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Wednesday, September 28, 2011

New Kawasaki ZX-10R for £5795


Did you put down a £500 deposit on a 2011 ZX-10R priced at just £5795? If so MCN would like to hear from you urgently
The offer – run by Birmingham-based firm “Friends & Co Ltd” and advertised on Ebay - promised a range of 2011 Japanese sports bikes such as the ZX-10R, ZX-6R, R1 and R6 for bargain basement prices.
With the ZX-10R’s official price sitting at £11,999, the £6204 saving has attracted interest from professional race teams and private buyers.

Tuesday, September 27, 2011

2012 Ducati Streetfighter 848

Ducati has finally confirmed (publicly) the release of the 2012 Streetfighter 848 – and here are the first officially released images of the brand new model, which we’ll ride later this month.






The new bike uses a re-engineered 848 Testastretta 11° engine in the existing Streetfighter chassis, plus a raft of improvements over its bigger brother with styling solutions for all those ugly bits we were never meant to see. The power delivery is claimed to be ‘smooth and flexible’, a consequence of the re-engineering of the motor, but power delivery is likely to still be typically aggressive. The Streetfighter 848 also gets Ducati Traction Control though, so it won’t be too threatening for less experienced riders.




The new bike will be available from November 2011 onwards, in red, yellow or “dark stealth”.

Thursday, September 22, 2011

Calibre’s New 18″ Dub Wheel


eading wheel designers Calibre have officially released their newest wheel, one which is certain to get Volkswagen, and other Euro car fans rather excited.
The wheel in question is an 18″ version of Calibre’s own best selling 15″ Dub wheel, and creates an extremely stylish, stunning design with a ‘pseudo-split’ rim appearance (see picture).
The 18″ Dub is available in a wide variety of PCD’s to fit all of the usual 5-stud suspects, and can also be ordered blank so that custom drilling can be carried out.
It also features a finely polished outer lip, with a healthy protrusion from the hub, and a set of genuine bolts to complete the look. The high-gloss black centre creates a strong visual identity, and ensures that the Dub will look at home on all vehicles, from a T5 to a Toyota.
As with all Calibre wheels, the 18″ Dub has had heat treatment to add extra strength, which allows it to be cast lighter than most wheels of the same integrity, meaning better performance and looks for years to come!
If you’re interested in adding alloy wheels to your car, then be sure to get in touch with team today on 01623 412399 and pick from our fantastic, extensive range!

Yamahas 2012 Revealed

Yamaha has released first images of their new 2012 anniversary colour schemes, which sees the iconic ‘speedblock’ graphics making their way on to pretty much the entire range, while the YZF-R1 also gets a bit of a face lift, and a new electronics package which includes traction control.





The R1′s 6-mode Traction Control System
The new TCS constantly monitors sensors in the front and rear wheels, and when any rear wheel spinning is detected the system alerts the ECU which instantaneously adjusts the degree of throttle opening, fuel injection volume and ignition timing. With six settings plus an ‘off’ mode (thank you Yamaha), the R1’s new TCS can be adjusted to suit different riders and conditions.


Optimised ECU
The R1′s ECU has also been remapped, altering the YCC-T (Yamaha Chip Controlled Throttle), as well as the fuel injection volume and the ignition timing, to improve low to mid-range controllability and ‘out-of-the-hole’ performance – which should improve acceleration out of slow corners, and better roll-on acceleration when overtaking.

And there’s more…
The top yoke has been machined to look like the M1′s, and the footrests have been redesigned to give better grip and feel, while the front cowl has received an update to give it ‘a more menacing ‘glare’, and improved aerodynamics. Compared to the existing model, the section beneath the two ‘eyes’ of the headlights has been opened out. The central nose portion of the cowl sits higher than the existing model, and the surfaces either side of the nose portion have been reshaped, as have the end cans to try and reduce the bulky ugliness we’ve been subjected to since 2009.

Whether any of these minor changes are enough to inspire some buying activity is rather questionable – but at least it’s got more to shout about than the R6, which appears to be getting no upgrades at all for 2012 – bar some new colours.
2012 YZF-R6
2012 YZF-R125


Crazy Helmet Designs

Buying a new motorcycle helmet? Your first choice for head protection may predictably be an AGVAraiHJC,Shark or Shoei



Well how about one of these barmy ‘pisspot’ lids from Borat’s beloved Kazakhstan instead?

You can see all the styles at the Daily Mail’s website.
They are only concepts from the Kazakh marketing agency Good!, but with enough interest, maybe we’ll see them produced one day. We’d love to see more wacky designs like these in racing, how can we forget the infamous, AGV’s ‘big-face’ Valentino Rossi lid, penned by design legend Drudi Performance.



UK's hydrogen refueling station opens



If you live in Britain and are debating whether or not you should purchase a hydrogen-powered Honda FCX Clarity, well ... your decision may now be a bit easier to make. In order to encourage development of fuel cell vehicles such as the FCX, Honda has just opened the UK's first open access station for hydrogen-powered vehicles. It's located on the grounds of Honda of the UK Manufacturing in Swindon, and everyone who needs a little hydrogen in their lives is welcome.
The commercial-scale station can fill vehicles at either 350 or 700 bar, which are the two standard pressures used by major vehicle manufacturers. Filling up an FCX is said to take less than five minutes, and due to the fact that the station uses multiple hydrogen cylinders, cars can fill up immediately after one another - at stations with less cylinders, users might have to wait for more hydrogen to be generated.
Situated along the M4 motorway, the station is approximately half way between London and Swansea. It is hoped that it will serve as a model for other hydrogen filling stations to be built in the UK, that will provide the infrastructure necessary for the wide use of hydrogen-powered vehicles. BOC, the industrial gas company that partially funded the project, has already established similar stations at over 70 locations around the world.
Honda is also developing a Home Energy Station, so FCX owners can refuel without always having to hunt down commercial hydrogen stations.

Tron Lightcycle hits the streets



Practicality tends to take a back seat when you combine sci-fi cult status with custom chopper building - and there's no room for a pillion passenger on the Lightcycle. We first spied Parker Brothers Choppers Lightcycle project last year when it surfaced in gas-powered form, now the company has released video of a fully-electric version of the neon-packing two-wheeler in action. The electric motor may be quieter, but this one's still guaranteed to turn heads.


The Lightcycle is based on the conveyance from 2010's Tron: Legacy and in its latest real-world form it has undergone extensive body reworking as well as getting a 96 volt electric motor and lithium ion battery pack. Parker Brothers quotes an (impressive if true) top speed of in excess of 100 mph for and a range of 100 miles on a single charge with 35 minute recharge times.

There's no word yet on pricing or availability of All Electric Lightcycle, but the Suzuki 4-stroke driven model is still being sold through Hammacher Schlemmer for an the asking price of US$55K.
You might not find yourself lane-splitting or scraping the pegs while astride this beast, but - at least until landspeeders hit the market - you'll be hard pressed to find a more radical 21st century ride.

Wednesday, September 21, 2011

Lamborghini's most outrageous Gallardo for now

The Lamborghini Gallardo LP 570-4 Super Trofeo Stradale is the most extreme V10 yet produced by Volkswagen's Italian supercar subsidiary. Only 150 of the four wheel drive 570 bhp carbon fiber projectiles, no doubt due to the extreme effort required to shave another 70 kilograms off the already anorexic Gallardo LP 560-4. The motor might be the same as a "normal" Gallardo but the aerodynamics and lightweight construction are what make it a genuine racer for the road.






Much of the technology introduced in the new car is derived from lessons learned in the Lamborghini Blancpain Super Trofeo race series. The gargantuan rear spoiler will be the visual signature of the new car, and it isn't just for show, being manually variable so that drivers can fine-tune the car for a particular racetrack or set of conditions. At its most extreme setting, it generates three times the maximum down-force of the Gallardo LP 560-4.


The Super Trofeo Stradale comes standard with the paddle-actuated robotized e-gear six-speed transmission which electronically shifts gears more smoothly and much faster than you can. There';s also a launch mode which offers maximum acceleration from standstill - just set the transmission to "Thrust Mode", wind the motor up to 5000 rpm, and wait for the lights to change.
It's an ideal way to launch the car with minimal spinning of the lightweight 19-inch wheels. The wheels alone save 13 kilograms compared to the standard Gallardo and come standard with Pirelli P Zero Corsa tires and will result in you passing 100 km/h 3.4 seconds later and 200 km/h after 10.4 seconds on the way to the top speed of 320 km/h.

The suspension is also directly derived from motor racing, with the double aluminum wishbone suspension set up similarly to the race cars and an ESP stability control system as standard equipment.
Standard front brakes on the beast are 365 mm ventilated discs with eight pistons per aluminum caliper and 356 mm rear ventilated discs with four pots per caliper. There's also an option for a carbon-ceramic brake system with 380 mm front discs and 356 mm rear disc, plus all the necessary racing fare - a roll cage, four-point safety belts and a fire extinguisher.
The quick-release carbon composite engine hood on the SuperTrofeo Stradale is another direct lift from the race car, as is the "Rosso Mars" livery.
For those with a penchant for the racing aesthetic, you can order a heavily-carbon-fiber oriented interior (handbrake frame, center console, lower steering wheel, instrument panels, door handles, glove box), not to mention civilized niceties such as satellite navigation, a Bluetooth connection for mobile phones, an anti-theft system, and a lifting system so you won't scrape your darling's front end when traversing the driveway.

2009 Prius: Fast or Not


A third generation of the Toyota Prius gas-electric hybrid car has been eagerly anticipated. Though Toyota has not officially announced when the redesigned Prius would appear, unofficially, automotive journalists had been tipped to expect it sometime in 2008, as a 2009 model.

However, news reports from Japan last week said the car has been delayed by at least six months, to early 2009.
A Toyota spokesman said the company would not comment. The reason? Because no official launch date had ever been confirmed, there was no way to officially confirm a delay.
Nikkan Kogyo Shimbun, a Japanese industrial publication, reported last Friday that the delay was caused by snags in developing new batteries for the electric system. The next Prius was expected to use new lithium-ion batteries. Currently, the Prius uses nickel metal hydride batteries, which take up more space and aren’t as efficient.
Whether the delay is real or not, it appears that the battery problems are plenty real. Previously, Toyota set a goal of reducing the size of the battery pack in the next Prius by 50 percent, while also increasing its efficiency.
The delay is apparently to give Toyota engineers time to retro-fit the new Prius design with the old-style nickel metal hydride batteries they’d hoped to be rid of. At least initially, the new Prius will still have nickel metal hydride batteries, Nikkan Kogyo reported. Lithium ion power is not ready for prime time (remember all the exploding laptop batteries made of the same substance?). Lithium ion gets unstable under extreme pressure – apparently too unstable for automotive use at this stage of its development.
The apparent failure of Toyota, and its development partners, to come up with a viable next generation battery pack is a serious setback. Will its competitors use this to try to seize a competitive advantage? Calling Chevrolet: Where is the Volt?

F3 Adrenaline 3-wheel motorcycle

January 4, 2007 We've encountered a raft of exciting three-wheeled motorcycle designs in recent years including the Can-Am Spyder, Brudeli's Three-Wheel Leanster, the VentureOne plug-in hybrid and the T-REX from Campagna. More recently, scooter manufacturers have embraced the wide-track stability, braking power and cornering prowess of the two at the front/one at the rear configuration with the release of models like the Piaggio MP3. While many designs are still in prototype phase, it seems certain that the three-wheeled footprint will become an increasingly familiar site on the road with the latest example to cross our desk - the striking tandem seat F3 Adrenaline from San Diego based TriRod Motorcycles - now accepting reservations ahead of a Q2 2008 release.


Developed with the aim of creating "a radical new vehicle that would offer unparalleled performance... combining advanced technologies from Formula 1 racing, aerospace, and motorcycles", TriRod Motorcycles' A3 Adrenaline cuts a mean profile with its sleek naked design featuring black carbon fiber body panels, extensive use of chrome, fully adjustable Penske racing shocks, low profile tires and exposed F1 style suspension components.
“TriRod’s platform offers increased safety and stability over traditional motorcycles while adding a whole new level of thrilling performance”, says TriRod Motorcycles Co-founder and Chairman Robert Miller.
Power is delivered by an air-cooled, v-twin, fuel injected JIMS Twin Cam 120 cubic inch engine through a 125 Tooth, Kevlar reinforced belt drive and 6-speed transmission with 2 into 1 exhaust and a 20 inch rim with a Pirelli 325 tire at the rear. The A3 also features an optional (and practical) electric reverse drive.
The stability and rollover-resistance inherent in the 2-1 layout is boosted by the low-profile, low-center of gravity design and 60-inch track at the front.
The suspension system features double, unequal, non-parallel a-arms for maximum traction (over 1g in corners) with fully adjustable shocks mated to the a-arms through a pullrod and rocker to reduce unsprung weight and improve handling on bumpy tarmac. At the rear a high-performance motorcycle style mono-shock system attached to swing arm via a rocker and link is used. According to TriRod this design keeps the suspension soft and supple in normal conditions but firms up just before a big bottom out.
A unique purpose-built chassis using a 3-inch diameter sweeping tube as the main frame member was developed for the vehicle and 6061-T6 billet aluminum parts are used throughout (including shock bodies, rocker arms, pull rods, brake calipers and foot and hand controls) along with forged aluminum rims.

The F3 Adrenaline is the first of a planned line of tandem seat three wheel performance motorcycles which will also include a touring version known as the X-Plor™.
Orders now for TriRod Motorcycles' 2008 F3 Adrenaline ahead of a production release in the 2nd quarter of 2008. Pricing has been set at USD$54,995) for the 2008 Adrenaline model with the USD$34,995 Touring model to follow. Stay tuned to Gizmag for further specs updates as they become available.

Infiniti M Hybrid equals Lamborghini Countach



Records may come and go but, aside from grabbing headlines, they're a way of benchmarking the progress of new technologies. In the automotive world this means hybrid drivetrains and we've seen a number of new record attempts in recent times - usually related to fuel economy as with the Kia Optima Drive. The latest comes from Nissan, whose Infiniti luxury division is claiming the world's fastest accelerating full hybrid vehicle in the form of the Infiniti M Hybrid. The M Hybrid has covered the standing quarter mile (400 m) in an average time of 13.9031 seconds - putting it on par with a 1982 Lamborghini Countach.
The record came in a standard production model Infiniti M35h Hybrid, which Nissan points out already holds the 0-100 km/h (62 mph) record of 5.5 seconds. The record attempt was overseen by an adjudicator from Guinness World Records at the UK's Santa Pod Raceway with journalist Tim Pollard at the wheel. The vehicle is powered by a V6 ICE complemented by a 67-horsepower (50 kW) electric motor that combine for a total system power output of 360 horsepower, which is delivered to the rear wheel in a two-clutch system. Nissan says this configuration maximizes both performance and efficiency, while allowing the car to run in electric-only mode at speeds of up to 100 km/h (62 mph).

The 13.9031-second record, which was an average of all runs, included a run of 13.8960 seconds and puts the Infiniti M on a par with the likes of the 1982 Lamborghini Countach (13.9 seconds), the 1998 BMW M3 (13.8 seconds), and 2007 Aston Martin V8 Vantage Volante and 2007 Porsche 911 Carrera (both 13.6 seconds).
"The Infiniti M35h proves that hybrids can be fast as well as frugal," said Tim Pollard, who is the associate editor of the UK's CAR Magazine. "At Santa Pod you could feel the instant torque of the electric motor away from standstill - the car just leapt off the line. I did try changing gears manually, but it was fastest left in automatic. That was when we achieved the fastest single run of 13.8960 seconds."

New Jensen Interceptor

With more comebacks than Dame Nellie Melba, the Jensen Interceptor must surely be the most revived name in automotive history. It was first used between 1950-57 for a 4.0 liter convertible based on Austin componentry, then rose to international awareness with its second coming as the dream car of the sixties when in 1966 it was released as a Grand Tourer designed by Italian design house Carrozzeria Touring.


The Jensen Interceptor of this period was a genuine supercar, running huge Chrysler V8s with first 6276 cc and later 7212 cc. In 1967, the FF variant had four-wheel drive, anti-lock brakes and traction control, technological forerunners of the active safety features which are still not yet commonplace.
The Interceptor III arrived in 1971 and enjoyed excellent sales before the marque was shelved in 1976.
In the Automotive business though, a great name never dies, and the Interceptor reappeared in 1984 as the Mk IV before production ceased once more in 1991.

Over the last few years the Jensen name has been revived once more, with Oxfordshire-based JIA rebuilding original Interceptors using a 429 bhp General Motors LS3 V8 engine and a range of other modern components to create the Interceptor R. There's even a 600 bhp supercharged version which will no doubt have already surprised a few people on the motorway.
JIA has shown that there is a market for an expensive, hand-built Grand Tourer based on the iconic Interceptor and now the revival appears ready to finally move past the 45 year-old Interceptor design to full blown production of the next generation.
The next generation of Jensen Interceptor will be built in Great Britain and will cost in the vicinity of US$200,000 when it hits showrooms in 2014.

An all-new Jensen Interceptor will be engineered, developed and built by CPP Global Holdings, though ownership will remain with Healey Sports Cars Switzerland Ltd (HSCS) which owns all assets, intellectual property, designs, and brand rights for the Jensen and Interceptor brands.
The new Jensen Interceptor will be a four-seat grand tourer with an all-new aluminum chassis and handcrafted aluminum body. The public unveiling of the Interceptor is planned for late 2012, with deliveries to customers beginning in 2014.
Annual production numbers and pricing are yet to be confirmed, but will be fixed to ensure ultra-exclusivity.






Wednesday, September 14, 2011

Kawasaki Ninja ZX-14: the most powerful and the fastest production motorcycle in history


For several years now, the 178bhp Kawasaki ZX12 has had the most horsepower of any production motorcycle, though it has played second fiddle to the 175 bhp Suzuki GSX1300 Hayabusa (named after the Japanese Peregrine falcon, one of the few animals on the planet which can travel at 300km per hour which it does during a dive) because the Hayabusa has a higher top speed – the Suzuki’s aerodynamics enable it to more than make up for the slight horsepower deficit and it has now held the title of the world’s fastest production motorcycle for six years since it launched. The Hayabusa’s top speed as measured by the Guiness Book of Records is 317 km/h. But Kawasaki’s just announced ZX14 company flagship boasts 1400cc, much slipperier aerodynamics and the most horsepower and highest top speed of any production motorcycle EVER! The publicity conscious Kawasaki is keeping mum on the exact figures but the rumours emanating from Japan indicate we are just about to see the world’s first 200bhp production motorcycle. 


A manufacturer is defined by the motorcycles it makes, and the defining characteristic of Kawasaki motorcycles has always been power - lots of power. It became the horsepower king waaay back when it released the H1 500cc three cylinder two-stroke triple in the late sixties, and built on that reputation with the 750cc H2 three cylinder two-stroke triple and finally the Z1 900cc four cylinder machine and the family of big four cylinder four-strokes that bike spawned – the Z1000, Z1-R, GPZ900R and all the way through to the modern hyper-bikes like the ZZ-R1100 and Ninja ZX-12R, Kawasaki’s flagship machines have set performance standards.
There’s absolutely no doubt that Kawasaki has been getting ready to take on the Hayabusa for several years – the ZX12 was expected to be a Hayabusa-beater and despite its ram air induction system inflating real horsepower from 178 at low speed to 190 at high speed (the forced air induction acts has the same effect as a supercharger), its aerodynamics let it down. But the ZX14 has obviously spent a lot of time in the wind tunnel as Kawasaki prides itself on the performance factor and it wanted to be the fastest of the bunch again. And there is absolutely no doubt that despite the big K’s coyness, the new Ninja ZX-14will be the most powerful and the fastest ever and continue the tradition by delivering as-yet-unheard-of levels of performance and excitement. Its aerodynamics reminds users that Kawasaki is indeed an aircraft manufacturer.

Kawasaki engineers and designers have created a motorcycle that turns its Ram Air and fuel-injected engine into the core of a powerful, torque-producing, aerodynamic stunner that will draw attention from onlookers whether on the road, or parked on the roadside. The Kawasaki Ninja ZX-14 is a 1352cc motorcycle, that is its most powerful ever, and succeeds in setting the performance standards for others to follow.
This all new in-line four has evolved from the Ninja ZX-12R and features a bore and stroke of 84 x 61mm packed into a purposefully designed compact outline that minimizes engine width, leaving it at virtually the same width as the 12R.
A twist of the throttle delivers a seamless spread of torque that is so linear, the "power band," per se, ceases to exist. Riders will pay particular attention to the impressive response that kicks in once the motor exceeds 6,000 rpm. Those that have ridden this newest Kawasaki flagship marvel at the torque response that makes pulling away from a total stop in almost any gear a possibility.
The engine uses a secondary balancer to tame unwanted vibrations, and a direct-actuation shift lever is lighter than conventional linkage-type set-ups, offering a more direct feel for the rider.
The ZX-14's chassis design is every bit the equal of its power plant. It is an advanced version of Kawasaki's unique aluminum monocoque frame, lightweight and very strong. This sophisticated approach gives the ZX-14 a responsive handling quality and incredible highway stability. By utilizing this frame technology, engineers were able to concentrate on delivering, as mentioned, a very slim, compact package. Inherently more rigid than twin-spar frames, and with the engine rigid-mounted, the monocoque's strength is greatly increased.
With the engine positioned forward in the frame, engineers were able to carefully select the wheelbase and front/rear wheel weight balance to achieve both high speed stability and responsive handling. The ZX-14 uses an inverted 43mm cartridge fork and new Uni-Trak linkage rear suspension to complement the highly rigid frame, thus offering both great controllability at high speeds and superb road holding when sport riding on twisting hill roads.
Does this ultimate combination of engine performance and chassis design make the Kawasaki ZX-14 rider-friendly?
The engineers and designers sought to combine the utmost elements of today's motorcycle technologies, yet still provide a package that is both approachable-and usable. The ZX-14 delivers seamless power, a smooth ride, and friendly ergonomics. Together, these characteristics are manifested in a ride that is surprisingly non-intimidating, yet still maintains the heart of the rebel so much a part of Kawasaki's brand heritage.
Offering a very relaxed sport riding position, it is compact without being cramped, and the bars are positioned so riders don't have to stretch to reach them. The narrow engine, monocoque frame, and fuel tank make it easy for the rider to keep his knees close together in any riding conditions. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make planting feet on the ground when stopped a cinch.
And when the rider is stopped, the motorcycle will be the center of attention. Because the monocoque frame goes over the engine and doesn't protrude through the fairing, the fairing design lines are uninterrupted, giving it a smooth, flowing appearance, from front to rear. Quadruple projector beam headlights adorn the ZX-14's front cowl, with the outer lights containing position lamps and high beams. Low beams are located in the two center lamps. The front and rear turn signals are integrated into the fairing and rear cowl, and the all new LED tail lamp features a unique "V" design.
Other key features of the Kawasaki ZX-14:
    - Instrument cluster with easy-to-read, white-faced dual analogue speedometer and tachometer. - Shift indicator light and clutch engagement light. - Multi-function LCD digital display includes fuel gauge, gear indicator, dual trip meters, odometer, and clock. - Large diameter petal brake discs, radial mount front calipers and a radial pump brake master cylinder for impressive braking performance and superb feel. - Hydraulically operated clutch features a radial mount clutch master cylinder for worry-free, silky smooth clutch operation. - Fuel tank features a flush-surface tank cap. - Idling speed control system contributes to easy starting capability. - Lightweight Denso radiator with high-density cores provides efficient cooling. - Massive head pipe casting contributes to frame rigidity. - Airbox located in the frame, contributing to a very compact layout. - Engine and chassis components designed to maximize mass centralization. - Newly designed wheels feature center ribs which are slightly offset so that tire balance weights can be located at the wheel centerline.
All told, Kawasaki has once again brought its engineering and design expertise to the forefront of motorcycle creation. The Ninja ZX-14 lives up to its predecessors, and far surpasses them, as the meaning of the word "ultimate" has found a new definition, at least as far as roadgoing motorcycles go.

The Babyblade is back!: 2011 Honda CBR250R


Twenty years ago, quarter-liter sportsbikes ruled the roost in many regions, offering a mix of racy looks, light weight and snappy performance. But in recent years, with all the other major players leaving the segment, Kawasaki has enjoyed unchallenged sales success with its sharp-looking, yet friendly Ninja 250. But the mini-ninja will soon face stiff competition from Honda's totally re-conceived babyblade CBR250R, equipped with a 249cc single-cylinder, fuel injected engine, a tasty fairing that mimics the CBR1000RR and the first instance of optional ABS to grace the market segment. This will be a killer learner machine and a great introduction to the sport for legions of young riders. It's good to see the quarter-liter segment getting some love again. Oh, and check out what the aftermarket's already coming up with for these new machines.


Back in the early 1990s, the 250cc class was red-hot -– Honda's CBR250RR battling it out with Kawasaki's ZXR250 and Yamaha's YZF250 in a stand-up mini racebike brawl that saw power figures escalating to ridiculous heights. 45 horsepower from a quarter liter, 4 cylinder 4-stroke? That's a heck of a lot, especially considering we're talking more than 20 years ago, when top-flight liter bikes weren't making much more than 130 horses.
But that's what the kids wanted: bikes that looked fast and had lots of power. And the 250cc 4-strokes fit conveniently within learner license regulations in countries like Japan and Australia. They sold like hotcakes.
But like any hard-edged sports machine, they took a lot of skill to ride. You can't make big horsepower from a 4-cylinder engine without sacrificing a lot of low-end torque, so the CBR250s of old were very easy to stall. Low-set clip-on bars would crush your thumbs against the tank as you tried to do u-turns. These things were great on the open road, but a right pain around town – and I think it's fair to say they put a fair few learners off the idea of riding altogether. They had their shiny, fast-looking bikes, but they just couldn't get their heads around how to ride the things.
Fast-forward 20 years to the learnerbike market of today -– while many countries have graduated license schemes based on power-to-weight ratios, allowing learner riders to get on big, friendly bikes like the GS500, GSX650F, CB400 and the like, the bike that has really been setting sales figures alight is the Kawasaki Ninja 250.
And the Ninja got a lot of things right; it looks fast, but it's not as highly strung as the old ZXR. In fact, it's based on the old faithful GPZ and ZZR bikes that rounded out Kawasaki's 250cc offering for decades. Practical and rewarding machines that always seemed to play second fiddle to the racier looking machines.
The Ninja 250 put a coat of glamor on top of the fantastic GPX platform, creating a learnerbike that was both desirable AND rideable, that drew new riders into the sport but gave them something encouraging and friendly to develop their skills on. Released in 2008 and more or less unchallenged in its segment, it's still selling like crazy.
So the real question here is: why did it take Honda four years to catch up?

Catch up might not be the right word; Honda's upcoming 2011 CBR250R release will push the game a little further on from the little Ninja, but it takes a few big cues from the Kawasaki's success.
First of all, it looks great, every bit the younger brother of the popular CBR1000RR and VFR1200F with its glossy paneling, triangular exhaust and underpants-shaped headlight. It looks quick and it looks *now*.

The engine choice is an interesting one – Kawasaki has had great success with the Ninja 250R's parallel twin, but Honda has opted for a single-cylinder 249cc 4-stroke, fuel injected and very much oversquare, with a bore of 76mm and a stroke of just 55mm.
No power figures are quoted as yet, but that engine configuration suggests a very torquey bike, easy to get off the line and quick to build revs. It's also light, tipping the scales at 161 kg wet. Seat height is a fair bit higher than the Ninja 250R, at 78 cm versus the Kawasaki's 74.5 cm.

Most significantly, the Honda CBR250R will be the first bike in the segment to offer an ABS braking system – in this case, Honda's Combined ABS system, which in addition to managing wheel slip, also makes a proportion of the rear pedal braking pressure activate the front brakes.
It cannot be overstated what a good idea this is on a learner bike. I've had my reservations about motorcycle ABS systems in the past, but the simple fact is, you can grab and stomp the brake levers like a baboon in the pouring rain and Honda's ABS system will get you safely to a stop. And the combined braking system will nurse learners through that ubiquitous period where they're too afraid to get on the front brakes hard because of all the weight transfer issues. This combined ABS system alone will certainly save a legion of young riders from expensive and painful drops and crashes they would have had without it.
ABS is an optional addition, adding additional cost and 4kg of weight to the package. I would thoroughly recommend it.

So there you have it; in some ways, you might look at the new CBR250 and see it as a step backwards from what we had in the late 80s and early 90s. It will certainly not match the stratospheric power figures of that era, but as an entry machine into the world of motorcycling, it will serve new riders much better – without sacrificing the desirability factor of the older machines.
The aftermarket is already getting in on the act, anticipating this machine will be a big hit. The recent Thai Motor Expo saw big-name players like Mugen and Moriwaki showcasing an array of aftermarket gear for the new babyblade, including a couple of full fairing kits to make race replicas. Expect this part of the market to take off even harder when MotoGP's 125cc 2-strokes leave the grid forever, replaced by 250cc 4-strokes. Check out the prototypes below:


The only thing that remains to be seen is how the new CBR goes against the Ninja 250R – and you can bet your hat there'll be a rash of comparo tests hitting the magazines and the Web the second the CBR250R becomes available – which will be in Q2 this year. Whichever one takes off quicker from the lights, my vote's with the Honda and its ABS system.


Kawasaki goes all-in: the 200+bhp 2011 Ninja ZX-10R


Kawasaki has stamped its foot; Team Green is sick of playing catch-up in World Superbikes, it will no longer be content to languish at the back of the field. But defeating the monstrous Aprilia RSV4 and the ominous BMW S1000RR is going to require a motorcycle leagues ahead of what Kawasaki has been rolling out in 2010. Behold, motorcycle fans, the new king of the castle. Ripping out a terrifying 210 horsepower and weighing just 198kg full of fuel and fluids, the 2011 Kawasaki Ninja ZX-10R leap-frogs to the front of the power and power-to-weight charts. But it's not just muscles that make this bike so special, it sports a completely redesigned chassis aimed at improving handling and racetrack lap times – and a traction control/ABS setup that ditches all notions that such systems are for safety. On the new Ninja, the intelligent electronics are all focused on making you faster than ever before on the road or track. Wouldn't it be an amazing turnaround if this machine could catapult Kawasaki back into World Superbike contention? Either way, this is one of the most exciting bikes we've seen in lime green for a lot of years, and it's a signal to the other Japanese manufacturers that near enough is no longer good enough.

There's no overstating the size of the rocket that BMW fired up the backsides of the Japanese motorcycle manufacturers when it launched its class-dominating S1000RR superbike contender last year. While unsuccessful on the racetrack thus far, the Beemer entrusted its rider with nearly 20 more horsepower than any of the Japanese bikes, breaking the magical 200-horsepower barrier, and came with a set of race- and road-ready electronics that put it leagues ahead of the rest in pretty much every comparo test on the planet.
Now, finally, the Japanese are firing their first salvo back at the Germans – and if the BMW came out of nowhere, this latest monster comes from even less auspicious origins. Kawasaki is a fallen empire in motorcycle racing history; the renowned tractor, jet-ski and train makers were regular podium and race winners throughout the early days of world Superbike racing in the 1990s, but in recent times, results in top level racing have been nothing short of embarrassing.
Kawasaki fans have long memories and undeniable passion, but for the last 6 or 7 years, lime green bikes have regularly languished right at the back of the pack both in World Superbike and MotoGP.
So as a Kawasaki owner myself, it's with considerable excitement that I look at the first Kawasaki in more than a decade that looks like a real leap forward – the 2011 ZX-10R Ninja. The bike that lured MotoGP race-winner Chris Vermeulen to waste a season circulating at the back of the field in the prime of his career with the slowest team in World Superbikes. The bike that Kawasaki believes will turn its racing fortunes around. And it looks like an absolute ripper.
Unveiled yesterday afternoon at Intermot Cologne, the new big Ninja packs a jaw-dropping spec sheet and an electronics package that's got one simple goal: this Kwaka wants to be the fastest thing on the road. Let's take a look inside its lunchbox:
200 horsepower - and that's before Ram Air

The 998cc inline-4 engine has been lightened and strengthened all over the place - but that magical 200.1 metric horsepower (PS) is what's going to count at the sales desk. Add in Kawasaki's famous affinity for ram air - that is, using aerodynamic fairings to force extra air down the engine's throat at high speeds - and you're looking at somewhere around 210 horsepower from a bog-stock motorcycle, comprehensively trousering the BMW and the vastly more expensive top shelf MV Agustas.
210 horsepower is a magnificent and terrifying figure, and one that most car owners will struggle to put in any sort of perspective. Let's put it this way – since the Ninja ZX-10R now weighs only 198kg dripping wet (a humiliating 6kg lighter than the Beemer), it's now got a horsepower-to-kilograms ratio of greater than 1:1. If you take a Mini Cooper S, which is a fairly lightweight and zippy car, you'd need to give it roughly six and a half times more power to compete with the barnstorming Kwaka. As Mr. Burns would say: "ex…cellent."
New Chassis
As nice as it is to be able to boast face-melting power figures, it wasn't ever insufficient ponies that held previous ZX-10R contenders back on the racetrack. So what's likely got Vermeulen and his team excited is the new Ninja's revised chassis.
The new frame arrangement brings the centre of gravity down lower by around 3cm, which is important for getting the bike from kneedown right to kneedown left as fast as possible. The front end geometry has also been steepened with a reduced rake for even faster steering. The new bike puts even more weight over the front wheel than before, which should give it additional stability under brakes and vastly improved feel at the front wheel. This will also reduce the ZX-10R's tendency to wheelie – but enthusiastic throttle jockeys needn't worry, it'll still wheelie until the cows come home if you want it to.

Traction control and ABS with a focus on speed, not safety

A lot of the top superbike contenders are now rolling out into the showroom equipped with some form of traction control and/or ABS. Typically, the other factories sell these features as safety additions to help save riders from their own ham-fisted use of the throttle and brake.
Not Kawasaki, however. Team Green is giving you these features so you can go faster and ride closer to the bike's limits, whether it's on the road or the track. Both systems have been modified to make sure they don't get in the way of the rider achieving maximum performance.
The big Ninja's new S-KTRC traction control system, for example, recognizes that the quickest acceleration actually occurs when you've got the perfect degree of rear-wheel slip. So it monitors front and rear wheel speeds every 5 milliseconds, then intervenes by controlling the ignition advance to keep the rear wheel slipping at just the perfect amount. Kawasaki claims that S-KTRC works and thinks faster than other traction control systems, which makes it operate smoother, thus cutting down on harsh interventions and excessive slip. This keeps the rider confident and helps to exploit every last bit of grip available.
The system takes a similar approach to wheelies, permitting a controlled degree of power wheelie out of a corner (again in the name of maximum acceleration), but intervening when the front wheel seems to be coming up too sharply. It's 3-mode adjustable to suit your riding conditions and size of cojones.
Likewise, the Kawasaki Intelligent anti-lock Brake System (KIBS) takes advantage of super-fine sensor readings to provide what the company believes is the fastest-thinking ABS system in the motorcycle world. With speed comes the ability to make much finer adjustments to braking pressure, avoiding the suspension-hammering lock-release-lock-release action of the typical ABS system to provide much smoother stopping. That lack of locking and grabbing should also help keep the rear wheel down under hard braking, as there's less pitching around on the edge of traction than with other systems. But Kawasaki isn't selling this as a safety feature - nope, it's there to get you to maximum braking power and keep you there as securely as possible so that – you guessed it – you can go faster.
Traction control is standard, ABS will be optional.


Suspension and Braking

You name it, it's there. Big Piston Forks, radial brake calipers and master cylinders (although Kawasaki has stopped short of equipping the ZX-10R with monobloc calipers), fully adjustable Showa shock… although it's worth nothing that the shock has been tipped over on its side and mounted horizontally.
This is designed to help centralize mass, as well as to alter the suspension action rate in different parts of the stroke for improved roadholding. It also clears a bigger channel behind the engine for cooling airflow.
Dashboard Gadgetry
This is a completely new instrument panel, and it looks very cool. For starters, there's a multicoloured LED-backlit tacho bar that can be set to flash as a shift indicator. Then there's a dual-mode main readout, which can be set to road or race mode, with lap timer, gear position indicator, clock, speedo and all the usual suspects, plus a nod to environmentally friendly riding with the Economical Riding Indicator that rewards you for making fuel-efficient choices with the throttle and gear levers. It's a thoughtful touch, but running down the list of Kawasaki riders I know, I doubt it will make much of a difference to Kwaka fans' riding habits.



Styling

There's more than enough photos in the gallery for you to make up your own mind about the looks of this new big daddy Ninja. But it's a clear departure from the previous model, and from what the rest of the Japanese crowd are doing. Heavily forward-biased, hunched over and angular, the ZX-10R is coming off the blocks with a distinctive appearance that gives more than a little hint about its evil intentions. Stealth ride this is not, especially in that famous, evil lime green.
There's a huge difference between a roadbike and a superbike race machine, for sure, but this does indeed look like a revolutionary new Kawasaki. Vaulting 10 horsepower clear of the BMW S1000RR is no small statement, the electronics package is fascinating and the overall package looks great – but more importantly, it's the first time in a lot of years that Kawasaki doesn't look like it's playing catch-up.
Chris Vermeulen and a horde of rabid Kawasaki lovers will be pinning high hopes on this machine - and wouldn't it be an amazing story if this one two-wheeled berserker could turn Team Green's racing fortunes around? We can only hope.




 
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