Tuesday, 18 February 2014

Perodua alza 2014 review

Alza Facelift-2
Yes, we showed you the car unwrapped yesterday, but today is the day of the Perodua Alza facelift’s official launch, and here are the full details, specs and pricing from the event at 1 Utama.
The compact three-row MPV’s proven mechanicals are unchanged, so under the hood is the familiar 3SZ-VE 1.5 litre engine with DVVT. With 104 PS and 136 Nm of torque, the 16-valve DOHC unit is paired to either a five-speed manual or a four-speed automatic.
The Alza has been around for over four years (launched back in November 2009, 167k sold to date) so a fresh face is welcome. The MPV looks more like the current Myvi now, with a more sculptured front bumper, a thicker grille and a reshaped lower air intake. The headlamp cluster loses the orange-coloured “eyebrow” signal lamps above the main projectors.
Alza Facelift-3
At the back, the tailgate gets a black-painted strip adjoining the glass. The Perodua and Alza emblems sit on this strip. It’s a small change that delivers quite a big visual difference. The bumper gets vertical reflectors at the edges, following the style of the original Myvi SE. The Alza gets an SE variant for the first time and it wears a five-piece bodykit for a sportier look.
Safety-wise, the four-star ASEAN NCAP car is equipped with dual-airbags across the board, ABS with EBD and Brake Assist, and ISOFIX mounts (second row) for child seats. The front brakes are ventilated discs while the rear brakes are drums.
Inside, changes include a black interior in place of the previous two-tone black/grey combo, a new instrument cluster design and a for the Advanced Version, a multimedia system with navigation and reverse camera functions, plus a roof-mounted monitor. You’ll also find a storage compartment under the new front armrest for the automatic variants. The third-row seats can now be split-folded.
Alza Facelift-5
Five colours are available, and they are Ivory White, Ebony Black, Glittering Silver, Mystical Purple and Passion Red. All are metallic colours except for Ivory White. Red is a new colour.
The latest Alza starts from RM52,400 for the Standard (MT), while the Standard (AT) is RM3k more at RM55,400. One rung up is the SE, which is priced at RM56,400 for the (MT) and RM59,400 for the (AT). The auto-only Advanced Version with all the bells and whistles has a sticker price of RM64,000 OTR.
According to Perodua, prices have been reduced by 2.1% to 7.4%; the latter applicable to the top spec car. The Alza, like all Perodua models since the S-Series was launched in March 2013, comes with three years of free service.

Aprilia shiver Review


MCN overall verdict rating is 4

For 2010 they’ve made the Shiver more user friendly by lowering and narrowing the seat. They’ve also improved the sporting side of the Aprilia by giving the new bike higher and further set back pegs, slightly different bars, narrower rear wheel, and improving the brakes with racy wavy discs. Suspension has also been firmed up slightly. Cosmetically it’s been given a sportier new look and new noise.


MCN rating rating is 4
Owners' rating rating is 4.5
Engine wise the Shiver remains virtually unchanged, however Aprilia admit to playing around with the fuelling and fly by wire to make the fuelling smoother. This means power and torque is the same as before 95bhp and 60ftlb of torque, which is enough for a top speed of around 130mph. You don’t really need to bounce the Shiver off its rev limiter as there is plenty of usable torque for a brisk road ride.  

Ride and Handling

MCN rating rating is 4
Owners' rating rating is 4
The lower and narrow seat means you’re slightly more involved with the bike, more in it than on it. Suspension has been slightly stiffened for 2010 and the additional rear set pegs give the Shiver a sporting edge. Brakes are strong and progressive. Over long distances it’s not perfect but fine for a long days riding with a few breaks.


MCN rating rating is 4
Owners' rating rating is 4
ABS is optional for an extra £300. However, Brembo brakes comes as standard the rear Sacks side mounted shock is also fully adjustable. Additionally to the fly-by-wire the Shiver comes with 3 different engine modes Sport, Touring and Rain, which can be activated on the move. There’s also the same as before LCD multi functional display which can also be operated from the mode switch on the left bar. Compare and buy parts for the Shiver in the MCN Shop.

Note that my Shiver is completely stock. The only thing I’ve done is remove the head fairing to give it a more pure streetfighter look.


- Looks Awesome from front to back, badass attractive streetfighter look and stance.
- Immense accessible Torque and power from around 3800 RPM to up to 7500 RPM
- Amazing Sound, that thing really sounds mean and imposing even with stock exhaust.
- Easy to ride, very flickable, Excellent Handling.
- Wheelies in 1st and 2nd Gear
- Stoppie Looks amazing with the Massive undertail Exhausts pointing skywards
- Brakes are good, pretty good stopping power (Rear brake feels kind of mushy)
- Rain Mode could be useful


- Abysmal Gearbox , mishifts , it randomly jumps to Neutral when changing gears especially noticeable in the upper gears, not very easy to find neutral on standstill. ( this is a huge disappointment to me) however I have noticed that it’s getting better now that I’ve put some more miles on it. (1013 miles on ODO now)
- Seat is just not as comfortable as I expected it to be. I have no problem with seat height in fact I prefer it to be high, but that seat is just uncomfortable to sit on for more than 1 hour.
- Non-Adjustable suspension, some people say it’s too soft some say it’s too stiff, personally I think it’s kind of both. It’s too stiff if you don’t feel like tooling around and just want to ride comfortably or commute and it’s not as stiff and firm as I like to be if am riding canyons or doing high speed turns. Some slight headshakes and wiggles when ridden hard.
- Uncomfortable to ride on High speeds (above 80mph), but I guess that’s standard with naked bikes and it’s not that big a deal
- I don’t like the feel of the engine after 7500 rpm it sort of like gets boring.
- Low speed bogging? Below 30km/h the bike just feels like its dying, it seems like something wrong with fuel delivery or maybe sprocket set up.
- Mode Changing is kind of distracting; Sport Mode is a bit too snappy, while Touring Mode is allright I guess

This is a very Honest review, I’de like to say I’m an aggressive rider and am very demanding of the bikes I own. I chose the Shiver because I was looking for a bike with an upright position because after 5 years of riding crotch rockets for nearly everyday I was starting to feel pain in my neck and back.

Overall I don't regret Buying the Aprilia Shiver but i just expected better.

Please if you have read my review and have any solutions to these Cons , I’m all Ears.

Ducati Monster review

By Andrea Stindt for Drive On
Updated: 12:42 p.m. Tuesday to correct pricing.There's a reason Ducati refers to its premiere lineup of bikes as the Monster.
Between its aggressive styling and addiction to an open throttle, the Monster has served for years as the training vehicle of choice for naked bike enthusiasts. The 696 has long been Ducati's formidable beginner's bike, while the muscular 1100 is not to be trifled with, even among seasoned riders.
Between that gulf comes the Ducati Monster 796, a nimble middleweight that the manufacturer hopes will illustrate the more practical side of its two-wheeled beasts.
There's no mistaking a Monster, though this model serves as something of a monster mash. At only 368 pounds dry and held together by Ducati's steel trellis frame, the 796 shares many of the design elements of its Monster brethren, including a single-sided swingarm design and Ducati's "micro-bikini" fairing, needless unless you need to to cut down wind buffering on your sternum.
But there are smart touches throughout. Ducati lowered the 796's seat height to 31.5 inches, 0.4 inches lower than the 1100's saddle. (To be fair, it's still higher than the 696's 30.3-inch high seat, and shorter riders may have trouble putting heel to ground.)
But high-rise living gives the 796 improved ground clearance, essential for tight canyon turns and rocky city streets.
The bike also utilizes an aggressive stance that keeps the riders' arms in a more forward position, making the crotch-to-gas tank relationship a little less intimate.
Though Ducati is known for its minimalist Italian design, the 796 offers 10 design modifications, including removable faux fuel tank panels, passenger rails and seat cowling.
As stunning as the hand-built Monsters look, their real beauty is on the road, particularly at higher revs:
For a non-Harley-Davidson, the 796 has a surprisingly throaty snarl, one fully capable of setting off car alarms. While the bike can feel like its lugging out of first gear, the 796 has impressive torque at midrange speeds.
In fact, the faster the 796 travels, the smoother it rides. There's no buffering of the elements per se, so gear up well. But for a bike that weight less than 400 pounds, the 796 may be the smoothest middleweight on the highway today. At anything over 3,000 RPM, the 796 is as stable as a gymnast on a balance beam.
The light frame helps the air-cooled engine produce 87 horsepower at 8,250 RPM, more than enough zip to get to freeway speeds in a hurry.
The 796's ergonomic improvements include a handlebar that is 0.79 inches taller, putting the rider more upright, and Pirellie Diablo Rosso tires keep the bike on the road like Velcro.
If there's a design flaw to the 796, it's the bike's LCD instrument panel. While the bike has an RPM gauge that stretches across the panel, the digital speedometer sits in the lower right corner and is difficult to see in backlight. Speed kills bikers, not revolutions per minute, and a clearly read speedo would be a welcome revision.
But Ducati has found the right balance here. It may not be your first choice for cross-country touring, but the 796 may be the pragmatic middle ground the bike maker is looking for: older motorcyclists who still live to ride and ride to live -- but appreciate easy parking and a carpool lane.
The stats:
  • Engine: Air-cooled, fuel-injected 803cc L-twin.
  • Output: 87 horsepower at 8,250 rpm, 58 lb-ft of torque at 6,250 rpm.
  • Transmission: Six-speed, with APTC slipper clutch.
  • Final drive: Chain.
  • Front brakes: Twin-disc, four-piston 320mm Brembo.
  • Rear brake: Single-disc, two-piston 245mm Brembo.
  • Front suspension: Inverted 43mm Showa, with 4.7 inches of travel.
  • Rear suspension: Sachs monshock with spring preload and rebound damping.
  • Seat height: 32.5 inches.
  • Dry weight: 369 pounds (373 pounds with ABS).
  • Fuel tank capacity: 3.8 gallons.
  • Fuel economy: 42 mpg (U.S. cycle, combined).
  • Service interval: 7,500 miles.
  • Warranty: Two years, unlimited mileage.
  • Price: $10,295 ($11,295 with ABS).

Kawasaki z800 review

2013 Kawasaki Z800 ... if looks could kill
New Z800 designed to look mean
...but my hi-viz puts an end to that. Safety first!
Z800 engine is compact

Kawasaki z800 review
THE Z750 has been a nice little earner for Kawasaki, with almost 160,000 of them sold since its launch in 2003.
I remember riding the first version back in 2004 and falling for its simple charms. In a sea of naked rev-hungry 600s, the Z750 boasted a refreshing amount of muscle - certainly enough to highlight the limitations of the suspension and brakes - but its limitations were really the key to its charm. You didn’t need to go 100mph to feel like you were up no good. On a Z750 you were almost always up to no good.
At under £5,500 new, the middleweight Zed got modified more than your MP’s expenses.
Kawasaki, keen not to mess with a successful formula, have given the original bike light-touch updates over the years. The less said about the half-faired version in 2005, the better. 2007 saw a larger update with a restyle, slightly larger tank capacity, more power and more weight: 5 extra bhp but 12kg heavier. That doesn’t sound like a fair deal.
Then came the Z750R, featuring a few trick bits to get the party started, including the front-end of the Z1000, a nip here and a tuck there. All in all, a sure sign the Z750’s days were numbered.
The 600s that the original Z750 had trounced spawned new bigger brothers. The rulebook had been lobbed out. Sleeves were rolled up, bloody fists were on show. Yamaha’s FZ8, Suzuki’s GSR750, even Triumph’s Street Triple were all scrapping out this new capacity fight in a territory that was previously no-man’s land.
Kawasaki weren’t about to get beaten at their new game, so the Z800’s capacity hike was predictable if not a little lazy.
Can you call the Z800 an all-new bike? The chassis is based on the Z750R, with extra bracing around the engine, the suspension’s almost identical, the seat height is marginally higher and there are two extra teeth on the rear sprocket. The four-pot brakes are new and the styling, while fresh, is reassuringly familiar. If it weren’t for the capacity hike and therefore new name, I’d call it a model update, not a new model.
Power is up from 106 to 113bhp and torque is up to 60ftlb (a 2011 ZX-10R puts out 80ftlb). Hardly the most groundbreaking figures to flow from 806cc but the figures that stand out are fuel capacity: down from 18.5 litres to 17 litres and weight: up 5kg to 229kg drippin’ wet. Ouch.
Sat on the Z800, the first thing you notice is the expanse infront of you. The new compact clocks and lower headlight are almost invisible. When you’re in the riding position, with your hands on the wider-set bars, there’s nothing infront of you. On the move, the new compact clocks sit somewhere beneath your chin bar. I like that, but if you like to keep tabs on your speed, you probably won’t.
You don’t notice the extra weight nor can you feel the extra power but what you do feel is how smooth the ride is. This is a long way from the original Z750, where the front end felt soft and surface changes in the road felt magnified when the pace picked up.
The ride quality feels better than the suspension on a ‘budget’ bike should be. You don’t get fully adjustable suspension on the Z800 but Kawasaki are confident you won’t need it. After surveying existing customers and riders of competitor’s bikes, they know most don’t go near the suspension and fully adjustable suspension will add to the cost, but nothing more. The front and rear both have adjustable rebound and preload, it felt well setup.
The brakes aren’t radially mounted like on the Z750R but they’re still four-pot, gripping onto 310mm discs, 10mm larger than on the Z750R. And grip they do! The initial bite is strong, at first I thought it was my cumbersome fingers on the lever which had been set to maximum span, but bringing the lever back in didn’t change anything. They have a somewhat harsh initial grab but plenty of stopping power.
The whole front-end works well as a package, the feel and feedback from the front suspension is superb and even though the brakes have real bite, nothing stands out as being a weak link. Let’s not forget that, at 229kg, the Z800 isn’t a racing snake and that weight helps the bike feel stable and planted.
Where you feel the weight is in quick changes of direction, from a fast turn-in to flicking from one edge of the tyre to the other. Leant right over, the feel is good but with the initial input into the bars to pick the bike up, you notice the trade-off to a planted front-end is the mass you’re dealing with.

Read more: http://www.visordown.com/road-tests-first-rides/2013-kawasaki-z800-review/21923.html#ixzz2tjn5yTki

Kawasaki zx10r 2014 review

2014 Kawasaki Ninja ZX10R Review
2014 Kawasaki Ninja ZX-10R – Click above for high resolution picture gallery
Kawasaki Ninja ZX-10R Review
Bike Tested: 2014 Kawasaki Ninja ZX-10R
Price OTR Mumbai: Rs. 18,17,500/-
The Kawasaki Ninja ZX-10R does not have power, it has space shuttle alike thrust.
Superbike. The term is applied when a motorcycle has a 1000cc plus engine and yields roughly around 200 BHP of raw power. One such motorcycle has finally entered our market, officially. It is called the Kawasaki Ninja ZX-10R. Kawasaki uses the Ninja ZX-10R for WSBK and sells pretty much the same motorcycle off the shelf to its customers. Meanwhile in India, part two of Kawasaki’s strategy has seen the daylight. The Ninja ZX-10R and ZZR-1400 have officially landed in India via the CBU route, which makes Kawasaki, disturbingly the last Japanese manufacturer to enter India with their high performance motorcycles. Disturbing because, Kawasaki has been in India with Bajaj Auto ever since 2008. However there is a different side to it. This time Kawasaki has gone solo. Yes, Kawasaki is selling these motorcycles only through their showroom in Wakewadi, Pune and not through pro-biking stores.
The Ninja ZX-10R is the latest entrant into the litre class segment in India
Kawasaki in India has been known for the Ninja 300 and Ninja 650, which are the only products they were selling until now. The motorcycles have achieved cult status in India. The name Ninja is enough to make any one understand that you own a piece of motorcycle that is truly top shelf stuff. The Ninja 300 and Ninja 650 will continue to be sold and serviced through pro-biking though. Worldwide, the Kawasaki Ninja ZX-10R is christened as the best Japanese litre class motorcycle to ride. We spent quality time with the Kawasaki Ninja ZX-10R to find out how this qualified green champion ticks all the boxes in our uncertain Indian conditions.
Motor Quest: Kawasaki launched the Ninja ZX-10R in 2004, as a replacement for the ZX-9R. The bike has been revised over the years but the latest update was given earlier this year.
Big and brawny, the Ninja ZX-10R might be compact, but it has the goods
Styling – The ZX-10R has been the donor bike for design on almost every other Ninja in Kawasaki’s stable. Therefore, the styling is spot on. You cannot call the bike gorgeous or stunning. It looks striking, purposeful, mammoth and brutal in this candy green colour. Nose down, tail up design always looks sporty. Large twin angular headlights, smartly integrated DRLs in the middle, massive fuel tank, sculpted faired panels and minimalistic rear with integrated turn blinkers into the tail light piece marks a statement, which is baptised as a clean design and not busy or funky like some competitors.
Rear of the Ninja ZX-10R reveals its rather sedate styling thanks to minimalistic design
Overall the Ninja ZX-10R looks compact, especially from the rear since the exhaust is short and the entire bulk is in the centre, which depicts the look of a 600 at first sight rather than of a 1000. The mirrors with integrated turn indicators look like ears from a distance and somehow they gel immaculately well with the design. The three spoke wheels found on most Japanese motorcycles are not pleasing to the eye. Colour use is also kept to a minimum with gold colour forks and rest of the body panels being green and black only. Form and function in a motorcycle together is seldom achieved.
Comfortable ergonomics make it easy to pilot the Ninja ZX-10R even for newbies
Ergonomics – Nose down, tail up design looks swell. However, when you sit on the bike you realise its effect. You sit in the bike rather than on it. The clip-ons are placed even lower than that and your back is completely arched. The roomy riding position makes matters slightly more comfortable because of the foot peg position. The foot pegs are an adjustable unit, so make it roomier for comfortable riding or make it even more focused for those track days. Rider seat is very comfortable. Hundred of kms just go unnoticed when it comes to seat comfort. Brilliantly cushioned and size that should suit most riders. Overall, highly dedicated riding position, you will need a waist of steel to do long distances because it will bend less than tissue and muscle. Let us not forget if you are doing city duties for first few weeks, your forearms will also require strength to move the bike at only parking speeds, not while moving (more on that later.) Mirrors are positioned lower and are extremely easy to adjust. Pillion seat is surprisingly well crafted and is comfortable for small journeys.
All digital console offers a clean readout, tachometer can be hard to interpret at full steam
Instrument Cluster and Switch Gear – The all-digital rectangular cluster looks great. White backlit with LEDs for the main screen as well as the tachometer is an excellent idea. The cluster shows a host of information such as lap timer, reading of litre per 100 kms (current and consumed), clock, intake air temperature, engine temperature, two trip meters, gear position indicator and much more. Fuel warning light instead of the fuel bar is here because of the European laws, so it directly flashes a warning light when 3-4 litres are remaining. Switch gear is top notch with precise clicks. On the right side there is the engine kill switch with start stop switch and the starter button. Left side switch has the power mode selector on the top and traction control below on the same button and there is the high beam and horn. Pass light function works as lap timer button as well.
This green machine can disappear in a flash, power to weight ratio is astounding
Performance and Gearbox – Under the hood sits a 1000cc engine. Oh, wait, sorry. Below the petrol tank sits an in-line four, liquid-cooled, 4-valve, two injectors per cylinder motor producing 200 BHP of unadulterated power at 13,000 RPM and 112 Nm of peak torque at 11,500 RPM which is so sensationally fuelled throughout the entire RPM range that you will feel that you are on a practical motorcycle or a superbike with unruly problems. Those days are history. Electronics and pre-production results through computers have made life a lot easier. The entire power band is flawless like any other small capacity Ninja we have ridden. Now we know for sure where this idea comes from.
1000cc 4-cylinder powerplant generates a massive thrust thanks to 200 race bred horses
Thumb start the engine and it comes to life with a low decibel mechanical clunk. Get moving and you realise this motor is insanely tractable. All that capacity, horsepower and close ratio gearbox helps you stray around town in fifth gear. When you want to overtake, twist the throttle five percent which has a very short play and overtaking is done quicker than expected. Get a empty stretch of road and give it everything you can while holding the bike with all your strength. Acceleration is mind-altering savage. Redlining in first gear enables you to reach 157 km/hr, which is more than enough for Indian roads if you have an empty stretch of road, than keep shifting gears and you will see 250 km/hr painlessly.
First gear tops out at 157 km/hr and you still have 5 more cogs to go, phew
However only if you can manage to hold on past 220 km/hr. Why? The reason is the wind which becomes intensely intrusive and spoils your plans to reach 299 km/hr, fortunately that is the limited top speed of this tamed beast. The ZX-10R has so much power, which reminds me of He-Man. Under 8000 RPM it is Prince Adam with the sword in his hand, after 8000 RPM it converts into the mighty warrior and shouts ‘I HAVE THE POWER’. After that (post 8000 RPM), if you mess with the bike, it will do what He-Man does with his enemies. Catch you by your tail, spin you several times and throw you off. We are not joking here. Post 220 km/hr if you gently move to even crouch on the bike, it will make all genuine efforts to throw you off no matter how arrogant you become to push it harder.
Want to open the throttle of the ZX-10R completely, hold on for dear life first
Brutal top end thrust is what we heard all these years about this beast and every bit of it is true. Mid range is good, but it is not as potent and precise as the mid range king, the Honda Fireblade. Redlining this bike after second gear is an errand, but the sound, which it erupts, pleases your aural senses so well that it diverts you from the task of redlining it. Redlining the Ninja ZX-10R is what you will find really hard to accomplish on our roads, simply because it’s just an unforgiving machine, a mercenary with a mission that will not allow you to do so until and unless you make it your partner in chase for speed or become a Ninja yourself. The gearbox is so slick and precise that you end up shifting without the clutch most of the time. This is great when you are riding spiritedly on a track. The gearbox is aided by many goodies which help the riding experience get even more easy and stressfree such as quick shifter, which helps you to shift up while the throttle is 100% open. Shifts become milli-second faster which helps you achieve faster track and better acceleration times. The gearbox is equipped with a slipper clutch as well, which saves you from the job of blipping the throttle before entering a corner.
With so much thrust on tap from the motor, crunching distance is mind-numbing quick
If things still go wrong then there is Kawasaki’s superior traction control system called K-TRC. Three modes of intrusion are here as per your mood of riding. Level one is there to detect even the slightest slip and sort it out by sending a burst of torque. Second allows a wee bit of slip and corrects it when it reaches peak. Third allows you a bit of slip and have a bit of fun, but the beauty is, it will not kill you either. Same thing applies for unprecedented wheelies, in which the K-TRC will deactivate spark plugs and front wheel will come down instantly and according to the K-TRC level mode. Even ABS works in tandem with the K-TRC to avoid locking of a wheel. Turn the traction control off and just try to have fun and when you start having fun, we are sure you will see grim reaper on the same bike beside you to take your soul away. Motorcycles with this kind of power do not need traction control. Sense of fear is the best traction control system you can find, that too within you.
The Ninja ZX-10R remains firmly glued to the road at supersonic speeds
Riding Dynamics – One of the core reasons why the Ninja ZX-10R scores full marks in every test is because Kawasaki is that kind of kid who never forgets to do his homework. The dynamics, ride, balance and ease of use is what makes the motorcycle worthy of every single praise. Showa big piston forks at the front and horizontally linked monoshock at the rear with Ohlins electronic damper makes this bike ludicrously easy to ride in town at slow speeds. The ZX-10R is easy to manoeuvre and it just makes us feel we are roaming around the city in a super sport bike rather than a superbike. Keep flicking the ZX-10R between small gaps because it will fit in despite it being an inline four (as it is not wide as a car or like other bikes with even more cylinders). It is that easy.
2014 Kawasaki Ninja ZX10R Road Test
Ninja ZX-10R offers razor sharp handling and isn’t intimidating at all
The dedicated ECU is connected to the rear monoshock and the engine ECU adjusts according to speeds. Hence the ZX-10R is light at slow speeds and weighted properly at high speeds. Making manoeuvres at high speed feels immensely stable, there are no signs of unbalance post 200 km/hr also. Start taking corners and you realise the bike tells you what you are exactly doing and if you dedicate yourself more, it will try to correct you when you start spending more time with it. Steering geometry is super sharp and turn-in is lightning bolt quick. Loads of feedback from the front and frame stiffens up at the slightest demand and rear tyre evokes you lean harder and go faster. Exit speeds are fast enough, that depends on K-TRC system level as well. Ride quality is splendid and just when you are about to a go over a rough surface you prepare to brace yourself but in this you just glide without any stress. Yet again, kudos to Kawasaki for offering this kind of practicality.
With great power, you need great brakes, the Ninja ZX-10R complies
The only sore point is and will be with every bike of this type is the u-turn radius which is monumentally huge and you have to be very careful, once the weight tips on either side, it is going to kiss the ground for sure. If you hit the gym daily, you may be able to stop it. Brakes are top notch with quality stuff taken from the top shelf. Radial mounted Tokico callipers holding on to dual discs at the front which is controlled by a radial pump master cylinder at the top for lending superior initial bite and progressive bite after that, experienced at higher speeds and emergencies which Kawasaki says works like clockwork, no doubt about it. Most superbikes we see are equipped with two brake fluid bottles, the ZX-10R only comes with one. People complaining about no initial bite from the rear brake is because trail braking is required less with traction control equipped bikes and let us not forget these bikes are born for the track but end up spending most of their time on the road.
Ride quality is excellent and the Ninja ZX-10R is a very practical superbike
The suspension is an adjustable unit but you have to take out your spanners because there are no huge knobs here like new generation motorcycles and it is still the same old school procedure, at least at the rear. Front is easily adjustable with a hammer type screwdriver. Talking about the front, we witnessed fork dive when braking at high speeds. This is scary and partly because of less compression dialed on the forks. New generation litre class motorcycles are coming up with electronically adjustable front suspension too. We hope to see this in the next generation Ninja ZX-10R. One of the major reasons why the ZX-10R’s drivability in the city is painless is because of the heat management system. Most of the air is directed below the exhaust and goes to the rear. You feel the warmth but you don’t get toasted like on other superbikes.
You can’t help but admire this litre class offering from Kawasaki
Verdict – So how does the Kawasaki Ninja ZX-10R stack up? This Ninja seems immaculately engineered for sure, right from drivability to form and function going hand in hand. Most important on everybody’s mind is “kitna deti hai?” Well it is around 17 km/l in the city and highway mileage can stretch up to 22.8 km/l, if ridden under 140 km/hr. They say owning a super bike is like living the dream. Dream when turns into reality doesn’t appear as you thought it would but in this case this is how over the years we imagined it would be and that pretty much says it all. The Kawasaki Ninja ZX-10R is a bike which will redefine your attitude towards superbikes. Biking always makes you crave for more and super biking will make you crave for even more speed. This is a motorcycle after all and this is going to make you crave for both, speed and biking. The question is, have we gone green? Obviously, after all, I wrote this review with a green stubble on my face.
The Kawasaki Ninja ZX-10R is surprisingly a very docile superbike. Those who want a litre class motorcycle, the Ninja ZX-10R is a no brainer and among the best in the litre class space.
The Kawasaki Ninja ZX-10R is the easiest 1000cc bike to live with today
What’s Cool
* Mind tingling raw performance
* Ride quality
* Docile nature
* Sorted electronics package
What’s Not So Cool
* Single colour option
* Currently only one dealership pan India
No prizes for guessing the bike disappeared from the frame in the next 2 seconds
2013 Kawasaki Ninja ZX-10R Specifications
* Engine: 998cc, liquid-cooled, in-line four, 16-valve, DOHC
* Power: 197 HP @ 13,000 RPM
* Torque: 112 Nm @ 11,500 RPM
* Transmission: 6-speed
* 0 – 100 km/hr: 2.8 seconds
* Top Speed: 299 km/hr (Limited)
* Fuel Consumption: 15-23 km/l
* Fuel Type: Petrol
* Frame: Twin spar, cast aluminium
* Suspension: Upside down forks (Front), Horizontal back-link, gas-charged monoshock (Rear)
* Tyres: 120/70/17 (Front), 190/55/17 (Rear)
* Brakes: 310 mm disc (Front), 220 mm disc (Rear), ABS
2013 Kawasaki Ninja ZX-10R Dimensions
* Length x Width x Height: 2075 mm x 715 mm x 1115 mm
* Wheelbase: 1425 mm
* Ground Clearance: 135 mm
* Seat Height: 813 mm
* Fuel Tank Capacity: 17-litres
* Kerb weight: 201 kgs

Read more at http://www.motorbeam.com/bikes/kawasaki-ninja-zx-10r/2014-kawasaki-ninja-zx-10r-test-ride-review/#PUesgLJgQz7uwZXt.99

Kawasaki Z1000 ABS 2014 – First Ride

2014 Kawasaki Z1000 ABS on-road action shot
Kawasaki’s Z1000 has long been one of our favorite naked streetbikes, earning the distinction of being named Cycle World’s Best Standard in 2010 and 2011. Now, though, there’s a new Z1000 in town, a fourth-generation bike that the company says is harder edged and visually tighter, while also having a tauter ride. Has Kawasaki really built such a bike?
Quick answer? Yes. Based on my recent ride of a new 2014 Kawasaki Z1000 in downtown Los Angeles and nearby San Gabriel Mountains, I can tell you it’s a sportier machine, one whose dramatic sugomi styling (designed to evoke a crouching predator, such as a panther) reminds everybody that some substantive changes have taken place beneath the skin.
For instance, the 1,043cc inline-4 has been thoroughly reworked for improved midrange and top-end power. Thanks to a new intake camshaft (with 0.3mm less lift and six degrees less duration), plus a modified airbox, a revised ECU, and taller velocity stacks for improved cylinder filling, the dohc 16-valve mill pulls hard all the way to its 11,250-rpm redline and “soft” rev limiter. Furthermore, new internal passageways in the crankcase reduce high-rpm pumping losses, and overall smoothness is enhanced by a crank-driven balancer. Lastly, a pair of ducts in the Z1000’s fairing route cool intake air directly to the airbox.
Although fuel injected (via four 38mm Keihin throttle bodies), the Z1000 is not ride-by-wire, meaning this $11,999 Kawasaki doesn’t have traction control, which one could argue is in character with the minimal streetfighter nature of the bike. Nevertheless, in spite of its immediate throttle response, the Z1000 is remarkably easy to ride smoothly, even in slow around-town situations, thanks to its excellent fueling. And when you finally get to a spot where you can open the throttle and let the engine rip, two new passages incorporated into the airbox are designed to produce an intake howl that “complements the physical sense of acceleration.”
2014 Kawasaki Z1000 ABS static right-side view
Not that it’s needed in this Kawasaki. The new Z1000 is super quick, aided by final-drive gearing that’s shorter than the Ninja 1000’s. Moreover, the Z1000 is a bit more relaxed at highway speeds, thanks to a taller sixth gear. For the record, 70 mph in sixth gear equates to an indicated 5,000 rpm on the Z1000’s new bar-graph tachometer.
Beyond the engine and sugomi bodywork, the new Z1000 has an extensive other new hardware, including:
• A twin-spar aluminum frame based on the Ninja 1000’s. It’s cast as a single unit with the swingarm pivot to eliminate welds. The engine, a stressed member, bolts solidly to the frame in three places and is rubber-mounted at the upper rear crankcase.
• A die-cast aluminum subframe. The lightweight three-piece design allows the Z1000 to be narrower under the seat, reducing the reach to the ground.
• A Showa separate-function SFF-BP fork, with 41mm tubes and springs in both legs. The spring-preload adjuster works on the left tube, whereas the compression- and rebound-damping adjusters are only on the right. The main goal with this fork, says Kawasaki, is smooth initial travel for improved feel during braking. In back, a horizontal shock with stepless rebound damping and a remote preload adjuster is said to be unaffected by exhaust heat.
• Monoblock four-piston front brake calipers. Although the gold calipers are badged by Kawasaki, they are made by Tokico and feature differentiated piston diameters (32mm top, 30mm lower). Kawasaki has also switched to a radial-pump front master cylinder and grippier pads, for firmer initial feel. ABS is provided by Bosch.
• Supersport-style wheels. Kawasaki says these black six-spoke units, made of cast aluminum, cut total unsprung weight by more than four pounds.
• A compact instrument cluster that’s not much bigger than an iPhone. Unusual tachometer features a bar graph that “jumps” from a vertical lower LCD screen to a horizontal row of bright LEDs across the top. It’s easy to read, with a large digital readout for speed. Previous Z1000, notably, had its gauges tucked low in a spot ahead of the top triple-clamp. New bike has the gauge panel mounted above the wide handlebar, which makes the Z1000’s signature design feature—its prominent headlight assembly featuring four LED bulbs—look like it’s mounted much lower than it actually is.
• Other noteworthy new Z1000 bits include a larger 4.5-gallon fuel tank (up by 0.5 gallons), twin-outlet mufflers covered with brushed stainless steel, and a grippy new seat with a Z-pattern cover. Seat itself is narrow at the front, allowing the rider move forward into the slots molded into the tank. The rear seat, with a matte-green covering, can almost be mistaken for bodywork.
So, what’s the new Z1000 like to ride? Impressive. It’s totally at home in the city, where it can spurt in and out of traffic with ease. And it’s a delight on twisty mountain roads, where the suspension that feels a tad overly firm in the bumpy city gives the bike a welcome composure in high-speed sweepers. A wide powerband and abundant torque eliminate the need for frequent downshifts, and the gearbox is click-click second nature, blessed with an easy-to-modulate clutch.
2014 Kawasaki Z1000 ABS on a twisty mountain road
With a claimed curb weight of 487 pounds and a dedicated effort by Kawasaki to centralize the bike’s mass, the 2014 Z1000 leans into corners well, aided by steering that’s precise but not too quick. The geometry, identical to that of the Ninja 1000, features 24.5 degrees of rake and 4.0 inches of trail.
Kawasaki brought along a 2013 Z1000 for comparison. My quick take: I prefer the higher, more upright seating of the 2013 bike, which fits taller riders better than the new bike. That stated, the 2014 Z1000, because of its lower, more forward-canted riding position, feels sportier and gets the rider more out of the wind, which is a legitimate concern if you commute long distances on the bike. Moreover, the throttle of the 2014 Z1000 is much snappier, and the suspension is significantly firmer, more ready to play.
In short, Kawasaki’s new Z1000, which retails for $11,999, is a great bike. Say what you will about its styling, but this Kawasaki is an impressive update on what already was an excellent bike. But does it have what it takes to beat newcomers such as the Yamaha FZ-09 or proven Europeans such as the Aprilia Tuono V4 R or MV Agusta Brutale 800?
We plan to find that out soon, after we spend some quality time with the Kawasaki on more familiar turf, where we’ll see if the new Z1000 can wrangle another Ten Best award. While some might say the new Ninja 1000, with its better wind protection and optional saddlebags, is the more versatile Kawasaki and a better choice, the Z1000 has more attitude, more of the raw appeal that sets an emotional hook. Nice to have choices, isn’t it?

2014 Kawasaki Z1000 ABS
ENGINE Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
BORE & STROKE 77.0 x 56.0mm
FUEL INJECTION Four 38mm Keihin throttle bodies, oval sub-throttles
IGNITION TCBI with digital advance
FINAL DRIVE X-ring chain
RAKE/TRAIL 24.5 degrees/4.0 in.
FRAME TYPE Aluminum backbone
FRONT TIRE 120/70ZR-17
REAR TIRE 190/50ZR-17
WHEELBASE 56.5 in.
FRONT SUSPENSION/WHEEL TRAVEL 41 mm inverted SFF-BP fork with stepless compression and rebound damping and spring preload adjustability/4.7 in.
REAR SUSPENSION/WHEEL TRAVEL Horizontal monoshock with stepless rebound damping, remotely adjustable spring preload/4.8 in.
FRONT BRAKES Dual 310mm petal-type rotors with radial-mount four-piston monobloc calipers and ABS
REAR BRAKES Single 250mm petal-type rotor with single-piston caliper and ABS
SEAT HEIGHT 32.1 in.
COLOR CHOICES Golden Blazed Green, Metallic Graphite Gray
MSRP $11,999
WARRANTY 12 Months

Ktm Duke 390 review

The Duke 390 is the second in a series of A2-compliant motorcycles I hope to ride for a few weeks on my commute across London, as a kind of long-term comparison test. I've had it for a week, after taking Honda back their CBR500R.

It's proving the perfect urban bike. Sharing the chassis of the Duke 125, it’s tiny, and as a result highly adept at slicing through traffic.

It’s one of those machines that’s so nimble it makes it easy to change direction while virtually stopped, without putting a foot down. Nip up one side of a queue, stop, turn almost 90°, cut between two cars, then do another 90° turn and zip up the other side. It’s almost as manoeuvrable through traffic as a bicycle.
It will squeeze through the smallest space. The mirrors stick out no further than the ends of the bars.
Being a 390, it's also got ample power for zipping into gaps or through closing ones.
It's supreme at denying those abominable drivers who make it their mission to hinder filtering motorcycles. They have no chance of stopping it. It threads through traffic a like 125 commuter but goes like a full-size motorbike. Whack the throttle wide open from low speed in first and the front wheel leaves the tarmac.

In fact I've bent the rules of my long-term comparison test with the Duke 390. KTM have given me a full-power, 43bhp one; the one for A2 licence holders has a different ignition map which restricts it by 1.5bhp, according to a PR rep for the firm.

A2 licences carry a restriction of 47bhp along with a power-two-weight ratio limit of 0.26bhp per kg. While the full-power Duke 390 is already within the former, it’s low weight of 139kg falls foul of the latter, which is why it must be restricted.

The mathematically minded of you may spot that, according to those figures, the restricted Duke is still too powerful, making 0.29bhp per kg. To make 0.26bhp per kg, it has to gain about 20kg once all fluids are added. I choose not to delve any deeper into that. It gives me a headache. What seems clear is that the restricted Duke 390 has its nose against the A2 power-to-weight ratio limit.
The one I've got feels faster accelerating than the CBR500R, although I expect the 47bhp (and 194kg fuelled) Honda would reel it in as the numbers climbed.

It's definitely more fun than the CBR in town. I'm not as sure about out of town. The motorway journey from KTM's UK headquarters to London was just as you'd expect. Wrestling with the wind, I thought: 'Remind what the point of a naked motorcycle is.'

It's not the only area where the CBR500R is more convenient. It's a struggle to get a disc lock under the seat of the KTM. It fits but only just. The Honda has much more space.
With a plastic tank, the Duke won't take a magnetic tank bag.

There is also some disquiet on internet forums about the build quality of Duke 125s. For example, there are numerous complaints of the front brake light switch failing because the rubber cap on it goes hard in the cold. Since the Dukes share so many parts, there's presumably a risk of the 390 suffering similar problems.

I got 58.9mpg from the Duke, mainly in town, and 113.4 miles between fuel stops. The range indicator, which comes on with the fuel warning light, said I had 24 miles to go before the 11-litre tank would be empty. It had dropped instantly from 32 to 24, and I once rode a Duke 200 that went straight from 15 to zero, so I didn't want to push it. The CBR500R did better on economy, at 67.4mpg, giving a theoretical 232-mile range from the 15.7 litre tank.

That said, the CBR500R's service schedule includes a £250 valve clearance check at just 600 miles, which makes you wonder if Honda are worried about the Thai-built engine. In contrast, the CBR600RR doesn't need a valve check until 16,000 miles.

The fact is, neither the Duke 390 nor CBR500R has been around long enough for a clear picture of long-term reliability to have emerged.

In it's favour, the Duke will be about £400 cheaper than the CBR500R with on-the-road charges included. Both have ABS as standard.

However, the CBR500R feels like more of an all-round, do-anything motorcycle. Choosing between the two is a battle of head against heart. The CBR is the one you'd introduce to your parents. The Duke is more fun but might run off with your best mate.

Sorry KTM but I think the CBR is the one I'd buy. Although I would be thinking of the Duke as I rode it.

Model: KTM Duke 390
Price: £4,500 plus on-the-road charges
Power: 43bhp (41.5bhp for A2 licence holders)


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