1982 Kawasaki KZ750N Spectre. Owner: John Enney, Maiden Rock, Wisconsin.
In 1982, this was the latest version of the well-known KZ750, its main differences being a fine paint job and a few other modifications. Gone was all of the bright, shiny stuff, with polished alloy and sparkly chrome conspicuously absent. Instead there was gold-striped red and black paint on the gas tank, fenders and side panels. The engine cases were covered with a protective gold-colored oxide layer, as were the seven-spoke cast wheels. Even the grab bar at the rear of the saddle kept up the golden look. Impressive, especially when cruising down Main Street around midnight, as it gave off a mildly dangerous image. Adding to the mystery were the black-chrome header pipes and short, megaphone style mufflers, providing an admittedly mild bark. This was the Spectre.
Looking up the word “spectre” (the British spelling of “specter”), the dictionary definition is: “ghost; something widely feared as a possible unpleasant or dangerous occurrence.” The early 1980s were a time of ominous names, harking to something dark, weaponized, prone to violence. Like Ninja, Katana, Nighthawk, and my favorite, Midnight Virago—which could mean either a bad-tempered woman or a female warrior. I did like the Spectre name, and Kawasaki briefly stuck it on the side panels of a 750 and 1100 (in ’83 a 550 was included) using in-line, air-cooled, carbureted four-cylinder engines—the essential UJM.
Kawasaki Spectre engine.
At the time, the Japanese were going after the “custom” market, having seen that many Americans were more interested in style than performance. It was a rather benign flanking maneuver, as most people appreciated that the owner, not the factory, created a true custom. But Kawasaki thought there would be a market for an OEM-built custom/cruiser. Its first effort at customizing was the LTD version of a 1976 KZ900, with cast wheels and a stepped saddle—that two-level saddle was seen as a key to cruiser styling. The sales were moderately successful, and in 1982 the Big K offered both a 750 LTD and the 750 Spectre—whose main selling point was mostly its paint.
Kawasaki Spectre dash.
It being good economics to use the same engine in as many models as possible, Kawasaki had four models using the 738cc double-overhead camshaft in-line four, with the super-sporty GPz R1, the sporty 750E, the custom 750H LTD and the super-custom 750N Spectre. Curiously, the Spectre engine was the same as that on the GPz, rated at some 80 horsepower, while the 750E and the LTD had about five fewer ponies. The Spectre would be a performance custom, intended to challenge the Harley Shovelheads.
Kawasaki Spectre rear wheel/shock.
The major mechanical change in the Spectre was in the drivetrain—a shaft put the power from the five-speed transmission to the rear wheel, as opposed to the LTD’s chain. The
major advantage of a shaft-driven rear wheel is that maintenance all but disappears. Back in the early 1960s, the Japanese realized that there was a whole new American market of riders who were not thrilled with the idea of doing much work on the bikes they rode—they’d rather put in the key, push the button and go. And occasionally fill it up with gas.
The Yanks also wanted comfort, and large, soft saddles were bolted on. On the Spectre the saddle was relatively comfy, while the ergonomics were not. The seat/handlebar/footpeg arrangement was such that a rider would want to get off and have a stretch every hour or so.
Kawasaki Spectre headlight and front fork.
Comfort was also built into the chassis, with the new shaft drive allowing the whole engine/transmission unit to be rubber mounted inside the full-cradle frame, though a mild buzz could be felt at higher rpm. Since maximum torque came on at 6,000 rpm, though, there was no need to go up to the 9,500 redline.
The front fork had 36mm tubes, more than 6 inches of travel and rubber gaiters—very un-custom. And the fork was air-assisted, with a single fitting going to both legs. The hot-rod riders found that the fork was a bit skinny for bouncing along a rough road, but fine for urban pavement. The rear Kayaba twin-shock suspension also had air-adjustability, conveniently done by lifting the flip-up saddle. The shock absorbers also had adjustable damping, with four different positions, prompting many discussions and arguments about the proper combination. In accordance with the styling, the upper spring covers on the shocks were anodized gold. However, rubber gaiters at the bottom, again as uncool as could be imagined, covered the springs.
Rake and trail had been altered over the standard KZ, along with a considerably longer—by 2.5 inches—58.4-inch wheelbase. This did add a slight increase in stability in a straight line, but caused it to lack the quick-cornering agility of the original. No mind, as the designers felt the buyers would be intent on city streets rather than winding roads. The shiniest objects on the Spectre were the three stainless steel discs that provided excellent braking.
Wheels were certainly not intended for the road-racing crowd, with a 19-incher in the front, 16 at the back. But good acceleration, intended for stoplight drags, was very useful to have. At a strip, without a police car around the corner, a good rider could exceed 100 mph in 12.5 seconds. This is why it had the GPz engine, to impress the wheelie guys.
Talk of the town was the Spectre. Unfortunately, it appeared just as our economy descended into a serious recession; by the end of 1982 more than 10 percent of American workers were unemployed. To give a more motorcycle view of what was happening at that time, in 1980 Kawasaki had 30 different models on the showroom floor; in 1984 there were less than a dozen. Then in ’85 it introduced the Vulcan V-twin, understanding that V-twins were at the heart of custom design.
The 2017 Kawasaki Ninja 1000 ABS is a potent piece of sport touring machinery. (Photos by Drew Ruiz)
Let’s jump straight to the bottom line: If you’re hooked hard on all the performance advantages offered by liter-class hyper-sportbikes but your body rebels at the pretzel-like contortions necessary to fit on board, the largely revised 2017 Kawasaki Ninja 1000 ABS is your ticket to backroad bliss. Now a sharper tool than ever for active sport use, it retails for only $12,199—a trifling $200 more than the 2016 version. That’s a huge bonus, as are the quick-mount, color-matched 28-liter saddlebags that can be added for $1,164.75—about 100 bucks cheaper than before since no separate mounting brackets are required. So equipped, this is a fun, fun bike that’s ready and willing to slice and dice on your favorite backroads, lug your lunch and laptop to work, or whisk you away for a week-long trip. It all adds up to versatility in spades, on top of awesome sport capabilities.
The new Ninja 1000 sports new bodywork that bears a greater resemblance to its ZX-10R World Superbike Championship-winning cousin.
New bodywork pushes the big Ninja’s visuals deeper into hyper-sport territory for 2017; there’s now a clear-cut connection to the looks of the reigning World Superbike Championship-winning Ninja ZX-10R. However, a few small tweaks improve rider comfort: a slightly taller (up 15mm), three-position-adjustable double-bubble windshield and wider two-piece fairing (up 28mm) help build a surprisingly effective still-air pocket. So riders fully enjoy a seating position that’s distinctly upright, in contrast to the ZX-10R’s forward-crouch track-ready position. The new seat is also wider than last year’s perch for added comfort, and it’s been carefully sculpted to reduce seat height a pinch, from 32.3 inches to 32.1. I’d prefer more padding; extended freeway drones can get you squirming in the seat after 100 miles or so. Kawasaki offers an accessory gel seat that might prove more comfy while offering an identical seat height. In addition, the passenger perch is longer, wider and more padded than before, and it’s shaped to help keep the passenger from sliding forward.
A 3-position adjustable windscreen that’s 15mm taller than last year’s model helps to keep the rider in a nice, quiet bubble.
For those already familiar with the previous-generation Ninja 1000’s mechanicals, the basic 1,043cc in-line four engine and rolling chassis with aluminum twin-spar perimeter frame carry over from the bike we last tested in 2014. That’s a positive, not a negative; we previously described the 16-valve engine as “the epitome of silky smooth power, an engine that combines the performance of a sportbike with the civility of a sport tourer.” It remains all that and more. Kawasaki claims that new ECU settings contribute to smoother power delivery and we agree 100 percent. This engine is not only eye-watering strong, it also offers flawless metering from way down low, at 2,000 revs. That quickly builds to tons of midrange torque and a nice cammy rush kicks in at 7,000 rpm and keeps cranking all the way to the 11,000-rpm redline. There’s abundant power all the time, so much so that we kept searching for seventh gear—not because the engine is busy, but because there’s so much pull down low you automatically think it’s time to kick it up a cog. The gearbox is delightful in action, and an assist/slipper clutch makes for a wonderfully light clutch pull.
The new Ninja 1000 benefits from ZX-10R-derived electronics, such as a 6-axis Bosch IMU that enables cornering ABS and traction control.
The previous model came equipped with 3-mode KTRC traction control and dual power modes, but now Kawasaki adds even more race-style ZX-10R electronics technology to the Ninja 1000. A new 6-axis Bosch Inertial Measurement Unit (IMU) bestows Kawasaki Cornering Management Function (KCMF) and Kawasaki Intelligent anti-lock Brake System (KIBS) capabilities. KCMF monitors engine and chassis parameters while cornering, modulating braking force and engine power to facilitate smooth transitions from acceleration to braking and back again, which helps the rider maintain the intended line through the corner. KIBS also monitors multiple systems—wheel sensors, front caliper hydraulic pressure, throttle position, engine speed, clutch actuation and gear position—to provide the best braking action possible under dynamic conditions. We tried all the different settings and in the end we just left things at full power and the KTRC 1 setting since it all works seamlessly together. Because the fuel metering is so precise and the driveline lash so well controlled, we didn’t feel a need to use reduced power settings even when rain showers turned roads slick.
The optional luggage attaches without the need for separate brackets.
In dry weather, the Ninja 1000 is a hoot and a half on twisty canyon roads. Its 56.7-inch wheelbase is actually a touch shorter than that of the ZX-10R, and at 24.5 degrees its steering rake is a half-degree steeper than the 10R’s. So despite carrying about 60 pounds more weight, the Ninja 1000 feels plenty sporty in real-world use. Crisp, responsive and intuitive steering let the bike dance down backroads; you charge through corners effortlessly as the bike seemingly reads your thoughts. And the conventional, adjustable suspension components front and rear function very well, for reasonable cost. The brakes provide plenty of strong, linear stopping action and excellent feel.
The Ninja 1000 is truly a liter-class sport bike with everyday comfort ergonomics.
The few complaints we can muster are only minor, showing up on extended highway stints. We’d like more seat padding (easily fixed), a slightly taller windscreen to keep bugs off our face shield, and a cruise control for more relaxing long-range use. Otherwise, the 2017 Ninja 1000 is simply as good as it gets for a no-fooling sportbike with comfortable ergonomics, long legs and an affordable price tag.
The 2017 Kawasaki Ninja 1000 ABS without its optional luggage.The 2017 Kawasaki Ninja 1000 ABS with its optional luggage.
2017 Kawasaki Ninja 1000 ABS
Base Price: $12,199 Price as Tested: $13,363.75 (saddlebags) Warranty: 1 yr., unltd. miles Website:kawasaki.com
Engine
Type: Liquid-cooled, transverse in-line four Displacement: 1,043cc Bore x Stroke: 77.0 x 56.0mm Compression Ratio: 11.8:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 15,000 miles Fuel Delivery: Digital EFI w/ 38mm throttle bodies x 4 Lubrication System: Wet sump, 4.2-qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: X-ring chain
Frame: Aluminum twin-spar perimeter w/ engine as stressed member, aluminum subframe & swingarm Wheelbase: 56.7 in. Rake/Trail: 24.5 degrees/4.0 in. Seat Height: 32.1 in. Suspension, Front: 41mm male-slider fork, fully adj., 4.7-in. travel Rear: Single shock, adj. for spring preload (remote) & rebound damping, 5.4-in. travel Brakes, Front: Dual floating 300mm petal discs w/ opposed 4-piston radial calipers & ABS Rear: Single 250mm petal disc w/ 1-piston pin-slide caliper & ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 6.00 x 17 in. Tires, Front: 120/70-ZR17 Rear: 190/50-ZR17 Wet Weight: 532 lbs. (as tested) Load Capacity: 414 lbs. (as tested) GVWR: 946 lbs.
Performance
Fuel Capacity: 5.0 gals., last 1.1 gals. warning light on MPG: 90 PON min. (high/avg/low) 40.5/36.9/34.2 Estimated Range: 185 miles Indicated RPM at 60 MPH: 4,000
The multi-function dash includes an analog tachometer, as well as LCD displays for gear position, speed, time of day, traction control and ride mode settings, fuel level, range and odometer/tripmeter.
The optional Kawasaki Genuine Accessories luggage runs $1,164.75–about $100 cheaper than last year–and requires no additional mounting brackets.
Discussing the riding characteristics of these two machines over iced tea and lemonade, it became clear that picking a “winner” wouldn’t be easy, and choosing a favorite might come down to a subjective preference for style, personality and feel. Both bikes excel at their shared mission: strafing corners and slicing through traffic. Photos by Kevin Wing.
Fans of “naked” or standard sportbikes are currently spoiled for choice. The Japanese Big Four, as well as European brands like Triumph and Ducati, have stepped up to offer a slew of exciting new or updated middleweights, and for the horsepower-hungry there is a tantalizing selection of pavement-rippling, wheel-lofting 1,000cc-plus machines from which to choose.
But for those who are wandering the aisles of the moto-market and thinking, “ah, these are a bit too small…but those are a bit more than what I need,” there are now two options that you might find to be “just right.” Joining the revamped-for-2017 Yamaha FZ-09, Kawasaki has released an all-new Z model that recalls the heyday of the legendary Z1: the Z900.
The 2017 Z900 replaces both the discontinued Z800 and the wild Z1000 (which is still available outside the U.S.), and it joins the Z125 Pro and Z650 in the modern Z family. The Z900 is mostly new from the ground up, with a new lightweight steel trellis frame that uses the engine as a stressed member, an extruded aluminum swingarm, a new 948cc in-line four-cylinder engine and new lightweight five-spoke wheels. Kawasaki claims a weight savings of 46 pounds when compared to the Z800, and at a tested wet weight of 462 pounds, it’s also 24 pounds lighter than our 2014 Z1000 test bike.
The 2017 Yamaha FZ-09. Helmet: Nolan N87. Jacket: AGV Sport Arc. Pants: Joe Rocket Altero Ego. Boots: Sidi Vertigo Lei.
In the other corner, we have the Yamaha FZ-09, the reigning bang-for-the-buck king ever since it was introduced as a 2014 model. For 2017, Yamaha gave the FZ-09 some needed updates, including a fully adjustable fork with new valving that increases compression damping by 83 percent, standard ABS and a remapped YCC-T throttle-by-wire system for smoother response. Although it’s always been a minimalist design, Yamaha managed to tighten the FZ up even more, shortening the subframe (yet managing to extend the passenger seat by half an inch), cleaning up the tail cowl and swapping the plain single headlight for a trick new dual LED assembly reminiscent of the FZ-10. It did gain 13 pounds, largely due to the ABS, but at 426 pounds it’s still a relative featherweight.
The Z900’s “Sugomi-inspired” styling is not as wild as the Z1000, and we like the green steel trellis frame. The low seat and tall tail place the rider more “in” the bike than “on” it.
A large part of the FZ-09’s popularity has always been its price, and even with the upgraded fork and standard ABS, the 2017 model only carries an $800 price increase, to $8,999. Compared to the Z900, with its base price of $8,399 (our test bike is the ABS-equipped model, retailing for $8,799), the Yamaha is still a relative bargain, as the Kawi lacks its bells and whistles such as throttle-by-wire and traction control, and its brakes and suspension are not on par with the FZ’s. The upshot is that if you’re one of those riders who is looking for a bike without a bunch of electronic aids, the base model Z900 might be an ideal ride.
The 2017 FZ-09 received a few styling updates, including a new dual LED headlight assembly and swingarm-mounted license plate, to go along with its much-improved fork.
Parked nose-to-nose, it’s immediately clear that these two machines represent two different approaches. The Kawi hunches forward like a predator ready to pounce on its hapless prey, with the low (for a sportbike) 31.3-inch seat dished out between the hulking gas tank and the tall, avian tail. It’s prepared to pursue that prey for quite a while; with our test bike averaging 42.5 mpg out of its generous 4.5-gallon tank, the Z should be good for 191 miles between fill-ups. The Yamaha, meanwhile, looks minimalist and low-slung by comparison. Although its seat is a full inch higher, it’s nearly flat all the way to the taillight, with rounded sides that aid in getting the rider’s feet on the ground, but at the expense of support. The minimalism extends to fuel capacity, with the 3.7-gallon tank good for about 163 miles at a tested average of 44.2 mpg.
The Yamaha gets the nod for superior suspension, with its new, fully adjustable fork. The Kawasaki holds its own in the twisties, however, thanks to its well-matched engine and chassis.
You’ll be happy for the gas stop on both bikes, however, as neither has a seat that is comfortable for more than a couple of hours at a time. Kawasaki does offer an Ergo-Fit comfort seat for the Z900 that not only has thicker padding but also a slightly longer reach to the bars and pegs, but I didn’t find it to be much of an improvement. The rider is more upright on the FZ-09, but the footpegs are located so far back that it can be difficult to feel planted on the bike, and by the end of a full day of aggressive riding, moving around on the saddle and flinging the bike from side to side, my hamstrings were cramping. The Z900 offers a more typical sport standard experience, with the wide handlebar a comfortable reach forward and the rubber-topped footpegs placed directly below the rider’s hips.
The Z900’s dished seat and wide, low handlebar make for a fairly traditional sport standard position. (Rider is 6 feet tall.)
Picking a favorite out of these two machines is not an easy proposition. Taken individually, each one is a competent, fun ride, although each has its own personality.
Both bikes excel at their shared mission—strafing twisties and negotiating urban traffic—but the experience is going to depend on your chosen mount. The Z900 is smooth, forgiving and balanced, with well-calibrated fueling that’s easy to modulate in traffic and on technically demanding roads alike. It’s confidence inspiring, with a willingness to lean over without ever feeling on the edge of control. The new in-line four doles out power in a steady, exhilarating flow, spinning the Jett Tuning dyno to the tune of 113 horsepower and 67.6 lb-ft of torque at the rear wheel. I found myself encouraged to go faster and faster on it, enjoying the intake howl echoing off the canyon walls and the rewarding rush of power from my throttle hand. That is, until things got rough. With a fairly stiff fork (Kawasaki says it’s sprung for an 80-kilogram rider—approximately 176 pounds—and I weigh about 40 pounds less than that) with no adjustment for compression damping, front or rear, the Z900 begins to lose its cool on rough pavement. Making matters worse, while the brakes do their job, they offer very little feedback and lack initial bite. It was never enough to make me feel that skip-a-beat, “uh oh, I’m going in a little hot” feeling, but if the Z was mine, I’d spring for a nice set of HH-rated sintered brake pads that might improve performance and feel.
The FZ-09 puts the rider nearly straight up, with feet tucked back on high footpegs. (Rider is 5-feet, 9-inches tall.)
As smooth and polished as the Z900 is, the FZ-09 is mischievous and just a bit rough around the edges. Its raucous Crossplane Concept triple has always been its greatest asset, and Yamaha was wise to leave well enough alone when they gave the FZ its 2017 facelift. But great power requires great control, and the FZ has garnered a reputation for occasionally biting the throttle hand that feeds it with snatchy fueling, particularly in the “A” riding mode, that could be upsetting on technical roads. In an attempt to address this, the 2017 FZ-09’s ECU now shares a map with the more touring-oriented FJ-09, although we still found it too abrupt in both A and STD riding modes. Yamaha was more successful at addressing the FZ’s suspension issues, fitting it with a stiffer, fully adjustable fork (the previous version was only adjustable for preload and rebound damping). Along with standard ABS now fitted to the already excellent brakes, the FZ-09 is like a teenager learning to control and channel his gangly strength.
Smooth, powerful and polished, or raucous, mischievous and just a little rough around the edges: your choice may come down to which personality you prefer. Either way, you’re guaranteed a fast, fun ride.
After running through several tanks of gas on each bike, doing everything from highway commuting to stoplight-to-stoplight urban riding, from cruising the sweeping curves of wine country to chasing the breeze up an endless section of first- and second-gear switchbacks, the bikes’ personalities began to shine—flaws and all. What surprised me was my response to those personalities, like going on two (week-long) blind dates.
While the FZ’s rip-snorting personality was fun and exciting, I never felt completely comfortable on it—like riding a spirited horse, it always felt like there was a chance it would decide to give me a little toss, just to remind me who was in charge. And while that can be fun in smaller doses, it’s not what I’m looking for in a long-term relationship. By contrast, the Z900 wooed me with its silky smooth, powerful, easy to ride, easy to ride fast personality. While the suspension is not set to my liking, the excellent combination of the stiff chassis and potent engine was enough to tempt me to forgive the flaws and simply enjoy the ride. By the end of our “date,” the upstart Z900 had won me over.
2017 Kawasaki Z900 ABS Specs Base Price: $8,399 Price as Tested: $8,799 (ABS) Warranty: 1 yr., unltd. miles Website: kawasaki.com
Engine Type: Liquid-cooled, transverse in-line four Displacement: 948cc
Bore x Stroke: 73.4 x 56.0mm Compression Ratio: 11.8:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 15,000 miles Fuel Delivery: DFI w/ 36mm throttle bodies Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, cable-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain
You wouldn’t be alone if you argued that BMW invented sport touring, but it’s hard to deny Kawasaki brought it to the masses. In the 1980s factory sport-touring bikes were predominantly European, with most of those boasting the BMW roundel and ridden by well-heeled riders. Then, in 1986, Kawasaki dropped the ZG1000 Concours into the mix, making a sporty bike with a factory fairing and hard luggage affordable to all.
Rider has taken Kawasaki’s go-anywhere sport tourer almost everywhere.
For the next 20 years the Connie remained largely unchanged, which is not a bad thing if you get the formula right the first time. The 997cc, liquid-cooled, four-cylinder engine was based on the Ninja 1000R’s powerplant, and although it was toned down slightly with smaller carbs and less aggressive cams, it still packed a healthy top-end punch. Shaft drive was added to aid the bike’s long-haul mission, along with a full fairing and standard removable hard luggage. An enormous 7.5-gallon gas tank sat in the usual position, and when full made the bike perilously top heavy. The bike itself was no lightweight, either, scaling in at around 670 pounds wet. A 31-inch seat height did little to help the rider fight the sheer mass of the bike if it wanted to take a nap.
May 1994 cover of Rider.
The Concours was born in an era of ceaseless model changes that left some riders complaining that their just-bought bikes were old hat before the new wore off. In response Kawasaki pledged not to change the Concours for five years. Despite the promise, the second-year Concours got higher bars and a less turbulent windscreen—but no one complained. In 1994 a “major” redesign took place, including a wider front wheel, two-piston front brake calipers and floating rotors, a different seat and instrument cluster, a fork that used spring preload adjusters instead of air and bright chrome mufflers, updates that make the 1994-and-later models more desirable to some riders.
As delivered, the Concours was a solid sport-touring performer, but some owners preferred to put the emphasis on “touring.” This one is equipped with an aftermarket windscreen, tank cover and Givi top box, making a good bike even better.
The Connie’s engine is as bulletproof as Superman’s chest, and used bikes with high miles are seldom a cause for concern. There are some weak spots, however, such as the J-box, the terminus of several vital electrical connections. If the J-box fails, the headlight or ignition can be affected. Rebuilt and upgraded units are offered, and recommended. Check the Uni-Trak rear suspension linkage for signs of wear or slop, which can cause weave at speed. The Connie’s engine doesn’t shed heat well, so make sure the coolant system is healthy, including fresh coolant and crack-free hoses, and look under the bike for signs of a weeping water pump.
Otherwise, inspect a used Concours as you would any other bike. Check the oil, tires and brake pads, and ask about the last tune-up; the Connie’s engine uses screw-and-locknut valve adjustment, and how long the valves stay in spec has a lot to do with who adjusted them last time. Prices range by condition and location, but $2,500-$4,000 typically buys a pretty good example of one of the toughest and most versatile—even if not the most cutting-edge—sport-touring bikes ever made.
PROS: Standard detachable hard cases, bulletproof engine, shaft drive, big fairing, room for a passenger. Gets you to the same place as the guy on the newer sport tourer, but for a fraction of the cost.
CONS: Heavy, and top heavy with a full tank. Engine can be buzzy, and needs to be revved to get the most out of it. Dated handling dictates a more sedate pace than current competitors.
We’re in search of The One bike, and these two 650cc adventure-sport tourers are at the top of many a rider’s list. Inexpensive, versatile and fuel-efficient, they do a lot of things well. But there can be only One… Photos by Kevin Wing.
In his Rider Test of the 2017 V-Strom 650, Rider’s Senior Editor Drevenstedt mentions The Question: “If you could only own one motorcycle, what would it be?” After the requisite moaning and gnashing of teeth, for many riders (including some of the Rider staff) the answer comes down to one of these two: the Kawasaki Versys 650 or Suzuki’s V-Strom 650. Inexpensive, versatile and fuel-efficient, they are the Swiss Army knives of the motorcycling world.
The Versys 650 LT comes standard with color-matched hard luggage and black handguards. Tall and compact, it’s more street-oriented than the V-Strom, with 17-inch wheels and Dunlop Sportmax tires. While it feels physically smaller than the Strom, it’s actually about 30 pounds heavier.
With the V-Strom 650 getting a facelift and updates for 2017, and our last comparison test between the Strom and the Versys having taken place back in November 2012, we figured it’s high time to pit these two do-it-alls against one another in a one-on-one, mano a mano showdown. Given how closely contested the 2012 comparison was, plus the glowing reviews the Versys 650 LT gathered from staffers in 2015, it promised to be an interesting matchup.
The Versys’ display (left) now includes a gear indicator, along with fuel consumption data, range, time of day and other useful info. The V-Strom 650, meanwhile, gets instrumentation and handlebar switchgear (right) that are carried over from the V-Strom 1000, and a standard 12V socket is located on the lower left side of the dash (not shown).
In the first corner, wearing Pearl Glacier White trunks we have the Suzuki V-Strom 650, which seems to be gradually settling further into its role as a bona fide adventure-sport tourer. It was always the more dirt-oriented of the two, with a 19-inch front wheel, 90/10 on-/off-road tires and uncanny balance. For 2017, its rock-solid 645cc V-twin was tweaked for Euro4 compliance and more power, and it has new features like 3-position (two modes plus off) traction control, Easy Start and Low RPM Assist, new optional quick-release hard luggage and a redesign that includes an ADV-style beak.
For 2017, the V-Strom 650 accepts the quick-release hard luggage previously only available on the V-Strom 1000. Unfortunately, Suzuki was unable to get us a set in time for this test, so we made due with a large Nelson-Rigg tail bag.
In the second corner, wearing Metallic Flat Raw Titanium trunks we have the Kawasaki Versys 650 LT, which comes standard with color-matched quick-release hard luggage and black hand guards. Arguably the better looking of the two, the Versys is sporty and compact, with street-oriented Dunlop Sportmax-shod 17-inch wheels and a dual-headlight fairing that bears a strong family resemblance to Kawasaki’s Ninja sportbike lineup. Much of the Versys’ compactness can be attributed to its 649cc parallel-twin engine, which remains unchanged from previous models. It’s relatively short on electronic aids and whiz-bang features; there’s no traction control, although the analog tach/LCD display now includes a helpful gear indicator.
The Versys’ small seat slopes the rider forward. Passengers will appreciate the large grab handles.
For two bikes that look so different, it’s no surprise that they also feel different from the moment the rider swings a leg over the seat. The V-Strom, thanks to the 90-degree V-twin slung beneath it, feels long and narrow, with a wheelbase that’s more than 5.5 inches longer than the Versys. Although its seat is 0.2 inch lower, it feels more spacious, and the longer reach to the handlebar means smaller riders might feel more comfortable on the Versys—if they can handle its 33.1-inch seat. Speaking of seats, neither bike’s is particularly comfy, with the Suzuki’s being too hard and the Kawi’s too soft. I found that I could more easily live with the Strom’s, however, since the Versys cants the rider forward with no support, making me feel like I was perpetually rolling forward on my pelvis.
The longer Suzuki gives the rider more room to stretch out and adds stability, while the Kawasaki locks the rider in an upright position, with the bar-footpeg-seat triangle much more compact. Rider on left is 6 feet tall, rider on right is 5 feet 9 inches.
Both the Versys and V-Strom have remote preload adjuster knobs for the rear shock, a real convenience especially when loaded with side luggage. The Versys’ fork features preload and rebound damping adjustment but preload only at the rear, while the V-Strom is the opposite, with preload only on the fork and rebound and preload at the rear. Neither bike’s suspension could be called “great,” and considering their modest power output they’re probably at their best on one-up touring rides anyway. That said, Drevenstedt remarked that the V-Strom maintained its composure even at his…”spirited”…pace, and EIC Tuttle was pleased to find that the rear shock on the Versys had enough preload to comfortably handle him and his wife on a two-up day ride.
The Versys’ hard luggage is large enough to swallow a full-face helmet on each side.
As we droned north along Interstate 5 on our way to the deliciously twisty Caliente-Bodfish Road near Lake Isabella, California, each bike’s road-going personality became clear. The Versys needs some prodding to keep up with the typical SoCal lead-foot freeway traffic, and the resulting buzz from its parallel twin is tamed somewhat by the rubber-clad footpegs and large bar end weights. Meanwhile the Strom holds both a power and torque advantage, besting the Versys’ 61.2 peak horsepower at 8,300 rpm with 68.7 at 9,100 on the Jett Tuning dyno, and reaching its 44.2 lb-ft peak at 6,500 rpm compared to the Kawi’s 42 lb-ft peak at 7,300. Its V-twin is smooth, full of character and sounds great, although at higher speeds (around 80 or so), some vibes creep into the grips.
The Suzuki has the edge in both power and torque.
Wind protection on both bikes is adequate, with the V-Strom’s wider windscreen creating less buffeting around the rider’s head but allowing more air in around the torso, and the Versys’ toolless screen being easier to adjust and providing better torso protection at the expense of more head buffeting. While we weren’t able to get Suzuki’s optional quick-release luggage for the V-Strom in time for the test, we can say that the Versys’ luggage is one of the most well designed, easy to use systems out there. Our only complaint was that the plastic internal strap fasteners aren’t as robust as we’d like; one broke on day two of our test.
The Versys isn’t as user-friendly as the V-Strom, although it’s far from a poor handling bike.
It was when we exited the Interstate and hit the twisties that a clear winner began to emerge. On the Versys, the rider is forced to juggle the smooth, gentle inputs required of a grabby clutch and an abrupt open/closed throttle response with wheezy mid-range power that demands plenty of wrist twisting. It’s also challenging to balance the compact Versys’ flickability with its tendency to fight the rider when ridden hard, as it wants to stand up under heavy braking into corners. Meanwhile the V-Strom, with its baked-in user friendliness, is a willing and confident mount. Everything about it is reassuring and easy, from the positive gearbox to the smooth clutch and throttle. Mid-corner corrections? No problem. And if the rear end decides to come loose, the traction control is there to step in. Should you find yourself staring down a gravel or rocky dirt road, the Bridgestone Battlax Trail Wing tires, 19-inch front wheel, long wheelbase, low center of gravity and decent suspension travel (5.9 inches at the front, 6.3 inches at the rear) make the V-Strom a capable adventurer.
Neither bike is perfect; both have suspension and brakes that are “OK,” and neither one comes with a centerstand. Electronics and rider aids are basic—heated grips are optional on both and cruise control isn’t available at all. But these are Swiss Army knives, built to be attractive in both price and utility. And if we had to choose one—and only one—the adventure-ready, canyon-carving, freeway-flying, fuel-sipping 2017 V-Strom 650 would be it.
These three sport adventure-touring bikes share a certain bird of prey aesthetic. The Ducati Multistrada 950 (right) and Suzuki V-Strom 1000 (left) have ADV-style beaks and 19-inch front wheels for light off-road riding, while the street-only Kawasaki Versys 1000 LT (middle) has 17-inch wheels. Photos by Kevin Wing.
Summertime is for touring. Long days, warm weather and vacation days that have been squirreled away like acorns mean it’s time to pack the saddlebags and hit the road. Although this is our October issue, you’ll receive it during the dog days of August and we did our testing in early July. With 14 hours of daylight, we combined this three-bike comparison test with a three-day camping challenge (read that story here).
Ducati’s introduction of the Multistrada 950 for 2017 inspired us to revisit the “crossover” comparo we did a couple years ago (Rider, May 2015 and here), substituting the Ducati for the Yamaha FJ-09 and putting it up against the updated-for-2018 Suzuki V-Strom 1000 and the unchanged Kawasaki Versys 1000 LT. These street-biased adventure tourers have engine displacements ranging from 937cc to 1,043cc and as-tested prices ranging from $12,999 to $15,139. Only the Kawasaki comes with saddlebags as standard equipment, so we installed factory accessory saddlebags on the others. We stuffed our stuff in the saddlebags and packed our camping gear in dry-bag duffels, using Rok Straps to secure them to the back. Details about each bike can be found at the end of this comparison test, and in the spec charts and dyno graphs. Keep reading to find out how they match up.
Similar profiles include small, adjustable windscreens, upright seating positions, luggage racks and factory hard, locking saddlebags (only the Kawasaki’s come standard).
Apples to Apples
These are tall, heavy bikes, with seat heights ranging from 33.1 to 33.5 inches and wet weights ranging from 529 pounds for the Suzuki to 541 pounds for the Ducati and 564 pounds for the Kawasaki. Adding riders, supplies and camping gear made them even heavier. Fortunately, all have load capacities well over 400 pounds, stout chassis and suspensions up to the task of handling the added weight while we flogged them on technical roads. They also have 6-speed transmissions with assist-and-slipper clutches, chain final drive, standard ABS and traction control, 5.3-5.5 gallon fuel capacities with 200-plus miles of range, hand guards, luggage racks and cast wheels shod with tubeless tires. What stands out is the comparable level of overall competence among these bikes. None are far ahead or lag way behind the others; differences come down to the details.
The Suzuki and Ducati have 90-degree V-twins and the Kawasaki has an in-line four, with all three engines derived from sportbikes and tuned for low to midrange power.
Get Up & Go
Sportbike DNA lurks within these bikes’ genetic code. The Suzuki’s 1,037cc V-twin is a descendant of the TL1000S powerplant, the Ducati’s 937cc L-twin can be traced back to the 1098 superbike and the Kawasaki’s 1,043cc in-line four began life in the Z1000. All were retuned for stronger low to midrange power, and they have flat torque curves and power that increases steadily as revs climb. On Jett Tuning’s dyno, the Kawasaki posted the highest peak figures: 109.6 horsepower at 9,400 rpm and 68.9 lb-ft of torque at 7,700 rpm. The Kawasaki and Suzuki are neck-and-neck below 7,000 rpm, at which point the Kawasaki surges ahead. With its 100-106cc displacement deficit, the Ducati makes much less horsepower and torque than the others below 7,000 rpm, and its peak horsepower advantage over the Suzuki—96.7 vs. 91.8—only emerges above 8,000 rpm.
From left to right: Although the Ducati’s engine is the smallest, it has a lively personality. The Kawasaki’s big, smooth in-line four cranks out the most horsepower and torque. The Suzuki’s V-twin runs neck-and-neck with the Kawasaki in the low to midrange.
Compared to the two V-twins, the Kawasaki’s in-line four is impeccably smooth, doling out butter-rich power with spot-on throttle response. It loves to rev, encouraging us to stay a gear low just to hear it howl at high rpm. As the only bike here with a 17-inch front wheel and sport-touring rubber, the Versys 1000 dives in and out of corners with gusto, but it’s also the heaviest with the extra weight carried up high. Although its suspension is comfortably compliant most of the time, when pushed hard the Kawasaki feels vague and wallowy. In contrast, the Suzuki is the lightest, has great low-end grunt, neutral handling, firm suspension and the strongest brakes, and it’s the only one with the added safety net of cornering ABS, but it feels a little dull and its Bridgestone Battle Wing tires offer limited grip. With typical Italian flair, the Ducati is the liveliest of the bunch, making up for its lack of low-end power with a scrappy personality and a knack for cornering. Even with a 19-inch front wheel (like the Suzuki), when the road turns twisty, the Multistrada 950 is hard to beat. But its clutch can be grabby on takeoff, its front brake lever requires too much travel before the calipers bite and its too-low rear brake pedal feels wooden.
From left to right: The Ducati’s 19-inch front wheel has a pair of discs squeezed by Brembo radial calipers. The Versys has 17-inch wheels front and rear, shod with sport touring radials. On the V-Strom, a 19-inch front wheel and 90/10 adventure tires allow for light off-roading.
Into the Wind
Thanks to a record-breaking heat wave, our inland route had us dealing with highs well into triple digits. Our only relief came late in the day at two different campgrounds, one high in the mountains and the other on the coast. All three bikes radiate some engine heat, and their modest-sized fairings and windscreens part the airflow smoothly yet still allowed us to feel the blast-furnace wind on our shoulders and helmets. The Ducati offers the easiest windscreen adjustment—just pinch the lever with one hand and raise it up or down. No tools are required to adjust the Kawasaki’s windscreen, but you need to be off the bike to loosen the two hand-tightened nuts on the front. A ratcheting system allows the angle of the Suzuki’s windscreen to be adjusted by hand on the fly, but a hex wrench is required to change its height.
We got a rare opportunity to ride on a 10-mile stretch of California’s Highway 1 that was devoid of the usual summertime traffic. Due to closures to the north and south, it was accessible only by a narrow, winding road.
All have upright seating positions with a modest reach to the handlebars. The Ducati has the widest handlebar, the shortest distance between the seat and footpegs, and a seat that’s U-shaped front-to-back, locking the rider into place. With seats that are flatter toward the back, the Kawasaki and Suzuki provide more room to stretch out. The Kawasaki’s seat is the plushest, but all three offer good comfort and support. Hands down, the Kawasaki’s saddlebags are the roomiest (each 28-liter bag swallows a full-face helmet) and easiest to use. Although the Ducati’s saddlebags have a higher total capacity (58 liters vs. 56 for the Kawasaki’s) and are also easy to use, the muffler limits space on the right side and the left bag’s internal shape makes a small-size full-face helmet a snug fit. At 39 liters of total capacity, the Suzuki’s saddlebags are too small and the latches gave us fits.
From left to right: The Multistrada’s all-digital instrumentation is detailed and comprehensive. On the Versys, a classic analog tach is paired with a multifunction LCD panel. Like the Kawasaki, the Suzuki has an analog tach paired with a multifunction LCD panel.
Pecking Order
If you’re never going to leave the pavement, the obvious choice is the Kawasaki Versys 1000 LT, which has the lowest price, the most powerful engine, agile handling, all-day comfort and standard saddlebags. But if you’re like us and enjoy exploring backcountry byways, then it comes down to the Ducati Multistrada 950 or Suzuki V-Strom 1000 with their 19-inch front wheels, extra suspension travel and 90/10 adventure tires. Although the Ducati is a blast on racer road, its lack of low to midrange power and quirky brakes, clutch and seat turned us off. In the end, the venerable V-Strom is our pick. It lacks some of the excitement of the others, but it’s a versatile, solid motorcycle that packs low-end punch and has the added benefit of cornering ABS. We’d skip the small, fiddly saddlebags and bolt on a set of boxy, top-loading aluminum panniers to take everything we need for our next adventure.
When it comes to liter-class sport tourers, these three adventure bikes are some of the only options available. But their versatility and performance make them ideal candidates for the job.
In Detail: 2017 Ducati Multistrada 950
Ducati’s Multistrada 1200 has been one of the company’s most successful model families, and the new 950 is a worthy addition. Jenny’s gear: Arai Signet-X helmet, Olympia Expedition jacket, Joe Rocket Alter Ego pants, Fly Street Milepost Air boots.
With sharp-beaked styling, sensible ergonomics, a superbike-derived 1,198cc L-twin and “four bikes in one” riding modes, Ducati’s Multistrada 1200 nearly clinched Rider’s Motorcycle of the Year when it debuted for 2010. In the years since, the Multistrada has evolved, becoming more user-friendly, more powerful and more sophisticated, with the latest models boasting 160 horsepower and state-of-the-art electronics. They also have MSRPs above $20,000.
Which is why Ducati rolled out the Multistrada 950 for 2017, a lighter, less expensive version that’s powered by a 937cc version of the Testastretta 11˚ L-twin and foregoes some of the electronics found on the 1200s. Like its big brothers, the 950 has four riding modes (Sport, Touring, Urban and Enduro) that automatically adjust engine output, throttle response, traction control and ABS, but it doesn’t have cornering ABS, semi-active suspension or other electronic rider aids. The 950 weighs 10-60 pounds less than the various 1200 models and has a base price of $13,995.
Standard equipment includes two 12V power outlets, a USB socket, hand guards and a luggage rack. We added Ducati’s factory accessory saddlebags and mounting kit ($931) along with color-matched panels ($175). A better deal is the $969 Touring accessory package, which includes saddlebags, mounting kit and a centerstand.
2017 Ducati Multistrada 950.
Base Price: $13,995 Price as Tested: $15,139 (saddlebags) Warranty: 2 yrs., unltd. miles Website: ducati.com
Engine
Type: Liquid-cooled, transverse 90-degree L-twin Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 12.6:1 Valve Train: Desmodromic DOHC w/ 4 valves per cyl. Valve Insp. Interval: 18,000 miles Fuel Delivery: EFI w/ 53mm throttle bodies x 2 Lubrication System: Wet sump, 3.6-qt. cap. Transmission: 6-speed, cable-actuated wet assist-and-slipper clutch Final Drive: O-ring chain
Fuel Capacity: 5.3 gals., last 1.1 gals. warning light on MPG: 91 PON min. (low/avg/high) 42.0/46.0/53.5 Estimated Range: 244 miles Indicated RPM at 60 MPH: 3,900
In Detail: 2017 Kawasaki Versus 1000 LT
Just a few miles in the saddle was all it took to remind us why we picked the Kawasaki Versys 1000 LT as Motorcycle of the Year in 2015. Mark’s gear: Shoei RF-SR helmet, Olympia Dakar 2 jacket, Olympia Airglide pants, Tour Master Epic Air boots.
We’ve been fans of the Versys since the 650 model was introduced for 2008. By combining the Ninja 650’s user-friendly parallel twin and 17-inch wheels with tallish suspension and upright ergonomics, Kawasaki created a fun, nimble, affordable “street adventure” bike with a funky name and even funkier styling. In 2015, a revamped, restyled Versys 650 was joined by a liter-sized version based on the Ninja 1000, and we were so impressed by the Versys 1000 LT that we named it Motorcycle of the Year and kept one in our long-term fleet. Except for the color (it’s only available in Metallic Flat Spark Black for 2017), it hasn’t changed over the past two years.
The Versys 1000’s liquid-cooled, 1,043cc in-line four with DOHC and 4 valves per cylinder uses a mechanical throttle rather than electronic throttle-by-wire, but it has two fuel-injection maps, one for Full power (100 percent) and one for Low power (75 percent). Standard safety features include nonswitchable ABS and traction control with three modes plus off, and standard touring equipment includes hand guards, a centerstand, a luggage rack and saddlebags. It doesn’t have a 12V power outlet, but one can be added as an accessory for $84.95.
2017 Kawasaki Versus 1000 LT.
Base Price: $12,999 Warranty: 2 yrs., unltd. miles Website: kawasaki.com
Engine
Type: Liquid-cooled, transverse in-line four Displacement: 1,043cc Bore x Stroke: 77.0 x 56.0mm Compression Ratio: 10.3:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 15,200 miles Fuel Delivery: DFI w/ 38mm throttle bodies x 4 Lubrication System: Wet sump, 4.2-qt. cap. Transmission: 6-speed, cable-actuated wet assist-and-slipper clutch Final Drive: O-ring chain
Frame: Twin-spar aluminum w/ tubular-steel subframe & cast aluminum swingarm Wheelbase: 59.8 in. Rake/Trail: 27 degrees/4.0 in. Seat Height: 33.1 in. Suspension, Front: 43mm USD fork, adj. for spring preload & rebound damping w/ 5.9-in. travel Rear: Horizontal back-link shock, adj. for spring preload (remote) & rebound damping w/ 5.9-in. travel Brakes, Front: Dual 310mm petal discs w/ opposed 4-piston calipers & ABS Rear: Single 250mm petal disc w/ 1-piston pin-slide caliper & ABS Wheels, front: Cast, 3.5 x 17 in. Rear: Cast, 5.5 x 17 in. Tires, front: 120/70-ZR17 Rear: 180/55-ZR17 Wet Weight: 564 lbs. Load Capacity: 470 lbs. GVWR: 1,034 lbs.
Performance
Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on MPG: 91 PON min. (low/avg/high) 38.9/42.9/46.1 Estimated Range: 236 miles Indicated RPM at 60 MPH: 3,600
In Detail: 2018 Suzuki V-Strom 1000
The Suzuki V-Strom 1000 is the grizzled veteran in this group, and its refinement and maturity are real virtues. Greg’s gear: Fly Street Conquest helmet, Fly Street Airraid jacket, Fly Street Cool Pro pants, Dainese Carroarmato boots.
In addition to the Kawasaki Versys 1000 LT, the Suzuki V-Strom 1000 is the other former Motorcycle of the Year in this comparo, having won 15 years ago when it was introduced for 2002 as a “sport enduro tourer.” A major redesign for 2014 included a larger 1,037cc V-twin that made more power and torque, an assist-and-slipper clutch, a new traction control system, a lighter, stronger chassis, less weight and new styling. Updates for 2018 include engine refinements to meet Euro4, Low RPM Assist, a minor styling refresh, a taller reshaped windscreen, hand guards with larger bar-end weights and a lower engine cowl. On the safety front, the V-Strom 1000 has a new five-axis inertial measurement unit (IMU) and what Suzuki calls Motion Track ABS and Combined Braking—also known as cornering ABS—yet the base price increased by only $300, to $12,999. Another $300 gets you the XT model, which adds tubeless spoked wheels and a Renthal Fatbar handlebar.
Standard touring equipment includes a 12V socket on the dash, hand guards and a luggage rack, which is flush with the passenger seat to make it easy to mount a tail bag or duffel. We added Suzuki’s factory accessory saddlebags ($725.95) and mounting brackets ($99.95). A centerstand can be added for $284.95.
2018 Suzuki V-Strom 1000.
Base Price: $12,999 Price as Tested: $13,825 (saddlebags) Warranty: 1 yr., unltd. miles Website: suzukicycles.com
Engine
Type: Liquid-cooled, transverse 90-degree V-twin Displacement: 1,037cc Bore x Stroke: 100.0 x 66.0mm Compression Ratio: 11.3:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 14,500 miles Fuel Delivery: EFI w/ 45mm throttle bodies x 2 Lubrication System: Wet sump, 3.7-qt. cap. Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch Final Drive: O-ring chain
Under the broad promise of “True Commitment”–to adventure, sport and life in general–Kawasaki unveiled several new models at the EICMA show in Milan, Italy, for the upcoming 2018 model year. Ranging from a 400cc entry-level sportbike to a supercharged, 197-horsepower (claimed) sport tourer, with a retro standard and pure sportbike thrown in for good measure, the new models honor Team Green’s World Superbike Championship three-peat (thanks in no small part to rider Jonathan Rea) as well as its past accomplishments as a leader of the Japanese liter-bike movement and the legendary Z1. While we expect to see all of these bikes in Kawasaki’s U.S. lineup, Kawasaki is keeping a lid on the final confirmation until December 1, and we’ll be on the ground at the New York City IMS show when the news breaks. It should also be noted that these images may be of European models, so details and colors may change.
2018 Kawasaki Z900RS in Candytone Brown/Candytone Orange (Images courtesy of Kawasaki)
2018 Z900RS and Z900RS Café We got an up-close and more complete look at the Z1-inspired Z900RS that debuted at the Tokyo Motor Show, plus its newly-unveiled sibling the Z900RS Café. Both bikes are powered by the same 948cc in-line four that powers the Z900, with faux engine fins that are reminiscent of the original Z1’s air-cooled mill. While they look retro, the Z900RS and Z900RS Café benefit from a host of modern conveniences, like a 41mm inverted fork, two-mode Kawasaki Traction Control, an assist-and-slipper clutch, an LED headlight and taillight, and a traditional analog dual-dial instrument with a backlit multifunctional LCD screen.
2018 Kawasaki Z900RS in Covert Green/Flat Ebony2018 Kawasaki Z900RS Café
The standard Z900RS will be available in three colors, Candytone Brown/Candytone Orange, Metallic Flat Spark Black and Metallic Matte Covert Green/Flat Ebony. The Café variation, which adds a café racer-style cowl, dropped handlebar and stepped seat, is available in Vintage Lime Green with a white racing stripe and green-striped wheels. Pricing and availability are TBD.
2018 Kawasaki Ninja H2 SX SE
2018 Ninja H2 SX The Kawasaki that we were most excited to see at EICMA was the mystery supercharged sport tourer that was teased in a video with the tagline “Supercharge Your Journey.” This mystery bike turned out to be the Ninja H2 SX, and while it might not be what we’d really hoped for (a desperately needed update of the Concours 14, which returns relatively unchanged for 2018), it’s still pretty darn cool and probably a hoot to ride.
2018 Kawasaki Ninja H2 SX SE
The engine and supercharger, while appearing quite similar to the Ninja H2’s, actually incorporate a redesigned impeller and intake system, revised gear ratios, and new pistons, cylinder heads, cylinders, crankshaft, camshaft and exhaust. It flows less air, so it’s quieter and requires a smaller, lighter exhaust system. It’s also more fuel efficient, with Kawasaki claiming fuel economy numbers on par with the Versys 1000. If that’s the case, we could expect to see a range in the vicinity of 214 miles.
As expected for a bike capable of carrying a passenger and luggage, the H2 SX’s trellis frame was redesigned and Kawasaki says it can handle a 430-pound load. Its wheelbase is longer and steering head angle shallower, for stability and easy maneuverability at parking lot speeds.
2018 Kawasaki Ninja H2 SX without its optional panniers.
Suspension is fully mechanically adjustable both front and rear, with a remote rear preload adjuster. Otherwise, there are plenty of electronic acronyms: KCMF (the bike’s “brain,” which incorporates a Bosch IMU and oversees the rest of the electronics), KTRC (three-mode traction control), KLCM (launch control, only available on the up-spec SE version), KIBS (cornering and pitch-controlled ABS), engine brake control, three power modes, cruise control and a quick shifter (only available on the SE).
The up-spec SE version also includes a taller windscreen, LED cornering lights that come on in three increments (10, 20 and 30 degrees of lean), steel brake lines, a 12V socket, a centerstand, heated grips, a tank pad and a full-color TFT screen (the standard model has a regular LCD screen). Interestingly, panniers are an optional accessory on both versions.
With a claimed output of 197 horsepower, the Ninja H2 SX might be the fastest sport tourer on the block, but finding out how easy it is to live with will have to wait until we can snag one for a full test. It will be available in two colors: the standard version is Metallic Carbon Gray/Metallic Matte Carbon Gray and the SE is Emerald Blazed Green/Metallic Diablo Black. Pricing and availability are TBD.
2018 Kawasaki Ninja 400 in Lime Green Ebony KRT livery.
2018 Ninja 400 Replacing the Ninja 300 for 2018 is the Ninja 400, with its 100cc bump in displacement resulting in a claimed 9 horsepower gain, for a peak of 48 horsepower. The new bike also utilizes a trellis frame with the engine as a stressed member and the swingarm bolted to the rear of the engine for stability and weight savings–it has a claimed wet weight of 370 pounds.
2018 Ninja 400 in Metallic Spark Black.
The new smallest Ninja also features an assist-and-slipper clutch, more rigid 41mm front fork and 310mm single front brake disc. A 30.9-inch seat height is more than one inch shorter than before, and it utilizes the same analog tachometer/LCD display as the Ninja 650, which includes a gear indicator.
The 2018 Kawasaki Ninja 400 will be available in Metallic Spark Black or Lime Green/Ebony (KRT Edition). Retail price is TBD.
2018 Kawasaki Ninja ZX-10R SE
2018 Ninja ZX-10R SE The littlest Ninja’s big brother, the Ninja ZX-10R, gets a new SE model variation for 2018, and it’s the first Kawasaki motorcycle to feature semi-active electronic suspension (KECS). The KECS system was developed with Showa, and uses its 43mm Balance Free Front Fork and Balance Free Rear Cushion (BFRC) Lite rear shock. Kawasaki claims this is one of the fastest electronic suspension systems in the industry, with control via a direct actuation solenoid valve that allows for a 1-millisecond reaction time, quicker than systems that use step-motors or pilot valves.
The system also utilizes stroke sensors to relay stroke speed and compression data every 1 millisecond, which is combined with data from the IMU (Inertial Measurement Unit) and the bike’s speed from the ECU every 10 milliseconds to tell the solenoids how much damping is required. There are three modes: Road, Track and Manual, which allows the rider to choose rebound and compression damping settings electronically to suit their preferences.
The Ninja ZX-10R also gets forged Marchesini wheels and the Kawasaki Quick Shifter system for clutchless up- and downshifts. It comes in one color, Metallic Flat Spark Black/Metallic Matte Graphite Gray. Price and availability are TBD.
If you looked at Kawasaki’s bombastic Ninja H2 supercharged sportbike back when it was introduced in 2015, and thought to yourself, “Gosh, that’s my bike…if only it didn’t have such an aggressive riding position,” we have just the bike for you. Kawasaki says that the mildly tamed 2018 Ninja H2 SX supercharged sportbike was “developed for the daily applications of today’s sportbike rider.” You can even get matching hard luggage for it. Still scratching your head? Perhaps we should start from the beginning….
At the 2014 Intermot show held every two years in Cologne, Germany, Kawasaki unveiled the 300-horsepower, experts-only, very much non-street-legal Ninja H2R. A month later, it announced a street-legal, 197.6-horsepower version, the Ninja H2, based on the exact same supercharged engine. While its claimed peak horsepower figure was actually below two other liter-class superbikes, the BMW S 1000 RR and the Ducati 1299 Panigale, what the H2 promised above all was exhilarating, breath-taking, chest-pounding acceleration. Consider that the bike wears the Kawasaki River Mark, indicating it was developed by the Kawasaki Heavy Industries Group—including the downforce-inducing bodywork by the Kawasaki Aerospace Company. When a bike needs wings to keep it on the ground, a la Formula One or IndyCars, you know you’re in for a heckuva ride.
The Kawasaki River Mark is reserved for machines of historical significance.
What the H2 isn’t, is practical. Which is where the new H2 SX comes in…as long as you can accept that 197.6 horsepower is practical, because despite its 998cc supercharged in-line four being tuned for more low-to-midrange output, Kawasaki USA’s press release claims the same 200ps (197.6 horsepower) figure as the H2. The new H2 SX is also longer than the H2, with new bodywork, a sturdier trellis frame that’s ready for matching hard luggage and a full-color TFT display. Could this really be the next generation of everyday sportbikes?
The H2 SX’s frame was based on the H2, but was lengthened and strengthened for better sport touring performance.
An important aspect of creating a street-friendly sportbike or touring machine is fuel economy. So while the H2 SX’s engine and supercharger appear very similar to the H2’s, they have actually undergone several changes aimed at making the bike more practical for street riding and touring purposes. The first step was increasing the engine’s thermal efficiency by increasing the compression ratio from 8.5:1 to 11.2:1, with new cast aluminum pistons, cylinder heads and cylinders. The intake and exhaust cam profiles were shortened to match the reduced airflow requirements of street riding, and the supercharger was redesigned with a new impeller, intake chamber, cams and exhaust components. Kawasaki USA didn’t provide estimated fuel economy numbers, but the European release we got at the EICMA show claims the H2 SX betters the current Ninja 1000 sport-touring bike, which averaged 37.3 mpg when we last tested it back in 2014.
Next up on the street-smart list is payload capacity and stability, and the redesigned trellis frame now boasts a 430-pound capacity and is ready to accept Kawasaki’s matching hard side cases. The single-sided forged aluminum swingarm was lengthened by 0.6-inch for added stability at speed, and the steering lock was increased to 30 degrees both left and right for easier low-speed maneuvering.
The H2 SX in Metallic Carbon Gray/Metallic Matte Carbon Gray.
The H2 SX will be available in two trim levels. The base model includes electronic cruise control, all-LED lighting, a 2-mode LCD display, 3-mode Kawasaki Traction Control (KTRC), Kawasaki Intelligent ABS (KIBS), Engine Brake Control, three power modes (Full, 75-percent and 50-percent) and a 5-axis Bosch IMU with a sixth axis (yaw) calculated by Kawasaki’s proprietary software developed through World Superbike racing experience. The H2 SX SE adds LED cornering lights, a full-color TFT display, a larger windscreen for touring, Kawasaki Launch Control Mode for wheelie and wheel spin control, a quickshifter for clutchless up- and downshifts, braided steel brake lines, heated grips and a centerstand. Both models feature a fully adjustable 43mm KYB fork and fully adjustable KYB 40mm rear shock with remote preload adjuster.
The 2018 Ninja H2 SX is available in Metallic Carbon Gray/Metallic Matte Carbon Gray, at a retail price of $19,000. The H2 SX SE is available in Emerald Blazed Green/Metallic Diablo Black, at a retail price of $22,000. The Kawasaki 28-liter hard saddlebag set is optional, as are other add-ons like an Akrapovič slip-on muffler, helmet lock and Ergo-Fit reduced reach seat.
The leapfrogging continues in the small-displacement sportbike class, and Kawasaki is taking the displacement lead with its new 2018 Ninja 400. Far from a bored-out Ninja 300 with a facelift, the 400 is new from the ground up.
At the Ninja 400’s heart is an all-new 399cc liquid-cooled parallel twin. It utilizes a downdraft intake with funnels that are at different heights, tuning out torque valleys, and has a larger 5.8-liter airbox, increasing intake efficiency and performance, especially at high rpm. The 32mm throttle bodies have oval-shaped butterfly valves that allow for quick throttle response, and intake and exhaust valve diameters were chosen for optimal performance at high rpm. Kawasaki says the Ninja 400 weighs 19.7 pounds less than its predecessor, and part of that weight savings is due to the new engine design, including aluminum die-cast cylinders, lighter pistons, forged camshafts and a new cooling system with minimal external piping.
The non-ABS version of the Ninja 400 is available in this Candy Plasma Blue color scheme.
A new steel trellis frame was created for the Ninja 400 that uses the shortened engine as a stressed member and tightens the wheelbase by nearly an inch, to 53.9 inches. The die-cast aluminum swingarm was lengthened for stability and handling, and it bolts directly to the back of the engine, eliminating the need for additional bracing and further reducing weight. Additional weight savings come from a slimmer seat, new 5-spoke cast wheels, a more minimalist upper triple clamp and the elimination of the front fender brace—which is possible thanks to the new beefier non-adjustable 41mm fork. The rear shock, meanwhile, offers 5-way preload adjustability via the included tool kit. The largest-in-class bike should have appropriate brakes, and the Ninja 400’s appear to be up to the challenge. A 2-piston caliper grips a big 310mm front disc, while a 220mm disc and 2-piston caliper handle the rear. Nissin ABS is a $300 option.
The 2018 Ninja 400 ABS comes in any color you want, so long as it’s Metallic Spark Black.
Kawasaki says it wants the Ninja 400 to accommodate a wide range of riders in terms of size and riding style, so the bike is fitted with higher clip-on handlebars and more forward footpegs than the outgoing 300. The large-volume bodywork resembles the larger ZX-10R and is designed for clean airflow around the rider rather than completely blocking the wind, and the mirrors are positioned higher and farther apart. A slim 3.7-gallon gas tank and low inch seat height are designed to make it easy for riders to get their feet on the ground.
The 2018 Ninja 400 will be available in three variations: the standard (non-ABS) version ($4,999) comes in either Candy Plasma Blue or Metallic Spark Black; the Ninja 400 ABS is available in Metallic Spark Black ($5,299) or Pearl Solar Yellow/Pearl Storm Gray/Ebony ($5,499), and the Kawasaki Racing Team (KRT) edition is Lime Green and Ebony ($5,499).
2018 Kawasaki Z900RS in Candytone Brown/Candytone Orange.
After weeks of teasing and hinting followed by a global unveil at the EICMA show in Italy earlier this month, U.S. motorcycle enthusiasts will finally get their first in-person look at the new 2018 Kawasaki Z900RS retro sport standard at the New York installment of the Progressive International Motorcycle Show, December 1-3. Based around the Z900’s potent 948cc in-line four, with fully adjustable suspension, ABS and traction control all standard, the new Z900RS promises modern levels of performance with a satisfyingly old school, Z1-inspired look and feel.
The Z900RS’ 948cc inline four is lifted directly from the potent Z900 sport standard, although it’s been tweaked for more low- and midrange grunt.
When we rode the 2017 Z900 in a head-to-head comparison test with the raucous Yamaha FZ-09 (renamed the MT-09 for 2018), its smooth, tractable power and well-matched chassis and engine won us over, and with that DNA we’re hoping the retro RS is just as fun. The two bikes share an engine and suspension components, but both have been tweaked for the RS. The liquid cooled, DOHC, 16-valve, 948cc in-line four was retuned for more low-to-midrange grunt—Kawasaki claims the RS pulls harder than the standard Z900 up to 7,000 rpm—with shorter cam timing, a reduced compression ratio (10.8:1, down from 11.8:1) and a 12-percent heavier flywheel. The engine covers and cylinder heads were redesigned as well, with faux cooling fins and die-cast aluminum covers reminiscent of the classic Z1. Like the Z900, the RS is equipped with an assist-and-slipper clutch for easy lever pull and smooth downshifting.
Twin analog dials are matched with a modern backlit LCD display.
A good engine deserves a good exhaust, and to that end Kawasaki says it used acoustic research to create the ideal tuned sound for the first time ever. The stainless steel system has a 4-into-1 design, with double-wall header pipes with a narrower (compared to the Z900) 28.6mm inner diameter that contributes to the RS’ low-to-midrange power.
The new high-tensile steel trellis frame incorporates a slighter longer rake and shorter trail than the Z900, for a laid-back look that Kawasaki says is still light and flickable. Its higher, flatter subframe holds a classic bench seat with a somewhat lofty 32.9-inch height. The teardrop gas tank holds 4.5 gallons, and wet weight is a claimed 474 pounds, about 10 more than the Z900.
A chrome passenger grab rail can be easily removed for a clean look.
The RS’ suspension is identical to that used on the Z900, with the notable addition of 10-way compression adjustability on the now fully adjustable 41mm fork. The horizontal back-link rear shock is still adjustable only for rebound damping and preload. Suspension travel is the same, with 4.7 inches available at the front and 5.5 inches at the rear, but it’s a bit softer sprung for a more street-friendly ride. Braking power is provided by radial mount 4-piston monobloc calipers squeezing dual 300mm discs up front, and a single-piston pin-slide caliper gripping a 250mm disc at the rear. Unlike the Z900, ABS is standard.
Kawasaki says the entire Z900RS was based around its retro teardrop gas tank.
Also setting the RS apart from its sporty sibling is the addition of Kawasaki Traction Control (KTRC) with two riding modes plus off. Mode 1 allows for some wheel slip for sporty riding, while Mode 2 limits wheel spin on slippery surfaces. In the event that “excessive” wheel spin occurs, Mode 2 will also intervene to reduce engine output until the rear wheel regains grip.
The 2018 Z900RS in Metallic Flat Spark Black.
The Z900RS will be available in two color schemes, Metallic Flat Spark Black ($10,999) and Candytone Brown/Candytone Orange ($11,199). We’ll be getting our first ride on the new Z900RS in just a couple of weeks, so look for more details later this month. But with classic Z1-inspired good looks and a fully modern powerplant, electronics and suspension, we’re betting the Z900RS is going to be a fun ride.
Inspired by the legendary Z1 superbike from the early ’70s, Kawasaki’s new-for-2018 Z900RS is a perfect blend of retro styling and modern performance. (Photos by Drew Ruiz)
These days retro bikes are everywhere you look. Instagram is full of millennials with tattoos and trucker hats showing off their old Honda CB-turned-café racers (there are more than 2.5 million posts tagged with #caferacer). Triumph has been making its “modern classic” Bonnevilles since 2001, but in recent years other manufacturers have jumped on the new-bike-that-looks-old bandwagon. There are BMW R nineTs, Ducati Scramblers, Honda’s CB1100, Moto Guzzi V7s and V9s, Royal Enfield’s Continental GT and Interceptor, Suzuki’s VanVan 200 and Yamaha’s XSR models. (Of course, as far as American-made V-twins are concerned, classic styling has always been the name of the game.)
Like the original Z1, the 2018 Kawasaki Z900RS has a teardrop tank, a round headlight, bullet shaped analog gauges and a bench seat. The optional Candytone Brown/Candytone Orange paint is a must-have $200 upgrade.
Arriving fashionably late to the retro party is the Kawasaki Z900RS, a new-for-2018 model based on the Z900 sport standard that pays homage to the company’s legendary 1973 Z1, a 903cc superbike designed to beat Honda’s groundbreaking CB750. To prove its mettle, the Z1—codenamed “New York Steak” during development because it was full of flavor and packed with protein—was put to the test, setting 46 speed records, including the 24-hour endurance world record, averaging 109.64 mph for 2,631 miles at Daytona International Speedway and beating the old record by nearly 20 mph. Yvon Duhamel rode a Yoshimura-tuned Z1 to a Daytona lap record of 160.288 mph, and, a few years later, Reg Pridmore piloted a Z1 to win the 1977 AMA Superbike Championship. That sort of performance got everyone’s attention, and during the motorcycle-mania of the mid 1970s, the Z1 sold so well that, according to Kawasaki’s American R&D and public relations manager at the time, Bryon Farnsworth, “the Z1 accounted for 80 percent of Kawasaki’s profits on motorcycle sales.”
Compared to the Z900 sport standard it’s based on, the Z900RS has a more relaxed riding position and a smoother engine.
Although the Z1 was considered a superbike in its UJM heyday, by contemporary standards of styling and ergonomics it slots into the sport standard segment. For liter-class track dominance, Kawasaki has its Ninja ZX-10R, the bike on which Jonathan Rea won his third consecutive World Superbike Championship in 2017. But for street-ready performance and a sensible riding position, Kawasaki’s Z family is the way to go, and the Z900, which debuted for 2017, was the perfect platform for creating a modern-day Z1.
The Kawasaki Z900RS has a liquid-cooled, fuel-injected 948cc in-line four. For a retro look, machined fins and covers resemble those on the Z1’s air-cooled engine. Full stainless steel 4-into-1 exhaust system is buffed to a shiny finish.
Creating the template for decades of performance to come, the original Z1 was the first production superbike powered by a DOHC in-line four-cylinder engine (the CB750 was SOHC until 1979). That’s been the engine configuration of choice for Japanese sportbikes ever since, and the Z900 is no different. What was record-breaking performance in the ’70s, however, is quaint by today’s standards. The air-cooled, carbureted Z1 made 82 horsepower at the crank and weighed 542 pounds, but the liquid-cooled, fuel injected Z900 makes 113 horsepower at the rear wheel and weighs 462 pounds.
Kawasaki nailed the Z900RS’s retro styling, but it went beyond mere looks and revised the engine, exhaust, chassis and ergonomics as well.
Building a proper retro bike starts with the styling, and Kawasaki did a bang-up job. Like the Z1, the Z900RS has a round headlight, bullet-shaped gauges with analog faces, a teardrop tank and a small kick-up on the rear fender. It even has real bungee hooks and is available with the iconic root beer-and-orange metallic paint job (Kawasaki calls it Candytone Brown/Candytone Orange, and it costs $200 more than the standard Metallic Flat Spark Black). Sadly, the Z1’s quad chrome exhaust pipes didn’t make the cut. Instead, the RS has a 4-into-1 with the muffler on the right side, a full stainless steel system that’s buffed to a mirrored finish. And instead of wire-spoke wheels and tube-type tires, the RS rolls on cast wheels with flat spokes designed to resemble wire spokes and Dunlop Sportmax GPR-300 tubeless radials.
One of the many modern but subtle touches on the Kawasaki Z900RS is the classic round headlight that’s illuminated by bright LEDs.
But the RS is not just a styling exercise. To give the RS the right feel and sound, Kawasaki also revised the Z900’s engine, exhaust, chassis and ergonomics. For more low-to-midrange power and smoother running, the 948cc in-line four has revised cam profiles, lower compression, a heavier flywheel, a second gear-driven balancer and narrower exhaust headers. A first on a Kawasaki, acoustic research was used to develop the RS’s exhaust note. Purring at idle, it emits a sharp, metallic howl when the throttle is twisted and jams like a classic rock anthem when rowing through the gears.
In direct sunlight, especially in the late afternoon, the classic “root beer and orange” (Candytone Brown/Candytone Orange) paint job really shines.
Mated to an assist-and-slipper clutch, the easy-shifting 6-speed transmission has a shorter first gear, taller sixth gear and increased final gear ratio to help the RS get off the line quicker, accelerate smoothly and cruise comfortably. There’s no throttle-by-wire or riding modes, but since the bike is targeted at a sensible demographic (35-55 year-olds), ABS and traction control are standard equipment. Triple disc brakes, with a pair of 300mm front rotors squeezed by 4-piston radial-mount monoblock calipers, slow things down, and a fully adjustable upside-down KYB fork and a rebound- and preload-adjustable KYB Horizontal Back-Link shock keep the chassis under control.
Classic meets modern in the Kawasaki Z900RS cockpit, with round mirrors, analog gauges and a multifunction LCD.
Throwing a leg over the Z900RS for the first time at the press launch in Los Angeles, it took me right back to the carefree days of my youth, when Dad took me on leisurely motorcycle rides in the country and I’d have a front-row seat, wedged between him and the gas tank. Settling into the RS’s wide bench seat, I was greeted by a pair of chrome-bezeled gauges and, between them, a big, red oil pressure light and a tasteful white-on-black digital display (functions include gear position, fuel level, clock, engine temperature, TC level, odometer, dual tripmeters, fuel consumption and an economical riding indicator). Round mirrors on long stalks provide a commanding rearward view. Compared to the Z900, the RS has a slightly taller seat height (31.5 inches), a wider, higher handlebar that’s closer to the rider and footpegs that are lower and farther forward.
With more than 100 horsepower at the rear wheel and less than 500 pounds of curb weight, the Kawasaki Z900RS is a blast on back roads.
My initial test ride was less than 100 miles, and it involved dozens of stops and U-turns for photo passes, but every bit of it was on city streets and canyon roads that I know intimately. Having put test miles on the Z900, the RS felt like an entirely different motorcycle, with a less sporty riding position, a more refined engine feel and a casual, laidback attitude. But, quite unexpectedly, throttle response was overly sensitive, making it difficult to maintain smooth throttle over bumpy pavement and in tight, technical corners. The standard suspension settings felt too soft for fast-paced riding, but dialing things in for my weight and riding style could very well solve that problem.
The wide, flat bench seat on the Kawasaki Z900RS is comfortable and looks old-school cool. Check out the bungee hooks and helmet lock!
The Z900RS possesses two key ingredients—more than 100 rear-wheel horsepower and less than 500 pounds of curb weight—for having a good time on back roads. And with its engine solidly mounted in a trellis frame, there’s none of that “hinge in the middle” quality of true vintage bikes. With a more neutral stance, a longer wheelbase and a tad more rake (but less trail) than the standard Z900, the RS strikes a nice balance between straight-line stability and curvy-road nimbleness. There’s plenty of cornering clearance and tire grip to lean the RS way over on your way to the apex, plenty of power to blast out of the corner and plenty of brakes to scrub off speed and do it all over again. Or, if you’re in a mellow, sightseeing mood, the RS makes for an ideal easy-like-Sunday-morning cruiser.
Today’s functional, classic-looking attire—as well as Shoei’s RF-SR helmet in Tangerine Orange—allow riders of neo-retro bikes to travel back in time with the benefit of modern protection.
Even though the Kawasaki Z1 came out around the time I was born and was long gone by the time I got interested in motorcycles, it still appeals to me. There’s something timeless about bikes from the golden era of the ’70s. But as cool as the Z1 looks, I know that it had way more engine than its chassis, suspension, brakes and tires could really handle. And I have zero interest in keeping 44-year-old carburetors clean and synchronized. That’s what makes the Z900RS—a new bike with old-school styling—such an attractive proposition. You get the best of both worlds: a bike that scratches the nostalgic itch as well as the benefits of modern engineering. Throw on a few accessories like the chrome passenger grab rail, throwback tank logos and a centerstand, and I’m in.
This handy guide includes all new or significantly updated street-legal motorcycles for the 2018 model year (we snuck in a few early-release 2019 models too). Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, road tests about each bike. This guide will be updated as more new/updated models are announced, and when we’ve had a chance to ride them and report our impressions.
2018 Aprilia Dorsoduro 900 (Photo by Brian J. Nelson)
Aprilia’s V-twin supermoto grows from 750cc to 896cc for 2018 and gets other updates to its engine, clutch, gear, instrumentation and more. MSRP is $10,999.
BMW has throughly updated its F-series adventure bikes, with a larger 853cc engine with a new firing interval and dual counterbalancers (claimed output is 77 horsepower in the street-oriented F 750 GS), new electronics, updated styling and more. Price is TBD.
BMW has throughly updated its F-series adventure bikes, with a larger 853cc engine with a new firing interval and dual counterbalancers (claimed output is 95 horsepower in the off-road-oriented F 850 GS), new electronics, updated styling and more. Price is TBD.
Based on the G 310 R (see below), this wee GS has the same 313cc, 34-horsepower single and styling that’s a spitting image of the globetrotting R 1200 GS. First announced in late 2016, production delays bumped it to the 2018 model year. Price is TBD.
This is BMW’s first foray into the sub-500cc roadster segment. The little naked bike is powered by a 313cc single that makes a claimed 34 horsepower, and it weighs just 349 pounds. Announced in late 2016 with a press launch in December, production delays bumped it to the 2018 model year. MSRP is $4,750 (including ABS).
A blacked-out bagger based on the 6-cylinder, 160-horsepower K 1600 GT sport-touring platform. We rode it at the press launch in Asheville, North Carolina, and then rode it more than 3,000 miles through 14 states in 5 days for a thorough tour test. MSRP starts at $19,999.
2018 BMW K 1600 Grand America with the Style Package (two-tone Austin Yellow metallic and Blackstorm metallic with a chrome accent on the front fender)
If the K 1600 B bagger above appeals to you but you’d like one with a trunk, then the K 1600 Grand America is for you. It not only adds a trunk with a passenger backrest but also a taller windscreen, standard footboards and a higher level of standard equipment for long-haul, two-up touring. MSRP starts at $23,195.
Built by Zongshen in China, the new-for-2018 250CR is a cafe racer powered by an air-cooled, 250cc single and is based on the TT250 model. For pricing and details, visit cscmotorcycles.com.
This tribute to Ducati’s twin-cylinder World Superbike legacy claims to be the most powerful production twin-cylinder motorcycle in history, with a claimed 209 horsepower, harnessed to “the most advanced aluminum monocoque chassis.” Want to add one to your collection? The Panigale 1299 R Final Edition is shipping to U.S. dealers in limited quantities with an MSRP of $39,900.
Ducati’s “supermid” 959 Panigale sportbike will be offered in a special Corse version for 2018. Its powered by the 955cc Superquadro L-twin as the standard 959 Panigale, but it gets Öhlins suspension and steering damper, titanium Akrapovič silencers and a lithium-ion battery, saving 5 pounds of weight. MSRP is $17,595.
The 803cc Desmodue air-cooled L-twin powered Monster 797 is being replaced for 2018 with the Monster 797+, which is essentially the same bike with a headlight fairing and pillion seat cover added on at no additional cost. MSRP starts at $9,295.
Introduced for 2015 and updated for 2018, the middleweight Monster 821 is now Euro4 compliant (claimed engine output is down a bit) and it gets a styling refresh, a new full-color TFT display and an optional up/down quickshifter. MSRP starts at $11,995.
2018 Ducati Multistrada 1260 S Touring (Photo by Milagro)
Ducati’s very popular Multistrada line, which introduced the “4 bikes in 1” concept for sport, touring, urban and enduro riding, gets a displacement bump from 1,198cc to 1,262cc for its Testastretta DVT L-twin, chassis and suspension updates, and more. Its available in standard, S and Pikes Peak variants. MSRP starts at $18,695.
For 2018, the Multistrada 950 Touring package will be available as a factory option. The Touring model joins the standard Multistrada 950 in Ducati’s lineup and includes color matched locking side cases and a centerstand. The standard model is available in dealers now, with the Touring shipping in December 2017. MSRP for the Touring model starts at $13,995.
As the 1299 Panigale Final Edition above indicates, Ducati is moving from a traditional V-twin in its Panigale superbike to a V4. This new bike makes a claimed 214 horsepower, weighs just 436 pounds wet and has an 1.1:1 horsepower-to-kilogram ratio. But there’s much more, and its available in standard and two up-spec versions, the Panigale V4 S and Panigale V4 Speciale. MSRP is $39,995.
With its many colors, styles and variations, Ducati’s Scrambler has been the most fun, playful model in years. And now it comes in a liter-plus size, based on the old Monster 1100, with increased power, new electronics and more. The Scrambler 1100 is available in standard, Special and Sport variants. MSRP starts at $12,995.
The new Scrambler Mach 2.0 was created in collaboration with Roland Sands, and its design echoes the SoCal atmosphere of the 1970s with a distinctive color scheme, larger gas tank, low handlebars and flat-track inspired seat. MSRP is $10,795.
For 2018, all Softail models (the family now includes former Dyna models such as the Fat Bob, Low Rider and Street Bob) will be powered by a dual-counterbalanced version of the Milwaukee-Eight V-twin (107ci or 114ci with oil-cooled heads) that’s rigidly mounted in a new lighter, stiffer steel frame. They also feature new Showa suspension, updated styling and more. The Pro Street-styled Breakout starts at $18,999, is available in 107ci or 114ci and features a fat 240mm rear tire, standard ABS and a smooth-top 3.5-gallon tank with hidden digital riser gauge.
2018 Harley-Davidson CVO Limited (Photo by Kevin Wing)
CVO stands for Custom Vehicle Operations, which is Harley-Davidson’s top-of-the-line factory custom division. The CVO Limited is a premium touring machine boasting claimed best-in-class power, stunning paint and the ultimate in rider and passenger comfort. It’s also equipped with the BOOM! Box 6.5GT infotainment system, remote locking luggage, a tire pressure monitoring system and a Tour-Pak carrier LED bezel, LED indicators and an LED light surround. It’s available in two must-be-seen-to-be-appreciated colors: Burgundy Cherry Sunglo Fade and Black Earth Fade. MSRP starts at $42,949.
The ultimate bagger with swagger, the CVO Road Glide gets the 117ci Milwaukee-Eight engine, a 600-watt BOOM! Box 6.5GT audio system with wireless headset and a sleek new front fender that drapes over the first Harley factory-installed 21-inch Knockout front wheel. It’s available in three premium paints schemes: Black Earth/Vivid Black, Orange Lava/Dark Alloy and Gunship Gray. MSRP starts at $41,399.
The CVO Street Glide gets the 117ci (1,923cc) Milwaukee-Eight V-twin that Harley claims is good for 125 lb-ft of torque and a 900-watt BOOM! Box sound system. Choose from three new premium paint schemes, Dark Alloy/Black Denim, Orange Lava/Black and Gunship Gray, with matching Talon wheels and rotors for a complete factory custom look. MSRP starts at $39,949.
One of the new-for-2018 Softails, the classic-looking, heavily chromed Deluxe starts at $17,999 and features standard ABS, full LED lighting and a 5-gallon tank.
With bold, futuristic styling, the new Fat Bob (formerly part of the Dyna family but now a Softail) starts at $16,999, is available in 107ci or 114ci and features an upside-down fork, dual-disc front brakes and a 3.6-gallon tank.
2018 Harley-Davidson Fat Boy (Photo by Brian J. Nelson)
One of the new-for-2018 Softails, the one-of-a-kind Fat Boy starts at $18,999, is available in 107ci or 114ci and features standard ABS, Lakester solid disc wheels shod with 160mm front/240mm rear tires and a 5-gallon tank.
2018 Harley-Davidson Heritage Classic (Photo by Kevin Wing)
The tourer among the new-for-2018 Softails, the Heritage Classic is available in 107ci or 114ci and comes with standard cruise control and ABS, a new detachable windscreen, lockable, sealed, water-resistant saddlebags, taller suspension, more load capacity and a 5-gallon tank. MSRP starts at $18,999.
The new Road Glide Special gets a new blacked-out look for 2018. New Talon wheels (19-inch front, 18-inch rear), black components like the engine guard, fork, handlebar, turn signals, tank console, air cleaner, engine cover, mufflers and exhaust shields, and custom touches like the stretched saddlebags, accentuate the Special’s new look. The 2018 Road Glide Special is available in Vivid Black, Wicked Red, Bonneville Salt Pearl and Hot Rod Red Flake Hard Candy Custom paint, starting at $26,299.
At the EICMA show in Milan, Italy, Harley-Davidson unveiled the 9th member of the Softail family, the new Sport Glide with a quick-release fairing and saddlebags. Love those Mantis wheels! Pricing starts at $18,599.
With mini-ape handlebars and a custom look, the Street Bob (formerly part of the Dyna family but now a Softail) starts at $14,499 and features the 107ci Milwaukee-Eight, a 3.5-gallon tank and a hidden digital gauge.
The winner of our 2017 Bagger Comparo, the Street Glide Special gets a new blacked-out look for 2018. New Talon wheels (19-inch front, 18-inch rear), black components and stretched saddlebags adds to the custom style. The 2018 Street Glide Special is available in Vivid Black, Twisted Cherry, Bonneville Salt Denim and Hot Rod Red Flake Hard Candy Custom paint, starting at $25,999.
Honda says the CB650F, a naked, sport standard version of the CBR650F that’s powered by a 649cc DOHC in-line four, will come to the U.S. as a 2018 model. MSRP starts at $8,249.
For 2018 the CB1000R gets a radical restyling inspired by the Neo-Sports Café Concept machine showcased at the Tokyo Motor Show, as well as updates to its engine, electronics and more. Pricing is TBD.
Honda has updated its best-selling adventure touring bike, the Africa Twin, for 2018, with improvements to the engine, electronics, ergonomics and more. It has also added a new version that’s equipped for long-haul touring. The new CRF1000L2 Africa Twin Adventure Sports has a larger gas tank, taller suspension, more wind protection, a bigger skid plate, crash bars and much more. Price will be $2,000 more than the standard Africa Twin, but 2018 pricing is TBD.
A long time coming, the venerable Gold Wing—Honda’s flagship motorcycle for more than four decades—has finally been updated. Available in two versions, the standard Gold Wing “bagger” and the Gold Wing Tour with a trunk and cushy passenger accommodations, the quintessential luxury touring has been thoroughly reworked from the ground up and is now much lighter and more sophisticated. MSRP starts at $23,500 for the Gold Wing (no trunk) and $26,700 for the Gold Wing Tour (with trunk).
Based on the KTM 390 Duke, Husqvarna’s all-new Svartpilen 401 (Swedish for “Black Arrow”) is a modern-day scrambler powered by a 373cc single. Pricing is TBD.
Shown in concept form at EICMA in 2015, the KTM 390 Duke-based Husqvarna Vitpilen 401 (Swedish for “White Arrow”) is finally ready for production, with unique sculpted styling, spoked wheels, a steel trellis frame and a 373cc single. Pricing is TBD.
New to Indian’s Chieftain family is the Chieftain Classic (starting at $23,999) that features a 16-inch front wheel with the iconic valanced front fender, a genuine leather seat with fringe, the Ride Command infotainment system and much more. (Although “Classic” has been added to the model name, it’s essentially what the standard Chieftain used to be; for 2018, the standard Chieftain will run a 19-inch front wheel with an open fender.) The Chieftain Classic is available in three colors: Indian Motorcycle Red, Thunder Black Pearl and Star Silver Smoke.
For 2018, Indian’s mid-sized Scout cruiser, which is powered by a liquid-cooled, 1,133cc V-twin with DOHC and 4 valves per cylinder that makes a claimed 100 horsepower and 72 lb-ft of torque, gets an updated look and improved performance. Now standard are a cartridge fork front suspension and Pirelli tires, along with passenger accommodations, including a genuine leather passenger pillion and pegs. Starting at $11,499, the Scout receives two new colors for 2018, Metallic Jade and Willow Green over Ivory Cream.
2018 Indian Scout Bobber (Photo by Barry Hathaway)
Inspired by motorcycles stripped-down and hot-rodded by young veterans after World War II, the new Scout Bobber takes a dark, less-is-more approach to styling. There’s less chrome and fewer shiny bits, the fenders have been clipped and the riding position is more aggressive, with a longer reach to the tracker-style handlebar but a shorter reach to footpegs and controls. The non-adjustable fork offers the same 4.7 inches of travel, but it now has a cartridge design for better compliance. MSRP starts at $11,499.
The Springfield line now includes a Dark Horse variant, a blacked-out, toughed-up bagger, starting at $20,999. Similar to Indian’s other Dark Horse models, the Springfield Dark Horse features matte black paint with gloss black details. It also features an open fender to showcase the new 19-inch ten-spoke, blacked-out front wheel, and its quick-release windshield features a blacked-out bracket.
2018 Kawasaki Ninja 400 in Lime Green Ebony KRT livery.
The Ninja 400 pushes the once quarter-liter class even higher, replacing the outgoing Ninja 300 for 2018. An assist-and-slipper clutch and stiffer fork lead off improvements. MSRP starts at $4,999.
We finally learned what “Supercharge Your Journey” means, with the supercharged Ninja H2 SX, featuring a revised supercharger lifted from the H2 ultra-bike. Practical? Who cares, we still want to take one for a ride! MSRP starts at $19,000.
Inspired by Kawasaki’s legendary Z1 superbike from the early ’70s, the Z900RS is based on the Z900 sport standard but has spot-on retro styling (including an optional root beer and orange paint job), more relaxed ergonomics and a smoother engine. MSRP starts at $10,999.
At the EICMA show in Milan, Italy, KTM North America announced its 2018 lineup, which includes the new 1290 Super Adventure S. Based on the off-road-focused 1290 Super Adventure R that debuted for 2017, the S model has the same 160-horsepower, 1,301cc V-twin but trades the R’s big spoked wheels for 19-/17-inch cast wheels, the manually adjustable suspension for semi-active suspension and other changes to make it street-ready.
Royal Enfield ups its game for 2018 with a new 648cc parallel twin. One of the first models to get it is the Continental GT, with classic café racer styling and what we hope will be a sub-$7,000 price. Details will follow in spring 2018.
The Interceptor of the 1960s was known as “Britain’s Lost Twin,” since Royal Enfield went under shortly after its launch. Now the Interceptor is back, powered by the new 648cc parallel twin. Details to follow in spring 2018.
The GSX-S750 is now a 50-state model, with engine tweaks, shorter final drive gearing for quicker acceleration, new traction control, Easy Start and Low RPM Assist systems, and new wheels. The GSX-S750Z has ABS and matte black paint. MSRP starts at $8,299.
The 2018 V-Strom 1000 gets refreshed styling, Suzuki’s Easy Start and Low RPM Assist systems and the “Motion Track Brake System” (aka cornering ABS). MSRP starts at $12,999.
The XT version of the V-Strom 1000 model features a large-diameter, tapered aluminum handlebar and spoked wheels with tubeless tires. MSRP starts at $13,299.
2018 Triumph Bobber Black (Photo by Kingdom Creative)
Since being introduced for 2017, the Bonneville Bobber has become the top-selling model in Triumph’s lineup. In addition to its blacked-out styling, the new Black replaces the 19-inch front wheel with a 16-incher shod with a fat Avon Cobra tire, gets it a beefier, upgraded 47mm Showa cartridge fork and adds a second front brake disc. MSRP starts at $13,150.
Triumph has updated its iconic, bug-eyed streetfighter, the 1,050cc in-line triple-powered Speed Triple. Now available in top-spec RS and base-model S versions, it now boasts 148 horsepower and 83 lb-ft of torque. The Speed Triple RS features fully adjustable Öhlins suspension, cornering ABS and traction control, and other upgrades, while the Speed Triple S features fully adjustable Showa suspension. Both models have gotten a styling refresh, a full-color TFT display and more.
2018 Triumph Speedmaster (Photo by Kingdom Creative)
One of the last models in the Bonneville family to get upgraded to the new liquid-cooled engine, the Speedmaster cruiser is a fraternal twin of the Bonneville Bobber Black, sharing the same High Torque version of the 1,200cc parallel twin and the cage-style swingarm that gives the bike a hardtail look. Pricing starts at $13,150.
Triumph has revamped its Tiger 800 adventure bike lineup for 2018, which is available in six different model configurations: XR, XRx, XRx Low Ride Height (LHR), XRT, XCx and XCA. Pricing is TBD.
2018 Triumph Tiger 1200 XCA (Photo by Kingdom Creative)
Triumph has revamped its Tiger 1200 adventure bike lineup for 2018 (and dropped the “Explorer” moniker), which is available in six different model configurations: XR, XRx, XRx Low Ride Height (LHR), XRT, XCx and XCA. MSRP starts at $16,500.
This is certainly the most original new motorcycle, a two-wheels-in-front leaning trike powered by the 847cc Crossplane Concept in-line triple from the FZ-09. The Niken should be an absolute blast to ride, with a crazy amount of front-end grip and stability, made possible by the Ackermann dual-axis steering mechanism, cantilevered suspension system with two forks on each of the front two wheels and grippy tires. And yes, it’s coming to the U.S. in late 2018. Pricing is TBD.
A bagger based on the new-for-2018 Star Venture (see below), the Star Eluder foregoes the top trunk, passenger backrest, Sure-Park System (electric forward/reverse) and a few other amenities. MSRP starts at $22,499.
2018 Yamaha Star Venture (Photo by Brian J. Nelson)
Yamaha has jumped back into the luxury-touring game in a big way with the all-new Star Venture. Although the new bike resurrects a legendary name, the old Venture’s liquid-cooled V-4 has been dropped in favor of an updated version of the air-cooled, 1,854cc V-twin from the Raider. Yamaha says the Star Venture is the “ultimate transcontinental touring motorcycle.” MSRP starts at $24,999.
The FJ-09 sport tourer has been updated for 2019 with fresh styling, a one-hand-adjustable windscreen, improved ergonomics and a longer swingarm, and it will henceforth go by the Euro-spec name Tracer 900 as “part of Yamaha’s ongoing initiative to unite the global community of Tracer riders who share the ‘Roads of Life.'” Pricing is TBD.
Joining the updated Tracer 900 is the up-spec Tracer 900 GT, a touring-ready model with saddlebags, a full-color TFT instrument panel, higher-spec suspension, a quickshifter, cruise control and heated grips. Pricing is TBD.
Like the FZ-09-based XSR900 that was introduced for 2016, the new-for-2018 Yamaha XSR is based on the FZ-07 naked sportbike, which is powered by a 689cc Crossplane Concept parallel twin, and has neo-retro styling influenced by Yamaha’s XS series of motorcycles produced from the late ’60s to the 1980s. Pricing starts at $8,499.
As with other models in the lineup, for 2018 the Zero SR (above) gets more power, more range and faster charging.
Zero’s 2018 electric motorcycle lineup includes 6 models (DS, DSR, FX, FSX, S and SR), all of which feature more power, more range and faster charging.
Kawasaki has upped the ante with the 2018 Ninja 400. Not only does it outdo its Japanese competition displacement-wise, it’s also a true sportbike at home on both the track or street. (Photo by Kevin Wing)
A funny thing (well, two things actually) happened as I rounded turn 7, a 180-degree hairpin that catapults you down the backstretch of the hilly Sonoma Raceway, on the new 2018 Kawasaki Ninja 400. It was late afternoon, the last session of the day, and the mild early February sun was backlighting the massive green hill guarding the west side of the track.
Thing One was that I even noticed said sunlight or the hill at all. In fact, I noticed all kinds of things that wouldn’t normally show up on my radar when I’m riding about as hard as I can around a racetrack. Oh, look at that bird up there! Is that a hawk? Gosh, the sunlight looks pretty on those hills. And…are those sheep? Yep, those are sheep.
Thing Two was that I realized I’d spent all day flogging a 399cc motorcycle around a track, and not once had I thought, “I wish this thing had more power.”
In a nutshell, I was having an absolute blast.
As much as we like the KRT lime green color scheme, this Pearl Solar Yellow/Pearl Storm Gray/Ebony variation is our favorite. (Photo by Kevin Wing)
Walk through the paddock at your local track day and ask the riders (many of whom likely also race at the club level) about their first sportbike. Many will tell you that it was a Ninja 250R. The trouble with a 250, though, is that it can be easy to outgrow, and for many riders it’s just not powerful enough to cope with freeway traffic. Plus bigger’s always better, right? Not quite—500 or even 650cc “entry level” sportbikes have existed in all four Japanese OEM lineups at some point, but they are often perceived (correctly or not) as dumbed-down versions of the “real” sportbikes. Three of the Big Four have already bumped up their quarter-liter machines to 300cc, including Kawasaki, but with the 2018 Ninja 400, Team Green is throwing down the gauntlet.
A 103cc bump in displacement over its Ninja 300 predecessor is only the beginning. The Ninja 400 is all-new, with upgraded suspension, a new chassis and better brakes. (Photo by Brian J. Nelson)
The Ninja 400 is all-new, from its larger 399cc, DOHC parallel twin, to its assist-and-slipper clutch, to its steel trellis frame that uses the engine as a stressed member, and a swingarm that bolts directly to the back of the engine a la the Ninja H2 hypersport models.
In addition to the extra 103cc, Kawasaki says that the new engine’s improved performance is due in large part to its downdraft intake and large, 5.8-liter airbox. It spins up quickly, with most of the fun happening above 6,000 rpm. It’s not as dependent on high rpm as its 250 or 300cc brethren—executing a quick pass at highway speed still requires dropping a gear and grabbing a handful, but if you’ve got more room a downshift is no longer a requirement.
This graphic illustrates how minor the difference in size between the old 300 and the new 400.
On paper, the Ninja 400 is a rock star in its class. Kawasaki claims an output of 44.8 horsepower and 28 lb-ft of torque, which is on par with the racy KTM RC 390 and should handily best any of the Japanese 300s. Verification will have to wait until we can pull together a comparison test, but Kawi brags that the Ninja 400 will out-accelerate Yamaha’s R3 to the tune of seven bike lengths from zero to 200 meters, and in a 6th-gear roll-on from 75 mph, it will be 4.5 bike lengths ahead after 200 meters.
The analog/backlit LCD display is borrowed from the Ninja 650. It’s easy to read at a glance and contains tons of useful information. (Photo by Kevin Wing)
Despite the increased engine displacement, the Ninja 400 weighs in at a svelte 362 pounds (claimed, wet; the ABS model adds 4 pounds). That’s more than 17 pounds lighter than the Ninja 300, 9 pounds less than the Yamaha R3, and about the same as the single-cylinder CBR300R. Only the KTM RC 390 (also a single) tips the scales with less weight.
On the street, the Ninja 400 is smooth and easy to ride. Handling is confidence-inspiring, perfect for both new riders and those looking to progress their skills. (Photo by Kevin Wing)
A largest-in-class 310mm brake disc, the same size as that used on the Ninja ZX-14R, provides stopping power up front, and a 2-piston caliper squeezes the 220mm rear disc rather than the single piston used on its Japanese competition.
The bike’s suspension was upgraded as well, with a 41mm Showa fork and a new bottom-link rear shock with 5-position preload adjustment (requires the toolkit, which is included). I found it to be stiffer but more compliant than the previous model—ideal for the track and much better on gnarly roads than before, although larger testers still managed to bottom out over the worst bumps.
The 310mm front brake disc is the largest in its class. While I experienced some chatter when really clamping down, the brakes worked well. (Photo by Kevin Wing)
So why start a leap-frogging displacement war? When does a small bike stop being small and start being a middleweight? Kawasaki’s reps didn’t answer those questions directly; instead they referred us to their Ninja 250 and 300 owner data, while also pointing out that these models represent half of Kawi’s total sportbike sales in the U.S. Predominately male (80 percent) and mostly new riders (55 percent have been riding for a year or less), their wish list was simple: give us more speed, a larger engine and supersport looks. No real surprises there.
Thank you, Kawasaki, for putting luggage hooks on the tail section! (Photo by the author)
After spending two days on the Ninja 400, one on the street and one on the track, it’s clear that Kawasaki has not only delivered on its owners’ requests, it really knocked this one out of the park. There’s a new line drawn in the small bike sand that the other Japanese OEMs likely won’t ignore.
Kawasaki says the clutch has a 20-percent lighter pull than the Ninja 300; combined with the assist-and-slipper clutch, the Ninja 400 is supremely easy to ride even in stop and go traffic. (Photo by Kevin Wing)
This being a sensible, beginner-friendly bike, Kawasaki paid some attention to everyday comfort and ergonomics. The rider triangle is fairly neutral for a sportbike, with clip-ons mounted to the top of the fork tubes, and handlebars that sit 15mm closer to the rider than the Ninja 300 for a shorter reach and easier handling when riding aggressively. Supersport-style aluminum footpegs are 9mm farther forward and 9mm farther down than the 300’s, contributing to a riding position that should be more welcoming to riders of all sizes.
Curvy road delight on California’s Highway 1! (Photo by Kevin Wing)
The well-padded seat is a reasonable 30.9 inches off the ground, and narrow enough in front that even smaller riders should be able to touch down easily. A redesigned radiator fan cover redirects hot air down and away from the rider, which also helps keep the parts the rider’s legs and knees touch from getting hot. Crawling from stoplight to stoplight at the end of our street ride, I reached down and could feel the hot air being blown down, while the tank and frame remained cool to the touch.
The attractive backlit LCD/analog display (borrowed from the Ninja 650) is easy to read at a glance and includes a bunch of useful info—a clock, gear position, engine rpm (analog), fuel level, coolant temperature and speed are continuously displayed, and the odometer/dual tripmeters and range/fuel consumption data are switchable.
Kawi says around 80 percent of its Ninja 250 and 300 buyers are male…but I bet that figure starts to change in the next few years! (Photo by Kevin Wing)
Kawasaki’s owner data indicates that its Ninja 250 and 300 owners spend more than 50 percent of their riding time commuting, so it makes sense that we spent a full day on the street, riding a combination of freeways, country roads and grinding stop-and-go city traffic. With an easy clutch lever pull and wide engagement point, the stoplights were no problem, but I did notice some annoying vibration in the right grip when we were cruising at higher speeds (indicated rpm at 75 mph was 7,500). The seat and riding position were all-day comfortable, however, and I also appreciated the luggage hooks integrated into the tail.
The back stretch of Sonoma Raceway is a series of long S-curves. We were able to keep the 400’s throttle pinned wide open throughout the stretch—a benefit of small bikes! (Photo by Brian J. Nelson)
On the track, however, we were able to get a complete picture of the Ninja 400’s abilities. In short, it doesn’t feel like a small bike. It’s easy to fling it around, but its short wheelbase/long swingarm design also makes it quite stable and forgiving. There obviously isn’t enough power to get you into serious trouble, but it performs well enough to keep even a pack of jaded superbike-racing journalists (yours truly not included) grinning and having fun all day.
Tucked in, I saw 101mph on the speedometer and the Ninja 400 still had more to give. (Photo by Kevin Wing)
Between the Ninja 400’s weight, performance and handling, I found it to be a Goldilocks combination that should keep experienced everyday sport riders happy, as well as provide an excellent entry point for new riders that won’t be quickly outgrown. The price is right, too; non-ABS Ninja 400 models are $4,999 in Metallic Spark Black and Candy Plasma Blue, and the ABS models come in at $5,299 (Metallic Spark Black) and $5,499 (Pearl Solar Yellow/Pearl Storm Gray/Ebony or the KRT Edition Lime Green/Ebony).
2018 Kawasaki Ninja 400 ABS KRT Edition (Photo by Kevin Wing)
2018 Kawasaki Ninja 400 ABS Specs
Website:kawasaki.com Base Price: $4,999 (non-ABS) Price as Tested: $5,499 (KRT Edition) Engine Type: Liquid-cooled parallel twin, DOHC, 4 valves per cyl. Bore x Stroke: 70.0 x 51.8mm Displacement: 399cc Transmission: 6-speed w/ positive neutral finder, cable-actuated assist-and-slipper clutch Final Drive: O-ring chain Wheelbase: 53.9 in. Rake/Trail: 24.7 degrees/3.6 in. Seat Height: 30.9 in. Claimed Wet Weight: 366 lbs. Fuel Capacity: 3.7 gals. Claimed MPG: NA
2018 Kawasaki Ninja 400 in Candy Plasma Blue (shown with optional accessories; photo by Kevin Wing)
“If intent is enough to convict, anyone purchasing Kawasaki’s 750 Turbo should have his driver’s license revoked,” wrote one moto-journalist in 1984.
This Kawasaki was the last of the corporate turbos, which began with Honda’s CX500T in 1982, moved along in 1983 to Suzuki’s XN65 and Yamaha’s Seca Turbo, and ended here. Though Kawi bean counters probably wondered why anyone bothered doing the project, as the other OEMs had dropped their turbos for the 1984 model year. But the money had been spent, so might as well put it out on the market.
The major question was: Why build a turbocharged motorcycle? It was a complicated and expensive endeavor, and more horsepower could always be added by using a bigger engine…but turbo-mania was in the air. That could be blamed on Kawasaki, which had sold a KZ1000 with an aftermarket turbo kit back in 1978 and ’79 (Retrospective, April 2014) with moderate success. Then the factory boys began fiddling with a KZ650 in 1980, a good bike that had been around since 1976 and was admittedly getting a bit long in the tooth. R&D decided to update the 650, an in-line four with DOHC and two valves per cylinder, by boring out the 652cc engine another 4mm, now 738cc with a 66mm bore and 54mm stroke. And this GPz750 was the model the turbo engineers decided to build on.
The ZX750 Turbo was actually introduced in April of 1983, at an Austrian racetrack. Kawasaki sensibly felt that this bike, with its potential and being ridden by throttle-happy journalists, really needed a closed course rather than public roads. That could happen later when magazines received their test bikes.
First we might briefly examine the turbocharging principal. The basic idea is that the quicker fuel can be crammed into the combustion chambers, the more powerful the engine will be. There are two ways of doing this. The first uses a contraption called a supercharger, a mechanism that literally blows the fuel into the engine…as on Kawasaki’s current Ninja H2 models. The main disadvantages of the supercharger are its expense, and the fact that a drive-mechanism has to be routed from the engine. The turbocharger, on the other hand, is powered by the exhaust gases, and merely requires rerouting the headers into a turbine, which then forces the fuel-air mixture to move along very swiftly.
Kawasaki had taken a good account of the previous turbo efforts, with the biggest complaint always being “turbo-lag”—the time difference between twisting the throttle and the turbo kicking in. To diminish this, the engineers put the turbine as close to the exhaust ports as possible, with the four short header pipes going down to the turbine mounted at the front of the crankcase.
Air intake was another matter, and Kawasaki chose to put the oil-foam filter down low by the countershaft sprocket, allowing for quick access to the turbine, though it was not good on dirt roads. But who would want to ride a turbo on a dirt road? The air rushed into the 47mm compressor, made by Hitachi and capable of spinning at some 200,000 rpm, then sped along to the plenum chamber. The what? The official name for an airbox. Where the boost was pressurized to 11.2 psi as it flowed through the Digital Fuel Injection system.
The Kawi engineers did not like the idea of the engine exploding, as was popular with the previous turbo kit model, so cutouts were engineered if the boost pressure exceeded its prescribed limits, or if the engine revved to more than 11,500 rpm. After all, this Turbo was under warranty, which the earlier unofficial one had not been. However, talented mechanics could figure out how to get more power—which may be one reason why only some 10 percent of the 3,500 Turbos sold in the U.S. still exist.
Engine alterations were few, with less aggressive camshafts, compression ratio lowered to 7.8:1 vs. the GPz’s 9.5:1, and new pistons better designed to cope with the extreme heat that the turbo could create. Rear-wheel power went from a little less than 70 ponies for the GPz to 95 mustangs for the Turbo. Torque went from 41 lb-ft to 63 lb-ft. Kawasaki ads claimed horsepower was 112, but that was probably taken at the crankshaft.
Leaving the crankshaft, the Turbo power went along a strengthened primary chain and a stronger clutch. The output shaft in the gearbox was made heftier, and four out of the five gear ratios were altered to make them taller. Minor alterations came to the full-cradle chassis, with a single-sided swingarm called Uni-Trak mounting a single shock with air adjustability and rebound damping alterations. Up front the 37mm fork tubes also had adjustable air pressure and an adjustable anti-dive system, which testers seemed to like. Rake was 28 degrees, trail, 4.6 inches; this was set up more for the straight line than the curves, but handled quite well wherever it was taken.
Three-spoke cast wheels had a 110/90 tire on the front, 130/80 at the back, with the brakes straight off the GPz1100—dual discs and single-piston calipers on the front, a single disc at the back. Distance between the axle centers was 58.7 inches, and wet weight, with five gallons of gas in the tank, was some 555 pounds.
Get on the saddle, turn the key, push the button and a normal-sounding engine comes to life. Roll along to your favorite country road, hit the throttle at 3,500 rpm and a bit of a lag was evident. However, from 6,000 rpm the boost was smooth…and arm-wrenchingly apparent.
Then Kawasaki introduced the Ninja 900, with liquid cooling, four valves per cylinder, slightly more power…and less expensive. Sayonara, Turbo.
The Gen 1 (first generation) KLR650 might be one of the best used-bike buys in its category, and maybe some others as well.
“Re-Cycling” is a new series highlighting great bikes–and buys–of the past.
Call it a dinosaur, a pack mule, a two-wheeled Jeep––the KLR650 is all of these and more. Kawasaki’s biggest dual-sport has probably been around the world as many times as any two or three other types of overland vehicles combined, and has done it while also proving itself to be one of the most rugged and budget-friendly commuters and trail bikes ever made.
There are people who will tell you that the KLR is slow, its suspension is crude and its front brake is a joke. These people are all telling you the truth. The liquid-cooled 651cc single’s leisurely climb to redline won’t leave you hanging onto the handlebar for dear life, but there’s enough torque to get you past a semi on the highway, or pull you out of mud or sand on a rutted cow trail. It doesn’t seem to mind droning along the Interstate for hours, either, although you might, especially on the stock seat. Forget that complicated fuel-injection foolishness; the KLR gets its fuel through your basic carburetor clamped to the DOHC four-valve head.
Dashboard is as sparsely appointed as the rest of the bike. Speedo, tach, water temp and three indicators tell you all you need to know. No fancy digital stuff here, just needles and lights.
The chassis is a nearly a museum piece, with a simple damper-rod fork, a single rear shock and that woebegone front brake, which cries out for a bigger rotor, better pads and a stainless-steel line. Fortunately the KLR aftermarket is teeming with upgrades for just about every part on the bike, from the chassis to the seat to the exhaust, leading many riders to spend thousands on what started out as a budget bike.
There are several other known weak spots on the first-generation KLRs. The bolts that hold the subframe to the main frame are low grade, and should be replaced with higher-grade bolts if you plan to fit heavy hard cases, or if you ride hard off-road. The stock alternator bleats out a mere 196 watts, barely enough to power auxiliary lights and a heated vest, never mind more robust electrical gadgets. And then there’s the balancer-shaft adjuster, known as the “doohickey,” or just the “doo.” The stock one is fragile and failure prone; if it hasn’t been swapped for a sturdier aftermarket part, it should be at the earliest opportunity.
Even in stock form, the KLR will take you just about anywhere you want to go…eventually.
For serious off-roading, the kind where if you break down you’re on your own, savvy KLR riders disconnect the side-stand and clutch-lever cutout switches, both of which have been known to immobilize a bike when they get wet or rusty, or when they just feel like it. The KLR is better suited to highway riding than most dual-sports, so the stock seat is often shelved for a flatter, firmer one, and the tiny windscreen joins it in retirement in favor of a taller model that blocks the wind more effectively. With a 6.1-gallon gas tank and decent mileage, the KLR650 will take you a long way between fill-ups.
Shopping for a used KLR650 exposes you to the full spectrum of KLR owners, from the ones who bolt on thousands in RTW gear to those who just put in gas and oil and ride the wheels off. Ask if the doohickey has been done, and ask for proof. Check for oil smoke, a poor idle, a dirty air filter, a slack or rusty chain, leaky fork and shock, coolant level, and milky-colored engine oil caused by coolant leaking into the crankcase. Most of what you need to look at is in plain sight, and if anything looks off, move on to the next KLR on your list.
Kawasaki KLR650
1987-2007 Kawasaki KLR650
Pros: Cheap, durable, versatile, hard to kill, easy to love Cons: Almost everything on it is low-tech and can be improved–some things absolutely need to be improved
Displacement: 651cc Final Drive: Chain Wet Weight: 432 lbs. Fuel Capacity: 6.1 gals. Seat Height: 35 in.
2018 Kawasaki Z900RS Cafe. Photos courtesy of Kawasaki.
The masses asked, and Kawasaki listened; after unveiling it at EICMA last fall, then disappointing us by saying it wouldn’t be available in the United States, Kawasaki U.S.A. has announced the 2018 Z900RS Cafe will be available in the States in “limited quantities.”
Based on the popular retro-licious Z900RS, the Cafe version adds a front cowl, a black drop-style handlebar, a cafe racer-style seat with more pronounced hump, a brushed muffler and lime green paint with white racing stripes.
This graphic illustrates the difference in seat height and handlebar position between the standard Z900RS (red) and the Cafe version.
Like the Z900 and Z900RS, the Cafe is powered by a liquid-cooled, DOHC, 16-valve, 948cc in-line four, tuned for strong low-to-midrange response and a tall sixth gear that facilitates easy freeway cruising. Twin 36mm throttle bodies and ECU-controlled sub throttles are designed for smooth throttle response, although we found the Z900RS’ to be on the overly sensitive side.
An assist-and-slipper clutch, ABS and traction control are all standard, as is a fully adjustable upside down KYB fork and a rebound- and preload-adjustable KYB Horizontal Back-Link shock.
The new seat adds about an inch to the seat height. Chrome grab rail shown is an option.
Thanks to its new saddle, the Cafe’s seat height is about half an inch lower than the standard Z900RS, at 32.3 inches, and its extra bits also result in a couple more pounds on the scale (a claimed 474 compared to the Z900RS’s 472).
The Z900RS Cafe will be available in dealerships later this month, and is priced at $11,499.
Editor’s note: This Quick Read is part of our Mini-ADV Comparison Test Review of the Kawasaki Versys-X 300, BMW G 310 GS and Royal Enfield Himalayan.
For many riders, the purpose of an ADV bike is not to hammer truck trails and negotiate rock gardens; it’s to be a comfortable, versatile street bike, with the ability to turn down a dirt road if desired. This is where the Versys-X 300 fits in, and when it was introduced in 2017, Kawasaki described it as a “Multi-Purpose On-Road Touring Bike” (MPORTB?) with an “adventure style and rugged look.”
Indeed, its tall windscreen and fairing, Ninja 300-derived engine and shorter 5.1-/5.8-inch front/rear suspension are juxtaposed with dirt-oriented spoked, tube-type rims (with a 19-incher up front) and roomy ergonomics that make it easy to stand up off-road.
Read our comparison test of the Versys-X 300, BMW G 310 GS and Royal Enfield Himalayan here.
With the proven Ninja 300 engine beating at its heart, the little Versys loves to be wrung out in the twisties.
The high-revving (redline is at a howling 13,000 rpm) parallel twin feels and sounds like a sportbike, and requires plenty of shifting to stay in the powerband. It handles freeway speeds easily, the windscreen keeping the elements at bay and weights on the footpegs and grips taming the worst of the vibes, and the 4.5-gallon tank is good for about 215 miles.
A 290mm front and 220mm rear disc, each clamped by a 2-piston floating caliper, rein in the 39 (claimed) horsepower and 385 pounds of Versys.
Perhaps because of its tall profile and light 385-pound wet weight, it’s susceptible to cross winds, and we also noticed the engine coolant temperature gauge rises nearly to the max when working through rush-hour traffic at 15 to 45 mph, even on a mild day.
Comprehensive dash includes a gear indicator, clock, engine temperature gauge, range to empty and fuel economy, in addition to the usual tachometer, speedometer, fuel guage, odometer and two tripmeters.
The made-in-Thailand Versys-X 300 is available both with and without ABS (non-switchable), and is the only one of our trio to utilize an assist-and-slipper clutch. The assist function is almost overkill; clutch pull is so easy that it suffers from lack of feel, but in stop-and-go traffic it’s beneficial. If your adventures are mostly of the paved variety, the Versys-X 300 is worth a look.
Small bikes are the next big thing. These three pint-sized ADV tourers are each capable of carrying you and your gear on adventures both on-road and off, but each one has its own take on how to get there. Photos by Kevin Wing.
We Americans are sometimes (accurately) accused of erring on the side of “bigger is better”. But the rest of the world has long understood that the bigger-is-better approach isn’t always best; that lightweight and inexpensive bikes are more approachable and accessible, and that 1,000-plus cc’s are not necessary for adventure.
We’re starting to come around though, and manufacturers are responding enthusiastically, bringing smaller models to our shores and transcending the “beginner bike” label, building competent machines that will please even experienced riders.
A few years ago in its Indian homeland, Royal Enfield quietly began selling its first purpose-built adventure bike, the 411cc Himalayan, and when word got out the American ADV community begged Royal Enfield North America to bring it stateside. Kawasaki got here first with its pint-sized version of the popular Versys street-biased ADV series, the Versys-X 300, last year. Then BMW, with its GS line of ADV bikes continuing to lead its U.S. sales, teased a tiny GS, the G 310, finally bringing it to market earlier this year and narrowly beating the Himalayan to American dealerships.
Despite spoked wheels and tube-type tires, the Versys-X 300 is the most street-oriented bike of the bunch.
So here we are, with three variations on the mini-ADV theme: a liquid-cooled, racy 296cc parallel twin (Versys-X 300), an air-cooled, SOHC, 411cc single (Himalayan) and a sophisticated, liquid-cooled 313cc single (G 310 GS). Deciding who does it best will likely depend on what exactly you want “it” to be, as each machine definitely has its own personality and approach to adventure “touring”.
Befitting their do-it-all natures, our test involved just about everything: long freeway drones, commuting and grocery-getting, ripping up the canyons and, of course, some rough dirt roads and truck trails. With sub-400-pound load capacities (and pint-sized engines), we figure few Americans are likely to ride them two-up, but we strapped on soft tail bags to assess capacities and attachment point convenience.
To that end, the BMW and Kawi both offer a wide, long, flat pillion seat/rear rack platform with plenty of tie-down points (though the Beemer might have a slight edge), while the Himalayan’s small pillion and even smaller rack offers much less space. Adding Royal Enfield’s or other accessory side racks for saddlebags would be the best option.
Purpose-built to crawl up insane passes in its namesake mountain range, the Himalayan is ready to carry you anywhere you want to go.
Jenny’s Gear Helmet: Shoei Hornet X2 Jacket & Pants: Olympia Expedition Boots: Sidi Deep Rain Tail Bag: Firstgear
It’s also worth noting that while these are small bikes, they aren’t all necessarily “beginner” bikes. The BMW especially, with its 32.9-inch seat, rev-happy engine and off-road handling that might be described as either nimble or skittish, depending on experience, is likely to be more appealing to an intermediate rider than to one who is brand new to dirt riding.
The Himalayan, on the other hand, inspires confidence both on- and off-road with its long, low stability and broad, easy to modulate torque curve. On the off-road portion of our photo shoot day, which took place in a local OHV area, our path went from rough hardpack to loose, rocky ascents and descents, and our photo model with the least dirt experience gravitated to the tractor-like Himalayan. Thanks to a low center of gravity, it’s easy to maintain balance even when crawling along at jogging speed. On pavement, the Himalayan is just as stable and forgiving as it is off-road, and its counterbalanced single is surprisingly smooth all the way to its 6,500 rpm redline.
The Kawi is another beginner-friendly ride, and EIC Tuttle with his 29-inch inseam is able to touch with both feet at stops, but its tallish 32.1-inch seat could be daunting to others more vertically challenged. Off-road its shorter suspension travel and high-revving engine hold it back.
For off-road duty, the G 310 GS’s ABS can be switched off completely on the fly, but the Versys-X 300’s cannot be shut off—unless you buy the non-ABS version. ABS isn’t an option on the Himalayan, but we may see it in the future.
After getting dirty at the OHV park we hunted down some twisties, where the Versys-X 300 and G 310 GS showed their stuff. The Kawi’s shorter, stiffer suspension and steeper rake promise quickness, but I felt faster on the BMW, perhaps due to its short wheelbase and a more front-loaded weight distribution. The G 310 GS’s engine uses a unique (among street bikes) design, rotating the cylinder 180 degrees and canting it backwards, pushing the heavy, rotating mass of the engine down and forward. Brakes on both are decent, with the edge going to the sporty BMW and its 4-piston radial-mount ByBre (Brembo’s Indian subsidiary) front caliper, although the Kawi’s 2-piston floating Nissin does the job too.
Both bikes leave the Himalayan behind in the twisties; even though the Indian beast out-pulls both of them, it’s just too slow-steering. Its long-stroke single makes less horsepower than the BMW and Kawasaki—a claimed 24.5 at redline compared to 34 on the BMW and 39 on the Kawi—but its torque advantage is significant: a claimed 26 lb-ft, which is about 27 percent more than the others. This is most noticeable when churning up hills and over rocks off-road, and cruising around town or squirting through traffic.
It’s probably the least “tour ready” of the trio, but the G 310 GS’s sporty capability in any environment make it fun and versatile for shorter trips.
While both the BMW and Kawi require a “ride it like you stole it” wrist-twisting mentality (and their resulting howls attract more attention than I’d prefer), the RE burbles its way around with easy confidence. It offers up its torque when you need it and doles most of it out before the Kawi’s powerband has even kicked in at 6,000 rpm.
Out on the open road though, it’s the horsepower-happy Versys-X 300 that shines. Its parallel twin, lifted directly from the Ninja 300, is geared quite high, and in sixth gear it will cruise happily at 80 mph (and 9,800 rpm!) with more on tap if you need it. The rock-hard seat is the only detriment to an otherwise freeway savvy machine. The 5-speed Himalayan is smoother, loping along buzz-free at 70 mph—it’ll give you more, but is tapped out at 85. The 6-speed, naked BMW, meanwhile, will cruise in the 80s or above, but after an hour of chest-pounding wind the rider might not be as keen to continue,
The BMW’s (left) cast wheels (with a 19-inch front) and tubeless tires are road-friendly, although it holds its own off-road with plush suspension and nimble handling. If most of your adventures will be of the dirty variety, the Royal Enfield (middle) and its 21-inch front wheel, 9 inches of ground clearance and steadfast character will get you there—just not quickly. The Kawasaki (right), meanwhile, has the heart of a sportbike, although it’s perfectly capable of handling forest or gravel roads as well.
So which mini-ADV is “best?” All are competent and comfortable on-road. Serious off-roaders who aren’t in a hurry should look closer at the Himalayan (but do consider the distance to your nearest dealer—RE currently has 75 nationwide and says it’s adding 2-3 per month, and has taken steps to improve reliability). For a 50/50 mix of street and dirt the G 310 GS is a good pick, and for its street chops the Versys-X 300 (with ABS) is hard to beat.
Numbers matter, even subtle numbers. Like the difference between 1,015cc and 998cc. Arriving at the smaller number meant decreasing the bore on Kawasaki’s 1980 KZ1000G from 70mm to 69.4mm on the 1981 KZ1000J. In addition to this minor adjustment to meet racing rules, just about everything else on the motorcycle had been changed as well, with the exception of the 66mm stroke.
Let’s go back a bit, to late 1972 when Kawasaki introduced the 903cc Z-1—the Killer Kaw, later labeled the KZ900 in 1976. It had a perfectly equal bore and stroke, 66 by 66mm, which was then bored out 4mm in 1977 to make the 1,015cc KZ1000A, maintaining the KZ’s reputation as the biggest, strongest UJM on the market. But the competition was getting fierce. Move up to 1981, and the new J model was an absolute delight—a street bike with Superbike potential. When the boys at Akashi, Kawasaki’s brain center, were given the task of revamping the 1,015cc KZ, the company’s bread-and-butter bike, they did it with gusto. It may have taken them a couple of years, but it was time well spent.
1982 Kawasaki KZ1000J2.
First, as always, more power. They lightened the crankshaft by hollowing out some bits, used a pork-chop flywheel rather than the previous full-circle design, and in the end shaved 4.9 pounds off the weight. Bigger valves went in the two-valve heads, and bigger, lighter, aluminum-bodied 34mm constant-velocity Mikuni carburetors were fitted. They fiddled with the camshaft timing so more gas could be stuffed into the combustion chambers and compressed 9.2 times. End result: almost 25 percent more horsepower, from 83 to 102 at 8,500 rpm. Mind you, those were Kawasaki numbers probably taken off the crankshaft, as the rear-wheel determination was more like 80 horses.
Ignition was by CDI, and anybody interested in the history of capacitor discharge ignition should go back to Nikola Tesla’s patent No.609250, filed in 1897. All agree that this modern electronic arrangement was far better than previous ignitions, especially with multi-cylinder engines. Exhaust used a four-into-two system, with a muffler on each side of the rear wheel.
Primary drive was by straight-cut gears, efficient albeit a bit noisy, and an extra plate was added to the clutch. Five gears moved the power along, from a 12.5 first-gear ratio to 4.9 fifth. No kickstarter was included, as riders now understood that the electric leg was very reliable. The output shaft was beefed up, and a new #630 chain with a breaking strength increased by more than 1,000 pounds went to the rear wheel. Chain technology development was going gangbusters at this point, as engines were generating more than 100 very stressful horsepower.
1982 Kawasaki KZ1000J2.
Second, the chassis. The diameter of the steel tubes in the frame was increased for better cornering rigidity, while the wall thickness was reduced. Stiffer frame with less weight; good thinking. The steering head, now using tapered roller bearings, was strengthened with two gussets and had a rake of 27.5 degrees, an increase of 1.5 degrees over the previous model. According to the spec sheets, wheelbase was 59.8 inches.
The front fork was enlarged to 38mm, and anti-stiction bushings were at top and bottom. It had 5.7 inches of travel and was air-adjustable, operating with a modest 7 psi for street use, 13 psi when getting enthusiastic. The pair of rear shock absorbers (the photo bike has a pair of aftermarket piggyback Öhlins) had a lot of adjustability, with seven positions for spring preload, five for rebound damping and almost four inches of travel. Seven-spoke aluminum alloy mag wheels used a 110/90-19 tire at the front, 120/80-18 at the rear. A pair of 9.3-inch discs up front were squeezed by single-piston calipers, as was the similar-sized disc at the back.
Third, rider comfort. This was not a racer, but a sportbike intended for the weekend rider—who might well want to put a few hundred miles on between Saturday morning and Sunday evening. To this end the front of the crankcase was rubber mounted to the full-cradle frame, eliminating much of the inevitable vibration. Handlebars were at a useful level, allowing for comfortable riding during this 55-mph era. (For all you young ’uns, back in 1974 the feds were worried about our consuming too much gasoline and imposed a national maximum speed limit of 55 mph, an excellent example of congressional incompetence.) Up front a speedometer, fuel gauge and tachometer were very readable, with the speedo going as high as 85 mph—when in fact 135 would have been more truthful.
1982 Kawasaki KZ1000J2.
A pleasantly large gas tank held 5.7 gallons, good for more than 200 miles, and the long, flat saddle was built to keep a rider happy for many hours. We don’t know what effort was put into shaving ounces off the body panels, but the J model ended up 30 pounds lighter than the previous G.
Choke if cold, turn the key, push the button and a very melodious sound emanated from the mufflers. An average rider would certainly enjoy his or her day in the saddle, while a more competent person would like the extremes to which the J could be pushed.
In 1981 Eddie Lawson won the AMA National Superbike Championship on an admittedly much modified KZ1000J, and Kawasaki decided to build a look-alike version, the ELR or Eddie Lawson Replica. This KZ1000R, advertised as a “street-legal superbike replica,” was offered to the masses for a few hundred dollars more than the $3,800 J version. The ELRs had a little nose-fairing, sophisticated Showa shocks and a black 4-into-1 Kerker exhaust.
Kawasaki also built 30 real-racer versions to sell to qualified racers, which were certainly not street-legal. These KZ1000R-S1 models cost a hefty $11,000.
Then the ZX bikes came along, and the only KZ1000 left was the police version—which could still pull over a speeding motorist with ease.
This handy guide includes all new or significantly updated street-legal motorcycles for the 2019 model year (plus a few early-release 2020 or 2021 models too!). Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road tests about each bike. This guide will be updated as more new/updated models are announced, and when we’ve had a chance to ride them and report our impressions.
Joining 201-horsepower, 1,000cc RSV4 RR, which returns unchanged for 2019, in Aprilia’s lineup is the new RSV4 1100 Factory, which gets a 1,078cc V4 that makes a claimed 217 horsepower, updates to the engine, chassis and electronics, and exclusive bodywork that includes MotoGP-inspired carbon fiber winglets.
For 2019, BMW’s middleweight adventures bikes, the street-oriented F 750 GS and the off-road-ready F 850 GS (see below)are all-new for 2019, with more powerful, smoother, rowdier engines, lower seat heights, new frames, new standard and optional features and more. MSRP for the 2019 BMW F 750 GS starts at $10,395.
With a displacement bump to 853cc and a new firing interval, the 2019 BMW F 850 GS’s parallel twin delivers more power, torque and character. All-new from the ground up, the off-road-ready F 850 GS is available with a wide range of options and accessories to make it ready for any adventure. MSRP starts at $13,195.
Changes from the standard F 850 GS include a more robust electrical system, a larger 6-gallon gas tank (compared to 4 gallons on the GS), a larger windscreen that’s adjustable in two positions, hand guards, wide enduro footpegs, adjustable foot brake and shift levers, engine protection bars and a steel luggage rack.
Apart from minor design changes, BMW’s flagship ADV model gets a larger 1,254cc (up from 1,170cc) boxer twin with ShiftCam variable valve timing and valve stroke, plus updates to electronics such as riding modes, Dynamic ESA (Electronic Suspension Adjustment), full-color TFT displays and new Dynamic Brake Control. Pricing starts at $17,695.
BMW isn’t making us wait for a beefier Adventure version of its new R 1250 GS. Details are still scarce, but we do know the new big GSA gets the 1,254cc boxer twin with ShiftCam variable valve timing and valve stroke, ASC (stability control), ABS and two riding modes as standard.
The 2019 BMW R 1250 RT benefits from the same updates as the GS, including a larger 1,254cc (up from 1,170cc) boxer twin with ShiftCam variable valve timing and valve stroke, plus updates to electronics such as riding modes, Dynamic ESA, full-color TFT displays and new Dynamic Brake Control. Pricing starts at $18,645.
Like other models in the R family, the 2019 BMW R 1250 RS sport tourer gets the larger 1,254cc boxer twin with ShiftCam variable valve timing and valve stroke and updates to its electronics package. The RS also gets a style refresh that drops the asymmetrical, winking look of the S 1000 RR in favor of a sporty twin-LED headlight assembly, and an LED DRL (daytime running light) is an option.
Like other models in the R family, the 2019 BMW R 1250 R roadster gets the larger 1,254cc boxer twin with ShiftCam variable valve timing and valve stroke and updates to its electronics package. It also gets a mild style refresh with a TFT display, a DRL option for the halogen headlight and new color options.
More power (205 hp), less weight (434 lbs), updated technology and a new up-spec Motorsport version. The 2019 BMW S 1000 RR is at the pointy end of the sportbike spear.
The low-slung, stripped-down Ryker is the most accessible and fun to ride three-wheeler from Can-Am to date, and at a starting price of just $9,999, it’s bound to turn some heads and get more riders on the road.
For 2019, the Diavel 1260 power cruiser gets the larger Testastretta DVT 1262 L-twin, a new tubular-steel trellis frame, updated electronics and styling more in line with the XDiavel. Available in a standard version and up-spec S version.
Hooligans, rejoice! The third-generation 2019 Ducati Hypermotard has gotten a design refresh that includes a lighter curb weight, more power and a new throttle-by-wire system.
2019 Ducati Multistrada 1260 Enduro (Photo by Milagro)
On the heels of the 2018 Ducati Multistrada 1260, the long-legged 1260 Enduro was announced for 2019. It gets the same X-Diavel-derived 1,262cc L-twin and improved ergonomics and rider controls, plus a (slightly) lower seat height and shorter suspension travel, the better for most of us to ride the thing. Base price is $21,999.
The new Panigale V4 R will serve as the platform for Ducati’s World Superbike race effort. Now powered with a 221-horsepower 998cc twin that complies with WSBK rules and wrapped in a new aerodynamic fairing with carbon fiber winglets, the V4 R is lighter and more powerful than ever.
The original Scrambler from Ducati gets a style refresh, better suspension, cornering ABS, Ducati’s Bluetooth Multimedia System and more. There’s also a new Atomic Tangerine color, and pricing starts at $9,395. Other Scramblers in the lineup are also getting a mild refresh.
2019 Harley-Davidson FXDR 114 (Photo by Kevin Wing)
Technically part of the Softail lineup, the FXDR 114 power cruiser invokes the spirit of the V-Rod, with a raked-out upside-down cartridge-style fork, a wide 240 rear tire and 4-piston front calipers squeezing twin 300m discs. Pricing starts at $21,349.
Replacing the tired CB300F, the “neo-sports cafe” CB300R is smaller, lighter and tighter, with a new chassis and suspension and available IMU-based 2-channel ABS, and claimed wet weight is only 313 lbs! Base price is only $4,649.
The rider-friendly CB500X has received several updates for 2019, including a more off-road-ready 19-inch front wheel that replaces the old 17-incher, and increased suspension travel to 5.3 inches (front) and 5.9 inches (rear).
This fresh Neo-Sports Cafe model replaces the outgoing CB650F for 2019. Updates include a new LCD dash, a new inverted Showa fork, radial-mount 4-piston brake calipers, floating brake rotors and new wheels. It will be available in April 2019 starting at $8,899.
Replacing the CBR650F, the new CBR650R features new styling with a more aggressive riding position, standard HSTC and assist-and-slipper clutch, an 11.6-pound weight loss, a new Showa fork, radial-mount 4-piston brake calipers and floating brake rotors, and redesigned wheels.
If a “dirt bike with lights” is what you’re after, and you like the idea of Honda reliability, the CRF450L might be what you’re looking for. This 50-state-legal dual-sport is light enough and powerful enough to satisfy even hard-core dirt riders. Priced at $10,399.
No, you’re not having a flashback to your childhood. This Monkey bike is derived from the 125cc, fully street-legal Grom, complete with electric start, fuel injection and even optional ABS. At 105 mpg (tested!), there’s a lot of fun to be had in this small package. Priced at $3,999 (ABS is a $200 option).
2019 Indian Chieftain Limited (Photo by Barry Hathaway)
The Chieftain, Chieftain Dark Horse and Chieftain Limited get a sleek restyle, while every Chieftain model gets new riding modes and rear cylinder deactivation. Pricing starts at $21,999 for the standard Chieftain.
This new flat-track inspired Indian is powered by a new liquid-cooled 1,203cc, 60-degree V-twin and is said to weigh less than 500 pounds. Bring on the sideways hooligan action, we say! Pricing starts at $12,999 for the standard model and $14,999 for the up-spec S version.
Kawasaki’s potent, 636cc Ninja ZX-6R gets a standard quickshifter, new styling with twin LED headlights and taillight, new instrumentation and new gear ratios for better low-end power. Perhaps the biggest news, though, is the price: starting at only $9,999, the Ninja ZX-6R is the new bargain in the supersport market.
New for 2019, the Kawasaki Versys 1000 SE LT+ gets many upgrades over the previous model, including a full suite of electronic riding aids, cruise control, LED headlights and cornering lights, new bodywork with Highly Durable Paint, a new TFT display, Bluetooth connectivity and more. MSRP is $17,999.
KTM’s capable “dirt bike with lights” gets the new Dynamic LC4 690cc liquid-cooled single with less vibration and more power, a PASC slipper clutch, a new chassis that lowers seat height slightly to 35.8 inches while keeping the same suspension travel and new styling based on the off-road EXC family for a more aggressive look.
For 2019, KTM has revised the chassis, engine, electronics and styling of the 690 SMC R supermoto. The new Dynamic LC4 690cc liquid-cooled single has less vibration and more power than before, with throttle-by-wire and a PASC slipper clutch.
The highly-anticipated successor to the 690 Duke gets a new 799cc counterbalanced parallel twin with throttle-by-wire and an assist-and-slipper clutch. This road scalpel is sure to please anyone who loves to carve up the twisties. Pricing starts at $10,499.
Designed to split the difference between lightweight dual-sports that are less suitable for long-distance road riding and large ADV bikes that are too heavy for challenging off-road terrain, both versions are powered by the 799cc LC8c parallel twin first seen in the KTM 790 Duke, with the engine tuned to deliver its torque lower down in the rev range to fit the specific requirements of adventure riding.
The 1,301cc L-twin powering both the GT and the R gets titanium valves and intake resonator chambers for better low-to-mid-range power, while the GT gets revised WP semi-active suspension. Pricing on both is TBD.
A new 850cc air-cooled longitudinal V-twin powers this all-new adventure tourer. Details are still scarce, but Guzzi says the V85 TT won’t be prohibitively tall, with a narrow waist, a new tubular steel frame and asymmetrical aluminum swingarm, and a single rear shock bolted to the right side of the swingarm. Pricing and other details are TBD.
2019 Royal Enfield Interceptor 650 and Continental GT
2019 Continental GT (left) and Interceptor 650 (right) (Photo courtesy Royal Enfield)
These two 650 twins are the first global motorcycle models to come out of Royal Enfield, and so far we’re impressed! The air/oil-cooled 648cc parallel twin and Harris Performance-designed chassis are a perfect match, and at a base price of $5,799 for the Interceptor and $5,999 for the Continental GT (which includes a 3-year, unlimited mileage warranty) they’re a bargain.
The 2020 Katana features styling cues that pay direct homage to the 1981 original, and it’s built around the potent GSX-R1000 999cc inline-four. Suzuki also says it will be equipped with traction control, Easy Start and Low RPM Assist, and a twin-spar aluminum frame, braced superbike-style swingarm, KYB suspension, dual front Brembo Monobloc four-piston calipers, 310mm floating rotors and a model-specific LCD panel. Pricing is TBD.
This cafe racer version of the popular SV650 sports a headlight cowl and side panels that mimic a half-fairing, clip-on handlebars, a brown stitched appearance seat and new four-piston front brake calipers. MSRP is $8,399.
The Adventure now includes a pair of 37-liter aluminum side cases that easily clip on and off their stainless steel mounts, along with its accessory bar, center stand and heated grips. Its tubeless spoked wheels are ready for on- or off-road adventures. MSRP is $14,599.
The new 650XT Touring is ready to go with tubeless spoked wheels, removable plastic side cases, an accessory bar, hand guards, a lower engine cowl and a center stand. For 2019 it comes in new Candy Daring Red for $9,999, and will be available in January 2019.
2019 Triumph Bonneville T120 Diamond and Ace Editions
2019 Bonneville T120 Diamond (left) and Ace (right)
These two limited-edition Bonneville T120s commemorating the 60th anniversary of the original Bonneville have exclusive features and finishes, and include a signed and numbered certificate of authenticity.
This truly dirt-worthy Scrambler is powered by the same liquid-cooled, 270-degree crank 1,200cc parallel twin used in the rest of the Bonneville line, but with a special “Scrambler” tune and a 12.5-percent bump in power. It also benefits from a host of modern electronic whiz-bangs, plus fully adjustable suspension (Showa fork and Öhlins dual rear shocks) and much more. Available in XC and more off-road-ready XE versions. Pricing is TBD.
2019 Triumph Speed Twin in Korosi Red and Storm Grey
Triumph resurrects the legendary Speed Twin name and gives it to the newest member of the Bonneville family. Powered by a liquid-cooled, 1,200cc parallel twin with a high-power Thruxton tune good for 96 horsepower and 83 lb-ft of torque (claimed), the new-for-2019 Speed Twin gets the same chassis as the Thruxton R and has elevated styling inspired by the Street Twin. Coming to North America in February, with pricing announced in January.
Big news for 2019 is a 10-horsepower boost in output, a new magnesium cam cover, a new lightweight crankshaft, dead shafts and balance shafts, a new mass-optimized clutch cover and a new lighter torque-assist clutch. It also gets a new Brembo 4-piston front brake caliper and a new cartridge-style fork. MSRP is $11,000.
The Twin gets the same engine changes as the Scrambler, including the power increase, plus the Brembo 4-piston front brake caliper and a new cartridge-style fork. The seat foam is thicker for better comfort and the entire bike has been lightly refreshed. MSRP is $9,300.
They don’t look much different than any other Ural made in the last 30 years (or more), but for 2019 both the 2WD Gear-Up and 1WD cT get EFI and engine updates that should make them easier to live with.
Yamaha brings the Leaning Multi-Wheeled (LMW) concept to production with the Niken, with a liquid-cooled 847cc inline triple derived from the Tracer 900 and a radical two-wheeled front end that allows a maximum lean angle of 45 degrees. Pricing starts at $15,999, but the 2019 special-order production run is sold out, so you’ll have to wait until next year…or put down a deposit on a Niken GT (see below).
When Yamaha released the 3-wheeled Niken as a part of its Touring lineup in mid-2018, we hoped a road trip-ready GT version would soon follow, and we got our wish. Yamaha has revealed the Niken GT will be available starting in March 2019 with a wider and taller windscreen for greater protection and a comfort seat. It also comes standard with quick-release 25-liter hard saddlebags, heated grips, a centerstand and a second 12V power outlet. The Niken GT will only be available through Yamaha’s online reservation system, and will be priced at $17,299. To order, visit yamahamotorsports.com.
2019 Yamaha Tracer 900 GT (Photo by Brian J. Nelson)
The motorcycle formerly known as the FJ-09 has been updated for 2019 with new suspension including a fully adjustable fork, a 2.4-inch longer swingarm, smoother throttle response and a standard quick shifter. Upgrade to the GT for standard hard luggage, a full-color TFT display, cruise control, heated grips and a larger windscreen. MSRP is $10,699 for the standard, $12,999 for the GT.
OK, it’ll be awhile before we actually get to see the new Ténéré 700 (T7, for short) in the flesh–it will be coming to the U.S. in the second half of 2020 as a 2021 model–but we do know it will be powered by the 689cc CP2 parallel twin used in the FZ/MT-07, housed in a new tubular steel double-cradle frame. Other details include a 62.6-inch wheelbase, almost 9.5 inches of ground clearance, a fully adjustable USD 43mm fork with 8.3 inches of travel, and remote preload-adjustable rear with 7.9 inches.
For 2019, the littlest YZF gets a sporty redesign and a new inverted 37mm KYB fork, with a new triple clamp that puts the clip-ons 22mm lower for a more aggressive riding position. Pricing starts at $4,999.
The entry price-point dual-sport DS ZF7.2 gets a 35-percent boost in power and an 8-percent higher top speed, while the DS ZF14.4 extends its range by 10 percent. Finally, the top-spec DSR gets dressed up with several popular items from Zero’s accessory catalog: a windscreen, tank grips, hand guards and a 12V power socket. Pricing and details are available at zeromotorcycles.com.
Upgrades to the dual-sport line drove parallel improvements in Zero’s street lineup with the S ZF7.2 offering the same 35-percent performance jump as the base model Zero DS ZF7.2. Meanwhile, the new longer-range Zero S ZF14.4 gets the DS ZF14.4’s 10-percent range increase. Pricing and details are available at zeromotorcycles.com.
