Monday, February 28, 2011

Honda 2009 bikes pics

Honda 2009 bikes

"Why didn't I think of that sooner?" Other manufacturers might be saying today as they look at the new H-D XL1200C Custom H-D1 Sportster. Make your own XL1200C Harley with more than 2,600 combinations! 2011 Harley-Davidson Motorcycle Model Guide
Honda 2009 bikes
Today Moto Guzzi has released two exciting new prototype motorcycles to the public - 2012 Moto Guzzi V7 Scrambler and California. Check out these motorcycle prototypes and many more concepts and spy shots in our TMW Big Book of Concept Bikes

Honda 2009 bikes

Sunday, February 27, 2011

MODIFIKASI SUZUKI SMASH 2005 | Modif For Rois pics


Not already on the market its time again searched glued see left motor looks dirty, try deh see Suzi Smash Jacky Jinggo belongs. Cool model used is also legitimate speeding aja let alone make the streets with my friends one club.

Appearance and performance became the main concern. "Create a power protect I support with the already oversized piston 200, hereinafter to supply current gasoline karbu wear Keihin exhaust hole 28 is forwarded refined and AHRS short muffler that makes the pull lightly," said junior Al Zahra Jepara Student this.

Easy offset machine, the legs also were taken into account with a rim Daytona rubber took big tires so easy to drag plate. "Suspension front of a little fashion of applying the tube model and YSS Bungbon to stern, the following pairs of PSM 32mm wide disc clamped Nissin calipers," Jacky cap.

So that eventually more and more perfect view, the last secret forwarded through color graphics garnish screen enough fresh evocative style, a dynamic spirit of racing. | Andre

Rim DPN / BLK: TK japan, Ban DPN / BLK: FDR, Cat / clear: Blinken, Exhaust: Creampie, Mdifikator: J-Concept Jepara

MODIFIKASI Kawasaki Ninja R2 50 | Duo Maut Ninjais Riau pics

MODIFIKASI Kawasaki Ninja R2 50 | Duo Maut Ninjais Riau

Virus GP same style as pervasive in the depths of Hermanto and David. Without feeling Testament, the original guy and Dumai Rengat It comes with 250 R Ninja outdate transformed tub mounts moge overseas raider.

While we are pretty big engine and the fairing shape body very fit for MODIF like this. The result can be satisfied and certainly far from the original high price, "foundation of both. | Rob / punk

Kawasaki Ninja R250 - Rengat

Body Solutions CHROME
In the hands of as modifikator Wijaya, uniforms and equipment letestede Ninin fairing factory. Only the stern are revamped to be more peaked fiber custom fit the theme. Later in the workshop chromated total Clink Jakarta. Results of the chromium is not just the standard allowed for granted, but in solid colors with matching red scotlite following sikkens varnish through the hands of Tommy Airbrush Jakarta. "He looks even more blink blink bro," open the owner of this motor.

Ex-foot R1
Although by nature to look macho Ninin not necessarily make doi satisfied. Keep in touch again in the sector's legs still look skinny. A set of wheels former waste moge ditebusnya to beat the Yamaha R1 hot asphalt with rubber Riau Islands Cunti Continental Race Attack. Problem ajrutan and shut-off wheels no need to think again, because everything is complete alias seaech, "added the doctor modif.

Kawasaki Ninja R250 - DUMAI

Red Ducatisti
Unlike the Ninja have David, who lived in the numbers Hermanto Kasim SS was made in the single body in debris seater. Inspired by the forms of sport Ducati 848 through fiber dough from the crew Dales. Painting workmanship selected red and white mixed danaglos siralic began re fused all motor side, this new ride mate Casey Stoner, "user cuap this sikken varnish. While the front looks trendy lighted angel eyes HID projector Kitaco handlebars and rearview mirror amid Koso.

Leg Standard Equipment
To appear hostile to the sport should be capitalized, large no fairing. Middling cheap but not tacky. So, this Ninin legs appear commensurate with the original Enkei rims are wrapped with rubber re Batlax BT 1992. The second suspension is also still the factory default anyway, but his arms ayun cool because it makes getting re-boost aka a custom license plate image doi iron horse.

kawasaki ninja airbrush motor contest wallpapers

jogjakarta - JEC - kawasaki ninja airbrush motor contest
MOTOR kawasaki ninja is always have good looks in many style of modif style. in this motor show the ninja have modified in red and colour airbrush, the motorcycle was be make over to be a clean motor that is suitable for young rider who want modis motor modification concept design.
let's see the motor ninja gallery in this motor show.

kawasaki ninja airbrush motor contesttag : Kawasaki ninja motor cycle contest in motor cycle show, motor treatment, modification art at exhibition event - airbrush paint.
kawasaki ninja airbrush motor contest
kawasaki ninja airbrush motor contest
kawasaki ninja green airbrush in a motor contest
kawasaki green clour ninja airbrush motor contest
foto kawasaki ninja green airbrush
kawasaki ninja green airbrush motor contest
kawasaki ninja green airbrush in a motor contest show in JEC jogjakarta

yamaha rx king supermoto modif contest design pics

yamaha rx king supermoto modif contest design
the motor rx-king design concept in oto contest in a motorcycle show. this is one of contestant in the JEC MODIFICATION ART tournament. with a white colour of paint the motorcycle is looks more extreme scene.
Yamaha RX KING motor cycle show - motor Drag race concept motor treatment- modification art - motor balap liar, motor cycle contest Extreme.
yamaha rx king supermoto modif contest design
this is gallery of RX KING modification art
yamaha rx king supermoto modif contest design 1
yamaha rx king supermoto modif contest design 2
yamaha rx king supermoto modif design
foto rx king from side view
yamaha rx king modif contest design
yamaha rx king supermotor modifikasi
motor rx king treatment design concept for drag race

Yamaha FJR1300 Sport Touring Bike wallpapers

Yamaha FJR1300 Sport Touring Bike
Yamaha FJR1300 Sport Touring Bike
Yamaha FJR1300 Sport Touring Bike

2009 Yamaha XJ6 Diversion pics

Virtually every feature on this attractive new 600 has been designed to ensure that the new XJ6 Diversion delivers all of the style, fun and ease of use that today’s middleweight rider is looking for. Its newly-developed 600 cc liquid-cooled 4-stroke inline 4-cylinder engine has been designed to deliver a smooth band of easy-to-handle power, making the XJ6 Diversion an ideal machine for new and experienced riders.

The new tubular frame is designed to deliver easy handling, and its clean lines emphasize the bike’s slim appearance. Lightweight cast wheels keep unsprung weight low, allowing the 41mm front forks and Monocross rear suspension to deliver a smooth ride and good roadholding. For added comfort the new XJ6 Diversion is equipped with adjustable handlebars – and ABS is available as an option.

Friday, February 25, 2011

triumph bonneville pics

The original Triumph Bonneville was popular (particularly in its early years) for its performance compared with other available bikes. Although its motor was later enlarged to 750 cc, in the late 1970s and early 1980s sales abroad greatly suffered in competition with more modern Japanese motorbikes from Honda and other manufacturers. Domestically, however, the T140 remained the best-selling 750 cc motorcycle against more sophisticated Japanese and Italian opposition , picking up the prestigious Motor Cycle News Machine Of The Year award in 1979.
[edit] T120 Bonneville
Main article: Triumph Bonneville T120

The original Triumph Bonneville was a 650 cc parallel-twin (two-cylinder) motorcycle manufactured by Triumph Engineering and later by Norton Villiers Triumph between 1959 and 1974. It was based on the company's Triumph Tiger T110 and was fitted with the Tiger's optional twin 1 3/16 in Amal monobloc carburettors as standard, along with that model's high-performance inlet camshaft. Initially it was produced with a pre-unit construction engine which enabled the bike to comfortably achieve 115 mph without further modification, but later (in 1963) a unit construction model was introduced which was stiffer and more compact, including additional bracing at the steering head and swing arm. The steering angle was altered and improved forks were fitted a couple of years later, which, together with the increased stiffness enabled overall performance to match that of the Bonneville's rivals.[2] Later T120 Bonnevilles used a new frame which contained the engine oil instead of using a separate tank; this became known as the oil in frame version. The T120 engine, both in standard configuration and especially when tuned for increased performance, was popular in café racers such as Tribsas and particularly Tritons.
[edit] T140 Bonneville
Main article: Triumph Bonneville T140

The early 650 cc capacity production T120 Bonneville, often known as the duplex frame model,[3] was replaced in the early 1970s by the T140 Bonneville, the same basic machine but with a 750 cc engine. Refined from the later 'oil in frame' version of the T120, the first few T140s, designated T140V, featured a larger-capacity engine of 724 cc, a five-speed gearbox option and indicators, but still retaining drum brakes and kick-start. Shortly after, the engine was further bored out to 744 cc and front disc brakes were fitted (using single discs until 1982). In 1975, along with engine modifications, the gearchange lever was moved from right to left to comply with new regulations mandated for the American market and a rear disc brake fitted. Several T140 models followed featuring various modifications and refinements including electric starting from 1980 until production ceased with the closure of the Meriden works in 1983.[4]

Although this should have been the end of the Bonneville, as it turned out it was not. Triumph Motorcycles was acquired by businessman John Bloor, who licensed a company called Racing Spares in Devon, run by Les Harris to manufacture the T140 Bonneville. These continuation bikes are known as the 'Devon Bonnevilles', which did not reach the market until 1985, and were not sold in the U.S. Production ended in 1988.[5][6]
[edit] New Bonneville

A completely new Triumph Bonneville 790 was debuted in 2001 by Bloor's Triumph Motorcycles Ltd. Originally built exclusively in Hinckley, England, some models are now produced at the company's Thailand manufacturing facility (which also makes components and accessories for various Triumph bikes). The new "Bonnie" strongly resembles the earlier models in style and basic configuration, but with entirely modern engineering. At the debut the new version was given a 790 cc parallel-twin engine, with the up-spec T100 receiving a 865 cc engine. From 2007 on, all Bonnevilles received the 865 cc engine. Through 2007, all engines had carburettors; electronic fuel injection was then introduced to the 2008 models in Britain and to United States models in the 2009 model year, in both cases to comply with increasingly stringent emissions requirements. "Dummy" carburettors have been added to the 2009 models to retain the original vintage styling of previous years.

All the bikes in Triumph's current "Modern Classics" line are based on the new Bonneville, including the SE, T100, Thruxton, Scrambler, America, and Speedmaster.

In 2006, Triumph launched the "Sixty-8" line of Bonneville accessories, offering vintage and modern-style items including seats, seat covers, cam covers, sprocket covers, petrol tank covers, tank badges, panniers, and other items to allow Bonneville owners the opportunity to customise their bikes for considerably less cost than traditional customisations.

triumph bonnevilletriumph bonneville
triumph bonnevilletriumph bonneville
triumph bonnevilletriumph bonneville
triumph bonnevilletriumph bonneville
triumph bonnevilletriumph bonneville

Thursday, February 24, 2011

Dani Pedrosa pics

Dani Pedrosa
Dani Pedrosa
Dani Pedrosa
Dani Pedrosa
Spain's Dani Pedrosa claimed his fifth MotoGP victory with a superb flag-to-flag ride on his Honda in the Spanish Grand Prix at Jerez.
The 22-year-old claimed the championship lead from Casey Stoner as the Australian struggled on his Ducati.
Pedrosa rocketed past pole sitter and arch-rival Jorge Lorenzo to take the lead on the first corner and proceeded to lay down a series of blistering laps to open up a handsome over the rest of the field.
Five-times MotoGP champion Valentino Rossi claimed second place, some three seconds behind Pedrosa, while his Yamaha team mate Lorenzo finished third.
American Nicky Hayden was fourth on his Honda but defending champion Stoner finished back in 11th place after taking two detours on the gravel early in the race.
Fellow Australian Chris Vermuelen was tenth on his Suzuki.

Wednesday, February 23, 2011

Yamaha YZF-R1 2005 Best Picture pics

Yamaha YZF-R1 2005 Best Picture

Yamaha YZF-R1 2005 Best Picture

Yamaha YZF-R1 2005 Best Picture

Yamaha YZF-R1 2005 Best Picture

Beautifully crafted 2005 Yam

Yamaha YZF-R1 2005 Best Picture

aha YZF-R1 Diecast Motorcycle Model 1:12 scale die cast from NewRay. Great replica in scale. This is a very highly detailed 2005 Yamaha YZF-R1 Diecast Motorcycle Model 1:12 scale die cast from NewRay. Every details are well put together. Great collectible or gift piece. 2005 Yamaha YZF-R1 Diecast Motorcycle Model 1:12 scale die cast from NewRay is one of the best showcase model for any motorcycle enthusiasts.

Honda Xr Best Picture Gallery pics

Honda Xr Best Picture Gallery

Honda Xr Best Picture Gallery

Honda Xr Best Picture Gallery

Honda Xr Best Picture Gallery

Tuesday, February 22, 2011

yamaha yzf r1 2007 wallpapers

But the big news in the intake tract are the variable-height velocity stacks of the YCC-I system. The Yamaha Chip Controlled Intake optimizes performance by utilizing a long 140mm velocity stack that enhances torque at lower revs. Then, once past 10,400 rpm, the trumpets squeeze up next to the throttle bodies to produce a short 65mm length for accentuated top-end pull.

Ripping up Laguna's front straight tucked in behind the windscreen and rowing through the gears, which retain the same ratios from last year, is truly great fun. The new engine (but with the same bore and stroke) is significantly stronger in the mid-range, which was a bone of contention we had with the 2004-2006 R1. A lack of snort is no longer the case. It pulls like a good 1000 should clear past 10 grand, pulling even harder through to the 13,750-rpm limiter. Brake markers come at you in unrelenting fashion, and power wheelies are merely a side effect of shifting. We look forward to getting this baby on the dyno.

Having that ripper of a motor makes charging from corner to corner a real blast, but at some point you have to slow down. That's where the slipper clutch and new 6-piston brakes come in handy. Thanks to the addition of the slipper clutch, previously found only on the '06 YZF-R1 LE, downshifting is done in carefree fashion, since it keeps the bike much more stable during deceleration. One of the many notable improvements not inside the engine compartment is the all-new braking system. The combination of radial-mount six-piston Sumitomo calipers, 310mm rotors, (reduced in size by 10mm versus '06), is a very competent package. Initial bite from the radial-pump lever is not too abrupt, but the binders are very powerful for standard units and offer up a lot of useful feel at the lever - one of our few gripes with the previous brakes. A single-piston pin-slide caliper and single disc on the back was only used to help keep the front tire on the track under acceleration.

There's more to this new R1 than mondo motor and brakes, so take a deep breath and shake off the goose bumps as we strip her down and look at what's going on beneath the racy new bodywork. Without a doubt it has a sharper edge to it now. An edge that Yamaha believes will pay dividends at the track. The all-new frame has been redesigned with 50% less rigidity on the vertical axis, 25% less torsional rigidity and 24% less sideways rigidity, with strategically located reinforced ribs inside the 1mm thinner perimeter side walls. But what does that all mean?

The latest incarnation of the YZF-R1 utilizes a new frame designed to create less rigidity and greater handling feel for the rider.
The latest incarnation of the YZF-R1 utilizes a new frame designed to create less rigidity and greater handling feel for the rider.
The goal is to provide a less stiff and more rider-friendly frame which works in concert with changes to the suspension components and steering geometry to improve front-end feel. Since we didn't have a '06 R1 to compare back-to-back, it's hard to report exactly how much difference this made. What we can say is that the R1 from last year was the heaviest of the bunch, had the longest wheelbase and felt both long and heavy in the turns compared to its competition. It just didn't exhibit very precise feel or offer up great front-end feedback, but it was very stable. In contrast, the 2007 R1, despite retaining the same wheelbase (55.7 inches) and rake (24-degrees), feels lighter and is very responsive to rider inputs, yet the front end is especially sure footed.

The emphasis on improving feedback from the chassis doesn't end at the frame. The fully adjustable 43mm inverted Kayaba fork features an increased spring rate, lighter aluminum rods and reduced thickness in both inner and outer fork tube walls. The triple clamp has a reduced fork offset, down from 30mm to 25mm and an accompanying increase in trail from 97mm to 102mm, which may partially account for the greater feedback from the front wheel.

After getting a taste for the base settings when I rode during the first two sessions I inherited a nearly perfectly set-up machine from a similar-sized test subject. I was pleased to find out that these bikes can easily be tuned to suit anyone's needs. Greater traction and feedback from the rear end is offered by the 16mm longer swingarm that is 30% stiffer torsionally but slightly less rigid laterally. It is similar in appearance to the '06 unit but doesn't look as sexy.

Before the end of my third session I was convinced this particular R1 couldn't get much better. The suspension worked great, so I set out to turn as many laps as I could endure, which was usually about 30 minutes per stint over the next four hours.

The Pirelli Diablo Corsa tires clung to every inch of the resurfaced Laguna tarmac, with the rear occasionally breaking loose under aggressive acceleration or overly exuberant braking. In either case, the slide was always predictable and never once gave me any reason to doubt it had a higher traction envelope than I was ready to explore. The tires received universal praise from the attending journalists, much to the pleasure of Pirelli's Director of Marketing, Chris Wall.

The nimble R1 is well-suited to the Laguna Seca track aided in part by the new Pirelli Diablo Corsa tires which received uniform praise from the moto-journos in attendance.
The nimble R1 is well-suited to the Laguna Seca track, aided in part by the new Pirelli Diablo Corsa tires, which received uniform praise from the moto-journos in attendance.
Choosing to hold the U.S. intro at Laguna Seca was a perfect fit for an unveiling of this caliber. The only track in the U.S. worthy of hosting MotoGP, the habitat of the most notoriously wicked sportbikes on earth, was our proving ground for the day. Unraveling the 2.2-mile, 11-turn Mazda Raceway at Laguna Seca proved without a doubt that the R1 has the chassis and turning prowess to back up what the motor brings to the table.

This R1 is actually very easy to ride fast. It's a combination of many desirable individual components which perform even better as a collection than they do on their own. It's responsive to rider input but very stable at the same time. The only hint of unwanted behavior was a tendency to wag its head under acceleration, even though a steering stabilizer is part of the stock equipment. It seemed to happen with regularity after I got fatigued. The bike is otherwise an absolute joy to ride fast, and that is exactly what Yamaha was gunning for.

I have never really been a fan of the R1 riding position but this one seems to suit me better. The previous models with high pegs and low bars appealed most to taller riders. Plenty of people got along fine with that setup, but it was always a bone of contention in my notebook. Things appear to be more humane this time around. My legs weren't as cramped up, and the bars position the rider in a less aggressive stance. This, along with the 10mm taller windscreen and decent seat, should be a nice addition to the multitude of riders who will use the R1 as a commuter.

Public opinion is still out on the appearance of the new R1, but I think it looks pretty damn good. When our First Look article was released there was disappointment around the office that it didn't raise the styling bar substantially. Yamaha chose to return to the function-over-form design mentality and, frankly, the bike is better for it. The more I rode and touched it, the more I liked it. The larger ram-air intakes look good beneath the traditional R1 cat-eye headlamps, and the rest of the front cowling is quite similar to the previous bike, which is in contrast to the all new R6-inspired side fairing panels. The R1 now incorporates channels in the top of the side fairing, like the R6, which create a vacuum-effect that helps the fast-flowing air passing through to extract hot air from the 40% larger side vents adjacent to the engine as it exits by the riders knees. The result is a claimed 8% more efficient cooling effect over the previous ventilation system. The curved radiator has been updated too. It is more densely packed with cooling fins, resulting in a 13% increase in cooling surface area to reduce power-robbing heat.

A pair of 310mm rotors are grabbed by radial-mounted six-piston calipers provide the braking power up front with Ken using the single-piston disc configuration out back to help keep the front wheel on the ground.
Hutch found the new R1's riding position to be an upgrade from previous models, with the rider placed in a less aggressive stance. The comfier ergos also make it a more comfortable fit for the casual street riding most people will encounter when they aren't on the pulling wheelies down the home straight of the USGP venue.
The cover for the 4.75-gallon fuel tank is similar in design to previous, with the curves and angles having been toned down a bit, but it still works well as grip points for the rider's knees. Follow the racy lines back across the seat and on to the pillion area and you will know you are still looking at an R1. The rear end, however, looks significantly different. Instead of a wide and flat platform for the passenger seat, the new bike has much more narrow bodywork compared to the previous design. The exhaust pipes are canted out and up at an angle compared to last year's bike while heat shields make up the additional width left open from the thinner seat cowling. The exposed surface area should keep your passenger's buns warm and toasty. The larger and more visible taillight is nestled between the pipes. Is this an aesthetic improvement? That's still up for debate, but it does look good and it retains a semblance of the previous R1 style. There's no doubt in my mind that there is enough shiny bodywork to keep owners buffing and polishing in pure carnubial bliss for years to come.

The question everyone is probably asking is whether or not this is the Yamaha that will return the company to the elite status of the original R1. My initial impression is definitely positive, and the 2007 Yamaha YZF-R1 is undoubtedly a legitimate contender. It has all the necessary components to be a winner, but things always seem better in the vacuum of a single-bike press launch. The issues of the past have been addressed, starting with a major change in Yamaha's approach to engine design. Add into the equation that this bike feels lighter and is just as at home dragging pegs across an apex as it is doing second-gear roll-on wheelies, (it would easily pull third gear heading up the hill to the Corkscrew) all while providing a more comfortable riding position and rider-friendly chassis means it will have no excuses this time out.

According to the literature that we received at the intro, Yamaha's goal was simple: "Build on the R1's heritage of sexy style while transforming it into the ultimate cornering machine with the best 1000cc engine performance." Since the bike handles fantastic and has the motor to get it to the next turn in a hurry, there's no reason to doubt the R1 has a shot at living up to the hype once it arrives in showrooms this December at a base price of $11,599.

The mob is still undecided regarding the new R1 s looks with the 07 design sporting larger ram-air intakes and new R6-inspired side fairing panels.
The mob is still undecided regarding the new R1's looks, with the '07 design sporting larger ram-air intakes and new R6-inspired side fairing panels.
There is no doubt this bike is going to be a success in the showrooms. Racetrack victories also are promising. Yamaha has taken lessons learned from some of the best racers in the world and incorporated that into this design. It will continue to be a force in World Superbike with Noriyuki Haga and Troy Corser at the controls, and the arrival of this all-new R1 coincides with Yamaha's return to the premier class in the AMA Superbike series. Eric Bostrom and Jason DiSalvo will fight the good fight in Superbike, while Ben Bostrom attempts to bring Yamaha a second consecutive Superstock championship.

This all sets the stage for what is, in our opinion, the most important measuring stick of all - the chance to win MotorcycleUSA's 2007 Superbike Smackdown. The R1 is one of two all-new open-class machines unleashed in 2007 (including the all new Suzuki GSX-R1000), and with the other two contenders having been refined last year, it means the battle should be closer than ever be. The 2007 Yamaha YZF-R1 has arrived and it is screaming for vengeance.

yamaha yzf r1 2007yamaha yzf r1 2007
yamaha yzf r1 2007yamaha yzf r1 2007
yamaha yzf r1 2007yamaha yzf r1 2007
yamaha yzf r1 2007yamaha yzf r1 2007

Monday, February 14, 2011

yamaha motorcycles2007 wallpapers

yamaha motorcycles2007
yamaha motorcycles2007
yamaha motorcycles2007
yamaha motorcycles2007
2007 Honda 919 (CB900F) is a manufacturer of motor honda issued circa 2007, this motorcycle has a 919cc engine capacity by using the 6 speed transmission and bore x stroke: 71 x 58 mm. 2007 Honda 919 (CB900F) has a candy red color. For suspension Honda 919 (Cb900F) is using Front: 43 mm cartridge fork with adjustable preload & compression-damping; 4.3 in. travel, Rear: Single shock with 7-position spring-preload adjustability; 5.0 in. travel. For the tire size Front: 120/70ZR-17 radial Rear: 180/55ZR-17 radial.

yamaha motorcycles2007
yamaha motorcycles2007

Sunday, February 13, 2011

kawasaki motorcycles 2008 pics

One pays a bit for this added performance – in terms of gas mileage that is. The Kawasaki averaged 49.1 mpg over our term of usage while the Honda is some 15 mpg superior, averaging an impressive 64.7 mpg. When it comes to stopping distances things get much closer – exactly the same actually – with both bikes getting hauled down from 60 mph in 143 feet.

Another benefit of this added performance is freeway composure, as the Kawasaki runs almost 2000 rpm lower at 70 mph and will keep going to well over 90 mph whereas the Honda runs out of steam. This gives the rider an easier and safer time passing other traffic, as the Ninja isn’t nearly as strained at left lane cruising speeds.

“The Ninja is more suited to riders who will need to log miles on the freeway or go on longer riders,” Hutchison comments. “Same goes for longer commutes – this is an area the Kawasaki has an advantage over the Honda because the engine just feels like it isn’t working so hard over extended periods at 70 mph.”

The Ninja’s only noted downfall on the freeway was a high-frequency buzz. Though the Honda Single vibrates more throughout the range, the Kawasaki is very smooth down low but as revs build a light hand-tingling sensation comes to the forefront, something some riders minded more than others.

Adds Hutchison: “This motorcycle feels more buzzy to me than the Honda. Both have vibration but the Kawasaki makes my hands tingle and the Honda did not. I feel the difference is similar to the way a Ducati Twin vibrates compared to the way an Inline-Four engine buzzes.”

But not everyone agreed with Hutch, Dawes commenting he felt less overall vibration from the Kawasaki compared to the Honda, something Waheed and I also agreed with.

kawasaki motorcycles 2008kawasaki motorcycles 2008
kawasaki motorcycles 2008kawasaki motorcycles 2008
Once off the freeways and onto the back roads the Kawasaki continues to shine. Handling from the quarter-liter Ninja is very planted and stable, the bike changing direction with minimal effort and holding a line extremely well. Stability is also quite confidence inspiring, as while it may not be as sharp-edged as the Honda, the Kawasaki feels quite a bit more solid. Both come equipped with IRC Road Winner tires, which aren’t horrible, but if you plan to take one to a trackday we highly recommend changing out the rubber for something a bit stickier.

“It feels a little bigger, more like a motorcycle; where the Honda feels kind of small like a scooter,” says our largest test rider at 5’11” at 200 pounds. “It just seems to handle a little better and doesn’t flex as much on bumps in the corners.”

Overall ergonomics are somewhat similar to the Honda, both seats sitting 30.5 inches off the ground with an easy reach to the raised up clip-ons and pegs not overly cramped. As for overall comfort, the Honda’s cozier seat gave it the nod over the Kawasaki, if ever so slightly.

“I like the way the Honda looks and it is a lot more comfortable than the Kawasaki,” says Hutchison. “The bike is smaller overall but more roomy and doesn’t cramp up the rider as much. Also, the seat is great, definitely way more comfortable than the Ninja seat. It seems to be a perfect

kawasaki motorcycles 2008kawasaki motorcycles 2008
kawasaki motorcycles 2008kawasaki motorcycles 2008
kawasaki motorcycles 2008 kawasaki motorcycles 2008
And while the Honda has the Kawasaki’s number in terms of transmission and slow-speed running, as well as gas mileage, the speed and handling abilities of the Kawasaki are impossible to overlook. By virtue of a 3-1 decision among testers, we have to give the Kawasaki the nod as shootout winner; surprising considering how much older the basic technology is. But Kawasaki has had over two decades to get it dialed in, and when it comes to the lightweight sportbike market, it’s done its homework. The real winner in this are beginner sportbike riders all over the world, as now there are more than one high-performance quarter-liter options, which will hopefully encourage more people to share in the sport we all love so dearly.

kawasaki motorcycles 2008kawasaki motorcycles 2008