Kawasaki Z125 and Ninja 125 trial: Z or ZX-R?

Unveiled in September, the Z125 and Ninja 125 land in mid-December concession. Kawasaki allowed us to try out its two new 2019 features on the road then on the track (s) with Ana Carrasco, world champion Supersport 300. Roulez jeunesse!

The MT125, 125 Duke, CB125R on one side, YZF-R125, GSX-R125 or RS4 on the other ... The holders of the A1 license were already spoiled for choice in terms of small roadsters or mini sports. But Kawasaki complicates the deal by returning to the 125cc motorcycle market with two new 2019!

Two weeks before Christmas, the Akashi company will market a new offer generated by strong demand: " our Z125 and Ninja 125 are designed exclusively for Europe, at the request of our dealers and their customers ", we learn Japanese and European Kawasaki.

Special report MNC : All new products 2019

Ninja 125 and Z125 : Kawasaki rejuvenates its 2019 motorcycle range

Presumably jealous of the sales of their fellow red, blue or orange on the Old Continent, the Greens have decided to reinvest this important segment - not to say capital, since the bikers most often maintain a special relationship with the brand that put them the boot on the footrest.

For Kawasaki, it is actually a second return on the 125 cc segment: in 2010 already, the Japanese brand had revived the assault of young bikers (from 16 years) with two models: the KLX and D-Tracker, which shared the same basic mechanics.

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

Unfortunately for Kawa, the trail 125 and its supermotard version have never managed to replicate the success of the KMX and KDX another "2-stroke" ... At the forefront of fashion in the 90s, this type of gear does not make any more recipe. Ditto for the customs 125: a new generation of Eliminator was eliminated automatically!

To bait and iron the "youth" of the twenty-first century, motorcycle manufacturers have better interest in imitating their best-sellers of medium or large capacity. That's why Kawasaki is launching this year a mini Zed and a little Ninja!

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

In France, the roadster Z will undoubtedly attract more customers than the Ninja sports: " we count on 80% of Z125 and 20% of Ninja 125 ", confirms Antoine Coulon, marketing and communication manager at Kawasaki France while in Paris. other countries (mainly in Great Britain), the proportions could be reversed.

According to surveys conducted prior to the project, the main reason for buying a 125cc motorcycle is style (37% of customers). From this point of view, Kawasaki scores big points since the Z125 looks like a Z900! In the color white / black, the relationship is even particularly striking ...

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

The lines - which start from the top of the tank, go down on the saddle and go back to the saddle the passenger jump seat - are almost superimposable! The frames in steel tubes do not have the same features, but their special shade in green "tart apple" skillfully bring them together.

It is regrettable, however, that the boiling of the small Zed does not look more like that of the 900: front view, the little "Kawette" looks more like Honda 600 Hornet! Similarly, we would have appreciated that the muffler is shorter on the Z125, even if it is larger as is the case on the Z900, precisely.

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

Axially Mounted Front Caliper and Straight Swingarm: Mini Zed shares two reasonable choices with the Z900. It is also inspired by the Z650 by selecting a "non-inverted" fork, basic but sufficient? MNC will try to check it during this test ...

The brake discs of the Z125 are petal cut, like the vast majority of Kawasaki production (except for the Ninja H2 and ZX-10R which are equipped with Brembo). Does the Ninja 125 do the same? No, because the little sports car does not differ from the roadster in mechanical terms (read our technical point on the last page).

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

From an aesthetic point of view, the "ZX-R" 125 looks nothing like its older, unlike the Z125 ... and contrary to what we would believe Kawasaki! Only the decoration of the fairings of the special editions "KRT Replica" of the two sports launch a - fragile - bridge between the Superbike and the 125cc.

For 27% of customers, what counts first in the purchase of a 125 is the brand! With its mass of high-performance models, Kawasaki here inscribed other valuable points for its mini Ninja which circulates on a tiny segment: only half a thousand registrations in France last year for all sports 125.

Made for Europe in Indonesia

The overwhelming dominance of Jonathan Rea in World Superbike for four years has also "branded" the minds of amateurs - warned - of motorcycle speed. What to boost sales? In Northern Ireland, Johnny's homeland, maybe. In France, MNC hardly believe it: the Motorcycle Journal of the Net would bet more on a jump of sales in Southeast Asia.

In Malaysia, Thailand or Vietnam, the fervor for motorcycle racing continues to grow. In Indonesia too? Maybe more! This is where the two new Kawasaki 2019 novelties are produced. After all, KTM manufactures its mini Dukes in India, at its partner Bajaj.

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

Unlike the Yamaha MT and YZF-R125 (among others) coming out of the MBK factory in France, the Z125 and Ninja 125 are not stamped with an estimate "made in France", nor even a consensual "made in Europe ". The Akashi firm answers the most important point for 7% of 125 customers: being financially affordable.

In their solid blue color (pile between the deep blue Yamaha and electrifying blue Suzuki), the mini Z and the small "ZX-R" are respectively displayed at 4599 and 4899 euros (count 100 euros more for decorations more sought). A quick market study puts the two Kawasaki in the middle, no more and no less.

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

For these prices (that of a recent occasion of average cubic capacity!), We would have liked anyway that Kawasaki pays a little more attention to the finish, painting some engine parts in black for example: radiator, starter and injection bodies denote too much in gray. Similarly, some cables and wires are too obvious.

On the other hand, MNC still does not understand why Kawasaki insists on putting unnecessary - not to say super-ugly - overlaying frames on his Z (125, 650 and 900): caches slipped from below would suffice, no ? Unless the Japanese want to hide too coarse welds? In that case...

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

Just next door, the driver's footrest plates do much better. On the right, the brake pedal seems rudimentary but its shape and its cut make it perfectly functional. The footrests are generously rubber-lined at the front, but not at the back.

On the handlebars, the small or - very - large size would have appreciated to be able to adjust the spacing of the clutch levers and front brake. However, Moto-Net.Com ensures that the majority of users will be perfectly satisfied with the compromise chosen by Kawasaki.

 Kawasaki Z125 and Ninja 125: for bikers of generation Z or ZX-R?

Like the price, the appearance of big motorcycle is the main asset of a 125 for 7% of bikers ... Again, small Zed and Ninja only half fill the contract: in photo, profile or three-quarter views before, they can make impression.

Facial views on the other hand, from the back or the top, they do not deceive anybody ... And that's good, because these two novelties Kawasaki 2019 should be easy to take "gloves"! Moto-Net.Com will be able to check it by trying them both in the southern tip of Spain, where the temperatures are still soft and the tarmac dry ... but sometimes slippery! In the saddle on the next page,

Duel KTM 790 Duke VS Kawasaki Z900

The KTM strengthens its offering in the competitive segment of mid-sized roadsters with its unprecedented 790 Duke twin-cylinder engine. To gauge it, the Journal moto du Net opposes it to the best French sale in the category: the Kawasaki Z900. Duel special A2 license, in flanged version at 47.5 hp (35 kW).

Small booster: since June 1, 2016, all future bikers, whatever their age, put the boot on the license A2, intermediate format limited for two years to motorcycles 35 kW (47.5 hp). Permit A without power limitation is only accessible after this period and a paid 7-hour training. Completed the direct access to license A from 24 years old that authorized the old device... 

This questionable constraint, the license B allows him to drive from 18 years all types of cars, including a Bugatti Veyron 1000ch! involves closing many large motorcycles to make them accessible to new motorcycle licenses. Including Sacros-saints roadsters from 700 to 900cc, a popular and competitive category.

As if that were not enough, this clamping is only allowed on motorcycles whose power in free version does not exceed 70 kW (95 hp), which is twice the maximum threshold in A2. In other words: the Z900 and the new 790 Duke are theoretically out of reach of young people, because they develop respectively 125 and 105 hp in Full! 

Fine strategists, the manufacturers however found the parade to adapt their motorcycle too powerful to the requirements of the A2 license: to propose an identical declination, but irreversibly clamped to 95 hp. This is the case of the Kawasaki roadster best selling in its category in Europe in the first half of 2018 and its new rival KTM, opposed here in their A2 configuration of 47.5 hp.

In static, the Orange passes before the Green

Apart from this clamping at 35 kW, the Kawasaki Z900 and KTM 790 Duke "A2" are identical to the standard models. Aesthetics, cycle part and peripherals are exactly the same, as much to flatter the ego as to contain the costs of production. So, no need to build two separate motorcycles as Kawasaki had experienced with the fire Z800e!

Their equipment, however, seems oversized compared to their power limited to 47.5 hp and their status as "first bike". The remark is especially for the KTM: its robust boxed swingarm imposes, as well as its monobloc calipers with radial fixing manufactured by the Spanish manufacturer J. Juan and its optical LED to the shape of horseshoe.

But it is especially in terms of technology that the 790 Duke is illustrated, contiguous to the suffix "L" in version A2 with its electronic throttle, traction control and ABS corner-sensitive, four driving modes and his assistant initially, like sports bikes. It even receives always standard, a bidirectional shifter (up and down without declutching), equipment worthy of a Superbike! 

No rival offers so much to date, but its price is felt: 9490 euros against 9099 euros for the Z900 A2 (currently on sale at 8499 €). Young people will cough... Except that "young license" does not necessarily mean "young biker": the quadra or the fifties A2 with the generally higher purchasing power can ignore these tariffs to afford the fun to start on a bike at the top! 

Still, the Z900 blows the blow against this riot of equipment: it's very simple, except ABS mandatory, the Kawasaki is devoid of any form of assistance! Its axially fixed calipers and swingarm square section reinforce this "basic" appearance against the KTM, which still marks points with its bent valves, reinforced hoses and wide color screen controlled from the handlebars.

The static sleeve of our duel is it folded so far? Not necessarily because the Z900 goes green obviously! Thanks to its finish a notch above, strong of an irreproachable presentation with the exception of the cache in plast (oc) ique on the median part of its tubular lattice. Above all, its suspensions offer an even wider range of settings.

The need for compromises is actually felt in two areas that KTM usually deals with: the quality of depreciation and that of certain materials. Excessively sharp scoops along the tank of the 790 Duke are particularly "cheap", its mirrors seem to date and the electrical circuit could in some places be better integrated.

But the main disappointment comes from its suspensions, very basic despite their provenance from WP (brand KTM): the mono-damper, mounted without link and it is adjustable only preload, while the inverted fork is deadlocked altogether on any form of adjustments. The Z900 has an adjustable preload and trigger at the front and back.

Finally, if "our" test KTM displays skilfully Pirelli Diablo Rosso III (Dunlop Sportmax D214F on the Kawasaki), its original mounts is not normally so sporty: the 790 Duke receives standard Supermaxx ST tires from at Maxxis, Taiwanese manufacturer renowned in the world of cycling and off-road motorcycle but almost unknown on the road segment.

Light Duchess, zealous Kawa

To shine in the category, KTM did not go with the back of the key of 12: not content to be as "electronically" as an Airbus, the 790 Duke also sets new benchmarks in terms of weight. Announced at 185 kg all full facts, the "Duchess" immediately glue complexes to the Z900 and its 210 kg...

This difference of 25 kg (!) The advantage during the engine maneuvers cut, then in traffic: a valuable asset for beginners, reinforced by its ease of handling. Despite a seat perched at 825 mm (795 mm on the Kawa), the 790 Duke is indeed surprising by its accessibility: a biker (e) of 1m75 easily laying two feet flat.

The Austrian has this quality to its size incredibly small menu: it is barely more stocky than the very playful 690 Duke, despite its additional cylinder! KTM was able to draw from the compactness of its parallel twin, the narrowness of its saddle and the small volume of its tank (14 liters Vs 17 on the Z). 

Far from making the "Z'arms", his Japanese rival replicates with his saddle ultra low (-30 mm) which seems as if dug in his chassis. The Z900 thus easily jumps from 1m70 despite its larger volumes. A nice feat to the extent that its "4-legs" has two cylinders and 149 additional cc (948 cc Vs 799)!

The other side of the coin: the legs are more folded than on the KTM because they have less space available. The 790 Duke pushes its advantage thanks to its slightly arched handlebar and high enough, which generates a posture with arms outstretched and bust right halfway between roadster and trail. A bit like his other big Japanese rival: the Yamaha MT-09!

On the Kawasaki, the driver has to bow more to catch his handlebars, not only lower but also wider (830 mm against 815 mm for the KTM according to measurements). The position is more aggressive, evoking the street-fighter spirit, without being radical. 

Air for the KTM!

Between its extra kilos and this less favorable ergonomics, the Z900 did not go favorite in urban congestion and yet, it is better than standing up to the slender 790 Duke: the "Green" is particularly worth its ultra turning diameter short (4.63 m against 5.16 according to the measurements) and, above all, its mechanical elasticity.

Its four-cylinder capable of idling in the sixth is a valuable ally, as well as the remarkable flexibility of its clutch lever. Again, young and old A2 license will appreciate! More rough in the first third of the tachometer, the twin of the KTM requires more fingering despite a better calibrated injection.

Although the 790 Duke is devoid of the hiccups that taint the go-around on the Z900, its engine revolves at low speeds: its threshold of flexibility is around 2500 rpm (50 km / h in 4th). In the city, it is better to favor the third report to keep the roundness, even the second in a busy traffic.

And that's great, because its two-way shifter makes shifting gears instant and fun: the KTM device is soft and responsive, even at low speeds. A nice surprise in this price range: that of the MT-09, for example, is more recalcitrant in addition to being a single effect (mounted only). And the "Zed"? It simply lacked: "Nine without help", as the headline at its release in 2017! 

This pleasant efficiency of the shifter "Orange" largely offsets the relative hardness of the clutch lever of the 790 Duke, in that it becomes virtually useless: it is used only to start, maneuver and stop! As much ease and pleasure even lead to wonder about the interest of a motorcycle automatic transmission...

Still, if the 790 Duke shines on this aspect, especially since the selection of the Z900 is a little rough other small "through" appear in the urban cycle. In addition to its lower availability than the Kawasaki, its engine also expels many calories: in summer, its heat up to the thighs are troublesome. No problem at this level on his rival.

The message is clear: quickly, go on clear courses to breathe the Austrian twin, preferably with an abundance of sinuous portions to take advantage of the slogan "Ready to Race" (dear to Mattighofen!

Ready to ... Race behind the Z900!

Place to action so for the "Scalpel", very promising nickname given to the 790 Duke in promotional videos KTM with very, very sporty accents. That which comes to flesh out an offer so far limited to the single cylinder is an Orange "pure juice", the blood type: yum!

Alas, the reality is not so tasty... Certainly, the novelty enjoys exceptional handling, despite the slight restraint exerted by its steering damper at very low speed. KTM does not enlarge the feature on its vivacity: the 790 Duke dives a flick, then dodge the spit with a celerity that leaves on the paf!

The Z900 accuses the blow, and severely: its additional mass does not allow as much improvisation, the additional inertia that it generates impacting all phases of driving. To summarize: the one flirty relaxed while the other requires more concentration.

On the other hand, the "surgical precision" vaunted by the Austrian manufacturer is not at the rendezvous on the 790 Duke, the fault to its amortization quickly exceeded in dynamic driving. Too soft and not particularly well tuned, its suspensions do not offer the expected rigor of such a bike. Casting error ?!

Their insufficiency is significant when the bitumen is clutched: maintaining a high rhythm generates poorly channeled movements, in addition to highlighting a perfectible stability at high speed. Subject to strong constraints, fork and shock collapse without restraint, to the detriment of precision and driving pleasure...

Driving fast with the KTM requires fluid handling and a nickel coating, like the one borrowed during our press presentation in Spain. Here, dear, curious chance! In the end, the "Scalpel" singularly lacks sharpness. Who would've believed that? Certainly not the current owners of 690 Duke! Beginners, at first less demanding, will undoubtedly be less disappointed.

Much more firm suspensions, the Kawasaki shakes more in the brittle portions: the Z900 here pays its more restricted travel (120 and 140 mm against 140 and 150), held among others to contain its seat height. Assise that turns out to be extremely hard on these two motorcycles: to believe that no one has exceeded 100 km of a draft during their development?!

Still, the compromise of depreciation of the Green is more effective: despite its dry absorption of bumps, the Z900 has this cohesion that is lacking his Austrian rival. Healthier, the Japanese take the opportunity to take and keep the lead in the succession of turns. 

On the other hand, Akashi's bike loses a few points when braking, which is rather inconsistent when the lever is pulled. Power is present, but needs to be summoned firmly. The radial callipers of the KTM are much more efficient and easy to dose. At the back, one and the other are sufficiently powerful to correct a trajectory.

K-character engine

Another area in which the 790 Duke takes revenge on the Z900: the engine temperament, very - too - smoothed on the Kawasaki in this version flanged to 47.5 hp. The explosive and torque character of the original "4-leg" is totally watered down by its specific "A2" cartography. Result: the "Zed" accelerates with vigor, but extremely linearly.

Our comparisons of recoveries are without appeal: Green is dominated by the KTM at 3000 rpm and at 5000 rpm, regardless of the ratio. Its excess weight also explains this striking difference in yield. Too bad that the vibrations of the entire series "Z" are still in the game, despite serious progress over the old Z800...

The 790 also vibrates significantly, especially under the boots and hands, but it is readily forgiven this "small" inconvenience because of its cheerful communicative mechanical. The twin growls and farting generously in his exhaust raised, and it is not that the swagger: she walks the Katoche, even slammed to 47.5 hp!

The novelty takes turns with vivacity up to 5500 rpm, the threshold where the bridle suddenly cuts the class. The 790 Duke continues to take turns, but slowly and without really accelerating: the 47.5 hp is reached, the engine will not deliver one more!

His raises remain nonetheless very consistent between 3000 and 5000 rpm, with beautiful peaks of torque that give him a friendly character and player despite its limited power. Of the two, the 790 Duke is clearly the most fun in terms of engine.

The Kawasaki, clamped over the entire speed range, is too timid on this point: its acceleration has virtually no peak up to 7000 rpm, then begins to decrease to meet the power limitation. In other words, shooting the remaining 5,000 rpm is useless... 

Verdict: the 790 Duke "A2" serious strengths 

Lively, light and extremely well equipped, the KTM 790 Duke wins our duel against the Z900 in this configuration A2. The new bikers who choose it to learn the joys of the bike will appreciate its devilish handling, its reassuring size, its player engine and its plethoric endowment. 

Their satisfaction could nevertheless evolve at the end of their two-year apprenticeship, when the desire to accelerate the pace and take advantage of the 95-hp release will occur. The soft damping of the 790 Duke may disappoint some, especially those who imagined chisel trajectories and "cut" the competition with their "Scalpel"...

The Kawasaki Z900, certainly neglected in electronics, is much more consistent and efficient in this area. And as its 4-cylinder returns much of its liveliness from 35 to 70 kW, said that the outcome of this game would have probably turned in his favor with unbridled bikes to 95 hp!

Duel Monstrous! Yamaha MT-10 SP Vs Kawasaki Z1000R

Sharpened by high-end peripherals, the Kawasaki Z1000R and Yamaha MT-10 SP embody the quintessence of high-performance Japanese high-performance roadsters. Their 4-cylinder survitaminés and their facies tortured confirm it: this new duel enginewar.com will be explosive! "What happened with your bike, you've fallen, the front is damaged?!" The joke falls flat, but the spike is fly: this MT-10 SP is the perfect antithesis of a fluid and elegant design. What a face! The Yamaha roadster pours in an aggressive register, Transformers way raised in the manga sauce. Let's recognize its designers an overflowing imagination! That said, the Z1000R in front of her has nothing to envy: since its redesign in 2014, the Kawasaki and its reptilian style "Sugomi" is not exactly exquisite beauty. Bestiale? Yes. Graceful? No ! Its squat front end challenges as much as its optics flattened, oddly low, intimidated. These two hyper sports roadsters frighten children, even during Halloween! 

Kawasaki Ninja 400 2018: A future success?

Kawasaki Ninja 400. The Kawasaki will expand its catalog 2018 with a small sports that looks very attractive. The new Ninja 400 is more powerful than the former 300 Ninja and could be successful in Europe. The former Kawasaki Ninja 300 had marked the spirits. From the first try, she had shown good skills and a level of performance quite satisfactory. Later, at the end of a comparison 250/300, she had the nail driven, and, she accumulates the good notes, so it is indeed the proof that the intermediate displacements of 300 at 500 cm3 make sense. Admittedly, this division of the market is more attractive to the geographical areas of South East Asia, but the market is changing and this new Kawasaki Ninja 400 2018 could well meet a new success in Europe.

Kawasaki Ninja 400: More attractive than the 300?

And for this new 2018 planetary, since it will be marketed both in Asia and Europe, Kawasaki has done seriously. The new Ninja 400 has a great look and takes the general silhouette of the sport of the brand, starting with the look of the Ninja 650 itself inspired by that of the 1000 ZX-10R. Note also that the half handlebars are located higher than the sports 600 or 1000 cm3, designed for the circuit and competition. The new Ninja 400 remains a versatile sport, accessible to the greatest number, which is why its driving position is less radical.

A better equipped bike part and 8 kilos less than the ex 300 Ninja!

On the technical side, Kawasaki has selected proven and effective solutions for this kind of motorcycle that must respect a manufacturing cost calculated to the fair. The frame, tubular steel type, incorporates the technology initiated on H2 models, according to the press kit, but its design corresponds more to the frames already used on the Kawasaki Z900 or the Ninja 650. Despite everything, Kawasaki has reviewed this part, since the frame/swingarm assembly is new and was designed to reduce the wheelbase (1405 to 1370 mm) compared to the former Ninja 300 while the swingarm has been lengthened to improve traction. Also, note that Kawasaki chose a rigid mounting of the engine in the frame to increase the rigidity of the whole. With 168 kg all full facts, the new Kawasaki Ninja 400 would be lighter by 8 kilos, despite the arrival of reinforced suspensions like the new fork of 41 mm in diameter (37 mm previously). The front brake disc goes to 310 mm; it is pinched by a two-piston caliper. ABS is in series.

With 45 hp, the twin should not miss

In terms of engine, Kawasaki also reviewed his copy. The parallel twin here reaches 399 cm3 against 296 cm3 on the former Ninja 300. So we have indeed a real 400cc enginewhile the competition sometimes conceals behind this name a cubic capacity closer to 250 cm3. Here, the twin Kawasaki has been given special care to eliminate friction internally. The air box reaches 5.8 liters and the intake benefits from optimized ducts. Hopefully, this is reflected in the sound of the mechanics, which should offer a nice snoring of air box, as often on Kawasaki models. In short, the new 400 engine of course offers all the ingredients of modern mechanics and performance side, it should not demerit with 45 horsepower at 10,000 rpm and 38 Nm at 8,000 rpm. Showing less than 35 kw (33.4 kw), it remains below the fateful limit that allows approval for A2 licenses. And the new Kawasaki Ninja 400 has the arguments to seduce beginners.

Naked fans will be waiting for the Z 400

The photos of the new Ninja 400 show a good quality of manufacture and equipment, even limited, seems satisfactory at this level of range. The instrumentation is well arranged, with a gas gauge and a gear ratio engaged. If the fork is devoid of adjustment, the damper still has a preload adjustment. The Kawasaki accessory parts catalog will also be able to refine the look with a high double bend bubble, a saddle cover for example. Certainly, we can not help but look into the future by discovering this sporting novelty already very attractive. It's a safe bet that Kawasaki declines in a version Z or Versys in a few months.

Kawasaki Ninja 400 2018 Technical Sheet:

• New versatile sports model accessible to beginners
• Engine 399cc, twin cylinder, injected, water cooled, DOHC, 8 valves
• Large volume air box, optimized intake
• 45 hp (33.4 kw) at 10,000 rpm, 38 Nm at 8,000 rpm
• Steel tube frame, rigid mounted motor
• Sporty geometry, reduced wheelbase, long swingarm
• Fork diameter 41 mm, braking with two discs, ABS standard
• Seat height: 785 mm
• Weight all full announced facts: 168 kg
• Tank: 14 liters
• Full instrument panel: fuel gauge, gear ratio indicator
• Color: green, black

Kawasaki Z900 2017 - Light & Speed

The new Kawasaki Z900 2017 is lighter and bodybuilded, Kawasaki's flagship model is aimed at corner trackers who appreciate the no-net equilibrium play. At Kawasaki, 2017 marks the renewal of the series Z. After the release of the Z650, the Z900 is the successor of the Z800. A fundamental model that represents about 3000 units per year in only on the French market is as much as the Z650 nevertheless much more affordable and accessible to young people allowed in bridled version at 48 ch. Despite this challenge, the Japanese engineers took the challenge to develop a big roadster hairy and stripped down not to say the old. The Z900 keeps an accelerator cable does not offer traction control. The equipment is also minimalist with a small counter dressed in fake carbon whose access to the menu of the on-board computer requires to release the handlebars to press inaccessible mini-buttons. Other details such as the protective side casings made of plastic or the imposing hoses of the badly sheathed radiator disappoint on a motorcycle to $8,399 and even more on a Kawasaki.

On the other hand, the data sheet gives a smile. Thanks to a new more rigid and lightweight frame with aluminum swingarm, the Z900 boasts 210 kg in running order is 21 kg less than the old Z800 ABS. A diet accompanied by a serious bodybuilding session as the engine gains 100 cc. This new four closely derived from ancient cylinder Z1000 cube 948 cm3 and delivers 125 hp to curl the 100 Nm of torque. If Kawasaki says he has raised the handlebars to provide a more upright driving position, the driver remains leaning forward with the knees very folded as on a sporty. The hard saddle and the firmly calibrated suspensions of origin (but fully adjustable) confirm that this Z does not have Zen spirit.

The unctuous gearbox, precise and accompanied by a soft clutch is revealed on the other hand very civilized. The four-cylinder very elastic and available at low speed can also be able to bend to an urban use as its muffled sound does not risk frightening passers-by. Despite the work done on the air intake box, we can not say that the Z900 has a diva voice. It will probably be necessary to opt for the escape Akrapovic as an accessory to offer a better microphone. Without being singing, the mechanics pulls you on your arms without stopping until 11 000 rpm and can propel you to more than 250 km / h with a disconcerting ease. Always full, this block agrees to take pins on the 5th report and come out with vigor. The absence of traction control also encouraged to stay on a higher gear (see two!) Before giving full throttle.

The braking is in keeping with front calipers with four pistons biting, endurance and progressive dosage. When the lever is in place, the fork bends hard and the rear wheel remains on its track. Ultra rigid, the Z900 requires some commitment to change the angle and fit in tight turns but once her angle, she seems unfazed. Stability is also required at high speed on a fast track even if there is no steering damper. During our test on the sublime Andalusian roads near Almeria, the trip computer showed 6.5 l mean what remains honorable for a missile of this kind. The price of $8,399 seems rather daring in view of the low level of equipment.

Verdict: The Z900 delivers stunning performance and shines through the rigor of its chassis as the precision of all its controls. But its price seems high against a Yamaha MT09 better equipped and more the character said. Text: Maxime Fontanier / Photos: DR from auto-moto.com

Pros:

Suspensions and effective braking 

Flexible engine and furious 

Fast and precise Box

Cons:

No Traction Control 

Any Tone 

Disappointing finish Details

Kawasaki Z900 Data sheet :

Engine: 4 cylinders in line, liquid-cooled 

Displacement: 949 cm3 

Power: 125 hp at 9500 rev / min 

Torque: 98.6 Nm at 7500 r / min 

Weight in running order: 210 kg 

Seat height: 795 mm 

Tank capacity: 17 liters 

Kawasaki Z900 Price: $8,399 Estimated before final rates in February 2017

Kawasaki Z1000SX 2017 Review And Price

Kawasaki Z1000SX 2017. For 2017, the new Kawasaki Z1000SX promises a more enjoyable driving and secure through its new electronic aids. The perfect match? Let's see it on the first highly selective and informative test. To test this Z1000SX Kawasaki 2017 model, the Japanese manufacturer has invited us in the south of France, a few kilometers from Nice to go gallivanting in the Verdon Gorge. A course of choice that has nothing to envy the roads of southern Spain, to Malaga which are often used for press presentations of new motorcycles. But then, once again the weather factor gets involved, it is 6 ° C and it rains, bad luck! Hopefully luck changes for the second session of the morning. But to smile again, there is a foolproof method: simply rotate the right handle of the new Z1000SX Version 3!

The Z1000SX in the right direction

Because its engine remains unquestionably number 1 argument of this sporty road! Now in phase with the Euro4 standard, the famous 4-cylinder "Kawa" will arrive in France without a bridle, with its 142 hp and 11.1 daN.m. In passing, note that Standard E4 did not make him lose power, which is already a positive. In the first kilometers, the famous character that we know since the arrival of the first model in 2011 rises to the surface. In this case, the hardened bitumen from our route, is its flexibility, which highlights. This big 4 cylinder in-line 1043 cm3 is able to resume with much ease from 2000 rev / min on the interim reports. The arrival of the gear indicator for 2017 is therefore not a luxury, as it is sometimes difficult to know which report is changing because of this muscular and elastic potential. Kawasaki thus catching up on this, many competing motorcycles already had and the owners of the earlier Z1000SX often demanded in maxitest.

The roundness we love

If flexibility is the prerogative of all four-cylinder in-line, the "roundness" is however not always the rendezvous. And voluptuous character, quiet strength, elastic that stretches and relaxes with great force, responding again to the call on the third Z1000SX. Among other asset, it can rely on a Keihin electronic fuel injection double butterfly (oval pipes for the second row), controlled longtime technology by Kawasaki, but tends to disappear, such as the famous H2 compressed or the ZX-10R. The house technicians explain that this type of technology involved in a generous filling and always very sweet to handle. 

And it is quickly evident that the connection between the throttle grip and the rear tire always shows precise, tasty and generous feelings thanks to ample torque available and frankly longer vigorous 142 nags. In addition, the Kawasaki Z1000SX has always delivered a beautiful sound, so that the exhaust intake, a humming that turns into meow at higher speeds. Even certified Euro4 this 2017 model equipped with its original silent, the soundtrack remains a model of its kind.

During our test, we found a very slight jolt transmission which penalized somewhat approval of driving, especially on "false beats" when groping for the right hand, or to nothing. In contrast, honors for the new more flexible clutch control and automatic search of neutral, perfect to prevent you from knitting left foot during stops.

Always a little reluctant at low speed

Reassured by the "transformation euro4" successful engine, its brilliance, its approval, its performance, its intact nature, we re-discover the part cycle. The hands engaged on very wet ground still commands respect. And this fact immediately ascend one of the weaknesses of this model, known from the beginning. Namely triggering the shift restive enough when the low speed is controlled or again on a "false rhythm." Kawasaki Z1000SX 2017 so do not progress on this, it always seems to want to resist putting on the angle. The cycle parts have changed little (except buffer), so it makes sense to find this phenomenon here, which quickly fade as soon as the speed increases and the steering becomes more authoritarian with less "neutral phase" in sinuous portions (the moment when we no longer slows and no further accelerates). When the rate rises and that one seeks the net gas earlier, "Ninja Traveller" turns much more easily, despite his big rear tire 190/50 x 17 would ensure the best stability and better traction against the classic 180/55 x 17 (depending on the manufacturer). Recall that in the maxitest of Z1000SX, you also specify that the rear suspension settings and tire choice much impact this phenomenon. So nothing is lost;)

Rigorous and well suspended

But if "this character" to the inclination affect the approval of the bike, it does not call at all question the rigor of his behavior, always to be credited into strengths. The directional stability of the Z1000SX 2017 on Highway remains impeccable even with the side cases and debilitating to the wind. Cornering stability is also out of criticism. Braking is powerful (Tokico radial calipers) and dosed especially as the ABS is optimized on the new vintage (its triggers and the rebound in orders arrive late). Cornering, subject to be at ease and in its rhythm, Z1000SX is very pleasant as always healthy. Admittedly, it may not be as sharp as the Honda VFR 800 F or agile as the BMW R1200RS , but it offers a judicious compromise between rigidity and comfort directivity.

On this point, the evolution of the rear shock (144 mm travel, 6 mm more in 2017) still siglé Kayaba, is probative. The Z1000SX 2017 digests very irregular asphalt with a depression and a rise in very progressive rear suspension. Work on the hydraulic bearing fruit. In fact, even better you can appreciate this comfortable bike on asphalt damaged and rigorous on the operating table. The quality of the suspensions is also stored in the "more" as the manufacturer still has not yielded to the fashion of Electronic Power suspensions. Kawasaki sees no interest in that class, considering the price, a development that remains working and potential sources of failure. That's a pragmatism that is not displeasing to us.

They protect feet than shoulders

With more than 250 kilometers in the rain, our first test of this Kawasaki Z1000SX 2017 gives us time to test its protective fairing amended accordingly. On the feet and thighs, it is always very good with a deflected runoff where it's needed. At the bust, it remains perfectible. The hands are particularly exposed, it will be better choose his gloves. The chest is relatively spared when placing the bubble in high position. However, shoulders and head are always swept by squalls. Finally, if the protection of the driver is probably better on this version 2017, it is still very limited face a true GT, even a big road trail as the Versys 1000 . Moreover, talk about the alter ego which shares the same engine on stilts. If the Versys 1000 is significantly less dynamic (position, engine performance, directional stability), it digs a considerable gap on his sister Z1000SX in protection, comfort saddle or welcoming passengers. And they are well on these criteria both bikes find their place in the range: The pressed and lonely travelers prefer the Z1000SX, lovers flâneront Versys in 1000. By the way, they will take more baggage because Z1000SX can not adopt the top box along the side cases, unlike the Versys 1000.

The Techno just right

The other notable developments Z1000SX 2017 regarding the arrival of a more advanced electronics. The Sport GT Akashi inherits a central-type "Inertial Measurement Unit" as the Kawasaki Ninja ZX-10R , but re configured to suit a road exclusively philosophy. With this case, Traction Control and ABS management take into account more parameters and so now the degree of inclination of the bike to further improve the safety of its control, particularly when cornering. Let's be honest, if the acceleration IMU provides greater safety, braking relied on the wet condition angle are primarily the preservation, because we can not imagine tempt fate under cover ABS brakes IMU.

On this point, the Kawasaki technicians state that the tire grip limit is not rejected, but the occasional losses of adhesion are informed. Clearly, the IMU will not save you from a diesel trace the trajectory. However, its entry into action indicated by an amber LED does not interrupt so on-off traction or braking. The set shows clear and very, very gradual. The Z1000SX also maintains two driving modes, Full (142 hp) and Low (100 hp). The difference between the two is especially sensitive from 6000 rev / min, where Z1000SX "full" then flew into an angry and intoxicating sound.

And the toll ticket then?

The GPS indicates that there is few kilometers before completing the test Z1000SX 2017. The motorway section is a must. Equipped with a rain suit two pieces, I have to drag the toll ticket in a pocket of my jacket, but the case is not simple anti rain with Kawasaki over vest could think of a small empty pocket on his sports bike, of course! Older generations of ZZR 600 and ZZR 1100 proposing the series and it facilitates daily. Similarly, Z1000SX does not have cruise control, which is unfortunate given the performance.

In terms of gaps include also the new dashboard, complete great, but hardly legible due to a too low light . Heated grips are some of the options either, but they are very classic design, with a control mounted on the handlebars. Because of the lovely exhaust line, it is still not possible to graft a center stand. This is unfortunate for the stability of the bike on loose soils, since the chain tension has an eccentric, a magnificent piece that allows an almost automatic alignment of the wheel. Suitcases pack Tourer (always designed by Givi) are truly successful: certainly large, they are Lodgeable (full each), waterproof, easy to drop. Top! Especially for a single traveler because they hinder the feet of the passenger sitting behind it or to climb on board. In short, there are some known limitations.

More Sport GT and that's good

The Kawasaki Z1000SX 2016 is dead, long live the Z1000SX 2017! Joking aside, this development dictated in part by the arrival of the Euro4 standard is a very good vintage. One finds there already all the ingredients that you appreciate the SX: aggressive and dynamic line, sporty ergonomics without excess and versatility to run every day, and performance character of the engine, rigor of the game. The new-cycle Z1000SX remains a Sport GT than a GT-Sport, and always aimed primarily at fans of walks "rhythmic" especially lonely. The 2017 version does not suffer defects such but always marked traits: a little reluctant in setting the angle of private cruise control, offering an average protection for the torso, devoid of oddments. It nevertheless remains a good example of sport versatility and sensations. Not arrested at this time, its price should be close to € 13,500 (excluding pack touring) for current availability December 2016. A nice Christmas gift in store!

More;

Philosophy intact

Engine!

Rigor / comfort

Touring kit

Less;

Bust protection

Placing on the angle

Equipment shortcomings

Kawasaki Z1000 SX 2017 practice:

Colors: orange, gray, green 

Warranty: 2 years parts and labor, unlimited mileage 

Approval: Euro4, permits A 

Availability: December 2016

Price: approx. € 13,500

Kawasaki KH 400 - A Classic Review

This Kawasaki KH 400 is the queen of the famous "Kawasaki" in the 70s, the KH 400 is especially the latest and most advanced 3-cylinder 2-stroke Kawasaki. Her character remains a monument of its kind but not so difficult to tame. The proof! When she arrives in 1976, the Kawasaki KH 400 already announced the end of a line that has yet signed the most beautiful pages in the history of the manufacturer. The famous oil shock has since dictated her law and the Honda CB750 fully involved in imposing the 4-stroke motorcycle in a culture full upheaval. However, with its 38 hp to 177 kg, the weight / power ratio of the KH 400 still holds a candle to many rivals as its designers have just attached to make it more politically correct than its predecessors, and 350 S2 400 S3. Revenue less than 10 liters per hundred kilometers (instead of 16 liters for S2 angry!), Consumption of the KH 400 "back into line", as well as his behavior elsewhere. So if pull the floss on a 3-cylinder Kawa is no longer synonymous with risky outcome. And even today, the KH 400 she remains the best gateway into the very particular to these sports as special as legendary.

A shot of timeless pencil
In 2016, pencil stroke still requires its soft and clean lines. The design of the seat into the continuity of the reservoir, without rupture, also appreciate once on board. Hard not to find its place on a Kawasaki KH 400, as laid on this bike that tends its high handlebars with equal natural. Despite its small displacement, the engine, it you deviate feet more, partly because of its large oil pump, right. Kicker remains without big effort to launch the famous melody. This typical sound of big motorcycle then propels us many years back, to the days when pollution standards were just beginning to bother engineers. For now, the rich aroma of the three exhaust does not bother anyone, at least less than the characteristic roar of its kind according to our photo shoots. He must know, roll Kawasaki 3-cylinder is to forget all the discretion of the rules that prevail in modern society.

Nothing is spared you!
For now at least, it is far from bestiality promised by its big sister, the legendary Kawasaki 750 H2 and perhaps even more famous "Widow-maker" 500 H1. Ride aboard a KH 400 is almost a formality. Between 2 and 5 000 r / min, 3-cylinder reassured by its flexibility and progressiveness. Compared to S2 / S3, the air filter housing is bulkier and its intake reduced diameter on the last of the siblings. Added to electronic ignition, all rightly promotes regularity of operation and licensing at low revs. The box of reasonably gentle speeds correctly and locks the clutch fit for purpose provided they do not tortures too in sessions 400m standing start.

An orgy
Precisely, this is the time to see what it. Those who expected a furious acceleration in a wheelie indomitable will resign themselves: the latest evolution of the framework released this KH 400 favors stability, even the steering damper has disappeared. As for the 38 advertised horses if those are definitely less wild than the S2, they scamper no less effectively in an absolutely unique sensory orgy. Noise, smell, smoke, nothing is spared you, there is life here, overflowing!

Even the shoes may stain mixture, whereas we quickly forget any restraint on the throttle. A vacuum or engaged, to roar 3-cylinder Kawa remains among the most incredible sensations we have offered motorcycle industry! And here, those ones reach their peak between 6 and 8 000 r / min, where cavalry pushing you (nicely) in the back in a hysterical caterwauling while the reactions of the chassis and the tires (in juice) make you understand it does not may have to add too much on these country roads.

The brake, which brake?
A reasonable pace, the KH 400 normally holds the course, tired suspensions maintain comfort, the bike easy to handle in turns. The random grip of the tires does not invite too much testing ground clearance on the angle (deemed limited) and anyway, here it is above all the front brake which imposes limits. One disc gripped by a single piston with again with original pads do no miracle aboard a KH 400, it can slow down, but in terms of braking, all depends on your references in appreciation of the term. In short, it was nice draw four fingers on the lever, better anticipate and think about investing in better equipment (+ Brembo caliper disc type P08 conventional, at least) to avoid abrupt change of the geometry of this beautiful bike at the slightest surprise.

Balance: Your first 3-cylinder 2-stroke Kawasaki
In short, drive a KH 400 is back 40 years ago and still wonder his good behavior. Gradually, the rate stabilizes itself ultimately optimal regulatory limitations of the moment. The wind whipping your face discovered by the jet helmet suffices to fix the good cruising speed, according to the refueling breaks. According to Christian, restaurateur and owner of the motorcycle our test, a KH 400 consumes between 8 and 10 liters of gasoline (0.3 liters of oil in the 1000 km) in "normal" use (for a 16 liter tank) this ultimately raises little concern given the reasonably foreseeable average annual mileage to handle this type of gear. Deemed reliable, Kawasaki 3-cylinder in good condition should perform tens of thousands of kilometers without any major mechanical intervention. Finally, the price of a Kawasaki 400 KH obviously varies depending on its condition. For a complete model "in its own juice" have between 6 and € 8,000 or more for a restored bike. Above all, the prevailing rule here, like most older bikes, is always put a full KH 400 and original as any spare part is quickly adding up (if it is still).

Article by; Manu Cadiou, photos Arnaud Vibien for moto-station.com

More:
Taken in hand
Healthy behavior
Docile engine
Reasonable conso

Less:
Various emanations
Front brake
High rating
Prices and availability of parts

A big thank you to Christian Arnaud for his home and the loan of his Kawasaki for this test. Christian sells, restores and maintains all model Kawasaki 3-cylinder 2-stroke in Savoy, a contact to carefully note 07 89 61 38 93 Other items and test the Kawasaki 3-cylinder 2-stroke coming quickly the station. Just for the pleasure of the ears, accelerated riding a Kawasaki S3 equipped with a rare 3 in 1 Martin of time. Sublime!

Technical sheet
Engine: 400 cm3, 2-stroke, 3-cylinder, 57 mm bore x 52.3 mm stroke, air-cooled, 3 Mikuni carburetors diam. 26 mm, electronic ignition, 5 speed, secondary transmission chain 
power 38 hp. 7 000 r / min, torque daNm 4 to 6 500 rev / min

Chassis: Double cradle tubular steel frame, telescopic fork deb. 110 mm, 2 deb dampers. 70 mm caliper front brakes 1 1 piston / disc diameter. 250 mm - Rear drum diam. 180 mm, front tires 3.25 x 18 - AR 3.50 x 18

Template: seat height NC, wheelbase 1364 mm, tank 16 liters, weight 177 kg with full

Performance: Maximum speed 170 km/h

Kawasaki KX 450 F 2016: The Green Smoothness!

Following our tour cross tests and now up to the Kawasaki KX450F 2016 on real novelty to be reckoned with! We completed the testing of the largest of the KXF MXGP circuit Maggiora, where she impressed us on many points, they tell you everything. Kawasaki this year, the flat calm regarding the small KXF 250. However, green are arranged to the side of the 450 KXF 2016: revised engine, new injection, chassis and draconian regime profoundly changed. In short, the fact (3.4 kilograms less are announced!) takes no less to fuel our desire to ride aboard the new KX450F, especially as our day the playground is none other than the gorgeous Italian circuit Maggiora, no less!

Test Kawasaki KX450F 2016

Nothing resembles a KXF! So when you look at the new Kawasaki 450, we do not make necessarily account of the changes. I can already hear aficionados of the green mark cry foul when reading me. But they can rest assured, we also disposions a KXF 2015 on site, and placing it next to his successor, while then became obvious! Its plastics are "sharpened" the 2016 model becomes more aggressive and modernizing!

Yet when auscultates a Japanese motorcycle cross, it is rare to be subdued. But Kawasaki exception to the rule, the KX450F is clearly ahead as the most racing machines of the archipelago. Besides the many pieces anodized black or green, black DLC treated tubes and almost matte white fork blades confer a true spirit to the KXF Factory. Not to waste anything, we can only welcome the weld quality of aluminum frame, sharp, burr! You'll understand it we already won the 450 KXF 2016, but it is primarily on the ground that it will have to convince us!

Compact and easy to KXF 2016!

From the start, the Kawasaki shows welcoming, it fits perfectly behind the handlebars. But as always in green, the switch seems too close to the footrest. This is a disturbing hair and this probably requires a little more gymnastics than usual to shift gears. Too bad for this slight "hitch" in terms of ergonomics, as for everything else, it's cardboard,. green! Especially in comparison to the 450 Husqvarna FC I just roll the same week the KXF strikes me as a little bike!

Fine between the legs, with closely spaced openings, the cross Kawa gives feeling of being close to the ground, and this undoubtedly gives it a player mind. Its handling is exemplary, it can turn into a handkerchief with KXF 450 2016 who do not reluctant to take the angle when propped support. Accuracy is the game, the bike does what is asked of him without flinching and without surprises. The downside, however, when hits hard in big holes, its front axle moves a little too. Better take a closer look before continuing it.

The first test of the 2016 KX450F is Showa suspension with its standard setting: no need to go quickly to realize that it is much too flexible, so weigh less than 45 kg, it must review the settings. After passing the "pump" to increase the compression of low air pressure, and then adjust the preload of the shock absorber and adjust any settings with a few clicks, it's already much better. Certainly, the fork should probably be a little more released on the first centimeters to absorb the impacts less sharply, but as is, it works much better already. And the shock did a good job, comfortable and efficient, there is not much to complain about.

Forget the 2015 engine

It seems a long time KXF angry and cut for Supercross cross. The 2016 Kawasaki 450 displays a very different temperament. The operation of the mill is quick to understand, and this comes naturally: the KXF 2016 responds flexibly to the demands of the throttle, smoothly accelerating, with little inertia and no piston blow low speeds! No doubt! We are witnessing an easy engine. No doubt the new injection there is it not foreign, but the feeling with the throttle up a notch here, and they will be felt particularly after watering of the track making compacted parts of the route for less slippery.

This KXF 450 is full everywhere, to the point that we do not really feel the strength he can muster, lack of expressiveness (450 for a course) that becomes almost frustrating. At first we think that the engine will not withstand the overload, and finally it makes the job without wavering. Okay, the big KXF loses some at low revs this year, but it is gaining high! The extension of this 450 can linger longer on the same report without losing effectiveness (which was lacking in the 2015 model) and still without being afraid. To summarize this engine, one word comes to mind: smoothness.

Kawasaki Connected

Not surprisingly, the news remains on the electronic KXF 450 in 2016, with three interchangeable plugs for changing motor behavior, going from the app, or at powerfull standard. This last mode we have given full satisfaction and showing perfectly versatile, we kept it from one end to the other of the test. For the most demanding, know that we can go even further with the new Kawasaki tool to connect and modify the injection mapping (but that's optional). Inaugurated by Kawasaki on a motocross bike, the Launch Control is obviously part of the 2016 KXF but use remains a matter of taste and feeling according to each driver. To have tested several departures with this device on a very dry land, I keep my preference for "old school method", "without assistance, which I thought was more effective.

The KXF 450 is your friend!

More compact in its 2016 version the KXF 450 has marked us with its ease of handling. It is soon to have fun riding the Green, a well-balanced bike that leaves behind the feeling of "chopper" (high ahead) so far unique to Kawasaki. However, the cross Kawasaki 450 does not give without taking the trouble to properly adjust its suspension, at least to strengthen all that seemed far too soft for most riders over 50 kg The guests ... sharper will probably not hesitate to work more on the fork to find a good compromise between maneuverability and stability, eternal dilemma. OK, the air fork is not simple, but when understood, the settings possibilities are endless. Know also that Showa has developed an application, AIR SFF Holder for Iphone and Android, and can be of great help.

For its part, if the engine of the KXF 450 2016 does not offer this demonic force that can be found on its Austrian competitors for example, ease of handling, its continued effectiveness of low to high speeds or his precision to throttle certainly are one of the nicest in its class. While creaminess, you are told! Come on, I will not deny that the Kawasaki KX450F and brand attracted me seriously points to become my favorite 2016. We'll talk! Finally, note that the addition increases by € 200 and € 8,899 passes for Kawasaki KX450F 2016. Good news for drivers however, as on presentation of the license in one of the 37 "KX Center" of France, the price is 400 € revised downward, 8 € 499. Kawasaki pictures by Arnaud Vibien.

The Arnaud equipment for this test: Alpinestars Racer Braap Dress (shirt: € 39.95; pants: € 119.95), Boots Alpinestars Tech 10 (€ 549), helmet Shoei VFX-W Damon (€ 529)

Kawasaki KX450F 2016: Practice

Price: € 8,899 (licensee: € 8,499)

Availability: Available

Engine: 449 cm3, 4-stroke, single cylinder, 96 mm bore x stroke 62.1 mm Compression ratio 12.8: 1, liquid cooled, 4 valves and ACT 2, 43 mm Keihin electronic fuel injection, 5-speed, start by kick, final chain drive, 60:22 primary transmission, final drive 1:50 p.m.

Chassis: aluminum perimeter frame; Showa inverted fork SSF TAC Air diam. 49 mm - deb. 310 mm; Showa monoshock rear deb. 315 mm; Nissin caliper brakes AV 1 2 pistons / wave 1 disc diameter. 270 mm - 1 piston Nissin caliper AR / wave disk diam. 240 mm; front wheel: Rim 1.60 x 21 - tires 80 / 100-21; Rear wheel: Rim 2.15 x 19 - rear tire 120 / 80-19

Template: wheelbase 1495 mm, 960 mm Seat height 345 mm ground clearance, 6.3 l tank, weight fully fueled (manufacturer data) 108.7 kg.