Imagine instant torque and power from a standstill. Imagine smooth acceleration as you throttle out of turns. Then, imagine never needing to stop at a gas station or be burdened…
World Superbike, Donington Park, Europe, 10 May 2012
Tom Sykes (Kawasaki Racing Team) will be going for a home win to add to his Monza success this weekend and he will…
Don't miss 2 exciting events on June 1st and 2nd!
On Friday June 1st Sun Powersports will host the Toyota Trucks Pro Motocross National Fan Fest.meet and get autographs from all…
Yoshimura Suzuki's new signing James Stewart is pictured testing his #7 RM-Z450 in an exclusive photo shoot yesterday in California.
The multi- AMA/ FIM Supercross and AMA Pro Motocross Champion makes…
Crescent Suzuki's co-title sponsor FIXI PLC will become the team's official title sponsor for the rest of the 2012 World Superbike Championship, starting at the European round at Donington Park…
It’s gotta be ugly competing against the ZX™-14 year after year.
When it arrived on the big-bore sportbike stage in 2006, the big Ninja® blew everyone’s minds – owners, journalists and competitors – with its incredible thrust, sport-tourer comfort, agile handling and aerodynamic full-coverage bodywork. Continuous refinement has kept the 14 a step ahead of the competition, all while filling enthusiasts’ face shields with wild, ear-to-ear grins.
Fortunately for Kawasaki fans (and unfortunately for the competition), there’s no letting up for 2012. Not only is the newly R-designated Ninja ZX-14R massively more powerful, it’s also almost entirely new, with more of the character, design excellence, and finesse you’ve come to expect from Team Green™ – the company that’s been building legendary open-class motorcycles for more than 40 years.
Big power delivered smoothly has always been a big Ninja hallmark, so the changes for 2012 begin in the new ZX-14R’s engine bay.
First off, there’s more displacement via a 4mm stroke increase; to 65mm (up from 61mm), with displacement now registering 1441cc (up from 1352cc). Combustion chamber shapes are newly optimized for 2012, and they’re surface-milled now, not cast.
Intake ports are reshaped and polished for maximum flow while working in concert with longer and more durable intake valves. Yep, the new Ninja ZX-14R really does come “ported” right from the factory.
The camshafts working those valves are more radical, with increased lift and revised profiles, while a stronger cam chain and revised tensioning system maximize reliability at the stratospheric rpm levels this engine is capable of. Newly designed forged pistons with thinner crowns offer increased durability and less weight, and are cooled by a new oil-jet cooling system that pumps a continuous stream of lubricant at the underside of each piston.
(Testing shows the engine runs considerably cooler with this system.) There’s more: Compression is up from last year; connecting rods have beefier small ends, and are made of a stronger material; crankshaft main journals are thicker, from 38 to 40mm; a new air-cleaner element is larger and thicker, with 10% more surface area and 40 percent more airflow capability; and transmission gears have been heat- and surface-treated to be even more durable and shift more smoothly.
In the 450cc motocross game, the only thing that matters to serious racers is top-tier performance and running up front. And for 2011, the best tool for the job is once again a lime green one – Kawasaki’s reworked and revised KX™450F.
In this arena you can’t stand still technically, which is why Kawasaki engineers scrutinized every system and component of the race-winning 2010 model and came up with a host of tweaks that’ll have red, blue, orange and yellow wondering what hit ’em.
The latest open-class KX starts with the primary pieces that allowed the 2010 KX to win more Supercross events than any other bike last year – a brutally fast 449cc DOHC four-stroke single packing a broad spread of power housed in a lightweight-yet-strong aluminum frame connected to a suspension designed to offer compliance, high-speed stability and whoop-sucking performance all moto long.
It was an ideal platform on which to win the majority of races in 2010, and that trend promises to continue with the revised, even faster 2011 model.
Last year, the KX450F featured a number of engine refinements, including the first ever production use of a bridged-box bottom piston (more high-end power and better over-rev characteristics), revised cam timing for better mid- and top-end performance and a reinforced cylinder sleeve and crankcase for improved durability.
This year there’s even more. The bridged-box bottom piston shape, for instance, has been modified to meld with the upgraded, higher-volume muffler, which is quieter than last year’s unit. The ECU has been tweaked to provide a hotter and longer-duration spark for improved low-rpm response. The shift mechanism incorporates a larger internal roller and stronger shift-spring tension for more positive shifting. Finally, the fuel-injection system’s Calibration Kit software has been updated, while the controller harness and connector have been modified for easier use.
More AMA Lites Championships than any Motorcycle in History!
It’s an old refrain: The factory guys get all the good stuff. Their bikes are faster, lighter and just plain tricker than the motocrossers you can buy off the showroom floor. There’s some truth there. But that’s changing.
The gap between production and factory-prepped motocrossers has never been narrower.
And with the introduction of Kawasaki’s massively reworked 2011 KX™250F, that gap just shrank a little more.
All told, there are nearly 30 upgrades to the new KX250F, all of which reflect the stunning level of testing and development happening behind the scenes at Kawasaki’s R&D and race teams.
And Kawasaki does this for one reason: To put you on the fiercest, most capable motocrosser in the industry.
When reworking the new KX250F, engineers started with what’s arguably already the gold standard in 250-class racing – the 2010 KX250F.
Just ask Christophe Pourcel and Jake Weimer, who won the 2010 AMA East and West Lites titles, respectively, on their Monster Energy™/ Pro Circuit / Kawasaki-backed KXs.
Or the long list of enthusiast magazine shootouts that picked the 2010 KX250F as the best motocrosser in its class.
For 2011, the goal was an even faster and more ridable KX250F. On the more powerful side of the equation are loads of engine modifications, all of which have made the latest KX an absolute corner-to-corner screamer.
The big news is the addition of Digital Fuel Injection (DFI®) that not only helps produce stunning – and more useable – power, but also makes tuning a much easier proposition.
The system, basically identical to the one fitted to the 2011 KX450F, automatically adjusts to suit track and climate conditions, and offers consistent fuel metering and response even when the going gets rough, such as when landing off jumps or slamming through the whoops.
Power and versatility — these qualities make the Brute Force® 750 4x4i ATV a great choice for outdoor enthusiasts, farmers and ranchers.
Whether accessing rough terrain, taming a bumpy trail ride, or hauling feed around the ranch, this ATV is a great all-around performer.
Its A-arm front and independent rear suspensions cushion the rider, while boosting control and maneuverability for this muscular V-twin ATV flagship.
A powerful four-stroke fuel-injected 749cc V-twin powers the Brute Force 750 4x4i. The twin cylinders are fed via 36mm throttle bodies that are controlled by a 32-bit CPU.
The system monitors coolant temperature, air intake temperature, air intake pressure, throttle position, vehicle speed and crankshaft angle to deliver the optimum fuel mixture.
Instantaneous fuel delivery and crisp engine response help make the eight-valve engine a hit with sport riders.
The high-pressure fuel pump is located inside the tank with a unique reservoir chamber at the bottom to help ensure air does not get into the fuel system. Despite the big power from the engine, a light feel at the throttle lever helps reduce rider fatigue.
This is achieved via utilizing a low spring rate for the throttle return springs and ball bearings in the throttle bodies. Keeping things cool is its high-efficiency radiator, mounted high in the chassis for optimum shielding from mud and debris. Mated to the V-twin engine is a fully automatic, dual-range continuously variable transmission (CVT) with low or high range, and reverse.
2011 Kawasaki Vulcan 900 Classic SE Special Edition motorcycle model Features
Authentic Kawasaki Accessories are available through Kawasaki dealers.
The Vulcan 900 Classic’s 903cc engine provides excellent performance, while rider floorboards complete with a heel and toe shifter enhance rider comfort.
Ultra-low 26.8-inch seat height allows riders to easily plant both feet on the ground at stops
The tank-mounted instrumentation includes a handy fuel gauge and an easy-to-read analog speedometer. And its 5.3-gallon fuel tank is the largest in its class.
The visual treats continue with curved cooling fins on the big, classic-looking V-twin, which bristles with modern touches inside including four-valve-per-cylinder performance and liquid-cooled reliability.
An engine counterbalancer works with the single-pin crankshaft to produce that distinctive guttural V-twin sound and feel, but without the annoying V-twin vibration.
Rugged and reliable belt final drive on the Vulcan 900 keeps the overall weight down, improves rear-end styling and provides the rider with additional customizing opportunities.
Not to mention the largest rear tire in its class also contributes to the Vulcan 900’s big bike feel.
The Vulcan 900’s low seat height and tapered seat do not discriminate against shorter riders. Comfortable enough for any distance, the front bucket seat flows nicely into the largest capacity fuel tank in its class, and the lower chassis rails provide a narrow shape for an abbreviated reach to the pavement – ideal for shorter riders.
Meanwhile, the rear pillion pad makes it painless to share the two-wheeled experience. Wide handlebars, seat and floorboard layout offers an ideal ergonomic relationship, making for a relaxing mount.
Some of the other features that make the Vulcan 900 appealing to such a wide audience are a fork offset and rake designed for light, effortless maneuvering at low, in-town speeds. The 900 Classic is equipped with an auto-fast idle system that uses an rpm feedback relay to help ensure a fixed engine speed in all starting conditions.
Its easy-to-control fuel injection makes ultra-low-speed riding surprisingly easy, and the abundant low-rpm torque provides thrilling roll-on acceleration. At home, around town or on the open road, this motorcycle is built for hour upon hour of riding pleasure.
Kawasaki: Ultra-performance Sport Touring with a Transcontinental Twist
Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four with VVT
Kawasaki’s been a force to be reckoned with in the sport touring category for a quarter of a century now.
The legendary first-generation Concours™ debuted in early 1986 to a flabbergasted buying public and press corps, neither of which had experienced performance and long-distance functionality blended so successfully in a single motorcycle.
Today, that sort of performance/function alchemy continues in the 2011 Concours 14 ABS, a sport-oriented tourer that can pile on the highway miles with the best world-class touring rigs yet still negotiate the twists and turns of America’s backroads in fine, Ninja-inspired tradition.
After debuting in 2008 to high marks from owners and magazine editors alike, the Concours 14 underwent significant improvement last year in the areas of comfort, convenience and safety, a move that solidified its position atop the sport touring heap.
New bodywork not only looked better, it increased comfort by routing more heat away from the rider and passenger. Additionally, a taller, electrically adjustable windscreen created a calmer cockpit experience with help from ducts above the instrument panel, which balanced pressure areas outside and inside the screen. Standard handgrip heaters upped the comfort quotient even more.
Updated electronics were also part of the recent Concours 14 upgrades. Not only was the bike’s K-ACT (Kawasaki Advanced Coactive-braking Technology) braking system upgraded to offer two modes of linked, anti-lock braking and higher overall performance, but a high-tech traction control system (KTRC: Kawasaki Traction Control) was added. KTRC not only reduces wheelspin on slick surfaces, offering riders more confidence-inspiring feedback, but it can be easily switched off at the rider’s discretion.
IRVINE, Calif. — Kawasaki Motors Corp., U.S.A. is placing a technical hold on the 2011 Ninja® ZX™-10R sportbike.
The company is proactively addressing a remedy which reflects Kawasaki’s commitment to excellence and its relationships with its highly valued customers and dealer network.
The following actions are being initiated through the Kawasaki dealer network:
• Unsold units will be returned to KMC warehouses. The units will be redistributed once Kawasaki is 100 percent confident they reflect company standards for this highly technical, race-bred machine.
• Those who have taken delivery of a unit will be instructed to return the unit to the dealership for a full refund and will be among the first to have the option of receiving a new unit once the technical hold has been lifted.
Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, personal watercraft, utility vehicles and recreation utility vehicles through a network of more than 1,400 independent retailers, with an additional 8,000 retailers specializing in Kawasaki power products and general purpose engines. KMC and its affiliates employ nearly 3,100 people in the United States, with 300 of them located at KMC’s Irvine, California headquarters.
Kawasaki’s tagline, “Let the good times roll.™”, is recognized worldwide. The Kawasaki brand has become synonymous with powerful, stylish motorcycles for over four decades. Information about Kawasaki’s complete line of recreational products and Kawasaki affiliates can be found on the Internet at www.kawasaki.com
To clarify, despite what has been scattered about the web, this is not a recall due to a safety or performance issue, it’s not a US-spec/EPA issue and it’s not an ECU issue. And while the full details have yet to be released, Kawasaki said that it is purely a quality control issue and they would rather buy back every bike already sold than have a less than excellent product on the road.
As for when they plan on having the Motorcycles back out on dealership floors, not sure when this will happen. Japan is doing everything they can to correct the issue and get the bikes back out as quickly as possible. We will keep you informed as we get more information.
It’s a formula that simply can’t be beat: Take the very latest in two-wheeled chassis and engine technology, package it with Kawasaki’s legendary engineering prowess, and then bless it with absolutely gorgeous, drop-dead custom styling. Do it right and cruiser buyers will wear a path to your dealerships.
The Vulcan 1700 Classic rolls on nine-spoke cast wheels
But it’s not simple, as motorcycle history is littered with bikes that failed to wow cruiser fans.
Kawasaki’s 2011 Vulcan® 1700 Classic cruiser has no such problem. First, it’s stunningly beautiful, from its raked-’n’-retro front end to its mammoth V-twin to its fat-fendered, fat-tired backside.
The deep paintwork, thick chrome and detail touches will rock your world the first time you lay eyeballs upon it. But what seals the deal is the Classic’s advanced technology and staggering functionality.
Here’s a big-inch cruiser with the type of top-shelf performance and reliability that totally backs up its bad-ass boulevard look.
Like its Vulcan 1700 brethren, the Classic’s primary element is its liquid-cooled, 103.7-inch V, an engine that dominates the proceedings with a thoroughly retro look as well as asphalt-wrinkling output.
The heart of the matter is a pair of massive pistons moving within a pair of liquid-cooled but beautifully finned cylinder blocks arrayed at 52 degrees for optimum balance and a distinct V-twin thump.
The correct air/fuel ratio reaches the cylinders through a revised intake manifold designed for improved throttle response. Internal dimensions are thoroughly long-stroke – 102 x 104mm – for mammoth low- and mid-range power, exactly the sort of big-inch thrust and V-twin feel cruiser riders crave
2011 Kawasaki KX 100,the Stepping Stone to Big-League Motocross
The gulf between a KX™85 and a full-sized Lites-class motocrosser such as the KX250F is a large one, and rare is the rider who bridges the transition easily.
KIPS system varies exhaust port height for increased horsepower and torque at all rpm
All of which explains the existence of Kawasaki’s KX100 – the ideal stepping stone from minis to the major leagues.
With its larger wheels, the KX100 provides adolescent motocross racers and off-road riders with a right-sized motorcycle, one that allows them to focus on riding technique instead of excessive power and heft.
Besides 2-inch larger-diameter wheels than the KX85, the KX100 boasts a larger 99cc liquid-cooled two-stroke engine that offers more power and a broader spread of it than the smaller KX.
The engine breathes through a 28mm Keihin carburetor and a carbon-fiber reed valve assembly for crisp throttle response, and is fitted with the Kawasaki Integrated Power-valve System (KIPS®) to help produce that broad powerband with good low-end torque and a strong top-end rush.
That impressive power is then routed to a smooth-shifting six-speed transmission, which gives the KX100 a gear for every situation on the race track.
The engine is bolted to a black high-tensile steel perimeter frame with a specially designed fuel tank located inside the frame to lower the fuel load and center of gravity for optimal handling.
Adjustable long-travel suspension at both ends helps smooth even the roughest motocross circuits. The 36mm inverted cartridge fork has compression damping adjustment capability, while the UNI-TRAK® rear suspension system comes equipped with a shock that’s fully adjustable for spring preload, compression and rebound damping. In the braking department, both front and rear discs are mounted with shoulder bolts for easier maintenance.
The KX100 also features aggressive Kawasaki graphics to match its black frame and wheels, just like its larger KX siblings.
Those who race their KX100 at designated events are eligible to receive support from Team Green™, Kawasaki’s amateur racing support program. Each year, Team Green provides regional support vehicles and highly trained technicians at more than 100 events, offering technical information and assistance to those who race Kawasaki products. Kawasaki also offers a comprehensive contingency program for amateur and professional riders who place well at designated events.
Fortunately for Kawasaki fans (and unfortunately for the competition), there’s no letting up for 2012. Not only is the newly R-designated Ninja ZX-14R massively more powerful, it’s also almost entirely new, with more of the character, design excellence, and finesse you’ve come to expect from Team Green™ – the company that’s been building legendary open-class motorcycles for more than 40 years.
The gap between production and factory-prepped motocrossers has never been narrower. 
