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,

MASH ADVENTURE 400 Off Road Bike Test

The stalks are a bit of elegance. Generously sized and well suspended, the Mash 400 Adventure is ideal for hiking. The 400 Adventure Mash breaks with neo-retro style of the rest of the range. In proposing a road trail, the Franco-Chinese brand wants to test this on other grounds. Hinged, fuel tank-type lockable aviation. The bubble 400 Mash properly protects the torso and head of aerodynamic turbulence. In contrast, shoulders and arms remain exposed to the air flow.

On the right hand we find the stop switch (red) and control of the electric starter (black). By their original form, the muffler of 400 Adventure Mash also surprise with their haunting and rewarding sound. The Mash Adventure 400 loads a very good hydraulic fork Fast Ace 43 mm diameter adjustable rebound damping and compression. This fork works on 210 mm of travel. The rear brake is entrusted to a petal disc 220 mm in diameter. A little too aggressive off-road, it is quite convincing on the road. The side stand does not have a cut-contact. We also regret the absence of center stand. To curb Mash 400, we find a petal disc 280 mm in diameter. Power is at the rendezvous, but the attack lever lacks a bit of consistency. According to Sima, a purge definitely gum this phenomenon.

The drum 400 of the Mash Adventure cooled air is identical to that of the Five Hundred. He takes some planning, allowing it to reach the power of 29 hp. Round and pleasant to take on all the beaches use, the Chinese mono feasts (and treats us) especially in the midrange. The very sound of muffled exhausts largely contributes to the atmosphere. Mash the 400 Adventure is fitted as standard in this small-holder packages. These flexible fixing hand guards give some character to the whole. The wide footrests are a boon for trips to the highways. When standing, they allow excellent control of the machine.

Mash the 400 Adventure is equipped with folding passenger footrests. The fuel tank holds 19 liters of fuel. Its width is ideal for contained tighten the machine between the thighs. The 21-inch front wheel causes a certain inertia on the road, but it also gives great stability. Off-road, the front of the Mash 400 Adventure is most reassuring. This engine guard protects the mechanics of flying stones. Rather comfortable for a machine of this type, the seat of the Mash 400 Adventure peaks at 880 mm from the ground. An ideal height to dominate the movement and understand the paths, but shorter riders will experience some difficulties to perform the low-speed maneuvers.

Divided into two-part (analog tachometer and digital window left to right), the dashboard of the 400 Adventure Mash displays time, total and partial mileage, fuel gauge, speed and level charging the battery. Mash the 400 Adventure comes with two aluminum cases (40 liters each) very easy to install and remove. A perfect combo to transport our photographic and video equipment in this test. Note: The cover of these bags is not hinged and another key as the switch is required to lock and unlock them.

Flashing is the play very discreet. Rebound and compression adjustable, the Fast Ace rear shock offers a travel of 200 mm. The decor of the Adventure is too wise for us. It is true that it is easier to let go of the neo-retro type motorcycles. A trail 400 as well equipped it is not running paths. Mash hopes (re) open the way to search practical, fun and economical. Hyper comfortable way, the Mash 400 benefits from its low weight (151 kg), its seat height and its much-cycle to play difficulties. Ergonomics typical offroad of Mash 400 can control easily standing in the roads. On the road, the Mash 400 can reach 135 km / h. If some tingling logically appear at full capacity, the Chinese quite well filter vibrations mono 4 times. Perched high, the driver captures perfectly the road that unfolds before him. For U-turns at the stop, the drivers of less than 1.75 m must play tiptoe. The 21-inch front wheel generates a certain inertia in setting the angle, but stability becomes royal once placed on the trajectory. The chassis of the 400 Adventure Mash conspicuous by its neutrality. With the 400 Adventure trail, Mash wants to expand its field of action beyond the neo-retro.

Warranty and Price:

- 2-year P / MO

- € 5,490

           Ensure Buy

Technical sheet

Engine: 4T single cylinder, air-cooled, SOHC, 4 valves

Capacity: 397 cm3 =

Max Power: 29 hp at 7000 rev / min

Torque: 3.05 nm to 5500 rev / min

Operation: electric starter

Power: injection

Clutch:

Transmission: 5-speed

Frame: Steel tubular

Front suspension. : Fast Ace adjustable hydraulic Ø43, deb. 210 mm

Ar suspension. : Fast Ace adjustable, deb. 200 mm

Brake BC. : Ø 280 mm disc,

Brake ar. : Ø 220 mm disc,

Pneu BC. 90 / 90-21; ar. 130 / 80-18

Fuel tank: 19 liters

Length: 2140 mm

Seat height: 880 mm

Dry weight: 151 kg

Standard equipment

Bubble

Hand protectors

Sabot engine

Adjustable hydraulic fork relaxation / compression

Adjustable dampers relaxation / compression

Passenger footrest

Passenger assist handles

Holder packages

Two removable aluminum suitcases

Front disc

Rear drive

Side stand

Tachometer

Digital Window

Fuel Gauge

Battery Gauge

Total and partial mileage

Key cap petrol

Aluminum handlebar

Manufacturer / Distributor

SIMA

Z.A. Good Girls LEVERNOIS - BP 80134

21204 Beaune Cedex France

www.simamoto.fr

Launched there just three years, Mash is now imposing its name in the landscape of the urban bike. 125 Third Market in 2014 (1,660 units sold), the young brand designed by Sima deftly surfs the neo-retro wave without staking everything on this particular niche market. Indeed, a new machine enters the range ... Mash trail 400 Adventure. After democratized neo-retro scene by selling vintage motorcycles attractive content price, Mash could see himself applying the same recipe on the trail of the road segment. Monopolized by very high-end machines (BMW R 1200 GS in mind), this market is sorely lacking in appeal products for beginners and "adventurers" of the less fortunate every day. By adapting an existing motorcycle (the Shineray Kougar), Sima is based on a solid foundation prior to attempt to (re) develop a niche abandoned by most major brands.

Ready for the Adventure

The style of the 400 Adventure Mash literally broke with the rest of the neo-retro range of French-Chinese brand. Here, sham and style give way to the versatility and escape for a radically different result but no less appealing. Despite Deco too wise and stalks a little cheap, this trail 400 made a good impression thanks to its static frame type "Diamond" generously sized and perfectly balanced air design. Perched on 21-inch wheels in front and 18 inch rear, the Adventure is a high machine on legs whose saddle rises to 880 mm from the ground. Nothing insurmountable in itself, but "climbing" looks quite complex when the two series delivered removable suitcases are installed. Of a capacity of 40 liters each, these aluminum components significantly value the machine and considerably increase a payload reduced to a single rear door packages. For information, the cover lockable suitcases, but it is not hinged.

Other attributes that should satisfy the "fighters", the Adventure is sold with a pair of flexible hand guards, skid plate aluminum handlebars typed all-terrain fork gaiters and to limit the infiltration of water and Dust off-road driving. Minor drawbacks regarding the absence of center stand (practice to ensure regular maintenance) and the absence of safety stop switch at the side stand. Stylistically, the Mash stands out for its advanced beak topped with a bubble high (effective for the bust and the top of the helmet), its dual trapezoidal exhaust outlet and its equipment rewarding cycle parts.

A Five Hundred Heart

Accustomed to correct their products to refine the smallest details and adapt them to the requirements of the French market, the technicians of the Sima had the party rather easy by integrating Mash 400 Adventure in their range. Indeed, this trail takes the injection cylinder air-cooled Model Five Hundred. Now proven, this block 4-stroke dry sump, single overhead camshaft and 4-valve head, develops 29 horsepower at 7000 r / min and torque of 3.05 m.kg at 5500 r / min.

For its part, the cycle part did not demand drastic changes as the original elements seemed to give satisfaction during the validation testing. It must be said that the Mash 400 Adventure is rather well endowed with hydraulic fork (210 mm travel) and Fast Ace shock absorbers (200 mm travel) easily adjustable rebound and compression. Braking is given for its part two petals disks, one of 280 mm diameter at the front and the other of 220 mm at the rear. In the final, the 400 Adventure Mash displays 151 kilos dry, a more than reasonable weight for a vehicle of this class.

Good sound

Key stroke to the right and here is the digital window that comes to life next to the large analog tachometer. Clock, fuel gauge, battery indicator, odometer ... the key is there. Boost the starter, the Mash is silent. It then explains that it is necessary to be in neutral to start up, even if it disengages. Well done for security, however the damage is difficult to find neutral when stopped. After some trial and error with the tip of his left foot, the light turns green and Adventure finally snorts.

What a sound! Deaf, cavernous limit, Mash downright gives the impression of riding a rally raid machine. Quite simply, throughout this test day, we remained stunned facing the spellbinding sound of the 400. In addition to the boot, this music lover can play other partitions. It benefits including a couple well distributed over the entire range. Tolerant below 3000 r / min, the Adventure little bumps on the first two reports, it even allows driving under light regime without being heckled. Linear sanitized but not for all that, this bike offers a playfulness to 7000 r / min speed at which the 29 horses naturally begin to pull the tongue.

Take to the skies

At full load fast lane, the Adventure vibrates without excess and reaches 135 km / h. A consistent speed for a machine intended primarily to the city, the small country roads and paths. In off-road, the Mash also feels like a fish in water. Its end tank, wide footrest and flat handlebars are ideal for driving up. The roundness of the engine provides very good traction and excellent work dampers optimizes tire contact with the ground. Qualities that can be found on asphalt with a part-cycle that follows the bitumen despite a 21-inch front wheel a little reluctant in setting the angle. Once apprehended slight inertia, maneuverability poses no particular concern. The stability curve is more reassuring, especially as the tire mounts is rather considerate.

Also reassuring, braking is generally convincing despite a front element which lacked consistency on our test machine. According to Sima, a simple drain should definitely erase that feeling of softness of the right lever. Another positive point is the mass transfers remain very limited during braking phases despite the presence of long-travel fork. The sun setting at the bottom of the vines reminds us that it is time to bring the Mash the headquarters of the Sima. Crossing the Beaune center allows us to appreciate the good behavior of the Adenture 400 in urban areas. The big handle is not really handicapping all motorists, warned by the melodious sound, are shifted nicely. Seat height (caution stopped if you measure less than 1.70 m) allows also to dominate the flow and anticipate changes in traffic. Formidable to climb the sidewalks and play the stream of traffic, the Adventure offers a welcome flexibility to dispose of the pitfalls of the city.

Reactions

By marketing its 400 Adventure, Mash hopes to wake the sleepy market too long trail middleweight. The recipe for making things happen? A simple and playful engine, part of a cycle-quality and sound "to fall". A2 licenses or less fortunate fighters could be seduced, especially as the scope of Sima network is reassuring future buyers. Less attractive than the Five Hundred model, the price of this new (delivered with two suitcases and equipped with adjustable shock absorbers) is still a real argument when making his choice. Image and Info Source; moto-infos.com

Suzuki GSX-250R Test - Brilliant but less sporty

Suzuki GSX-250R Review. A2 license in hand, you can access a few sports on the market of the new bike. The new Suzuki GSX-250R is one of them. Yes, a GSX-250R, not a GSX-R 250. To understand, read on! She is brilliantly illusion! Without a doubt, the new Suzuki GSX-250R is a very pretty bike. It may look small, but it is very rewarding with its harmonious volumes that play in her favor. Note also that the MotoGP replica color of our Suzuki GSX-250R test is going to delight, but implies an additional cost of 100 €. Here is a nice surprise: despite its small capacity and its Chinese manufacture in a local factory 100% Suzuki, it is cute this new 2017. What makes us all the more regret not to see more motorcycles of this category in France, which for the moment still, remains a niche market and for good reason: these 250 are not very present in the concessions and therefore less visible, and in the end little diffused, CQFD.

MotoGP in 250 cc bottle

Despite being among the new 2017 Japanese manufacturer, the Suzuki GSX-250R was not born a blank sheet and for good reason, it takes some parts of the GW 250 Inazuma. This small-capacity utility roadster has not met with resounding success in France, even if its owners appreciate it as evidenced by the opinions on this 250 inazuma in the Maxitest. Clearly, the 250 (and 400) respond primarily to the demand of the Japanese domestic market where they are favored by local legislation, and are then generally exported in greater or lesser volumes depending on the economic "sensitivities" of their destination countries: more for emerging countries, less for countries already "emerging".

With the GSX250R, Suzuki tries once again foray into a category still atypical at home in terms of volume (less than 2,000 units counting the KTM 390, 1.2% market), but today more expanded in number of models (see the sales figures of motorcycles from 250 to 390 cm3 at the bottom of the article).

Impressive ease

It's impossible to start testing this new Suzuki GSX-R 250 without dwelling on its sturdy, compact size. With my small meter seventy, I do not often have the opportunity to feel like a giant on a bike over 125 cm3. Here, it is nevertheless the case, although thanks to a judicious ergonomics, the GSX-250R can accommodate without difficulty pilots of higher stature. The low seat height (790 mm) also helps to easily lay your feet on the ground, flat on both sides when you reach 170 cm (please). By manipulating the bike, we see its weight content. At the weigh-in (all full facts), we find almost the value announced by Suzuki (183 kilos against 181 kilograms announced). The dashboard is illuminated and is the image of the bike: very rewarding.

The small vertical twin cylinder of 248 cm3 emits a very discreet sound. The clutch control cable is bluffing with smoothness and progressivity to use. The handling of the gearbox and the metering of the accelerator are of the same level and one takes off on a net of gas. Then just walk a few hundred meters to realize the ease of driving of this little white sports and mainly blue especially. Aside from a turning circle that's a bit straight in the face of pure juice utilities, the Suzuki GSX-250R has an impressive grip of ease! In town, it's a real bike that seems even less than its weight checked!

Forget the left lane!

This is a small engine very easy to access, not sad to watch and can be strongly recommended to beginners, those who come back to the bike, young bikers in need of confidence. To do this, the flexibility of the twin parallel is an asset, but past the stage of discovery, performance appears limited. In the city, we will do without it easily. On the other hand, on the more clear roads, road and moreover highway, the announced 25 horses are more peaceful ponies than fiery thoroughbreds.

Maximum performance for this GSX-250R, count on 139 km / h peak (meter) on the flat, 141 km/h downhill, with about 132 km/h real GPS. In theory, it will be impossible to be flashed on the highway. What appears, it is true, a little paradoxical considering the name of this bike, when one thinks that his big sister, the new GSX-R 1000 R, takes about 155 km/h first. It is therefore far from the time of RG 250 Gamma RGV 250 and other machines! On the other hand, the GSX-250R catches up on the comfort of rolling, satisfying thanks to a supple seat, suspensions much less low-end than expected (a good surprise!) And, one will say, a semblance of protection of the part of the full fairing.

Ultra healthy

It was predictable, his accelerations do not really give the thrill and his occasions under the mid-regimes are mollassonnes. But that does not detract from the approval of this engine debonair, but always voluntary. As proof, its flexibility on the small roads, its vibrations almost absent even at high speed (say 115 km/h), its discreet sound including on highway when one rolls with only 500 rpm of the red zone and a average consumption (4 l/100 km) that will seduce the most stingy. Therefore, the positioning of the bike appears clearer by the yardstick of its performance level and its name: it is a GSX-250R rather than a GSX-R 250. And it may be a nothing damage considering the capabilities of the part-cycle.

Indeed, the stability/agility compromise is remarkable. A test on all types of road profiles, the GSX-250R remains ultra healthy, finally quite precise in its placement in the turns. Thanks to the sensation of ultra-low weight, low engine braking, it is very easy to curve on the momentum. Largely enough to discover the first sporting excitement of the corner taking, provided that the coating is dry, because tires IRC Roadwinner RX01 quickly become "Roadlooser" in the rain. As much replace them as soon as possible (by Bridgestone BT45 for example). Lastly, on the braking side, the simple front disc fulfills its role, without any jitter, and the ABS is quite transparent.

Appraisal: Less sporty than useful

What is the test result of this new Suzuki GSX-250R model 2017? If we stop at its pace of sports, the disappointment may be large given the modest performance of its engine that suggests that we are dealing with a big 125 cm3 rather than a real 250 cm3. In this, it can not compete directly with more powerful competitors like the Yamaha YZF-R3 or the KTM RC390 for example.

But if we consider the GSX-250R as a beautiful utility disguised, it becomes this time much more sympathetic. With its reasonable consumption, reduced maintenance, standard ABS, the little Suzuki becomes a needy man to live in everyday life, economic alternative to your beautiful mount weekend. Finally, its remarkable ease of driving is particularly for beginners in the A2 category and as this progressive license now concerns all newcomers, it will remain interesting on the second hand market. Rest a price (5 399 € in black, 5 499 € in replica colors, to 09/08/17) still too high in this category of cubic capacity. By Christophe Le Mao, Bruno Sellier photos for moto-station.com

More:

Value line

Taking in obvious hands

General comfort

Engine approval

Part-cycle very healthy

Less:

(Very) limited performance

Standard tires in the wet

Price a bit high

Suzuki GSX-250R: Practical

Price: 5 399 € std / 5 499 € replica, to 09/08/17 

Color: black, blue replica motogp 

Warranty: 2 years, parts warranty and MO, unlimited mileage 

Homologation: A2 license , Euro 4, two places 

Availability: Immediate reduced quantity

Technical sheet

Engine: 248 cc, 4-stroke, vertical twin, 53.5 mm bore x 55.2 mm stroke, 1 ACT, liquid cooling, electronic fuel injection, electronic ignition, 6-speed gearbox, electric starter, chain drive 
Power 25 hp. at 8,000 rpm, torque 2,34 mkg at 6,500 rpm
Cycle part : double cradle steel tubular frame, non-adjustable hydraulic fork, adjustable single-shock AR in 6-position preload, AV brakes 1 disc diam. 290 mm / caliper 2 pistons - rear disk diam. 240 mm / 1-piston caliper, ABS standard, front tires 110/80 x 17 - rear 140/70 x 17
Template: size (L x W x H) 2085 mm x 740 mm x 110 mm, wheelbase 1430 mm, ground clearance 160 mm, seat height 790 mm, tank 15 liters, weight 181 kg all full details (manufacturer) - 183 kg verified MS
Performance: maximum speed 139 km / h (11,000 rpm meter), average consumption checked 4.0 l./100 km, average range approx.

KTM RC390 vs Suzuki GSX 250 R vs Yamaha YZF-R3

No need for 100 horses or more to roam the roads! The new generation of sports 250/300 cm3 can already have fun and against all odds! The idea of ​​this comparison, organized in collaboration with our colleagues of Moto Revue, was to join the south of France, and in particular the Paul Ricard circuit, by privileging the secondary network. Or, a journey rather tantalizing on paper and that would allow to gauge the potential of each bike here, each already tested solo on the circuit: the KTM RC390, the Suzuki GSX 250 R and the Yamaha YZF-R3. Three small sports approved for the A2 license and all indicated to become your very first bike.

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

Suzuki GSX-S 125 2018 test

Suzuki GSX-S 125. On the basis of the new GSX-R 125, Suzuki also offers for 2018 this roadster version, the GSX-S 125. We took the handlebars for a test in the English countryside. Left all! Operation returned to the entire Suzuki range, or almost! The Suzuki press release of the autumn 2017 has allowed us to test several new features: you have already read on the station the test of the Suzuki GSX-R 125 and the test of the Suzuki 250 V-Strom. And today is the turn of the new GSX-S 125 to pass in our hands for first try. This bike is of course a roadster version of the sport, in the same logic as its sister of greater displacement: Suzuki GSX-S 750 or Suzuki GSX-S 1000. The name GSR no longer in the catalog of the Japanese GP.

Weight watchers style

Without (bad) surprise, the GSX-S 125 also benefits from a really very, very compact size. In the category of 125 sports roadsters, it is by far the narrowest, the one that also appears the frailest, a choice completely assumed by its manufacturer. And this visual impression is even more true once on board, with its very narrow water drop reservoir and easy to tighten between the thighs. Despite its only 2 meters overall length (and 1,300 mm wheelbase), with the new GSX-S 125, Suzuki offers a thoughtful ergonomics, as often with Japanese women. There is just an impression of sportiness at the footrests, which are slightly too remote. The over 1m75 will still manage to retreat on the saddle as needed. 

In short, everyone should find its place on this mini 125. The engine emits a beautiful sound (for the category), a sufficiently serious tone, a small "poum poum" friendly and discreet. Another good surprise too, this new 125cc engine is also distinguished by the absence of unpleasant vibrations. The European GSX-S 125 looks as good as it gets from a similarly modern base for the Indonesian market, but in 150cc.

Brilliant in utility

And again, the first kilometers highlight the ease of driving the new Suzuki. Lightweight (133 kg, manufacturer's data, with 90% of the full), equipped with ultra-flexible controls and super-smooth speed selection, this new GSX-S 125 fits within a few hundred meters. From then on, we quickly exploited a satisfactory turning circle, this little motorcycle was not slow in finding its way without any problems in the congestion (although we did not meet many in the province of Silverstone, where the test of this Suzuki GSX-S 125 2018)!

Its urban capabilities are undeniable, which augurs a certain approval in everyday use, in a utilitarian role. All competitors can not say as much: the KTM Duke 125suffers from a poorer selection and a propensity to heat in the circulation; the Yamaha MT125 is penalized by its higher center of gravity, its dry suspensions or its brake control too hard. Without appearing as a model of softness, the new Suzuki leaves at least work the springs of its suspension on the bumps and preserves the back to the descent of the speed bumps. On the paved streets however, better vadura anyway anticipate with the help of thighs. In short, for trips work-dodo, the Suzuki seems well armed!

More margin than on a Honda CB125F

The horizon is clear and we take the 2x2 lanes, with the obligation to drive on the left, I run to the pursuit of the opener. The new Suzuki GSX-S 125 climbs nicely to 110, then 120 km/h, without much difficulty. To reach almost 130 km/h meter, it will be necessary to agree to lie on the tank and improve aerodynamics. But at this speed, the single-cylinder displays a high speed of 11,500 rpm, but without showing signs of fatigue or exaggerated vibrations. We also find the motor character of the sister GSX-R, namely a rise in linear power, always easily dosable to the handle, but no particular ridge at high speed.

At Suzuki, we are told that the design of this engine has given much of its endurance, the need to withstand the abuse inflicted by users Asian (heat, regular practice of the duo, long drives at high speed). Indonesian users would be intractable! Also, if the top speed is not the priority of this bike (it is more for the GSX-R), it does not prevent less than its cruising speed - of the order of 110 km / h - will easily allow peri-urban journeys. This is noteworthy, compared to some utilities still provided with less recent motor base, sometimes air cooled, and limited to 10 small horses. The superior power of the GSX-S 125 brings above all its pilot serenity beyond 100 km/h,

A cape outfit to watch

If we tried the new Suzuki GSX-R 125 exclusively on the circuit (that of Stowe, in the middle of that of Silverstone), the test of the variant "S" takes place only on the road. Very different conditions in terms of adhesion, coating quality for example. And precisely, it is this difference in environment that will highlight certain aspects. First, high-speed heading behavior like curve stability. On these two points, the GSX-S 125 seemed to us less rigorous than the GSX-R 125. In question, certainly the impact of the ergonomics since the geometries are equivalent. On board the GSX-R, you lie down and you pull less on the handlebar at high speed. Conversely, the front end of the GSX-S 125 is naturally unloaded.

Recognize that with such a compact size, a small limited and very narrow tires, the GSX-S 125 really drives like a small engine, and therefore reacts more to the vagaries of the road. On the attack, by the way, it becomes almost exhilarating, provided you remain vigilant at "high" speed. On the other hand, even with slick-looking equipment, the GSX-S brakes very well here on the road. So thank you to the weight of all and the approval of an ABS which, obviously, was not treated lightly. Suzuki, on the other hand, played more economically with the IRC tires, which rise and fall in temperature randomly and back up little information to the pilot.

Appraisal: Pleasant more than fun

Visually, the new Suzuki GSX-S 125 is probably not as rewarding as its competitors. The suspensions, the swingarm, the frame hidden by the cladding, all this "slams" less than a KTM 125 Duke (€ 4,490) or a Yamaha MT 125 (€ 4,999). On the other hand, the new Suzuki offers much more than true utilities like the Honda CB 125 F (€ 2,799). Handlebar in hand, its approval and its efficiency are omnipresent. On the test, the Suzuki GSX-S 125 was easy, light, linear, available, agile, good braking. In addition, his driving has a good deal of its serenity to his discreet and well-filled engine (for the category). This roadster general public is therefore to be considered as an excellent utility with a modern mechanics more than a sporty model and fun.to ensure practical and daily trips, it will respond present very well against a tariff decent (from € 4 099, to 13/09/17).

Pros:

Ease of driving

Lightness / agility

Nice engine

Utility and powerful

Cons

Less rigorous than the GSX-R 125

Price / Facilities

Suspensions a little dry

Suzuki GSX-S 125:

Color: MotoGP Replica, black, red 

Warranty: 2 years, parts and labor, unlimited mileage 

Availability: October 2017 

Homologation: Euro 4, A1 license, B with 7 hours training 

Place of manufacture: Indonesia
Price: From € 4,099, € 4,199 (MotoGP colors)

By Christophe Le Mao, Suzuki photos: Christophe's equipment on this test: Shoei RYD, Alpinestars Lance jacket, Alpinestars GP-Air gloves, Scott Denim jeans, BMW Dry sneakers - Suzuki GSX-S 125 2018 Test by moto-station.com.

BMW G310GS Review and Spec

A quarter of R1200GS in displacement, a third of its price in Europe, 100% produced in India: the BMW G310GS is the recipe of the modern trail for the general public in German version. Tasting sequence. Sure, it has a lot to seduce, this G310 GS. Starting with its design. Directly inspired by that of the lineage of the GS, the novelty 2017 is aesthetically closer to the 650/800 versions than the 1200. It nonetheless takes up the challenge to propose a known and recognized look to dress simple architecture while restricting its weight to 169.5 kilos all made. As soon as it is a question of raising the motorcycle from on the side stand, or moving it to the stop, we jubilate! Already a good point before starting the test of this BMW G310 GS!

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