves).
But I was pleasantly surprised when for the first time in my life, there wasnt a single complaint when my wife rode pillion on the Ninja 250R. It was as if she was enjoying the experience. Which she later confirmed that she actually did enjoy riding pillion on the Ninja 250R..!!
At the end of the day my wife even asked me how much the Ninja 250R was priced at..!! When I said its over 3 lakh Gandhijis (Rs. 300,000) on road, she said that had it been priced even at Rs. 2 lakh, we could have thought about the possibility of getting one. But the current price makes it difficult for someone like me, especially when I still have some family commitments to fulfill first.
And I thought that my wife could never enjoy biking..!!
On asking what did she like so much on the Ninja 250R, this is what my wife pointed out:
1. Stability: The Ninja 250R feels rock steady, she never felt nervous during the ride
2. Linear build up of speed: My wife doesnt like the sudden surge of acceleration of my Pulsar 220, she liked the linear power delivery of the Ninja 250R
3. High pillion seat: My wife liked the raised pillion seat and the commanding view of the road which it provided
4. The attention that the bike got on the road..!! Yep, my wife was quite amused and enjoyed the attention that the baby Ninja generated whenever it went
Verdict: "Desirable, Stellar Handing & Stability, Smooth Performance: But a bit costly"
The horn on the Ninja 250R sounds like it has been lifted from a scooty..!!
Retrofitting a powerful horn is a must on our Indian roads
After spending a day with the Ninja 250R, I found it twice better than the 150 cc Yamaha R15 in nearly every department.
Looks/Desirability/Stability/Handling/Performance.. in every aspect I have enjoyed the Ninja 250R at least twice more than the R15. By that yardstick, I would have been happy if the Kawasaki Ninja 250R was priced twice than the Yamaha R15. i.e. around Rs. 2,20,000 (surprising even my wife had quoted the same price tag without any knowledge of the R15..!!).
But at Rs. 1,00,000 more than twice the price tag of the Yamaha R15, the Ninja 250R remains still a couple of years away from me. But those who can afford it the Ninja 250R, it is simplly the best twin cylinder 250 cc motorcycle in India/World that money can buy.
After I handled over the Ninja 250R to my friend, I realized that I did not check its Fuel Efficiency..!! But what the heck.. who cares..??
Kawasaki Ninja 250R Specifications:
Engine: 249cc, Parallel Twin, Fuel Injected Liquid Cooled, 8-valve, DOHC
Max. Power: 33 Ps @ 11,000 rpm
Max. Torque: 22Nm @ 8,200 rpm
6-Speed gearbox
Chassis: Tubular steel diamond type
Suspension:
Front: 37 mm dia. telescopic fork
Rear: Bottom-Link Uni-Trak™ with gas-charged shock and 5-way adjustable
Tyres: 110/70R17 (Fr), 130/70R17 (R)
Brakes: 290mm Disc (Fr), 220 mm Disc (R)
Kerb Weight: 172 kg
Wheelbase: 1400mm
Fuel tank: 17 litres
Seat height: 790mm
The Kawasaki Ninja 250R & I: Photos (1280 x 800) [Photographer: MG_Biker1806]
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Related Posts
- Honda CBR250R Vs. Kawasaki Ninja 250R [by Motorcycle USA]
- Kawasaki formally re-enters India as "India Kawasaki Motors" [Apr 2010]
- 30 BHP, 250 cc, Twin Cylinder Bikes are for Ladies..!! [Oct 2007]
- I’d rather ride a 250-400 cc slowly through a pothole, than “Day Dream” of riding the R1 on the Golden Quadrilateral..!![Oct 2007]
Disclaimer:
This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.
Monday, March 31, 2014
Kawasaki Ninja 650R to be launched soon !!
Its confirmed: Kawasaki Ninja 650R teaser is on at Bajajs Probiking site..
Nothing much is available officially except a teaser which definitely shows the shots of the Kawasaki Ninja 650R (name in US)/ER-6f (name in UK).
Specs wise the Kawasaki Ninja 650R would compete bang on with the GT650R, producing near identical peak power and peak torque numbers. The Hyosung GT650R has already been priced at 4.75 lakhs (ex-showroom Delhi), so what will be interesting now would be the price of the Ninja 650R.
And yes, even the Ninja 650R is NOT A SUPERBIKE..!!
Related Posts
- Unforgettable date with the Kawasaki Ninja 250R: Review
- Honda CBR250R Vs. Kawasaki Ninja 250R [by Motorcycle USA]
Disclaimer:
This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.
Saturday, March 22, 2014
Kawasaki ZX 10R 2010 Review
Kawasaki’s ZX-10R has always been one of the most lively and animalistic literbikes of the bunch. These qualities define the big Ninja, for both good and bad.
For the 2010 model year, Team Green has made a few subtle refinements to the 10R, although its fundamental mechanical bits are unchanged.
The most distinguishable change is the adoption of new ZX-6R-inspired bodywork that makes for a slimmer appearance. The ZX looks lighter, even if its wet (fully fueled) weight of 459 pounds is unchanged since it debuted as an all-new model in 2008.
Along with the new upper, center and side fairing panels, the big Ninja’s overall look is also tweaked by an embossed metallic gray coating on its titanium muffler that visually shrinks it in size to minimize its awkward shape. Trim pieces around the fairing’s cockpit area cleans up the rider’s eye view.
We’ve had no complaints about the 10R’s transmission since the 2008 iteration, but Kawi has changed shift ratchet assembly, shifting arm and springs and collars to inhibit friction at the shift-shaft pivot. Boring stuff to read about, but fans of smooth gearboxes will really enjoy what is probably the slickest literbike tranny ever. A very competent slipper clutch aids sloppy downshifts.
One of the continued characteristics of the ZX-10R has been its animalistic persona, and this latest version has the rumpity and menacing idle that portends the ready availability of hyperspace mode. EFI ensures it fires up cleanly and is quickly ready to ride away, but the engine enters a growly, vibration-intensive region from 3000 to 4000 rpm followed by a wicked intake snarl that might make a timid rider question his ability to control this missile once its fuse is lit.
But considering there are nearly 160 raging ponies at the back wheel, the Ninja’s motor is actually quite manageable. Throttle response is sharp but controllable, aided to some extent by KIMS (Kawasaki Ignition Management System), an anti-wheelspin system that Kawi says “curtails sudden spikes in engine speed” but isn’t comfortable describing it as traction control. There is a slight abruptness dialing in throttle from the closed position, feeling like engine vacuum is holding the butterflies closed, but it’s easy enough to be smooth.
Other than the 3000-4000-rev vibe zone, the inline-Four has negligible vibration. It’s amazingly smooth at freeway speeds, and tingles are suppressed to such an extent that it would be possible to zoom comfortably at 80 mph in fourth gear, verified by a handy gear-position indicator. Impressive freeway roll-on grunt is available without downshifting from sixth gear.
Despite the minimized bodywork, there is surprisingly good wind protection, and it seems like the turnsignals in the mirror stalks deflect wind from a rider’s hands. The 10R is entirely tolerable for an hour while commuting to work or to the canyons, even for our tallest (6-foot) test rider. We appreciate how the mirrors/signals and tailpiece can be easily removed for track days, but both our shorter and taller testers wished the mirrors had a broader range of adjustment.
The Ninja’s instrumentation is quite legible and comprehensive, but we’d like to see a second tripmeter and a fuel gauge to augment the lap timer, clock, and engine temp readouts. The gauges’ shift light is small but readily visible.
It’s difficult to find places to unleash the massive power from the 10R on the street, and we found a similar experience even on a racetrack. There are only a couple of places on the Streets of Willow Springs where the ZX’s throttle cables could be fully stretched, and the big Ninja never even gets out of third gear! And yet its chassis and brakes are so good that it comported itself well in the tight confines of the bumpy California track.
The ZX’s fuel tank cutouts provide good grip for knees when charging hard, and I liked how my arms drape across the tank when hanging off, supplying extra feedback.
“The combination of the fuel tank and frame spar shapes create a genuine feeling of a light, narrow-waisted sportbike, almost like a supersport,” Pete reports. “The sensation of a smaller, lighter motorcycle could help a rider feel more confident with what is a very powerful bike.”
Another tweak for 2010 is the addition of a new Öhlins steering damper atop the upper triple clamp, distinguished by its titanium color and laser-etched Öhlins logo. The previous generation ZX also had an Öhlins damper, but it couldn’t be clamped down racer-tight. This new one uses additional spring and oil pistons for stronger damping along its 18 clicks of adjustment.
As on the street, the DLC (Diamond-Like Coating) treated fork sliders proved to be exceptionally compliant over smaller bumps, and the suspension is responsive to adjustments. Braking power and modulation remain excellent. Bridgestone BT016 tires warm quickly, grip well, and provide neutral steering manners.
For 2010, the 1000cc Ninja is available in only two color choices. The standard edition is painted in Metallic Spark Black and retails for $12,999. An extra $200 will buy the Special Edition (Lime Green/Pearl Stardust White) version of our test bike that also includes pinstriped wheels – it drew many positive comments during our rides. It ships with a green passenger seat; shown is the accessory seat cowl which costs $119.95.
“After a year of not having ridden the ZX,” says Pete, “riding it was almost like riding it for the first time. Experiencing its light steering effort, light and snappy throttle response, communicative chassis and rush of top-end acceleration was a thrill all over again!”
Indeed, the ZX-10R is an impressive machine, and the updates for the 2010 season only make it better.
Our 2009 Literbike Shootout narrowly ranked the ZX ahead of the Suzuki GSX-R1000 and Yamaha YZF-R1, both of which are unchanged for 2010, so the Ninjas next challenge will be to take on the updated Honda CBR1000RR and the potentially game-changing BMW S1000RR in our upcoming inline-Four literbike comparo.
Has Japan Inc. done enough to stay ahead of the scintillating German upstart? It’s sure to be a thrill finding out!
Read more »
For the 2010 model year, Team Green has made a few subtle refinements to the 10R, although its fundamental mechanical bits are unchanged.
The most distinguishable change is the adoption of new ZX-6R-inspired bodywork that makes for a slimmer appearance. The ZX looks lighter, even if its wet (fully fueled) weight of 459 pounds is unchanged since it debuted as an all-new model in 2008.
Along with the new upper, center and side fairing panels, the big Ninja’s overall look is also tweaked by an embossed metallic gray coating on its titanium muffler that visually shrinks it in size to minimize its awkward shape. Trim pieces around the fairing’s cockpit area cleans up the rider’s eye view.
We’ve had no complaints about the 10R’s transmission since the 2008 iteration, but Kawi has changed shift ratchet assembly, shifting arm and springs and collars to inhibit friction at the shift-shaft pivot. Boring stuff to read about, but fans of smooth gearboxes will really enjoy what is probably the slickest literbike tranny ever. A very competent slipper clutch aids sloppy downshifts.
One of the continued characteristics of the ZX-10R has been its animalistic persona, and this latest version has the rumpity and menacing idle that portends the ready availability of hyperspace mode. EFI ensures it fires up cleanly and is quickly ready to ride away, but the engine enters a growly, vibration-intensive region from 3000 to 4000 rpm followed by a wicked intake snarl that might make a timid rider question his ability to control this missile once its fuse is lit. But considering there are nearly 160 raging ponies at the back wheel, the Ninja’s motor is actually quite manageable. Throttle response is sharp but controllable, aided to some extent by KIMS (Kawasaki Ignition Management System), an anti-wheelspin system that Kawi says “curtails sudden spikes in engine speed” but isn’t comfortable describing it as traction control. There is a slight abruptness dialing in throttle from the closed position, feeling like engine vacuum is holding the butterflies closed, but it’s easy enough to be smooth.
Other than the 3000-4000-rev vibe zone, the inline-Four has negligible vibration. It’s amazingly smooth at freeway speeds, and tingles are suppressed to such an extent that it would be possible to zoom comfortably at 80 mph in fourth gear, verified by a handy gear-position indicator. Impressive freeway roll-on grunt is available without downshifting from sixth gear.
 The 2010 ZX-10R impressed us on public roads and on the Streets of Willow race course. |
Despite the minimized bodywork, there is surprisingly good wind protection, and it seems like the turnsignals in the mirror stalks deflect wind from a rider’s hands. The 10R is entirely tolerable for an hour while commuting to work or to the canyons, even for our tallest (6-foot) test rider. We appreciate how the mirrors/signals and tailpiece can be easily removed for track days, but both our shorter and taller testers wished the mirrors had a broader range of adjustment.
The Ninja’s instrumentation is quite legible and comprehensive, but we’d like to see a second tripmeter and a fuel gauge to augment the lap timer, clock, and engine temp readouts. The gauges’ shift light is small but readily visible.
It’s difficult to find places to unleash the massive power from the 10R on the street, and we found a similar experience even on a racetrack. There are only a couple of places on the Streets of Willow Springs where the ZX’s throttle cables could be fully stretched, and the big Ninja never even gets out of third gear! And yet its chassis and brakes are so good that it comported itself well in the tight confines of the bumpy California track. The ZX’s fuel tank cutouts provide good grip for knees when charging hard, and I liked how my arms drape across the tank when hanging off, supplying extra feedback.
“The combination of the fuel tank and frame spar shapes create a genuine feeling of a light, narrow-waisted sportbike, almost like a supersport,” Pete reports. “The sensation of a smaller, lighter motorcycle could help a rider feel more confident with what is a very powerful bike.”
Another tweak for 2010 is the addition of a new Öhlins steering damper atop the upper triple clamp, distinguished by its titanium color and laser-etched Öhlins logo. The previous generation ZX also had an Öhlins damper, but it couldn’t be clamped down racer-tight. This new one uses additional spring and oil pistons for stronger damping along its 18 clicks of adjustment.
As on the street, the DLC (Diamond-Like Coating) treated fork sliders proved to be exceptionally compliant over smaller bumps, and the suspension is responsive to adjustments. Braking power and modulation remain excellent. Bridgestone BT016 tires warm quickly, grip well, and provide neutral steering manners. For 2010, the 1000cc Ninja is available in only two color choices. The standard edition is painted in Metallic Spark Black and retails for $12,999. An extra $200 will buy the Special Edition (Lime Green/Pearl Stardust White) version of our test bike that also includes pinstriped wheels – it drew many positive comments during our rides. It ships with a green passenger seat; shown is the accessory seat cowl which costs $119.95.
“After a year of not having ridden the ZX,” says Pete, “riding it was almost like riding it for the first time. Experiencing its light steering effort, light and snappy throttle response, communicative chassis and rush of top-end acceleration was a thrill all over again!”
Indeed, the ZX-10R is an impressive machine, and the updates for the 2010 season only make it better.
 Pete leans the Special Edition ZX-10R into a right-hander. |
Our 2009 Literbike Shootout narrowly ranked the ZX ahead of the Suzuki GSX-R1000 and Yamaha YZF-R1, both of which are unchanged for 2010, so the Ninjas next challenge will be to take on the updated Honda CBR1000RR and the potentially game-changing BMW S1000RR in our upcoming inline-Four literbike comparo.
Has Japan Inc. done enough to stay ahead of the scintillating German upstart? It’s sure to be a thrill finding out!
 |
Friday, March 21, 2014
Kawasaki Vulcan 1700 Vaquero 2011 Review
According to Croft Long, cruiser and personal watercraft product manager at Kawasaki Motors Corp., U.S.A. (KMC), Team Green’s new Vulcan 1700 Vaquero is something of a transitional model for riders of smaller displacement or more basic cruisers.
The company discovered that riders looking to move up from smaller cruisers to a larger model aren’t necessarily interested in or ready for full touring boats, like the Vulcan Voyager, Harley-Davidson’s Electra Glide models or H-D’s Road Glide Ultra.
Of course, the Vaquero is also crafted as a bike with an appeal all its own, drawing in riders that don’t always have a cruiser background – like ZX-14 owners. Long says these riders are part of the Vaquero’s demographic, as they look either to switch two-wheeled genres or further expand the type of mounts they ride.
And, naturally, with this latest Vulcan, Kawasaki hopes to woo riders from other cruiser brands as well.
During the Vaquero’s recent press launch in Montgomery, Texas, an hour or so north of Houston, Kawasaki staff didn’t specifically say the intent was to get in on the growing bagger sub-segment with the Vaquero, but more often referred to it as the next-step bike mentioned above.
Regardless of how much candor Team Green was willing or able to speak with on this matter of entering the realm of Harley’s Road Glide Custom and Street Glide models, Victory’s Cross Country and Star’s Stratoliner Deluxe, the fact is, with the Vaquero, Kawasaki has beat Honda and Suzuki to the lucrative bagger market.
To give you a sense of how important this part of the cruiser world is, Harley-Davidson says (without revealing any sales figures) the Street Glide is its top-selling model. Perhaps Honda and Suzuki don’t currently have any designs on the bagger game, but it would seem a wise move to join the party.
Another steel horse in the Vulcan stable
At its core the Vaquero is a Vulcan 1700. The latest V bike in Kawi’s big cruiser lineup shares its 1700cc (103.7 c.i.) liquid-cooled, SOHC, four-valve-per-cylinder, 52-degree V-Twin engine carried in a steel-tube cradle-type frame basic platform with its Vulcan Classic, Vulcan Nomad and Vulcan Voyager/ABS stablemates.
Changes to the 1700cc Twin unique to the Vaquero for 2011 include a new second piston ring for “improved durability,” and in the interest of weight reduction the lower primary chain guide was eliminated. Also specific to the Vaquero is a new first-gear ratio said to reduce shifting noise when clicking from neutral to first. Revised cogs for third and fourth gear also work to smooth out shifting action while reducing clatter from the gearbox.
Kawasaki noted that most Vulcan fans are satisfied with how the engine sounds and performs, but some riders with a touring bent requested a reduction of the noises generated when shifting gears. Finicky lot.
The Vaquero employs the same type of damper-less clutch found in the Vulcan Classic, which Kawasaki says gives the rider an increased feel for the engine, or a “higher torque feel.”
However, a cush drive damper remains in the rear hub. Absence of a clutch damper ostensibly gives the Vaquero “more character.” The Voyager and Nomad retain the clutch damper in order to help reduce some of the sensation of the engine’s power pulses.
According to Long, perceiving the increased engine feel in the Vaquero is likely to depend on the rider and/or the type of riding.
He gave an example of when he and another Kawi employee, both “bigger guys,” immediately noticed the difference between two sample bikes – one with and one without a clutch damper – while riding two-up. Another pair of lighter-weight riders had greater difficulty discerning which bike used the damper-less clutch.
The unstated premise here is that a touring rig, one carrying a passenger and full up with gear, should better nullify engine shakes, rattles and rolls so as to allow the touring rider a more enjoyable tour, if you will. Kawasaki dubs the Vaquero as the “ultimate solo cruiser with unmatched style, power and comfort.” We might infer from this that a Vaquero customer is perhaps more interested in the bike’s performance quotient and might value the engine’s visceral appeal more than he or she would the highest level possible for comfort.
Is removing a degree of smoothness by design a smart marketing move or something more on the gimmicky side?
Hard to say; but then again, if ultimate comfort was a key motivator of V-Twin sales, every V-Twin engine on the market would likely then employ rubber mounting and all manner of engine counter balancing. Yet plenty of cruiser makers do just the opposite, so there seems some merit in Kawi’s effort to give the rider more feel from the Vaquero’s engine.
On the other hand, the aforementioned tranny revisions aimed at reducing noise and increasing smooth shifting seem in contrast to the intent behind taking out the clutch damper. If Kawi presumes a Vaquero rider may want to feel more in touch with the engine, would that same rider then mind a little clank or clunk from the gearbox?
For what it’s worth, I scale in at an out-of-shape 155 lbs and can’t say I really felt the Vaquero engine’s more rugged nature – just as Long indicated some riders might not.
To the contrary, after a150-plus mile loop the Vaquero’s powerplant struck me as considerably smoother than many of its competitors. Maybe only Harley’s rubber-mounted Twin Cam 96 is slightly smoother, but only when under power. At idle the H-D Twin shudders like a paint shaker. The Kawi Twin is smooth at just about every point, including idle, save for some low-resonating vibes around 70 mph when in the rather tall and overdriven 6th gear (5th is also overdriven).
There is, however, enough vibe and rumble from the Vaquero’s dual-counterbalanced engine to satisfy my tastes. One of the aspects I enjoy most about motorcycling is the mechanical-ness of two wheelers and the sounds and feel associated with them – on that level the Vaquero works just fine.
As exhaust works it way out of the Vulcan engine it passes through the Vaquero’s tapered muffler tips said to reduce exhaust decibel levels (Kawi wasn’t willing to state precise decibel figures) at cruising speeds while also mirroring the rest of the bike’s long, flowing look. Last year’s Voyager and Nomad sported slash cut exhaust tips but for 2011 they also get the tapered treatment.
A new casting mold for the intake manifold is said to increase flow volume for more linear throttle response and improved idle; this update is given to all 1700cc Vulcans. The combination of changes to the intake manifold and exhaust necessitated changes to the ECU, and so all Vulcan 1700s have an updated brain for 2011.
Lastly, the Vaquero’s final drive belt is 2mm narrower, from 28mm to 26mm, for better tracking between the belt’s pulleys and for reduced belt squeal and squeaks.
Ergos on the new Vaquero split the difference between a couple of its Vulcan brothers, for what Kawasaki says is an “expanded rider triangle.” The Vaquero’s floorboards are set in the same position as the Nomad’s, that is, more forward than the other Vulcans, and its all-new, tapered one-piece seat has a lumbar shape – or hump – similar to the Classic’s saddle.
The Vaquero seat is also ready to accept an accessory rider backrest and quick-release passenger backrest, while a separate accessory seat accommodates passengers better than the standard saddle.
The Vulcan Classic still offers the lowest seat height of all 1700 Vulcans at 28.3 inches, while the Vaquero, Nomad and Voyager all have 28.7-inch seat heights. Victory’s Cross Country and Cross Roads boast an even lower 26.25-inch seat height. The Harley Road Glide Custom, a direct competitor to the Vaquero, has a seat height 1.6 inches lower than the touring Vulcans, but it and the Street Glide also have pitifully less rear suspension travel.
Where the Vaquero offers 3.1 inches of rear travel from its dual shocks with air-adjustable preload and four-way rebound damping (same for all Vulcan 1700s), the Harley’s air-adjustable shocks move a mere 2.0 inches. The Vaquero’s combo of thick seat foam and ample rear suspension travel make for a downright plush ride compared to the often-jolting experience a rider gets from the back half of either Harley ‘Glides.
Accessing the Vaquero’s dual air valves for the shocks is as simple as removing the seat; total pressure range for rear suspension is 0-40 psi. Recommend setting for a 150-lbs rider with empty luggage is 0.0 psi.
For the moto media’s test ride, Kawi techs set the shocks to 15 psi; the setting proved ideal for my 150-ish lbs frame. A Kawi staffer who weighs considerably more (I’ll spare him a guess at his “healthy” weight) said he often rides the Vaquero with the preload set only 5-psi higher.
Victory’s bar-mounted fairing bagger, the Cross Country, has even more rear suspension travel with 4.7 inches, as does the Star Stratoliner Deluxe with 4.3 inches. Reflecting on our recent Bagger Shootout that included the Vic and Star, I can say that despite more rear suspension travel than what the Vaquero has, neither of those bikes provides a significantly more forgiving ride than the Vaquero
The Voyager’s 45mm fork is given to the new Vaquero, while the Vulcan Nomad and Classic have a 43mm unit. Front suspension travel for the Voyager and Vaquero is 5.5 inches – 0.4 inches more than in the 43mm inverted fork on both the Cross Country and Cross Roads.
The Vaquero’s rather plump-looking 130/90 x 16 Bridgestone Exedra radial front tire appears like it might make for slow steering response; however, the front bun is a good pairing to the 170/70 x 16 rear tire. Neutral handling is a key characteristic of the Vaquero; steering effort is light, with a fluid, linear movement from upright to full lean.
This Vulcan’s claimed curb weight is 836-lbs. That’s 25 lbs more than the Road Glide Custom’s running order weight, and a whopping 41 lbs more than what Star says Strato Deluxe weighs fueled and ready to ride.
The Vaquero’s lean angle clearance isn’t as generous as that of the Victory Cross bikes – few cruisers in this class offer as much as the Vics – but is at worst, average. Standard calipers gripping 300mm discs handle braking, and at this time ABS is only available on the Euro version of the Vaquero. Only the heavier Vulcan Voyager offers optional ABS. Excluding ABS from the Vaquero seems inline with what the rest of the market is doing with baggers that aren’t intended as long-haul tourers.
Styling is elemental to cruiser/bagger design, and the Vaquero’s smooth, flowing lines, from the frame-mounted fairing with color matched inner fairing to the sculpted hardbags weaved into the shape of the tail section, the Vaquero’s look says that form is just as important as function for this Kawasaki.
All is not perfect, unfortunately, as the faux tank strap doesn’t fully disguise its plastic reality; and in a sacrifice to style the Vaquero’s 9.6-gallons-each side loading saddlebags lost about half a gallon of space compared to the Voyager and Nomad’s top-loading bags. The Vaquero’s bags operate with a reassuringly solid-functioning chrome handle/latch.
It’s prudent that the Vaquero’s bags require a key (same as ignition) to open and close so as to prevent your stuff readily dumping out. But the bags’ fixed mounting method, rather than a tool-less and easily removed Dzus fitting like the Harley and Victory use, makes accessing each of the Vulcan shock’s rebound damping adjuster atop the shock body unnecessarily frustrating. You’ll need patience or smallish hands, or both, to reach behind the saddlebags in order tweak the shocks.
Contrary to this lil’ shock access peccadillo is Kawasaki’s thoughtfulness in placing two helmet hooks under the saddle.
The large fairing and almost-not-there, style-conscious 6.0-inch windscreen sufficiently protected my 5-foot 8-inch frame from the wind without excessive buffeting, but taller riders may have a different, less favorable experience. A simple remedy for unwanted windblast is to choose from one of five optional screens ranging from 6.5 inches to 18.0 inches in height.
The standard screen and optional 6.5-inch unit are both dark tint; the remaining taller accessory screens are only available in clear.
Speaking of options for the Vaquero, about the only one not on offer is ABS. The Vaquero is otherwise just about as loaded as any bagger comes, with a robust sound system providing AM/FM/WX, and is XM ready – all that’s necessary is the accessory XM module – while the AUX mode on the sound system allows use of an MP3 player via an accessory adapter.
The sound system’s volume/mode and track/station selector switches on the left-side switch gear are joined by a built-in CB function switch that waits patiently for the addition of an optional CB system. Switches for the standard cruise control (also on Voyager and Nomad) are located on the right-hand switch housing. Cruise activates when in 3rd gear or any speeds between 30 and 85 mph.
A rider can increase or decrease cruise speed by as little as 1 mph at a time thanks to the EVT (Electronic Throttle Valve – type of throttle-by-wire) used on the Vaquero as well as on the Nomad and Voyager.
On the subject of adapters and music, the Vaquero’s left-side locking glove compartment is prewired to plug into Kawasaki’s accessory iPod adapter kit that comes with a foam-rubber holder for your iPod. The adapter is pre-molded in the shape of the compartment for a secure fit.
Thirty-five accessories are available now with many more in the chute; and when it came time to plan for Vaquero accessories, Kawasaki took a calculated approach to making the bike as plug-n-play as possible.
The bike’s wiring harness has many accessory plugs prewired (like the aforementioned iPod connector plug), and the ability to purchase accessories a la carte allows a consumer a modular path to building exactly the Vaquero they want without committing to extras they aren’t necessarily interested in.
Ride ‘im, cowboy!
Prior to the Vaquero’s launch, the Victory Cross Country arguably provided a whole lot of bang for the buck.
The Vic offers the roomiest saddlebags in the class, a comprehensive sound system, second-largest V-Twin in the class, a stout aluminum frame joined by excellent overall ride quality and comfort, all for $17,999.
Although the 2011 Kawasaki Vulcan 1700 Vaquero’s 1700cc engine isn’t quite as big as the Victory’s 1731cc lump, when we lasted dyno tested a Vulcan 1700cc in the Vulcan Classic vs. Triumph Thunderbird comparo, the Vulcan managed 86.3 peak ft-lbs. In our 2011 Bagger Shootout the Victory Cross Country churned out just less than 89 ft-lbs.
We’d expect a little better performance from the Vulcan’s liquid-cooled engine, but then again we’re only talking a deficit of a couple ft-lbs.
Furthermore, the Vulcan’s chassis performance and ride comfort are right there with the Victory. And the Vaquero provides a level of rider entertainment comparable to the Cross Country, including multi-menu access for MP3 players. Standard cruise also matches the Victory.
One of the few areas the Kawasaki comes up short to the Cross Country is hardbag volume. But the Vaquero’s impressive standard three-year warranty with optional warranty add-ons extending base coverage an additional one to three years is a rare offering in the moto world. And the warranty remains in tact if you use Kawasaki accessories.
Star’s Stratoliner Deluxe has the most powerful V-Twin in the segment, but beyond the extra power, and an iPod connector in its batwing fairing, it’s hard to justify the Star’s $17,499 price in the face of the competition.
No question the Vaquero is influenced by the venerable Road Glide Custom from Harley. The bike from Milwaukee is a quality machine and it has an excellent dash, but for now H-D doesn’t offer a plug and play setup for the iPod – something I see as a new standard.
Then of course there’s the issue of the Harley RG Custom’s smaller 96 c.i. Twin (good for 80.4 ft-lbs the last time we dyno’d), not-so-great rear suspension, the extra $295 required for cruise control and a class-topping base MSRP of $18,999. In fairness, what Harley does boast over most other brands is typically good resale value.
With the recent addition of Victory’s Cross models, the bagger battle has almost overnight become a war in which a manufacturer must offer the most motorcycle for the least cost – not just the best bike at any cost. Victory sets the bar high in this new paradigm.
But now comes the $16,499 Vulcan Vaquero to meet most of Victory’s standard; a good ol’ fashioned duel ensues. Perhaps the new guy in town might even beat Victory at its own game.
Read more »
The company discovered that riders looking to move up from smaller cruisers to a larger model aren’t necessarily interested in or ready for full touring boats, like the Vulcan Voyager, Harley-Davidson’s Electra Glide models or H-D’s Road Glide Ultra.
Of course, the Vaquero is also crafted as a bike with an appeal all its own, drawing in riders that don’t always have a cruiser background – like ZX-14 owners. Long says these riders are part of the Vaquero’s demographic, as they look either to switch two-wheeled genres or further expand the type of mounts they ride.
During the Vaquero’s recent press launch in Montgomery, Texas, an hour or so north of Houston, Kawasaki staff didn’t specifically say the intent was to get in on the growing bagger sub-segment with the Vaquero, but more often referred to it as the next-step bike mentioned above.
Regardless of how much candor Team Green was willing or able to speak with on this matter of entering the realm of Harley’s Road Glide Custom and Street Glide models, Victory’s Cross Country and Star’s Stratoliner Deluxe, the fact is, with the Vaquero, Kawasaki has beat Honda and Suzuki to the lucrative bagger market.
To give you a sense of how important this part of the cruiser world is, Harley-Davidson says (without revealing any sales figures) the Street Glide is its top-selling model. Perhaps Honda and Suzuki don’t currently have any designs on the bagger game, but it would seem a wise move to join the party.
Another steel horse in the Vulcan stable
At its core the Vaquero is a Vulcan 1700. The latest V bike in Kawi’s big cruiser lineup shares its 1700cc (103.7 c.i.) liquid-cooled, SOHC, four-valve-per-cylinder, 52-degree V-Twin engine carried in a steel-tube cradle-type frame basic platform with its Vulcan Classic, Vulcan Nomad and Vulcan Voyager/ABS stablemates.
Changes to the 1700cc Twin unique to the Vaquero for 2011 include a new second piston ring for “improved durability,” and in the interest of weight reduction the lower primary chain guide was eliminated. Also specific to the Vaquero is a new first-gear ratio said to reduce shifting noise when clicking from neutral to first. Revised cogs for third and fourth gear also work to smooth out shifting action while reducing clatter from the gearbox.
Kawasaki noted that most Vulcan fans are satisfied with how the engine sounds and performs, but some riders with a touring bent requested a reduction of the noises generated when shifting gears. Finicky lot.
The Vaquero employs the same type of damper-less clutch found in the Vulcan Classic, which Kawasaki says gives the rider an increased feel for the engine, or a “higher torque feel.”
However, a cush drive damper remains in the rear hub. Absence of a clutch damper ostensibly gives the Vaquero “more character.” The Voyager and Nomad retain the clutch damper in order to help reduce some of the sensation of the engine’s power pulses.
According to Long, perceiving the increased engine feel in the Vaquero is likely to depend on the rider and/or the type of riding.
He gave an example of when he and another Kawi employee, both “bigger guys,” immediately noticed the difference between two sample bikes – one with and one without a clutch damper – while riding two-up. Another pair of lighter-weight riders had greater difficulty discerning which bike used the damper-less clutch.
The unstated premise here is that a touring rig, one carrying a passenger and full up with gear, should better nullify engine shakes, rattles and rolls so as to allow the touring rider a more enjoyable tour, if you will. Kawasaki dubs the Vaquero as the “ultimate solo cruiser with unmatched style, power and comfort.” We might infer from this that a Vaquero customer is perhaps more interested in the bike’s performance quotient and might value the engine’s visceral appeal more than he or she would the highest level possible for comfort.
Is removing a degree of smoothness by design a smart marketing move or something more on the gimmicky side?
Hard to say; but then again, if ultimate comfort was a key motivator of V-Twin sales, every V-Twin engine on the market would likely then employ rubber mounting and all manner of engine counter balancing. Yet plenty of cruiser makers do just the opposite, so there seems some merit in Kawi’s effort to give the rider more feel from the Vaquero’s engine.
On the other hand, the aforementioned tranny revisions aimed at reducing noise and increasing smooth shifting seem in contrast to the intent behind taking out the clutch damper. If Kawi presumes a Vaquero rider may want to feel more in touch with the engine, would that same rider then mind a little clank or clunk from the gearbox?
For what it’s worth, I scale in at an out-of-shape 155 lbs and can’t say I really felt the Vaquero engine’s more rugged nature – just as Long indicated some riders might not.
To the contrary, after a150-plus mile loop the Vaquero’s powerplant struck me as considerably smoother than many of its competitors. Maybe only Harley’s rubber-mounted Twin Cam 96 is slightly smoother, but only when under power. At idle the H-D Twin shudders like a paint shaker. The Kawi Twin is smooth at just about every point, including idle, save for some low-resonating vibes around 70 mph when in the rather tall and overdriven 6th gear (5th is also overdriven).
There is, however, enough vibe and rumble from the Vaquero’s dual-counterbalanced engine to satisfy my tastes. One of the aspects I enjoy most about motorcycling is the mechanical-ness of two wheelers and the sounds and feel associated with them – on that level the Vaquero works just fine.
As exhaust works it way out of the Vulcan engine it passes through the Vaquero’s tapered muffler tips said to reduce exhaust decibel levels (Kawi wasn’t willing to state precise decibel figures) at cruising speeds while also mirroring the rest of the bike’s long, flowing look. Last year’s Voyager and Nomad sported slash cut exhaust tips but for 2011 they also get the tapered treatment.
A new casting mold for the intake manifold is said to increase flow volume for more linear throttle response and improved idle; this update is given to all 1700cc Vulcans. The combination of changes to the intake manifold and exhaust necessitated changes to the ECU, and so all Vulcan 1700s have an updated brain for 2011.
Lastly, the Vaquero’s final drive belt is 2mm narrower, from 28mm to 26mm, for better tracking between the belt’s pulleys and for reduced belt squeal and squeaks.
Ergos on the new Vaquero split the difference between a couple of its Vulcan brothers, for what Kawasaki says is an “expanded rider triangle.” The Vaquero’s floorboards are set in the same position as the Nomad’s, that is, more forward than the other Vulcans, and its all-new, tapered one-piece seat has a lumbar shape – or hump – similar to the Classic’s saddle.
The Vaquero seat is also ready to accept an accessory rider backrest and quick-release passenger backrest, while a separate accessory seat accommodates passengers better than the standard saddle.
The Vulcan Classic still offers the lowest seat height of all 1700 Vulcans at 28.3 inches, while the Vaquero, Nomad and Voyager all have 28.7-inch seat heights. Victory’s Cross Country and Cross Roads boast an even lower 26.25-inch seat height. The Harley Road Glide Custom, a direct competitor to the Vaquero, has a seat height 1.6 inches lower than the touring Vulcans, but it and the Street Glide also have pitifully less rear suspension travel.
Where the Vaquero offers 3.1 inches of rear travel from its dual shocks with air-adjustable preload and four-way rebound damping (same for all Vulcan 1700s), the Harley’s air-adjustable shocks move a mere 2.0 inches. The Vaquero’s combo of thick seat foam and ample rear suspension travel make for a downright plush ride compared to the often-jolting experience a rider gets from the back half of either Harley ‘Glides.
Accessing the Vaquero’s dual air valves for the shocks is as simple as removing the seat; total pressure range for rear suspension is 0-40 psi. Recommend setting for a 150-lbs rider with empty luggage is 0.0 psi.
For the moto media’s test ride, Kawi techs set the shocks to 15 psi; the setting proved ideal for my 150-ish lbs frame. A Kawi staffer who weighs considerably more (I’ll spare him a guess at his “healthy” weight) said he often rides the Vaquero with the preload set only 5-psi higher.
Victory’s bar-mounted fairing bagger, the Cross Country, has even more rear suspension travel with 4.7 inches, as does the Star Stratoliner Deluxe with 4.3 inches. Reflecting on our recent Bagger Shootout that included the Vic and Star, I can say that despite more rear suspension travel than what the Vaquero has, neither of those bikes provides a significantly more forgiving ride than the Vaquero
The Voyager’s 45mm fork is given to the new Vaquero, while the Vulcan Nomad and Classic have a 43mm unit. Front suspension travel for the Voyager and Vaquero is 5.5 inches – 0.4 inches more than in the 43mm inverted fork on both the Cross Country and Cross Roads.
The Vaquero’s rather plump-looking 130/90 x 16 Bridgestone Exedra radial front tire appears like it might make for slow steering response; however, the front bun is a good pairing to the 170/70 x 16 rear tire. Neutral handling is a key characteristic of the Vaquero; steering effort is light, with a fluid, linear movement from upright to full lean.
This Vulcan’s claimed curb weight is 836-lbs. That’s 25 lbs more than the Road Glide Custom’s running order weight, and a whopping 41 lbs more than what Star says Strato Deluxe weighs fueled and ready to ride.
The Vaquero’s lean angle clearance isn’t as generous as that of the Victory Cross bikes – few cruisers in this class offer as much as the Vics – but is at worst, average. Standard calipers gripping 300mm discs handle braking, and at this time ABS is only available on the Euro version of the Vaquero. Only the heavier Vulcan Voyager offers optional ABS. Excluding ABS from the Vaquero seems inline with what the rest of the market is doing with baggers that aren’t intended as long-haul tourers.
Styling is elemental to cruiser/bagger design, and the Vaquero’s smooth, flowing lines, from the frame-mounted fairing with color matched inner fairing to the sculpted hardbags weaved into the shape of the tail section, the Vaquero’s look says that form is just as important as function for this Kawasaki.
All is not perfect, unfortunately, as the faux tank strap doesn’t fully disguise its plastic reality; and in a sacrifice to style the Vaquero’s 9.6-gallons-each side loading saddlebags lost about half a gallon of space compared to the Voyager and Nomad’s top-loading bags. The Vaquero’s bags operate with a reassuringly solid-functioning chrome handle/latch.
It’s prudent that the Vaquero’s bags require a key (same as ignition) to open and close so as to prevent your stuff readily dumping out. But the bags’ fixed mounting method, rather than a tool-less and easily removed Dzus fitting like the Harley and Victory use, makes accessing each of the Vulcan shock’s rebound damping adjuster atop the shock body unnecessarily frustrating. You’ll need patience or smallish hands, or both, to reach behind the saddlebags in order tweak the shocks.
Contrary to this lil’ shock access peccadillo is Kawasaki’s thoughtfulness in placing two helmet hooks under the saddle.
The large fairing and almost-not-there, style-conscious 6.0-inch windscreen sufficiently protected my 5-foot 8-inch frame from the wind without excessive buffeting, but taller riders may have a different, less favorable experience. A simple remedy for unwanted windblast is to choose from one of five optional screens ranging from 6.5 inches to 18.0 inches in height.
The standard screen and optional 6.5-inch unit are both dark tint; the remaining taller accessory screens are only available in clear.
Speaking of options for the Vaquero, about the only one not on offer is ABS. The Vaquero is otherwise just about as loaded as any bagger comes, with a robust sound system providing AM/FM/WX, and is XM ready – all that’s necessary is the accessory XM module – while the AUX mode on the sound system allows use of an MP3 player via an accessory adapter.
The sound system’s volume/mode and track/station selector switches on the left-side switch gear are joined by a built-in CB function switch that waits patiently for the addition of an optional CB system. Switches for the standard cruise control (also on Voyager and Nomad) are located on the right-hand switch housing. Cruise activates when in 3rd gear or any speeds between 30 and 85 mph.
A rider can increase or decrease cruise speed by as little as 1 mph at a time thanks to the EVT (Electronic Throttle Valve – type of throttle-by-wire) used on the Vaquero as well as on the Nomad and Voyager.
On the subject of adapters and music, the Vaquero’s left-side locking glove compartment is prewired to plug into Kawasaki’s accessory iPod adapter kit that comes with a foam-rubber holder for your iPod. The adapter is pre-molded in the shape of the compartment for a secure fit.
Thirty-five accessories are available now with many more in the chute; and when it came time to plan for Vaquero accessories, Kawasaki took a calculated approach to making the bike as plug-n-play as possible.
The bike’s wiring harness has many accessory plugs prewired (like the aforementioned iPod connector plug), and the ability to purchase accessories a la carte allows a consumer a modular path to building exactly the Vaquero they want without committing to extras they aren’t necessarily interested in.
Ride ‘im, cowboy!
Prior to the Vaquero’s launch, the Victory Cross Country arguably provided a whole lot of bang for the buck.
The Vic offers the roomiest saddlebags in the class, a comprehensive sound system, second-largest V-Twin in the class, a stout aluminum frame joined by excellent overall ride quality and comfort, all for $17,999.
Although the 2011 Kawasaki Vulcan 1700 Vaquero’s 1700cc engine isn’t quite as big as the Victory’s 1731cc lump, when we lasted dyno tested a Vulcan 1700cc in the Vulcan Classic vs. Triumph Thunderbird comparo, the Vulcan managed 86.3 peak ft-lbs. In our 2011 Bagger Shootout the Victory Cross Country churned out just less than 89 ft-lbs.
We’d expect a little better performance from the Vulcan’s liquid-cooled engine, but then again we’re only talking a deficit of a couple ft-lbs.
Furthermore, the Vulcan’s chassis performance and ride comfort are right there with the Victory. And the Vaquero provides a level of rider entertainment comparable to the Cross Country, including multi-menu access for MP3 players. Standard cruise also matches the Victory.
One of the few areas the Kawasaki comes up short to the Cross Country is hardbag volume. But the Vaquero’s impressive standard three-year warranty with optional warranty add-ons extending base coverage an additional one to three years is a rare offering in the moto world. And the warranty remains in tact if you use Kawasaki accessories.
Star’s Stratoliner Deluxe has the most powerful V-Twin in the segment, but beyond the extra power, and an iPod connector in its batwing fairing, it’s hard to justify the Star’s $17,499 price in the face of the competition.
No question the Vaquero is influenced by the venerable Road Glide Custom from Harley. The bike from Milwaukee is a quality machine and it has an excellent dash, but for now H-D doesn’t offer a plug and play setup for the iPod – something I see as a new standard.
Then of course there’s the issue of the Harley RG Custom’s smaller 96 c.i. Twin (good for 80.4 ft-lbs the last time we dyno’d), not-so-great rear suspension, the extra $295 required for cruise control and a class-topping base MSRP of $18,999. In fairness, what Harley does boast over most other brands is typically good resale value.
With the recent addition of Victory’s Cross models, the bagger battle has almost overnight become a war in which a manufacturer must offer the most motorcycle for the least cost – not just the best bike at any cost. Victory sets the bar high in this new paradigm.
But now comes the $16,499 Vulcan Vaquero to meet most of Victory’s standard; a good ol’ fashioned duel ensues. Perhaps the new guy in town might even beat Victory at its own game.
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