Showing posts with label models. Show all posts
Showing posts with label models. Show all posts
Thursday, March 20, 2014
Kawasaki Street Models Updates 2012
It’s a year of significant updates for four existing Kawasaki models. The headlining news is the ZX-14R mega-sportbike, using a bigger, more powerful engine and receiving hundreds of other revisions to finally leave Suzuki’s Hayabusa in the rearview mirror.
But Kawasaki’s R&D department has been busy upgrading other streetbikes in its lineup, including a significantly updated Ninja 650, ABS added as an option on the Ninja 1000, and the Vulcan 1700 Voyager is equipped with an innovative heat-management system.
The sporty but fuel-conscious 649cc parallel-Twin powering this middleweight Ninja streetbike sees updates in the exhaust system, including a new header-section connector pipe and a three-chamber muffler design. This new exhaust is a key contributor to improved gains in mid-range power according to Kawi.
Holding the engine is an all-new twin-pipe perimeter frame – nearly 2 inches (50mm) narrower in the knee/footpeg area – and is joined by a cool, new twin-pipe swingarm.
Both are said to provide increased rigidity over the previous 650’s frame. A new backbone-type subframe also offers a 10% increase in maximum carrying capacity. Rake and wheelbase remains the same as last year, while trail sees a nominal increase from 4.2 to 4.3 inches.
Revised suspension settings, including a 0.2-inch increase in travel front and rear (4.9” front, 5.1” rear), are apparently aimed at improved rider comfort. Although Kawasaki doesn’t specify as to the suspension updates other than the moderate increase in travel, we speculate minor internal changes for improved damping performance.
Effort at the clutch was reduced, new brake pad materials promise a slight increase in braking power, and Dunlop’s new Roadsmart II tires are now standard.
Rider ergos see comfort improvements in the form of a 20mm wider handlebar and a two-piece seat assembly with foam that’s wider and thicker. Seat foam thickness likely accounts for the 0.6-inch increase from last year’s seat height that’s now at 31.7 inches. Both the handlebar and saddle are rubber-mounted, along with the footpegs, to help mitigate vibration from the inherently buzzy vertical-Twin engine design.
A new instrument panel features an analog tachometer situated above an LCD info-panel showing speed, trip meters, fuel consumption, remaining range, etc., and the ignition is now located at the fuel tank assembly in order to give a clear view of the gauge cluster.
Bodywork was updated for better aerodynamics and improved engine-heat dissipation, while styling was influenced by the ZX-14R’s appearance. The manually adjusted, three-position windscreen we like so much on the 2011 Ninja 1000 was apparently a big hit elsewhere, as the 2012 Ninja 650 now also sports a three-position shield. However, unlike the Ninja 1000’s simple hand-operated, tool-less shield adjustment, the Ninja 650’s shield requires the use of tools to alter positions.
Fuel capacity of 4.2 gallons is up 0.1-gallon from last year, and battery size was decreased. Also up is curb weight, going from just under 450 pounds in 2011 to a little less than 461 pounds on the ’12 model.
The 2012 Ninja 650 comes in Metallic Spark Black, Candy Lime Green or Passion Red, and has an MSRP of $7499.
2012 Ninja 1000 ABS
In our 2011 Gentlemen Sportbike Shootout we lauded the brawny Ninja 1000 for its appealing combination of rider comfort, excellent overall chassis performance and powerful but smooth 1043cc inline-Four.
It appears nothing will alter those admirable qualities on the 2012 Ninja 1000. What will change is the option to select a Ninja 1000 with increased rider safety features, as ABS is now available on the Ninja 1K. And, thankfully, the addition of ABS adds only 6.7 pounds to the non-ABS model’s 502.7-pound curb weight, which is unchanged from last year.
Base model Ninja 1000 MSRP is listed at $11,199, up a mere $200 from last year’s bike, while the ABS-equipped 2012 model retails for $11,899. Colors available for the 2012 Ninja 1000 are Metallic Spark Black/Metallic Flat Micron Gray or Candy Lime Green/Ebony.
2012 Vulcan 1700 Voyager
Despite the now years-long flabby world economy that’s clearly affected the whole of motorcycling, the cruiser market – a staple of the U.S. bike scene – has remained a leading segment. Furthermore, the bagger and touring sub-segments of the cruiser market are burgeoning – take, for example, the success of Victory’s Cross Country and Cross Roads models. But newcomers aside, Kawasaki has been a player in the V-Twin powered big rig touring game for more than just a blink of an eye.
In 2009 Kawasaki resurrected the Voyager name, using the new Vulcan 1700 platform to create a V-Twin touring bike to compete with H-D’s popular Electra Glide. At the time, Kawi boasted the big Vulcan as the first V-Twin-powered full-dress tourer from Japan. What Kawi has recently decided to address with its muscle-car-inspired touring rig is the undesirable, thrill-killing amount of heat generated from the rear cylinder of a big-bore V-Twin. The following year, Kawi added heat deflectors that proved to be only marginally successful, which you can read about in our 2010 Voyager Review
Colors for the 2012 Vulcan 1700 Voyager are Metallic Graystone / Metallic Spark Black or Pearl Alpine White / Pearl Luster Beige. The non-ABS model retails for $17,899 – a $400 increase from 2011. The ABS model has an MSRP of $18,999. A 36-month warranty is standard.
Read more »
But Kawasaki’s R&D department has been busy upgrading other streetbikes in its lineup, including a significantly updated Ninja 650, ABS added as an option on the Ninja 1000, and the Vulcan 1700 Voyager is equipped with an innovative heat-management system.
2012 Ninja 650
Like the new ZX-14R announced today, the 2012 Ninja 650 celebrates six years as part of Kawasaki’s street lineup. And also like the big Ninja, the 650 gets significantly updated for 2012.The sporty but fuel-conscious 649cc parallel-Twin powering this middleweight Ninja streetbike sees updates in the exhaust system, including a new header-section connector pipe and a three-chamber muffler design. This new exhaust is a key contributor to improved gains in mid-range power according to Kawi.
Holding the engine is an all-new twin-pipe perimeter frame – nearly 2 inches (50mm) narrower in the knee/footpeg area – and is joined by a cool, new twin-pipe swingarm.
 New twin-tube style swingarm is prominently displayed; it creates a less-cluttered look and better matches the lines of the new frame. A new footpeg hanger is also well-integrated visually. |
 All-new instrument panel includes an analog tachometer, which should prove much easer to read than the digital tach on the previous 650’s all-LCD gauge cluster. The Ninja 650 also gets a new, 3-position windscreen. |
Revised suspension settings, including a 0.2-inch increase in travel front and rear (4.9” front, 5.1” rear), are apparently aimed at improved rider comfort. Although Kawasaki doesn’t specify as to the suspension updates other than the moderate increase in travel, we speculate minor internal changes for improved damping performance.
Effort at the clutch was reduced, new brake pad materials promise a slight increase in braking power, and Dunlop’s new Roadsmart II tires are now standard.
Rider ergos see comfort improvements in the form of a 20mm wider handlebar and a two-piece seat assembly with foam that’s wider and thicker. Seat foam thickness likely accounts for the 0.6-inch increase from last year’s seat height that’s now at 31.7 inches. Both the handlebar and saddle are rubber-mounted, along with the footpegs, to help mitigate vibration from the inherently buzzy vertical-Twin engine design.
A new instrument panel features an analog tachometer situated above an LCD info-panel showing speed, trip meters, fuel consumption, remaining range, etc., and the ignition is now located at the fuel tank assembly in order to give a clear view of the gauge cluster.
Bodywork was updated for better aerodynamics and improved engine-heat dissipation, while styling was influenced by the ZX-14R’s appearance. The manually adjusted, three-position windscreen we like so much on the 2011 Ninja 1000 was apparently a big hit elsewhere, as the 2012 Ninja 650 now also sports a three-position shield. However, unlike the Ninja 1000’s simple hand-operated, tool-less shield adjustment, the Ninja 650’s shield requires the use of tools to alter positions.
Fuel capacity of 4.2 gallons is up 0.1-gallon from last year, and battery size was decreased. Also up is curb weight, going from just under 450 pounds in 2011 to a little less than 461 pounds on the ’12 model.
 Various revisions to the Ninja 650 should make Kawasaki’s likeable middleweight streetbike all the more appealing in 2012. |
2012 Ninja 1000 ABS
In our 2011 Gentlemen Sportbike Shootout we lauded the brawny Ninja 1000 for its appealing combination of rider comfort, excellent overall chassis performance and powerful but smooth 1043cc inline-Four.
It appears nothing will alter those admirable qualities on the 2012 Ninja 1000. What will change is the option to select a Ninja 1000 with increased rider safety features, as ABS is now available on the Ninja 1K. And, thankfully, the addition of ABS adds only 6.7 pounds to the non-ABS model’s 502.7-pound curb weight, which is unchanged from last year.
 The brawny Ninja 1000 receives optional ABS for 2012. |
2012 Vulcan 1700 Voyager
Despite the now years-long flabby world economy that’s clearly affected the whole of motorcycling, the cruiser market – a staple of the U.S. bike scene – has remained a leading segment. Furthermore, the bagger and touring sub-segments of the cruiser market are burgeoning – take, for example, the success of Victory’s Cross Country and Cross Roads models. But newcomers aside, Kawasaki has been a player in the V-Twin powered big rig touring game for more than just a blink of an eye.
 Headlining news for Kawasaki’s big touring rig is improved airflow management said to reduce the amount of engine heat both rider and passenger feel. |
 The Vulcan 1700 Voyager received a nominal $400 increase in MSRP for 2012. |
Monday, March 3, 2014
Six New 2013 Honda Models Announced for US
Within an undisclosed warehouse location in Torrance, California, not far from the company’s headquarters, Honda assembled the motorcycle media to announce its new lineup. On display in the nondescript living museum, a compendium of two- and four- (and one three) wheel models — highlights of achievement of both street-legal and closed-course variety, and a few automotive prototypes. In one corner of the room, draped in black, the six objects of interest for which all in attendance came to inspect.
In a pageant of speeches and guest appearances, Honda representatives took the wraps off the six 2013 models destined for U.S. dealerships. In order of appearance presented were the CB1100, CBR600RR, CBR500R, CB500F, CB500X and Gold Wing F6B. The first five weren’t necessarily unexpected, having been previously leaked in some manner, but how the hell did Honda sneak a new version of the Gold Wing into the mix?
CBR500R
MSRP: $5,999/$6,499 (ABS)
The three new 500s introduced, the CBR500R, CB500F and CB500X, are all powered by the same fuel-injected, liquid-cooled parallel-Twin. The format creates three disparate models that will attract riders of different tastes but with similar pricing expectations. All three will be available in April.
The CBR500R bridges the sportbike gap in Honda’s lineup between the CBR250R ($4,199) and the CBR600RR ($11,540 in 2012). It also slots in nicely between Kawasaki’s Ninja 300 ($4,799) and Ninja 650 ($7,599). With the look and feel of a full-size motorcycle but without the intensity, intimidation factor or high-price of the race-spec 600RR, the CBR500R is posed to attract newbie riders as well as experienced ones uninterested in ponying-up for the latest 600cc track-focused weapon.
CB500F
MSRP: $5,499/$5,999 (ABS)
The CB500F trades clip-ons for a one-piece handlebar and sheds the excess fairing of its brethren. For the discerning motorcyclists the absence of plastic should help lower insurance costs making this naked sportbike a bargain at $5,499. The F and R share seat heights while the F boasts a five-pound lighter wet weight than the CBR model. The standard CB500F comes in two color schemes, Black and Pearl White while the ABS model comes only in black.
CB500X
MSRP: TBD
The last of the new 500 models closely resembles Honda’s recently launched NC700X . Besides its adventurous styling, the CB500X’s front fork features 0.6 more inches of travel than the other two 500s and one degree less rake, 26° vs 25°. The 500X also features an adjustable windscreen. Both the standard and ABS versions of the 500X will be colored Matte Black Metallic.
CB1100
MSRP: $9,999/$10,999 (Deluxe)
Honda did a commendable job of correctly styling the new 2013 CB1100 commensurate with the early 80s era. From its dual-spoke, five-point star wheels, thick, black blinker stalks and large round indicators to its squared-off fuel tank, the new CBs soundtrack screams J. Geils Band, Men at Work and The Human League.
Powered by an 1140cc, air-cooled, DOHC inline-Four and sporting twin-shock rear suspension and 18-inch wheels the CB1100 combines retro aesthetics with modern triple-disc-brakes, fuel injection and optional ABS. Editor Duke got an early ride on the new CB. You can check out his initial impressions here.
CBR600RR
MSRP: TBD
The fastest bike in the lineup of new model introductions is the venerable CBR600RR. For 2013 the 600RR features more aerodynamic, MotoGP-inspired bodywork with a redesigned, centrally located ram-air intake system, a new Showa 41mm Big Piston Fork, and a revised shock with new damping settings.
According to Honda, the aerodynamic advantages of the CBR’s new skin (a 6.5% decrease in drag) is the result of knowledge gained from the RC212V. While testing the CBR600RR, Honda found it had developed even more advanced aerodynamic improvements that were, in turn, incorporated into the RC213V.
The revised ram-air intake in conjunction with an improved ECU and fuel injection settings have increased mid-range power on the RR as well as enhancing throttle response at high revs. The larger damper piston inside the Showa BPF fork reduces internal pressures for more responsive fork action, while the new damper settings in the rear shock are said to improve overall performance.
Gold Wing F6B
MSRP: $19,999/$20,999 (Deluxe)
A product of creative thinking or an amorous three-way between a Harley-Davidson Road Glide, DN-01 and Gold Wing, the F6B is certainly something new for Honda. Cosmetically the F6B is a Gold Wing with a new seat and without the touring model’s tall windscreen and rear topbox/passenger backrest. The style is undeniably cool while the blacked-out treatment provides a hint of menace.
The F6B owns the same seat height as the GL, but the new seat is narrower at the tank junction and when sitting on the F6B the reach to the ground is noticeably lessened, as is the 62-pound reduction in weight. Boasting a claimed curb weight of 842 pounds, the F6B is 62 pounds less than a base model GL largely by way of the omitted on-board compressor and reverse gear found on the touring bike.
Engine, frame, transmission, saddlebag capacity, etc., remain unchanged from the full-dress Gold Wing.
Other Returning Models:
VFR1200F
CBR1000RR
CB1000R
CRF450X
CRF250X
Silver Wing
Ruckus
Read more »
In a pageant of speeches and guest appearances, Honda representatives took the wraps off the six 2013 models destined for U.S. dealerships. In order of appearance presented were the CB1100, CBR600RR, CBR500R, CB500F, CB500X and Gold Wing F6B. The first five weren’t necessarily unexpected, having been previously leaked in some manner, but how the hell did Honda sneak a new version of the Gold Wing into the mix?
CBR500R
MSRP: $5,999/$6,499 (ABS)
The three new 500s introduced, the CBR500R, CB500F and CB500X, are all powered by the same fuel-injected, liquid-cooled parallel-Twin. The format creates three disparate models that will attract riders of different tastes but with similar pricing expectations. All three will be available in April.
The CBR500R bridges the sportbike gap in Honda’s lineup between the CBR250R ($4,199) and the CBR600RR ($11,540 in 2012). It also slots in nicely between Kawasaki’s Ninja 300 ($4,799) and Ninja 650 ($7,599). With the look and feel of a full-size motorcycle but without the intensity, intimidation factor or high-price of the race-spec 600RR, the CBR500R is posed to attract newbie riders as well as experienced ones uninterested in ponying-up for the latest 600cc track-focused weapon.
| 2013 Honda CBR500R, CB500F and CB500X (Specifications for all three 500 models are practically identical so we’re only listing the information once) | ||
| Engine Type | 500cc liquid-cooled parallel-twin |  Standard models are available in Black, Pearl White/Blue/Red and Red while the ABS model comes in Red only. |
| Bore and Stroke | 67.0mm x 66.8mm | |
| Compression Ratio | 10.7:1 | |
| Valve Train | DOHC; four valves per cylinder | |
| Induction | PGM-FI with 34mm throttle bodies | |
| Induction | Computer-controlled digital transistorized with electronic advance | |
| Transmission | Six-speed | |
| Final Drive | O-ring-sealed chain | |
| Front Suspension | 41mm fork; 4.3 inches travel | |
| Rear Suspension | Pro-Link single shock with nine-position spring preload adjustability; 4.7 inches travel | |
| Front Brakes | Twin-piston caliper with single 320mm wave disc | |
| Rear Brakes | Single-caliper 240mm wave disc | |
| ABS | Optional | |
| Front Tires | 120/70-17 | |
| Rear Tires | 160/60-17 | |
| Wheelbase | 55.5 inches | |
| Rake (Caster Angle) | 25° 5’ | |
| Trail | 103mm (4.05 inches) | |
| Seat Height | 30.9 inches | |
| Fuel Capacity | 4.1 gallons including 0.7-gallon reserve | |
| Colors | Black, Pearl White/Blue/Red, Red, ABS model Red only | |
| Curb Weight | 425/429 pounds | |
CB500F
MSRP: $5,499/$5,999 (ABS)
 The 500s’ instrument clusters display speedometer, tachometer, odometer/A&B tripmeters, fuel gauge, clock, mpg, average fuel consumption, and current fuel consumption. |
CB500X
MSRP: TBD
 At 430 pounds full of fluids, the CB500X is 5 pounds heavier than the CBR500R while its seat height, at 31.9 inches, is 1-inch taller than both the 500R and 500F bikes. |
CB1100
MSRP: $9,999/$10,999 (Deluxe)
 Candy Red is the only color for the 2013 CB1100. Open-face helmet not included, although we’d prefer a lid of the metal-flake variety anyway. |
Powered by an 1140cc, air-cooled, DOHC inline-Four and sporting twin-shock rear suspension and 18-inch wheels the CB1100 combines retro aesthetics with modern triple-disc-brakes, fuel injection and optional ABS. Editor Duke got an early ride on the new CB. You can check out his initial impressions here.
| 2013 Honda CB1100 | ||
| Engine Type | 1140cc air- and oil-cooled inline four-cylinder |  Quintessential and elemental, the 2013 CB1100 represents the best of a simpler time when all bikes were nakeds. |
| Bore and Stroke | 73.5mm x 67.2mm | |
| Compression Ratio | 9.5:1 | |
| Valve Train | DOHC; four valves per cylinder | |
| Induction | PGM-FI with automatic enrichment circuit, 32mm throttle bodies | |
| Ignition | Digital transistorized with electronic advance | |
| Transmission | Five-speed | |
| Final Drive | #530 O-ring-sealed chain | |
| Front Suspension | 41mm fork with spring preload adjustability; 4.7 inches travel | |
| Rear Suspension | Dual shocks with spring preload adjustability; 3.5 inches travel | |
| Front Brakes | Dual four-piston calipers with full-floating 296mm discs | |
| Rear Brakes | Single-caliper 256mm disc | |
| ABS | Optional | |
| Front Tires | 110/80-18 | |
| Rear Tires | 140/70-18 | |
| Wheelbase | 58.7 inches | |
| Rake (Caster Angle) | 27.0° | |
| Trail | 114mm (4.5 inches) | |
| Seat Height | 31.3 inches | |
| Fuel Capacity | 3.9 gallons, including 0.9-gallon reserve | |
| Colors | Candy Red | |
| Curb Weight | 540/549 pounds | |
CBR600RR
MSRP: TBD
 For the first time, a Honda CBR600RR comes wearing the company’s crown jewel MotoGP Repsol racing garb. Look for bike availability beginning in March, and hopefully a firm retail price prior to that. |
According to Honda, the aerodynamic advantages of the CBR’s new skin (a 6.5% decrease in drag) is the result of knowledge gained from the RC212V. While testing the CBR600RR, Honda found it had developed even more advanced aerodynamic improvements that were, in turn, incorporated into the RC213V.
The revised ram-air intake in conjunction with an improved ECU and fuel injection settings have increased mid-range power on the RR as well as enhancing throttle response at high revs. The larger damper piston inside the Showa BPF fork reduces internal pressures for more responsive fork action, while the new damper settings in the rear shock are said to improve overall performance.
| 2013 Honda CBR600RR | ||
| Engine Type | 599cc liquid-cooled inline four-cylinder |  Color options for the 2013 CBR600RR include Red, Repsol Edition or White/Blue/Red. C-ABS model available in Red only. |
| Bore and Stroke | 67.0mm x 42.5mm | |
| Compression Ratio | 12.2:1 | |
| Valve Train | DOHC; four valves per cylinder | |
| Induction | Programmed Dual Stage Fuel Injection (PGM-DSFI) with 40mm throttle bodies, Denso 12-hole injectors | |
| Ignition | Computer-controlled digital transistorized with 3-D mapping | |
| Transmission | Close-ratio six-speed | |
| Final Drive | #525 O-ring-sealed chain | |
| Front Suspension | 41mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability; TBD inches travel | |
| Rear Suspension | Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel | |
| Front Brakes | Dual radial-mounted four-piston calipers with full-floating 310mm discs | |
| Rear Brakes | Single-caliper 220mm disc | |
| ABS | Optional Honda Electronic Combined ABS | |
| Front Tires | 120/70ZR-17 radial | |
| Rear Tires | 180/55ZR-17 radial | |
| Wheelbase | 53.9 inches | |
| Rake (Caster Angle) | 23.5° | |
| Trail | 97.7mm (3.9 inches) | |
| Seat Height | 32.3 inches | |
| Fuel Capacity | 4.8 gallons, including 0.9-gallon reserve | |
| Colors | Red, Repsol Edition, White/Blue/Red, Red (ABS) | |
| Curb Weight | 410/432 pounds | |
Gold Wing F6B
MSRP: $19,999/$20,999 (Deluxe)
 The blacked-out F6B represents the hepcat option for those not ready to commit to the old man’s Gold Wing. |
The F6B owns the same seat height as the GL, but the new seat is narrower at the tank junction and when sitting on the F6B the reach to the ground is noticeably lessened, as is the 62-pound reduction in weight. Boasting a claimed curb weight of 842 pounds, the F6B is 62 pounds less than a base model GL largely by way of the omitted on-board compressor and reverse gear found on the touring bike.
Engine, frame, transmission, saddlebag capacity, etc., remain unchanged from the full-dress Gold Wing.
 The Deluxe comes equipped with an assortment of Honda accessories. Both models are available in the two color options, Black or Red, and will be available in February. |
VFR1200F
 The 2013 VFR1200F comes in any color you want as long as it’s Metallic Black. MSRP: $15,999/$17,499 (DCT). Availability: February. |
 Standard model CBR1000RR’s come in Red, Repsol Edition or White/Blue/Red, while the C-ABS model is available in Black only. MSRP: $13,800/$14,800 (C-ABS). Availability: December. |
 Honda’s premier naked bike returns in Cool White Pearl. MSRP: $11,760. Availability: December. |
 Honda’s self-proclaimed “King of Baja” returns for 2013 in Red (of course). MSRP: $8,440. Availability: March. |
 Little bro to the 450, the CRF250X comes also in Red. MSRP: $7,410. Availability: March. |
 The Honda Silver Wing scooter returns only in Black. MSRP is TBD. Availability: March. |
 King of the modern cult scooter, the Ruckus for 2013 is available in White/Red and Black. MSRP is TBD. Availability: February. |
Thursday, February 27, 2014
Kawasaki Early Release Models 2013
Kawasaki has just released news about changes to four of its existing models for 2013, including the addition of an electronic steering damper to the potent ZX-10R and the option of adding antilock brakes to the versatile Ninja 650. As for new bikes in the pipeline, we expect a couple of announcements in September.
ZX-10R
Kawasaki’s superbike has been the leader among Asian literbikes since its ground-up revamp in 2011, and it came out on top in our 2012 Japanese Superbike Shootout based on its class-leading horsepower, lightest weight and bleeding edge technology.
Steering dampers aren’t often a prime topic when discussing liter-sized sportbikes, but Kawasaki hasn’t excelled with the stabilizers employed on the 10R. Recent 1000cc Ninjas have been equipped with Ohlins steering dampers, but they’ve always been light on control and adjustability despite Ohlins’ estimable reputation; they build ‘em to Kawasaki’s specifications.
Meanwhile, Japanese rivals have fitted electronically controlled units that vary damping force according to speed, and their variable nature boasts soft damping at low speeds for maximum agility while maintaining stiff settings when needed at high speeds for optimum stability.
So, the addition of an Ohlins electronic steering damper to the ZX will likely bring the Kawi up to par with its competition in that regard. Using Ohlins patented twin-tube design, a dedicated ECU mounted under the fuel tank cover varies damping based not only on rear-wheel speed, but also the rate of acceleration and deceleration.
Otherwise, the only thing new about the 10R is the addition of a Pearl Flat White color option alongside the traditional Lime Green hue associated with Kawasaki’s sportbikes. MSRPs of both the standard model and the ABS version are up $300, to $14,299 and $15,299, respectively. The 2013 ZX-10 is expected to hit dealers in September.
Ninja 650
We’ve been fans of the sporty and affordable Ninja 650 since it debuted in 2006. It’s a versatile machine that can please both noobs and vets, and it became more appealing with various tweaks and sharper styling of the upgraded 2012 version.
To expand the Ninja’s appeal among safety-conscious riders, Kawi has added an ABS version to the 2013 lineup for an extra $500. The base model retails for $7599, up a Benjamin over last year’s bike, while the ABS version lists at $8099. It’s available in three color choices: a new Pearl Stardust White, a Candy Thunder Blue, or a Vader-esque Metallic Flat Spark Black. You can expect to see the 2013 Ninja 650 in dealers later this month.
KLR650
If you’re in the market for a globe-trotting adventure bike that won’t break the bank, the venerable KLR650 soldiers on mechanically unchanged for 2013 since its considerable update in 2007. And if its stock configuration doesn’t quite fit your needs, there is an almost unlimited amount of aftermarket support for this two-wheeled Jeep, as we found in our nine-part KLR650 project bike series. The KLR650 is expected to hit showroom floors later this month.
KLX250S
Like its KLR big bro, the quarter-liter KLX250S receives only BNG additions to its 298-pound dual-sport package for 2013. Winner of our 2008 Lightweight Dual-Purpose Shootout, its retail price goes up $100 to $5099. This is quite a bargain compared to the higher-spec Yamaha WR250R’s MSRP of $6690 or even the low-tech XT250’s $5190, but it’s $600 more than the newly announced Honda CRF250L that will be launched this summer. Shootout, anyone…? Like the KLR650 and Ninja 650, the 2013 KLX250S is expected to hit dealer in late July.
Read more »
ZX-10R
Kawasaki’s superbike has been the leader among Asian literbikes since its ground-up revamp in 2011, and it came out on top in our 2012 Japanese Superbike Shootout based on its class-leading horsepower, lightest weight and bleeding edge technology.
Steering dampers aren’t often a prime topic when discussing liter-sized sportbikes, but Kawasaki hasn’t excelled with the stabilizers employed on the 10R. Recent 1000cc Ninjas have been equipped with Ohlins steering dampers, but they’ve always been light on control and adjustability despite Ohlins’ estimable reputation; they build ‘em to Kawasaki’s specifications.
Meanwhile, Japanese rivals have fitted electronically controlled units that vary damping force according to speed, and their variable nature boasts soft damping at low speeds for maximum agility while maintaining stiff settings when needed at high speeds for optimum stability.
So, the addition of an Ohlins electronic steering damper to the ZX will likely bring the Kawi up to par with its competition in that regard. Using Ohlins patented twin-tube design, a dedicated ECU mounted under the fuel tank cover varies damping based not only on rear-wheel speed, but also the rate of acceleration and deceleration.
Otherwise, the only thing new about the 10R is the addition of a Pearl Flat White color option alongside the traditional Lime Green hue associated with Kawasaki’s sportbikes. MSRPs of both the standard model and the ABS version are up $300, to $14,299 and $15,299, respectively. The 2013 ZX-10 is expected to hit dealers in September.
Ninja 650
We’ve been fans of the sporty and affordable Ninja 650 since it debuted in 2006. It’s a versatile machine that can please both noobs and vets, and it became more appealing with various tweaks and sharper styling of the upgraded 2012 version.
To expand the Ninja’s appeal among safety-conscious riders, Kawi has added an ABS version to the 2013 lineup for an extra $500. The base model retails for $7599, up a Benjamin over last year’s bike, while the ABS version lists at $8099. It’s available in three color choices: a new Pearl Stardust White, a Candy Thunder Blue, or a Vader-esque Metallic Flat Spark Black. You can expect to see the 2013 Ninja 650 in dealers later this month.
 The amiable Ninja 650 can now be had with antilock brakes. Also new is this blue color option, as seen on the 2012 ZX-14R. |
KLR650
If you’re in the market for a globe-trotting adventure bike that won’t break the bank, the venerable KLR650 soldiers on mechanically unchanged for 2013 since its considerable update in 2007. And if its stock configuration doesn’t quite fit your needs, there is an almost unlimited amount of aftermarket support for this two-wheeled Jeep, as we found in our nine-part KLR650 project bike series. The KLR650 is expected to hit showroom floors later this month.
 The revered KLR650 receives nothing new for 2013 except for the BNG (bold new graphics) treatment. |
KLX250S
Like its KLR big bro, the quarter-liter KLX250S receives only BNG additions to its 298-pound dual-sport package for 2013. Winner of our 2008 Lightweight Dual-Purpose Shootout, its retail price goes up $100 to $5099. This is quite a bargain compared to the higher-spec Yamaha WR250R’s MSRP of $6690 or even the low-tech XT250’s $5190, but it’s $600 more than the newly announced Honda CRF250L that will be launched this summer. Shootout, anyone…? Like the KLR650 and Ninja 650, the 2013 KLX250S is expected to hit dealer in late July.
 Like the rest of these early-release Kawasaki models, the KLX250S is now offered in a white version. |
Saturday, February 22, 2014
Kawasaki Street Models Updates 2012
It’s a year of significant updates for four existing Kawasaki models. The headlining news is the ZX-14R mega-sportbike, using a bigger, more powerful engine and receiving hundreds of other revisions to finally leave Suzuki’s Hayabusa in the rearview mirror.
But Kawasaki’s R&D department has been busy upgrading other streetbikes in its lineup, including a significantly updated Ninja 650, ABS added as an option on the Ninja 1000, and the Vulcan 1700 Voyager is equipped with an innovative heat-management system.
The sporty but fuel-conscious 649cc parallel-Twin powering this middleweight Ninja streetbike sees updates in the exhaust system, including a new header-section connector pipe and a three-chamber muffler design. This new exhaust is a key contributor to improved gains in mid-range power according to Kawi.
Holding the engine is an all-new twin-pipe perimeter frame – nearly 2 inches (50mm) narrower in the knee/footpeg area – and is joined by a cool, new twin-pipe swingarm.
Both are said to provide increased rigidity over the previous 650’s frame. A new backbone-type subframe also offers a 10% increase in maximum carrying capacity. Rake and wheelbase remains the same as last year, while trail sees a nominal increase from 4.2 to 4.3 inches.
Revised suspension settings, including a 0.2-inch increase in travel front and rear (4.9” front, 5.1” rear), are apparently aimed at improved rider comfort. Although Kawasaki doesn’t specify as to the suspension updates other than the moderate increase in travel, we speculate minor internal changes for improved damping performance.
Effort at the clutch was reduced, new brake pad materials promise a slight increase in braking power, and Dunlop’s new Roadsmart II tires are now standard.
Rider ergos see comfort improvements in the form of a 20mm wider handlebar and a two-piece seat assembly with foam that’s wider and thicker. Seat foam thickness likely accounts for the 0.6-inch increase from last year’s seat height that’s now at 31.7 inches. Both the handlebar and saddle are rubber-mounted, along with the footpegs, to help mitigate vibration from the inherently buzzy vertical-Twin engine design.
A new instrument panel features an analog tachometer situated above an LCD info-panel showing speed, trip meters, fuel consumption, remaining range, etc., and the ignition is now located at the fuel tank assembly in order to give a clear view of the gauge cluster.
Bodywork was updated for better aerodynamics and improved engine-heat dissipation, while styling was influenced by the ZX-14R’s appearance. The manually adjusted, three-position windscreen we like so much on the 2011 Ninja 1000 was apparently a big hit elsewhere, as the 2012 Ninja 650 now also sports a three-position shield. However, unlike the Ninja 1000’s simple hand-operated, tool-less shield adjustment, the Ninja 650’s shield requires the use of tools to alter positions.
Fuel capacity of 4.2 gallons is up 0.1-gallon from last year, and battery size was decreased. Also up is curb weight, going from just under 450 pounds in 2011 to a little less than 461 pounds on the ’12 model.
The 2012 Ninja 650 comes in Metallic Spark Black, Candy Lime Green or Passion Red, and has an MSRP of $7499.
2012 Ninja 1000 ABS
In our 2011 Gentlemen Sportbike Shootout we lauded the brawny Ninja 1000 for its appealing combination of rider comfort, excellent overall chassis performance and powerful but smooth 1043cc inline-Four.
It appears nothing will alter those admirable qualities on the 2012 Ninja 1000. What will change is the option to select a Ninja 1000 with increased rider safety features, as ABS is now available on the Ninja 1K. And, thankfully, the addition of ABS adds only 6.7 pounds to the non-ABS model’s 502.7-pound curb weight, which is unchanged from last year.
Base model Ninja 1000 MSRP is listed at $11,199, up a mere $200 from last year’s bike, while the ABS-equipped 2012 model retails for $11,899. Colors available for the 2012 Ninja 1000 are Metallic Spark Black/Metallic Flat Micron Gray or Candy Lime Green/Ebony.
2012 Vulcan 1700 Voyager
Despite the now years-long flabby world economy that’s clearly affected the whole of motorcycling, the cruiser market – a staple of the U.S. bike scene – has remained a leading segment. Furthermore, the bagger and touring sub-segments of the cruiser market are burgeoning – take, for example, the success of Victory’s Cross Country and Cross Roads models. But newcomers aside, Kawasaki has been a player in the V-Twin powered big rig touring game for more than just a blink of an eye.
In 2009 Kawasaki resurrected the Voyager name, using the new Vulcan 1700 platform to create a V-Twin touring bike to compete with H-D’s popular Electra Glide. At the time, Kawi boasted the big Vulcan as the first V-Twin-powered full-dress tourer from Japan. What Kawi has recently decided to address with its muscle-car-inspired touring rig is the undesirable, thrill-killing amount of heat generated from the rear cylinder of a big-bore V-Twin. The following year, Kawi added heat deflectors that proved to be only marginally successful, which you can read about in our 2010 Voyager Review
Colors for the 2012 Vulcan 1700 Voyager are Metallic Graystone / Metallic Spark Black or Pearl Alpine White / Pearl Luster Beige. The non-ABS model retails for $17,899 – a $400 increase from 2011. The ABS model has an MSRP of $18,999. A 36-month warranty is standard.
Read more »
But Kawasaki’s R&D department has been busy upgrading other streetbikes in its lineup, including a significantly updated Ninja 650, ABS added as an option on the Ninja 1000, and the Vulcan 1700 Voyager is equipped with an innovative heat-management system.
2012 Ninja 650
Like the new ZX-14R announced today, the 2012 Ninja 650 celebrates six years as part of Kawasaki’s street lineup. And also like the big Ninja, the 650 gets significantly updated for 2012.The sporty but fuel-conscious 649cc parallel-Twin powering this middleweight Ninja streetbike sees updates in the exhaust system, including a new header-section connector pipe and a three-chamber muffler design. This new exhaust is a key contributor to improved gains in mid-range power according to Kawi.
Holding the engine is an all-new twin-pipe perimeter frame – nearly 2 inches (50mm) narrower in the knee/footpeg area – and is joined by a cool, new twin-pipe swingarm.
| New twin-tube style swingarm is prominently displayed; it creates a less-cluttered look and better matches the lines of the new frame. A new footpeg hanger is also well-integrated visually. |
| All-new instrument panel includes an analog tachometer, which should prove much easer to read than the digital tach on the previous 650’s all-LCD gauge cluster. The Ninja 650 also gets a new, 3-position windscreen. |
Revised suspension settings, including a 0.2-inch increase in travel front and rear (4.9” front, 5.1” rear), are apparently aimed at improved rider comfort. Although Kawasaki doesn’t specify as to the suspension updates other than the moderate increase in travel, we speculate minor internal changes for improved damping performance.
Effort at the clutch was reduced, new brake pad materials promise a slight increase in braking power, and Dunlop’s new Roadsmart II tires are now standard.
Rider ergos see comfort improvements in the form of a 20mm wider handlebar and a two-piece seat assembly with foam that’s wider and thicker. Seat foam thickness likely accounts for the 0.6-inch increase from last year’s seat height that’s now at 31.7 inches. Both the handlebar and saddle are rubber-mounted, along with the footpegs, to help mitigate vibration from the inherently buzzy vertical-Twin engine design.
A new instrument panel features an analog tachometer situated above an LCD info-panel showing speed, trip meters, fuel consumption, remaining range, etc., and the ignition is now located at the fuel tank assembly in order to give a clear view of the gauge cluster.
Bodywork was updated for better aerodynamics and improved engine-heat dissipation, while styling was influenced by the ZX-14R’s appearance. The manually adjusted, three-position windscreen we like so much on the 2011 Ninja 1000 was apparently a big hit elsewhere, as the 2012 Ninja 650 now also sports a three-position shield. However, unlike the Ninja 1000’s simple hand-operated, tool-less shield adjustment, the Ninja 650’s shield requires the use of tools to alter positions.
Fuel capacity of 4.2 gallons is up 0.1-gallon from last year, and battery size was decreased. Also up is curb weight, going from just under 450 pounds in 2011 to a little less than 461 pounds on the ’12 model.
| Various revisions to the Ninja 650 should make Kawasaki’s likeable middleweight streetbike all the more appealing in 2012. |
2012 Ninja 1000 ABS
In our 2011 Gentlemen Sportbike Shootout we lauded the brawny Ninja 1000 for its appealing combination of rider comfort, excellent overall chassis performance and powerful but smooth 1043cc inline-Four.
It appears nothing will alter those admirable qualities on the 2012 Ninja 1000. What will change is the option to select a Ninja 1000 with increased rider safety features, as ABS is now available on the Ninja 1K. And, thankfully, the addition of ABS adds only 6.7 pounds to the non-ABS model’s 502.7-pound curb weight, which is unchanged from last year.
| The brawny Ninja 1000 receives optional ABS for 2012. |
2012 Vulcan 1700 Voyager
Despite the now years-long flabby world economy that’s clearly affected the whole of motorcycling, the cruiser market – a staple of the U.S. bike scene – has remained a leading segment. Furthermore, the bagger and touring sub-segments of the cruiser market are burgeoning – take, for example, the success of Victory’s Cross Country and Cross Roads models. But newcomers aside, Kawasaki has been a player in the V-Twin powered big rig touring game for more than just a blink of an eye.
| Headlining news for Kawasaki’s big touring rig is improved airflow management said to reduce the amount of engine heat both rider and passenger feel. |
| The Vulcan 1700 Voyager received a nominal $400 increase in MSRP for 2012. |
Harley Davidson CVO Models 2009 Review
“This just doesn’t seem altogether right,” was what I said to myself as I watched a patron sail through the large windows that open on to the sidewalk and let the evening costal breeze cool the remnants of a muggy summer day.
The erstwhile bipedal chap, now transformed into a flying mammal, landed on the tattered seat of a bicycle parked on the sidewalk. He was deemed troublesome by an athletic college lad who elected himself peacekeeper. Words were exchanged, gestures made, chests puffed up, but nothing came of it other than bruised egos.
Whiskey Richards, with its dearth of tables and chairs, punching bag machine as sole arcade game and grimy Mens room complete with busted-in-pieces non-functioning toilet, is where this bar room brawl took place, and its about as hole-in-the-wall as a business could be. It really seems out of place in the tony ocean side community of Santa Barbara, CA.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers...
In the game of Which One Does Not Belong that played continually in my head, the premium machines that brought me to Santa Barbara, the 2009 Harley-Davidson CVO models, fit much better in this town than Whiskey Richards.
For the uninitiated, CVO is short for Custom Vehicle Operations and is Harleys in-house custom line. Starting with an existing model in the standard Harley line-up, each bike is a rolling display of the thousands of accessories available in the fabled Harley-Davidson Parts and Accessories Catalog. The bikes have rap sheets of chrome bits and custom accessories too long to list. Each bike has three paint schemes available that are unique to the CVO line.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers; its joined to the six-speed Cruise Drive tranny.
“CVO allows us to execute our premium vision from our styling team,” says Steve Earnshaw, Director of Parts and Accessories Marketing for Harley. He goes on to explain that CVO is “about introducing styling, performance and features to our consumers.” Then there’s the sense of “exclusivity and scarcity” that Harley hopes to build into CVO machines by, well, not building many of them. Annual production numbers for each model are a worldwide total, and not just for the U.S.
Something else that was said over the course of the day, one of those things that made me sit up and take notice, was that CVO owners reportedly feel these bikes “offer great value,” and they allegedly put on more miles in a year than most standard Harley riders do. That simply isn’t something I would have expected from someone riding a bike with a starting price of over $25,000. How presumptuous of me.
The Softail Springer and Ultra Classic Electra Glide return from last year as CVO models while new for this year are the CVO Fat Bob (a bike new last year to H-D’s standard line) and the venerable Road Glide.
2009 CVO Springer Softail
$26,999 ($27,099 in CA); limited production of 2,500 units
The 2008 CVO Springer Softail broke with Springer tradition last year when it came with a 130mm wide 18” front wheel. The wider front tire was a good improvement as it smoothed out ride quality and helped eliminate the tendency of narrower tires to seek out cracks or rain groves. This year the CVO gets chubby out back with the addition of a 240mm rear tire accented with new rear fender louvers.
Further functional changes include a new frame complemented by suspension that is, although specific to the Springer, tuned similar to the Rocker and other Softail models. More updates include a new single four-piston front brake caliper that replaces the older single-piston brake still employed on the Cross Bones.
The saddle on this beauty is sculpted with a nice, deep recess for the rider; the minimal pillion’s shape and fit to the main seat makes a good support for the rider’s lower back. A nice touch on the seat is flame-stitching accents on the Buffalo leather insert.
A new 1.25-inch handlebar shaped with a bias toward easy ergos touts internally routed wiring to help keep the clean custom look that each of these CVOs strive for.
Though the Springer is powered by a 110-inch Screamin’ Eagle engine like the other CVOs, in this bike it is rigid-mounted but also counterbalanced, hence the B in 110B. The other three bikes in the CVO line have rubber-mounted mills. The Springer’s engine exhibits muscle-car appeal with the forward-facing exposed Heavy Breather intake adorned with a special “SE 110” tube emblem and chrome end cap. Claimed torque from this Vee is a devastating 110 ft-lbs at 3,000 rpm.
Once aboard this premium Harley the rider gets the picture that this bike has a vast amount customization from a company producing motorcycles on such a large scale. The premium, hand-detailed paint, acres of chrome, quality leather saddle, and loads of little details say it was built with love.
The bike initiates turns easily and steers with limited effort.
The bike fires instantly, the sequential-port EFI is smooth and throttle response is very good. Slam the throttle open, dump the clutch and there’s no question as to the performance boost the big 110 gives as the rear tire lights up effortlessly. The transmission is classic Harley, shifting with an audible ka thunk at lower revs but rowing through the box at speed is effortless and can be done clutch-less. Engine vibes are kept well in check for a rigid-mount engine.
The reach to the bars is humane and the saddle is cozy, but I was little less enthused about the abundant chrome on the forward controls that occasionally made for a slippery surface. The open riding position is only a challenge at freeway speeds where windblast is formidable. Yet at the same time you’re hugged into that carved-out seat so some of the effort to hang on is relieved.
Bikes with such fat rear tires usually have me anticipating a bike that’s reluctant to tip into a turn and resistant to maintaining a line, preferring instead to right itself. Score one for H-D engineers. The bike initiates turns easily and steers with limited effort. Ride quality is very good save for damping over the sharpest of bumps or imperfections; ground clearance is better than one would expect, pegs scraping only at the extreme angles – or as extreme as can be on a cruiser.
About the only fly in the custom ointment is the new four-piston brake. It may produce sufficient stopping force, but it was often too difficult to tell as it lacked virtually all feel. There was little, if any, travel in the lever upon initial pull. I’d much rather sacrifice some power in order to gain more feel. Frankly, I think the single-piston caliper this new four-pot job replaces is a better unit.
This bike isn’t my first pick as an all-out fave, but it does the best job of exemplifying the word “custom” in Custom Vehicle Operations.
The 2009 CVO Springer Softail is available in Black Diamond with Emerald Ice Flames, Candy Cobalt with Blue Steel Flames and Sunrise Yellow Pearl with Volcanic Fury Flames.
2009 CVO Fat Bob
$25,299 ($25,499 in CA); limited production of 2,450 units
The Fat Bob was introduced last year as a new addition to the Dyna line. This year Bob gets gussied up as one of two new CVOs.
No major structural changes were given to the Fat Bob, but suspension is 0.75-inch lower than the O.E. model in order to give it “that slammed look,” and it’s been tweaked and tuned to offer a forgiving ride without sacrificing the excellent handling characteristics that had me calling it Harley’s sport bike when I rode it last year.
The saddle retains a similar shape to that of the standard Fat Bob but has some exquisite detail work. CVO designers wanted to give the saddle the suede look but know all too well how poorly suede weathers. Exterior seat material is called Alcantara, named for the Italian company, Alcantara, S.p.A., that manufactures the faux suede finish. The final touch is a tasteful Harley-Davidson badge sunk deeply in the seat.
Along with the twin side-by-side streetfighter style headlights retained from the standard Fat Bob is the trick “Tommy Gun” exhausts system. Only difference this year is that the dual over/under mufflers end in a “blunt cut” style rather the slash cut style of the standard bike.
For not being a touring model, this is one comfortable cruiser.
The biggest styling coup on this bike is something that had CVO Manager, Jeff Smith, beaming with pride. The ’09 CVO Fat Bob rolls on a pair of what are called Fang cast wheels. The wheels are powder coated black and chromed in what Harley says is a proprietary process. No secrets were revealed, no matter the amounts of free booze flowing. These “fangs” that decorate the perimeter of the wheel are bolted in as a separate piece. It’s a neat set-up and looks the business upon inspection, but I found that the pair of large front brake rotors obscured too much of this special wheel. An added bonus for you standard Fat Bob owners is that the new Fang wheels will be available in the mighty Parts and Accessories catalog.
Other little details include a “granite” and chrome chin spoiler, rear axle covers that do a great job of concealing the axle nut assembly and a new one-piece chrome handlebar riser that serves to hide ugly wiring.
The CVO Fat Bob is the only bike other than the CVO Springer Softail that comes with the Heavy Breather forward-facing intake. Claimed torque from this rubber-mounted 110-inch Screamin’ Eagle is 114 ft-lbs at 3,500 rpm.
For not being a touring model, this is one comfortable cruiser. My 5-foot 8-inch frame would have preferred mid-controls that are available on the standard Bob; alas it’s forwards only on the CVO version. The chunky 130mm front and 180mm rear tires provide good handling and do well at isolating road imperfections, but the ride suffers a bit over poor road surfaces thanks to the lower suspension.
If you’ve an eye toward sporty riding, the Fat Bob is the bike to consider when considering a Harley. And if you need some extra glint, glitter and goodies in your life, then the CVO Fat Bob is the one.
The 2009 CVO Fat Bob comes in Denim Granite with Electric Blue Fade, Black Diamond with Fire Quartz and Sunrise Yellow Pearl with Platinum Quartz.
2009 CVO Ultra Classic Electra Glide
$35,499 ($35,699 in CA); limited production of 4,200 units
Like the Softail, the Ultra is a returning favorite. It has enjoyed the longest continuous CVO run of any bike. People like their Harley tourers.
The Ultra line (standard models included) receives some notable updates for ’09. One of the basest parts, the frame, is now a two-piece design (similar to a main frame and subframe on other motorcycles) that is 100% robotically welded and bolted together. It has a new engine mount system and is joined by a wider, longer swingarm that adds five-tenths-inch to the wheelbase. When taken as a whole, the chassis (that is frame, wheels, swingarm, etc) is claimed to be 30% more rigid than the previous FL chassis.
...the Ultra...has enjoyed the longest continuous CVO run of any bike.
Suspension was reworked for better ride quality, wheels now wear dual-compound tires from Dunlop and the rear tire is covered by a wider fender. Radio and CB antennae are shortened and the 2-1-2 exhaust has been rerouted beneath the frame eliminating the left-side headpipe in the process.
Of particular interest to touring folk will be two key changes. The saddle is what Harley is calling “suspended.” Imagine if you will the seat in profile and cutaway so that you can see the internals. Now envision the foam just under the top surface that rides on a flexible plastic “hammock.” Below this upper material is a large gap between it and the bottom of the saddle. This support material and open space beneath allows the seat to give and return without obstruction while under load. This suspension effect applies only to the rider portion of the seat, but both rider and passenger seats are heated and come in shark print leather.
The other important touring updates are stronger saddlebags and Tour-Pak (trunkbag) that each has a payload increase of five pounds. Be careful, though, not to confuse payload with bag volume that is unchanged.
Additional styling upgrades include new 2-inch backlit gauges in the robust dash, Roulette wheels and the Rumble Collection trim package that includes windshield trim, mirrors, foot controls, saddlebags and heated hand grips.
Torque output in the Ultra is a claimed 113 ft-lbs at 3,750 rpm.
With a hefty claimed running order weight of approximately 901 pounds, the Ultra isn’t the bike for the inexperienced rider primarily because it carries much of that weight rather high. I’m not a seasoned MSF instructor but I’ve put on more miles in the past 15 years than many do in a lifetime of riding, and I still find maneuvering the Ultra at parking lot speeds a distinct challenge.
Once under power the ride may be the best in the biz. The suspension offers a very forgiving ride without numbing feel of the road. And the ergos, oi vay, the ergos are the best! The rider triangle is very relaxed and roomy at the same time yet it doesn’t prohibit good riding technique. Handling is responsive for such a big beast and I couldn’t help note that the added chassis rigidity for this year may have reduced the hinge-in-the-frame feel that I often experienced on previous FLs when trying to tip-toe the bikes through U-turns or crowded parking lots.
Since the Ultra is a touring machine it retains the throttle-by-wire and ABS introduced on last year’s CVO touring bikes. Throttle response is very good but the feel from the throttle return spring is lighter than I prefer. Braking from the ABS-controlled Brembo calipers is outstanding with very good feel and plenty of power (same on the Road Glide we’ll be covering below). Braking is so good that I kept thinking what a dream it would be if the system would find its way across more of the Harley line.
Riding on this ultimate Harley is a treat with all the amenities offered (XM satellite, Harmon-Kardon sound system, cruise control, heated this, heated that, etc.), but buffeting from the windshield is brutal at anything 80mph and above. In the summer months the lower wind guards shielding your lower legs prevents air flow and the rider is subsequently roasted from heat radiating off the engine and/or exhaust. And gear whine at low rpm in 5th gear is still present; without earplugs or when wearing an open face or half helmet the noise can be prominent at times.
If you’re a long-distance fiend and love going in style, the ’09 CVO Ultra Classic Electra Glide is your mothership.
The 2009 CVO Ultra Classic Electra Glide comes in Ruby Red and Typhoon Maroon with Forge-Tone Graphics, Autumn Haze and High Octane Orange with Forge Tone Graphics and Stardust Silver and Twilight Blue with Forge Tone Graphics.
2009 CVO Road Glide
$30,999 ($31,195 in CA); limited production of 3,000 units
This isn’t the Road Glide’s first CVO dance; it appeared in CVO trim in 2000. According to CVO Manager, Phil Zagrodnick the “Road Glide is one the customers keep asking us to bring back.”
The Glide is a touring bike with the emphasis on bike. It has two saddlebags, yet only a small passenger backrest rather than a trunk. Though it has floorboards, and very accommodating ergonomics, its main fairing is subdued and essentially lacks a windshield (sorry, I don’t count that glorified fairing trim piece as a windsheild). It’s also equipped with same frame as on the Ultra as well as a new Dunlop Muti-Tread 180mm rear tire.
CVO updates for the Glide include thin and long turn signal/brake/taillight LED strips integrated into the rear of the saddlebags. Said saddlebags have 27% more payload capacity and have “extensions” that create a very custom look as they blend perfectly with the new dual exhaust that allows for just over half an inch more passenger leg room. A lowered front and rear fender accentuate the custom vibe as they encase 18-inch wheels found only on the CVO version of the Road Glide; the standard model rides on 17-inch hoops. Suspension, as on the Fat Bob, was lowered a tad and retuned for better ride quality.
Other styling changes are a flatter cover over the dual headlamps; the rider-side of the main fairing is color matched to the rest of the bodywork and the same Rumble Collection as found on the Ultra Classic has a home on the Road Glide.
Claimed peak torque from the SE 110 is 115 ft-lbs at 4,000 rpm.
The Road Glide would be the bike I would ride away on if given a choice. Though that big fairing gives the sensation of a lot of plastic acreage out front, it does a better job than the Ultra’s windscreen of deflecting wind. Once over the idea that you’re reaching toward a big billboard, the size of the fairing melts away in the mind. The saddle is really comfortable as is the relaxed reach to the pull-back bars and floorboards.
If there was one defining trait about the Glide, it would have to be ride quality. Harley engineers provided this bike with a very forgiving ride without sacrificing handling. The air-adjustable rear suspension is super supple, yet the chassis doesn’t flex causing a wallowing feel when cornering.
Since this is a touring model it comes with same potent and effective Brembo calipers and ABS found on the Ultra. And, naturally, being a CVO, the Road Glide has all the XM, premium sound, internally wired handlebars and cruise control type amenities as standard.
The 2009 CVO Road Glide comes in Electric Orange and Vivid Black, Yellow Pearl and Charcoal Slate and Stardust Silver and Titanium Dust (Accent stripe on all schemes has ghost flame feathers).
Just like I didn’t expect to see a man fly across the room that evening at Whiskey Richards, I didn’t expect to hear that CVO owners are such devoted, hardcore riders. After spending a day aboard the latest batch of factory customs from Harley-Davidson, my mind easily accepts that there is something altogether right about a CVO bike.
Read more »
The erstwhile bipedal chap, now transformed into a flying mammal, landed on the tattered seat of a bicycle parked on the sidewalk. He was deemed troublesome by an athletic college lad who elected himself peacekeeper. Words were exchanged, gestures made, chests puffed up, but nothing came of it other than bruised egos.
Whiskey Richards, with its dearth of tables and chairs, punching bag machine as sole arcade game and grimy Mens room complete with busted-in-pieces non-functioning toilet, is where this bar room brawl took place, and its about as hole-in-the-wall as a business could be. It really seems out of place in the tony ocean side community of Santa Barbara, CA.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers...
In the game of Which One Does Not Belong that played continually in my head, the premium machines that brought me to Santa Barbara, the 2009 Harley-Davidson CVO models, fit much better in this town than Whiskey Richards.
For the uninitiated, CVO is short for Custom Vehicle Operations and is Harleys in-house custom line. Starting with an existing model in the standard Harley line-up, each bike is a rolling display of the thousands of accessories available in the fabled Harley-Davidson Parts and Accessories Catalog. The bikes have rap sheets of chrome bits and custom accessories too long to list. Each bike has three paint schemes available that are unique to the CVO line.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers; its joined to the six-speed Cruise Drive tranny.
“CVO allows us to execute our premium vision from our styling team,” says Steve Earnshaw, Director of Parts and Accessories Marketing for Harley. He goes on to explain that CVO is “about introducing styling, performance and features to our consumers.” Then there’s the sense of “exclusivity and scarcity” that Harley hopes to build into CVO machines by, well, not building many of them. Annual production numbers for each model are a worldwide total, and not just for the U.S.
Something else that was said over the course of the day, one of those things that made me sit up and take notice, was that CVO owners reportedly feel these bikes “offer great value,” and they allegedly put on more miles in a year than most standard Harley riders do. That simply isn’t something I would have expected from someone riding a bike with a starting price of over $25,000. How presumptuous of me.The Softail Springer and Ultra Classic Electra Glide return from last year as CVO models while new for this year are the CVO Fat Bob (a bike new last year to H-D’s standard line) and the venerable Road Glide.
2009 CVO Springer Softail
$26,999 ($27,099 in CA); limited production of 2,500 units
The 2008 CVO Springer Softail broke with Springer tradition last year when it came with a 130mm wide 18” front wheel. The wider front tire was a good improvement as it smoothed out ride quality and helped eliminate the tendency of narrower tires to seek out cracks or rain groves. This year the CVO gets chubby out back with the addition of a 240mm rear tire accented with new rear fender louvers.
Further functional changes include a new frame complemented by suspension that is, although specific to the Springer, tuned similar to the Rocker and other Softail models. More updates include a new single four-piston front brake caliper that replaces the older single-piston brake still employed on the Cross Bones.
A new 1.25-inch handlebar shaped with a bias toward easy ergos touts internally routed wiring to help keep the clean custom look that each of these CVOs strive for.
Though the Springer is powered by a 110-inch Screamin’ Eagle engine like the other CVOs, in this bike it is rigid-mounted but also counterbalanced, hence the B in 110B. The other three bikes in the CVO line have rubber-mounted mills. The Springer’s engine exhibits muscle-car appeal with the forward-facing exposed Heavy Breather intake adorned with a special “SE 110” tube emblem and chrome end cap. Claimed torque from this Vee is a devastating 110 ft-lbs at 3,000 rpm.
Once aboard this premium Harley the rider gets the picture that this bike has a vast amount customization from a company producing motorcycles on such a large scale. The premium, hand-detailed paint, acres of chrome, quality leather saddle, and loads of little details say it was built with love.
The bike initiates turns easily and steers with limited effort.
The bike fires instantly, the sequential-port EFI is smooth and throttle response is very good. Slam the throttle open, dump the clutch and there’s no question as to the performance boost the big 110 gives as the rear tire lights up effortlessly. The transmission is classic Harley, shifting with an audible ka thunk at lower revs but rowing through the box at speed is effortless and can be done clutch-less. Engine vibes are kept well in check for a rigid-mount engine.
The reach to the bars is humane and the saddle is cozy, but I was little less enthused about the abundant chrome on the forward controls that occasionally made for a slippery surface. The open riding position is only a challenge at freeway speeds where windblast is formidable. Yet at the same time you’re hugged into that carved-out seat so some of the effort to hang on is relieved.
Bikes with such fat rear tires usually have me anticipating a bike that’s reluctant to tip into a turn and resistant to maintaining a line, preferring instead to right itself. Score one for H-D engineers. The bike initiates turns easily and steers with limited effort. Ride quality is very good save for damping over the sharpest of bumps or imperfections; ground clearance is better than one would expect, pegs scraping only at the extreme angles – or as extreme as can be on a cruiser.
About the only fly in the custom ointment is the new four-piston brake. It may produce sufficient stopping force, but it was often too difficult to tell as it lacked virtually all feel. There was little, if any, travel in the lever upon initial pull. I’d much rather sacrifice some power in order to gain more feel. Frankly, I think the single-piston caliper this new four-pot job replaces is a better unit.
This bike isn’t my first pick as an all-out fave, but it does the best job of exemplifying the word “custom” in Custom Vehicle Operations.
The 2009 CVO Springer Softail is available in Black Diamond with Emerald Ice Flames, Candy Cobalt with Blue Steel Flames and Sunrise Yellow Pearl with Volcanic Fury Flames.
2009 CVO Fat Bob
$25,299 ($25,499 in CA); limited production of 2,450 units
The Fat Bob was introduced last year as a new addition to the Dyna line. This year Bob gets gussied up as one of two new CVOs.
No major structural changes were given to the Fat Bob, but suspension is 0.75-inch lower than the O.E. model in order to give it “that slammed look,” and it’s been tweaked and tuned to offer a forgiving ride without sacrificing the excellent handling characteristics that had me calling it Harley’s sport bike when I rode it last year.
The saddle retains a similar shape to that of the standard Fat Bob but has some exquisite detail work. CVO designers wanted to give the saddle the suede look but know all too well how poorly suede weathers. Exterior seat material is called Alcantara, named for the Italian company, Alcantara, S.p.A., that manufactures the faux suede finish. The final touch is a tasteful Harley-Davidson badge sunk deeply in the seat.
Along with the twin side-by-side streetfighter style headlights retained from the standard Fat Bob is the trick “Tommy Gun” exhausts system. Only difference this year is that the dual over/under mufflers end in a “blunt cut” style rather the slash cut style of the standard bike.
For not being a touring model, this is one comfortable cruiser.
The biggest styling coup on this bike is something that had CVO Manager, Jeff Smith, beaming with pride. The ’09 CVO Fat Bob rolls on a pair of what are called Fang cast wheels. The wheels are powder coated black and chromed in what Harley says is a proprietary process. No secrets were revealed, no matter the amounts of free booze flowing. These “fangs” that decorate the perimeter of the wheel are bolted in as a separate piece. It’s a neat set-up and looks the business upon inspection, but I found that the pair of large front brake rotors obscured too much of this special wheel. An added bonus for you standard Fat Bob owners is that the new Fang wheels will be available in the mighty Parts and Accessories catalog.Other little details include a “granite” and chrome chin spoiler, rear axle covers that do a great job of concealing the axle nut assembly and a new one-piece chrome handlebar riser that serves to hide ugly wiring.
The CVO Fat Bob is the only bike other than the CVO Springer Softail that comes with the Heavy Breather forward-facing intake. Claimed torque from this rubber-mounted 110-inch Screamin’ Eagle is 114 ft-lbs at 3,500 rpm.
For not being a touring model, this is one comfortable cruiser. My 5-foot 8-inch frame would have preferred mid-controls that are available on the standard Bob; alas it’s forwards only on the CVO version. The chunky 130mm front and 180mm rear tires provide good handling and do well at isolating road imperfections, but the ride suffers a bit over poor road surfaces thanks to the lower suspension.
If you’ve an eye toward sporty riding, the Fat Bob is the bike to consider when considering a Harley. And if you need some extra glint, glitter and goodies in your life, then the CVO Fat Bob is the one.
The 2009 CVO Fat Bob comes in Denim Granite with Electric Blue Fade, Black Diamond with Fire Quartz and Sunrise Yellow Pearl with Platinum Quartz.
2009 CVO Ultra Classic Electra Glide$35,499 ($35,699 in CA); limited production of 4,200 units
Like the Softail, the Ultra is a returning favorite. It has enjoyed the longest continuous CVO run of any bike. People like their Harley tourers.
The Ultra line (standard models included) receives some notable updates for ’09. One of the basest parts, the frame, is now a two-piece design (similar to a main frame and subframe on other motorcycles) that is 100% robotically welded and bolted together. It has a new engine mount system and is joined by a wider, longer swingarm that adds five-tenths-inch to the wheelbase. When taken as a whole, the chassis (that is frame, wheels, swingarm, etc) is claimed to be 30% more rigid than the previous FL chassis.
...the Ultra...has enjoyed the longest continuous CVO run of any bike.
Suspension was reworked for better ride quality, wheels now wear dual-compound tires from Dunlop and the rear tire is covered by a wider fender. Radio and CB antennae are shortened and the 2-1-2 exhaust has been rerouted beneath the frame eliminating the left-side headpipe in the process.
Of particular interest to touring folk will be two key changes. The saddle is what Harley is calling “suspended.” Imagine if you will the seat in profile and cutaway so that you can see the internals. Now envision the foam just under the top surface that rides on a flexible plastic “hammock.” Below this upper material is a large gap between it and the bottom of the saddle. This support material and open space beneath allows the seat to give and return without obstruction while under load. This suspension effect applies only to the rider portion of the seat, but both rider and passenger seats are heated and come in shark print leather.
The other important touring updates are stronger saddlebags and Tour-Pak (trunkbag) that each has a payload increase of five pounds. Be careful, though, not to confuse payload with bag volume that is unchanged.
Additional styling upgrades include new 2-inch backlit gauges in the robust dash, Roulette wheels and the Rumble Collection trim package that includes windshield trim, mirrors, foot controls, saddlebags and heated hand grips.
Torque output in the Ultra is a claimed 113 ft-lbs at 3,750 rpm.
With a hefty claimed running order weight of approximately 901 pounds, the Ultra isn’t the bike for the inexperienced rider primarily because it carries much of that weight rather high. I’m not a seasoned MSF instructor but I’ve put on more miles in the past 15 years than many do in a lifetime of riding, and I still find maneuvering the Ultra at parking lot speeds a distinct challenge.Once under power the ride may be the best in the biz. The suspension offers a very forgiving ride without numbing feel of the road. And the ergos, oi vay, the ergos are the best! The rider triangle is very relaxed and roomy at the same time yet it doesn’t prohibit good riding technique. Handling is responsive for such a big beast and I couldn’t help note that the added chassis rigidity for this year may have reduced the hinge-in-the-frame feel that I often experienced on previous FLs when trying to tip-toe the bikes through U-turns or crowded parking lots.
Since the Ultra is a touring machine it retains the throttle-by-wire and ABS introduced on last year’s CVO touring bikes. Throttle response is very good but the feel from the throttle return spring is lighter than I prefer. Braking from the ABS-controlled Brembo calipers is outstanding with very good feel and plenty of power (same on the Road Glide we’ll be covering below). Braking is so good that I kept thinking what a dream it would be if the system would find its way across more of the Harley line.
Riding on this ultimate Harley is a treat with all the amenities offered (XM satellite, Harmon-Kardon sound system, cruise control, heated this, heated that, etc.), but buffeting from the windshield is brutal at anything 80mph and above. In the summer months the lower wind guards shielding your lower legs prevents air flow and the rider is subsequently roasted from heat radiating off the engine and/or exhaust. And gear whine at low rpm in 5th gear is still present; without earplugs or when wearing an open face or half helmet the noise can be prominent at times.
If you’re a long-distance fiend and love going in style, the ’09 CVO Ultra Classic Electra Glide is your mothership.
The 2009 CVO Ultra Classic Electra Glide comes in Ruby Red and Typhoon Maroon with Forge-Tone Graphics, Autumn Haze and High Octane Orange with Forge Tone Graphics and Stardust Silver and Twilight Blue with Forge Tone Graphics.
2009 CVO Road Glide
$30,999 ($31,195 in CA); limited production of 3,000 units
This isn’t the Road Glide’s first CVO dance; it appeared in CVO trim in 2000. According to CVO Manager, Phil Zagrodnick the “Road Glide is one the customers keep asking us to bring back.”
The Glide is a touring bike with the emphasis on bike. It has two saddlebags, yet only a small passenger backrest rather than a trunk. Though it has floorboards, and very accommodating ergonomics, its main fairing is subdued and essentially lacks a windshield (sorry, I don’t count that glorified fairing trim piece as a windsheild). It’s also equipped with same frame as on the Ultra as well as a new Dunlop Muti-Tread 180mm rear tire.
CVO updates for the Glide include thin and long turn signal/brake/taillight LED strips integrated into the rear of the saddlebags. Said saddlebags have 27% more payload capacity and have “extensions” that create a very custom look as they blend perfectly with the new dual exhaust that allows for just over half an inch more passenger leg room. A lowered front and rear fender accentuate the custom vibe as they encase 18-inch wheels found only on the CVO version of the Road Glide; the standard model rides on 17-inch hoops. Suspension, as on the Fat Bob, was lowered a tad and retuned for better ride quality.
Claimed peak torque from the SE 110 is 115 ft-lbs at 4,000 rpm.
The Road Glide would be the bike I would ride away on if given a choice. Though that big fairing gives the sensation of a lot of plastic acreage out front, it does a better job than the Ultra’s windscreen of deflecting wind. Once over the idea that you’re reaching toward a big billboard, the size of the fairing melts away in the mind. The saddle is really comfortable as is the relaxed reach to the pull-back bars and floorboards.
If there was one defining trait about the Glide, it would have to be ride quality. Harley engineers provided this bike with a very forgiving ride without sacrificing handling. The air-adjustable rear suspension is super supple, yet the chassis doesn’t flex causing a wallowing feel when cornering.
Since this is a touring model it comes with same potent and effective Brembo calipers and ABS found on the Ultra. And, naturally, being a CVO, the Road Glide has all the XM, premium sound, internally wired handlebars and cruise control type amenities as standard.
The 2009 CVO Road Glide comes in Electric Orange and Vivid Black, Yellow Pearl and Charcoal Slate and Stardust Silver and Titanium Dust (Accent stripe on all schemes has ghost flame feathers).
Just like I didn’t expect to see a man fly across the room that evening at Whiskey Richards, I didn’t expect to hear that CVO owners are such devoted, hardcore riders. After spending a day aboard the latest batch of factory customs from Harley-Davidson, my mind easily accepts that there is something altogether right about a CVO bike.
Subscribe to:
Posts (Atom)