Street Motorcycle

American Honda has finally relented and decided to import its most recent all-new model, first seen at last fall’s EICMA show in Milan. Unveiled today at the New York International Motorcycle Show, the NC700X is a multi-purpose, versatile machine with a big emphasis on utility, perfectly timed for today’s tight economic climate.
Most impressive is the NC700X’s price, starting at an incredibly low $6999! For perspective, consider the NC-X’s most obvious competitor: Kawasaki’s Versys. It retails for an extra $900.
Like the Versys, NC700X wears an adventurish costume that hints at off-road capability but doesn’t quite fulfill it. Both share a similar powerplant, a parallel-Twin engine. In the case of the Honda, it’s an all-new mill displacing 670cc and slanted forward radically (62 degrees) to free up storage space under the NC’s faux gas tank.

American Honda has decided to import the stylish and utility-driven NC700X to our shores.

The standard NC carries a conventional 6-speed manual transmission transmitting power via a chain final drive. However, Honda is offering a second-generation dual-clutch semi-automatic transmission as an optional upgrade. Like the DCT first seen on the ambitious 2010 VFR1200, the NC700 uses two hydraulically controlled clutches to automatically pull away from a stop and to seamlessly deliver gear shifts, but this one is lighter and more compact. A rider has a choice of three modes: D for regular use; S for sport riding; and MT for full manual gearshift control via bar-mounted toggles.
The NC’s powertrain is also the core for two other 2012 Hondas, the Integra scooter/motorcycle hybrid and the standard-styled NC700S, but neither of those will be making the trip from Japan to our shores. All share a 270-degree firing interval that mimics a V-Twin feel and use a biaxial counterbalancer to quell vibes inherent from a parallel-Twin. Four valves per cylinder are activated by a single camshaft, and fuel is delivered by EFI through just one 36mm downdraft throttle body.
The engine’s long-stroke, undersquare (73 x 80mm bore/stroke) design and mild tuning emphasize efficiency rather than high performance. Honda claims a peak of 51 hp at a modest 6250 rpm rated at the crankshaft, which will likely translate into about 45 horses at its 160/60-17 rear tire. The Versys cranks out a relatively whopping 60 fillies. The NC’s torque rating of 45.7 ft-lb. at a low 4750 rpm is more impressive, promising a broad and linear powerband. Honda claims the NC700X gets a remarkable 63.5 mpg, which may translate into a range of up to 235 miles from its 3.7-gallon fuel cell.
Along with slightly more power than the NC700S, the 700X also has more than 1 inch greater suspension travel, a generous 6.0 inches from the 41mm conventional fork and 5.9 inches from the preload-adjustable rear shock. The long-travel suspension vaults the seat height from 31.1 inches to 32.7.
The NC700X is purported to be quite agile despite moderate chassis geometry of a 27.0-degree rake, 4.3 inches of trail and a 60.6-inch wheelbase. Its nimbleness is credited to its low center of gravity and mass centralization created by its inclined engine, diamond-shaped steel frame and underseat fuel tank. Its full-up curb weight is a reasonable 472 pounds. Add another 33 pounds for the DCT version that includes antilock brakes. DCT and ABS come at a premium however, bumping up the price by two grand to $8999.

Despite its tall suspension, the NC700X looks remarkably compact.

Braking is supplied by a 320mm rotor up front and a 240mm disc in back. Ordering the DCT is the only way to get ABS in America, which upgrades the 2-piston front caliper with and extra piston for the Combined ABS setup that allows some front brake pressure applied by the rear brake pedal.
Honda has designed the NC700s to be easy to live with, especially for urban types who want a versatile commuter. Its lockable, 21-liter storage area under the ersatz fuel tank can carry lunch for 10 or a full-face helmet, and it can be augmented by optional saddlebags and a tail trunk.  Other optional equipment includes heated grips, wind-deflector kits, a 12-volt socket and centerstand.
The 700X’s ergonomics are described as “open and roomy,” comfortable for city strafing or mile-munching touring, and its small windscreen and beak-ish upper fairing should deliver a welcome respite from wind and weather. A compact digital gauge pack provides instrumentation. Honda describes the Multistrada-esque styling as having “the look of an urban-assault commuter as well as a country road explorer.” Passengers appear to be welcome, as the NC has a decently sized pillion pad and large grab rails.
“Whether you’re new to the sport, a longtime rider or just getting back into the riding scene,” says Honda, “the NC700X offers the comfort, ease of use and practicality of an everyday motorcycle that’s also surprisingly affordable.”
So, although Kawasaki’s Versys hasn’t sold in big numbers here in America, Honda is taking the chance on the similarly themed NC700X that brings a greater emphasis on utility along with Honda’s vaunted reputation for building great motorcycles. The Versys is sportier, lighter and more powerful, but its price is considerably higher. Anyone smell a shootout brewing…?

Can Honda’s appeal to civility and utility at a modest price reel in American consumers?

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.
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.

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.

Various revisions to the Ninja 650 should make Kawasaki’s likeable middleweight streetbike all the more appealing in 2012.

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.

The brawny Ninja 1000 receives optional ABS for 2012.

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.

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.

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

The Vulcan 1700 Voyager received a nominal $400 increase in MSRP for 2012.

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.

After a slow trickle of information from a series of teasers to last week’s deluge from an apparently accident leak, Suzuki has officially unveiled its updated 2012 V-Strom 650 ABS.
Initial reaction on the blogosphere to last week’s leak was rather tepid. After several teasers hinting at a “new middle-class motorcycle”, many expected Suzuki to introduce a dramatically changed new V-Strom, perhaps somewhere in the 800cc segment to compete against the new Triumph Tiger 800 and the BMW F800GS.
Proclaiming it “time for real adventures”, Suzuki’s teaser campaign hinted at something more off-road oriented than the previous Wee-Strom. The reality turned out to something still better suited to pavement than dirt.


When the first images and specs emerged, the perception was the 2012 Suzuki V-Strom 650 was, as the cliché goes, more evolutionary than revolutionary. But perhaps that isn’t such a bad thing. The previous V-Strom 650 was a very capable machine, powered by the well-received engine inherited from the Suzuki SV650 and SFV650 Gladius.
The fuel-injected engine on the 2012 Suzuki V-Strom has the same bore and stroke as the previous version (81.0mm x 62.6mm), but it has been updated with new pistons, piston rings and cylinders. According to Suzuki, the updated engine offers higher torque at low-to-mid revs, thanks to a modified cam profile, as well as more horsepower at the high end. Suzuki also claims a 10% improvement in fuel economy, allowing for a slimmer, lighter fuel tank with a capacity of 5.3 gallons from 5.8 gallons. Claiming a curb weight of 472 pounds, the 2012 V-Strom ABS is about 13 pounds lighter than the 2011 version.
The new V-Strom uses the same aluminum twin-spar frame and swingarm as the previous model. The front suspension uses 43mm telescopic forks with five spring preload adjustments and 150mm of stroke. The rear suspension also offers adjustable spring preload, with fine adjustments made with a knob located under the frame cover on the right side.
Like the 2011 model, the V-Strom 650 will only be available with ABS. According to Suzuki, the ABS components are lighter and more compact on the 2012 model, weighing 1.5 pounds, less than half the previous ABS system’s 3.3 pounds.

The 2012 Wee-Strom uses the same aluminum twin-spar frame as the previous version. The new muffler has a buff-finished end cap and silver metallic cover to protect optional side cases from excessive heat.

The seat on the 2012 V-Strom 650 is new, with an embossed logo and red stitching. At 32.9 inches, the standard seat sits 0.6 inches higher than on the previous version, which, according to Suzuki, reduces rider fatigue for long-distance riding. For riders with longer or shorter legs, Suzuki is offering a couple of optional seats that are change the seat height to either 33.7 inches or 32.1 inches.

The standard seat is 32.9 inches from the ground, but Suzuki will offer optional seats for taller and shorter riders.

A slimmer fuel tank combined with the new side vents give the 2012 V-Strom 650 a narrower shape than the previous version.

Design-wise, the new Wee-Strom is slimmer than the previous version. The narrower tank helps make it easier to put your feet down despite the higher seat, while the previous version’s side plastics have been replaced by black resin air outlets, a change intended to improve cooling and provide better wind protection. The windscreen offers three adjustable settings, with the upper edge in the default setting 30mm set back from the 2011 model’s windscreen.
Behind the seat, Suzuki replaced the aluminum rear carrier and passenger grab handles with a lighter black resin components that are lighter and less affected by ambient temperature.
Another update is the new instrument panel with an analog tachometer and brightness-adjustable LCD display. The LCD screen displays a gear indicator, fuel gauge, ambient temperature and odometer/trip meter/fuel consumption. The tachometer also features a coolant and oil temperature warning and a road freeze warning that lights up when the road temperature approaches freezing.
The 2012 V-Strom 650 will be produced in three colors, though only two will be offered in the U.S. American consumers can choose between Metallic Fox Orange and Glass Sparkle Black while other markets will be offered the Pearl Mirage White.
The 2012 Suzuki V-Strom 650 ABS will arrive in American dealerships in November, though pricing remains to be determined. Suzuki will also offer a number of accessories, though the North American offerings have yet to be finalized.

The 2012 Suzuki V-Strom 650 ABS will be available in North America in black or orange. The white version seen in the close-up shots will be available in other markets.

The Kawasaki KX450F is becoming the jack-of-all-trades in the dirt-bike world. KX450Fs have been on Pro podiums at Motocross, Supercross, WORCS, GNCC, Endurocross and even Flat Track races. The KX450Fs success has always revolved around two major traits: huge power and its ability to perform fairly well at just about everything.
Though it won races, the KX’s large rider ergonomics, excessive weight, abrupt (some would say rude) low-end power delivery and less than sharp cornering manners have traditionally held the KX450F from winning popularity contests. After we rode the 2011 version on everything from frozen lakes to motocross to cross-country to flat track, we pretty much had the bike figured out. When we learned about the changes Kawasaki made to the KX450F for 2012, we couldn’t wait to try it at its press launch at the famous Red Bud track in Buchanan, MI.


Kawasaki is proud of the improvements it made to the 2012 KX450F. We’ll run through a quick recap.

KX450Fs have won everywhere, from the Supercross tracks to the desert. We expect that streak to continue in 2012.

Kawasaki addressed the too big complaints in a variety of ways. First, theres a new, slimmer frame, but more importantly the handlebars can be adjusted to four different settings thanks to new triple clamps, while footpegs can be raised or lowered to fit your personal preference. If the KX450F still feels a little big, theres an optional suspension linkage that drops seat height 6mm. The end result is the most ergonomically adjustable motocross bike in recent memory.
Kawasaki also worked to improve reliability by including a thicker first gear, a revised crankshaft designed to improve low-end throttle response and engine balance, and thinner piston rings to improve throttle response. They cut small bits of weight all over the bike, going so far as to install a lighter fuel pump. A revised fuel injection system makes EFI tuning easier than ever. A new exhaust system was designed to cut weight, boost performance and still meet AMA sound regulations. Something totally new is the Kawasaki Launch Control System. It is designed to improve traction and rideability off the starting line before it kicks back into ‘normal’ mode when the rider selects third gear.

Plug and play. Swapping between the three basic fuel injection maps takes only a few seconds.

Red Bud is an amazing motocross facility, with nicely groomed grounds and a world-class motocross track. Obviously you can’t do a ‘real world’ motorcycle test on one perfectly groomed national-level motocross track with factory technicians looking over your shoulders. We tried to find varied riding conditions in addition to the motocross track, but this is more of a ‘first impression’ report than a proper motorcycle test. Our first impression, after having spent so much time on 2011 and 2010 KX450Fs, was how the 2012 model felt much smaller and lighter than its predecessors.
One thing that helped cornering and overall rideability on the 2011 KX450F was to recalibrate the milder fuel injection mapping at the bottom end of the powerband. Fuel-injection tuning on previous KX450Fs was complicated, requiring special programs and adaptors. On the 2012 model swapping between three basic EFI maps takes 10 seconds with no special tools. Kawasaki has three color-coded EFI plugs, soft terrain, intermediate-normal, and hard terrain that simply click into the wiring harness. The hard terrain map is designed for low-traction conditions, so it’s actually the ‘softest’ powerband of the three. At first we were embarrassed to admit we preferred the softer-hit of the ‘hard pack/no traction’ map, but found out later that most of the other magazine editors liked the gentler map better too.

Ergonomic upgrades help make the 2012 KX450F feel noticeably lighter than its predecessors.

Even brand new, with zero-time on the clock, the 2012 KX450F shifted nicely under power and the clutch worked well. We did notice a sizable gap between second and third gear ratios that was a little too big. Adding a tooth or two to the rear sprocket would be an improvement. The light and progressive clutch feel really helps the manners of the KX450F, but how long that clutch will last remains to be seen. Kawasaki has upgraded the 2012 to use slightly stiffer clutch springs to cure the well-publicized premature wear problem they had with older models. In the two days we rode the 2012 the clutch never faded or needed excessive adjustment. First gear is even low enough for off-road use, especially considering there is so much torque on tap.

Light and precise clutch action make the KX450F surprisingly easy to ride in low-traction situations.

It was a blistering 97F on day-two. When we were going slow and pretending to be Endurocrossers, we cooled off the KX450F by splashing through some water, but we didn’t need to. The radiators gurgled a little in slow running but never boiled out their coolant. That’s another improvement over the 2010 and 2011 models. Sometimes when the engine got really hot it would flame out at low rpm and take several kicks to restart. That’s something we never had a problem with last year and could likely be cured with careful EFI tuning. Aside from the three basic ‘plug and play’ maps the new Kawasaki fuel injection system is infinitely variable through a normal Windows PC.
Despite some major changes to the chassis, vague cornering remains as one of the KX450Fs traits. This is a big, powerful motorcycle that likes to be steered with the throttle. When ridden aggressively it will power around turns quickly, but it won’t rule the inside line. The 2012 KX450F will turn sharply, but you have to work at it and the bike does wander more than we’d like.

The KX-F likes slam dancing, not ballet. It likes to turn with a fist full of throttle and the rear wheel spinning.

We tried to improve cornering by adjusting fork height, fork rebound and compression settings, rear suspension sag and high-speed compression and handlebar positioning to find the ideal balance between traction, stability and turning ability. Cornering improved but was never great. That being said, the big Kawasaki is exceptionally stable at speed. The rear brake on the KX450F is excellent but the front remains average. We bled the front brake and tried different lever adjustments but never got rid of the touchy ‘on or off’ feel. Different pads or a different rotor might help. We’d like to try a different front tire as well, which could potentially improve both cornering and braking performance.

The suspension soaks up hard landings without a whimper, even when pushed to the stops. Small bump performance is another matter, as the bike hops around too much and transmits too much track hack to the rider.

The 2012 KX450Fs suspension did beat us up over smaller square-edged impacts on the track. It was difficult to get the shock preload backed off enough to get 95-100mm of sag with a 160-pound rider. Heavier riders didn’t complain as much, but it’d be nice if Kawasaki equipped the 450 with the SFF preload-adjustable forks it uses on the 250F. Kawasaki changed the shock linkage this year to improve rear wheel traction. Careful chassis set-up was essential, and when we backed off the compression to absorb chop the bike became more difficult to jump. Bottoming resistance was always excellent, and even when the suspension bottomed out the impact was never overly harsh.
Keeping in mind that we are probably lighter than the average 450 rider, here were our favorite chassis settings at Red Bud:

Our KX450F Settings at Red Bud
Fork Height	+7mm above the top triple clamp
Ford Compression	14 out (stock 10)
Fork Rebound	10 out (stock)
Shock Race Sag	95mm
Shock LS Compression	12 out (stock 10)
Shock HS Compression	1/4 turn in (Stock 1.5 turns)

2012 Kawasaki Kawasaki Launch Control: Better starts through the magic of electronics.

Kawasaki techs told us to forget worrying about using perfect starting techniques, adding that the Launch Control System rewards Novice riders more than it does Pros. Here’s how it works. Ride up to the starting gate and push the Launch Control button until it flashes. Select second gear, pin it and dump the clutch when the gate drops. The ignition timing is retarded slightly by the Launch Control System until the rider up shifts into third gear, improving traction.
The Kawasaki Launch Control system doesn’t work for third gear starts, which is unfortunate since our testers found it easier and smoother to leave the gate in third. The Kawasaki has ample torque and horsepower for strong third gear starts.

On the second day at Red Bud we headed away from the track to get a rough idea of how the KX450F would work in non-motocross conditions.

The KX-F is actually a fun play bike. It begs you to find impossible hills and to turn every lump of dirt into a jump. With a low first gear, smooth clutch and long-feeling wheelbase the KX450F excels at clawing up gnarly hills, but the harsh suspension deflects too much off sharp square edged hits and makes it tough to hold your line. Last year’s bike soaked up trail junk acceptably at race pace, but the 2012 feels harsher. That could be because of the new for 2012 seat foam or the new suspension linkage or the new frame. In any case we aren’t sure why just yet. Fuel range will be less in 2012 than it was in 2011, since the narrower frame and flatter seating position reduced the gas tank capacity from 1.9 to 1.6 gallons. The new exhaust was pleasantly quiet at first but became too loud by the six-hour mark.
So what do we think? We need more time to ride and learn to live with the KX450F before we can give a full answer. The 2012 KX450F is a motorcycle that can win races. We like the 2012 better than the 2011 model because it feels more compact and aggressive. The classic KX450F traits are pretty much the same, but overall performance level and reliability has gone up. Hopefully we’ll get a chance to ride and evaluate a 2012 KX450F in the real world.

Thanks to Kawasaki USA for the invite to the 2012 KX450F press launch, Red Bud for providing the amazing test facility, and Jim Carver for helping provide test input.

We’re looking forward to spending more time riding and spinning wrenches on the 2012 KX450F. This bike has huge winning potential in the hands of a competent tuner.