2011 Kawasaki Ninja ZX-14


Twisting the throttle of the 2011 Kawasaki Ninja ZX-14 will give you the experience you crave. Wind tunnel designed plastic and a high revving, high displacement inline-four pumping out an undisclosed amount of horsepower enable the brave to conquer the open spaces in short order.

There is little one can say about the differences between the two Japanese hyperbike screamers because it is nearly impossible for a mere mortal to test this class of motorcycle at its extreme end of performance.

Given a rider with the skill and strength of will to hit the limiter in sixth gear, there is a distinct problem in finding a suitable location for such a test.

A track day will tell you much about the low and midrange torque and horsepower, but long before you get close to the top end you run out of strait and all your concentration goes into wrestling the behemoth through corners designed to challenge a 600.

The logical venue is a standing mile time trial on a dry lakebed, but that does not lend itself to an informal test, not to mention the dismay the fine folks at Kawasaki might suffer at having a loaner bike entered into an official competition.

In the West, we have a very big desert with some lovely long, strait roads where one can join the 200 MPH club if so inclined.

Of course, that comes with the risk having your bike spend some time in an impound lot, or at worst spread across the landscape in very small pieces after trying to bunny-hop an endangered desert tortoise.

In the end, it is all pointless because the manufacturers have agreed to limit top speed to 300 kph (aka 186 mph). Despite the previously stated difficulty, if you are looking for a machine of the caliber of the Ninja ZX-14, there are characteristics that distinguish it from the other bike in its class.

Styling is a concern when it comes to the motorcycles we choose and the ZX-14 has that. Every angle is purpose built to accomplish the main task of the machine; slip through the ocean of air as cleanly as possible.

Contours ramp down from the passenger seat cowl, cutting through the rider compartment, over the four slashes along the tank, to culminate at a point on the ground preceding the front tire.

The lower fairing channels cooling air through the lightweight Denso radiator and around the engine compartment while deflector wings under the swing arm smooth the flow of air around the rear wheel. Front and back turn indicators fuse into the bodywork; the only thing distracting the flow of air over the fairing is the large ram air intake duct between the evil grin of the headlights.

Cool, high-pressure air channels through the central duct into the 1352cc four-cylinder DOHC engine, passing the 44mm Mikuni throttle bodies with 32-bit ECU controlled duel throttle valves.

Fine-atomizing injectors spray 75┬Ám droplets of fuel at a 20-degree angle to cover a wider area of the combustion chamber to give a controlled even burn. Each of the four spark plugs has its own ignition coil allowing the ECU to optimize the tuning of each cylinder independently.

Perfect primary balance and dual gear-driven balancers reduce vibration to an absolute minimum while special piston profile and insulation in the magnesium timing chain cover reduces mechanical noise. The sound produced by the ZX-14 has an appealing turbine ambience and urges the rider to turn the throttle further.

A six-speed transmission is overkill in the Ninja ZX-14, as it can easily suffice to have only five gears, perhaps even four, for the majority of riders who throw a leg over this God of Speed.

The transmission started out very tight, but after a hundred miles the dogs wore in and slick shifting became the norm. The hydraulic clutch uses a radial-pump master cylinder--same as the front brake--which gives a clean look.

However, the throw is too close to the grip preventing two-fingered clutching. The slipper clutch works well; clicking down a couple gears and dumping the clutch gives a satisfying ratcheting down in speed without locking the rear wheel.

Handling, while not quick, is confidence inspiring. At the speeds capable by the ZX-14, you want extremely predictable handling so quick steering is replaced by strait line stability and precise corner tracking.

Engine placement in the hollow box aluminum frame plays an important part in the Ninja's handling. Front to rear balance is carefully designed into the bike to give the desired handling characteristics for a machine with a clamed curb weight of 567 pounds.

The road interface comes in the form Bridgestone Battlax tires, both wrapped around attractive cast wheels with offset center ribs so wheel weights can be located precisely along the centerline.

Kawasaki's twin 310mm petal front discs, with radial-mounted, four-piston calipers and rear 250mm petal disk with twin-piston caliper, provide admirable stopping power.

Each piston in the calipers has its own brake pad, which increases cooling efficiency and decreases the chance deforming due to heat. Braking is unaided by ABS, which saves weight but a motorcycle capable of such high speeds can use all the help available when slowing down.

The frame is a combination of box aluminum and cast aluminum to give strength and rigidity while remaining light and wraps around the engine, which is a stressed member to add torsional rigidity and further, save weight.

Dampening on the 43mm inverted cartridge forks is stiff in initial throw to resist dive during braking and the Uni-Track linkage rear suspension is fully adjustable, linear in action, and helps lower center of gravity by lowering linkage position.

Despite its high output, power application is smooth across the whole rev-range making the ZX-14 very predictable. Below 3000 rpm, the ZX-14 is quite tame and very easy to ride around town.

Digital Timing Advance in conjunction with exhaust design and high displacement gives the Ninja exceptional low and mid-range power with a very friendly throttle response. Between 3000 and 5000 rpm, you have an outstanding highway machine with comfortable ergonomics for the long ride away from civilization.

The bike is necessarily low for high-speed aerodynamics but this helps in mid-speed situations because the air hitting your chest helps take the weight off your arms from the forward positioned bars. Once the speedo hits the triple digits, the full effect of the wind tunnel designed body comes into play. Tucking into the envelope cut by the fairing feels natural and the sensation of pure speed overtakes your mind, driving out all mundane thoughts.

The 2011 Kawasaki Ninja ZX-14 combines attractive styling with mind-boggling performance in a package that pleases even if it never ridden to its full capability. You do not have to be super-human to ride one, but if you are, let me know what it is like at the redline in sixth.

2011 Kawasaki Ninja ZX-14 | Motorcycle Specs:
  • Engine...Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
  • Displacement...1352 cc
  • Bore x stroke...84.0 x 61.0 mm
  • Compression ratio...12.0:1
  • Fuel system...DFI with four 44mm Mikuni throttle bodies
  • Ignition...TCBI with Digital Advance
  • Transmission...6-Speed
  • Final drive...X-Ring Chain
  • Rake/trail...23 degrees / 3.7 in.
  • Front tire size...120/70 ZR17
  • Rear tire size...190/50 ZR17
  • Wheelbase...57.5 in.
  • Overall height...46.1 in.
  • Overall length...85.4 in.
  • Overall width...29.9 in.
  • Front suspension / wheel travel...43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 4.6 in.
  • Rear suspension / wheel travel...Bottom-link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
  • Front brakes...Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
  • Rear brakes...Single 250mm petal disc with twin-piston caliper
  • Fuel capacity...5.8 gal.
  • Seat height...31.5 in.
  • Curb weight...566.7 lbs.
  • Color choices...Candy Lime Green / Ebony, Ebony
  • MSRP...$13,599
  • Warranty...12 months
  • Good Times Protection Plan...12, 24, 36 or 48 months
















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BMW S1000RR Motorcycle - BLACK Monster

BMW S1000RR Motorcycle is designed motorcycle and designed to can compete and compete in the Superbike Championship motorcycle racing. At BMW Motorcycle S1000RR parallel twin-engine layout and Duo-Lever front suspension in favor of a more traditional inline four-cylinder and fork format. There was also improvement and development with added many new features such as cylinder heads and konrol better traction course.

2010 Yamaha V-Max motor VMX17 - Specification and Feature

2010 Yamaha V-Max motor VMX17

2010 Yamaha V-Max motor VMX17

2010 Yamaha V-Max motor VMX17

2010 Yamaha V-Max motor VMX17


2010 Yamaha V-Max motor VMX17 - Specifications and Features

2010 Yamaha V-Max motor VMX17 is a legend. With a capacity of 1679cc engine with 4 cylinders. Vehicles that were created to be the king on the track with technology so advanced and sophisticated electronic systems. That makes Yamaha V-Max VMX17 a special class. Also chassis is made as light as possible but still to create a balance in the Yamaha V-Max VMX17. And for combustion systems use a method that uses sophisticated immobilizer chip embedded on the 2010 Yamaha V-Max VMX17. For more information about specifications, features existing on the 2010 Yamaha V-Max VMX17, you can see below.

2010 Yamaha V-Max VMX17 - USA Specifications
MSRP: $19,500 USD (Candy Red) Available from November 2009

Engine
  • Type 1679cc liquid-cooled 65° V-4, DOHC, 4 valves/cylinder
  • Bore x Stroke 90.0mm x 66.0mm
  • Compression Ratio 11.3:1
  • Fuel Delivery Fuel Injection with YCC-T and YCC-I
  • Ignition TCI: Transistor Controlled Ignition
  • Transmission 5-speed, multiplate slipper clutch
  • Final Drive Shaft

Chassis
  • Suspension/Front 52mm telescopic cartridge fork w/oxidized titanium coating. Fully adjustable preload, compression and rebound; 4.7 in travel
  • Suspension/Rear Single shock w/remote reservoir and remote adjustable for preload, compression and rebound
  • Brakes/Front Dual 320mm wave-type discs; radial mount 6-piston calipers, Brembo® radial pump master cylinder
  • Brakes/Rear 298mm wave-type disc, single-piston caliper and Brembo® master cylinder
  • Tires/Front Bridgestone® Radial 120/70-R18 59V
  • Tires/Rear Bridgestone® Radial 200/50-R18 76V

Dimensions
  • Length 94.3 in
  • Width 32.3 in
  • Height 46.8 in
  • Seat Height 30.5 in
  • Wheelbase 66.9 in
  • Rake (Caster Angle) 31.0 in
  • Trail 5.8 in
  • Fuel Capacity 4.0 gal
  • Fuel Economy** 27 mpg
  • Wet Weight*** 683 lb / 685 lb (CA model)

Features and Benefits:

Engine:
  • DOHC 4-valve "pent roof" cylinder head design provides optimum breathing efficiency for incredible engine performance. Valve actuation is via under bucket shims. Compression ratio is 11.3:1.
  • Liquid-cooled, 1,679cc, DOHC, 16-valve, 65°, V-4 engine has no equal in its class. The compact engine design has allowed the engineers to place the engine in the "sweet spot" of the frame to optimize handling.
  • High-performance camshafts provide incredible engine performance. Centrifugal decompression device on the exhaust cam means fast, easy starting.
  • Steel valves are used for excellent durability. Intake valves are 34mm in diameter with a 14-degree valve angle while exhaust valves are 30mm with a 15 degree valve angle.
  • Automatic hydraulic cam chain tensioners reduce engine mechanical noise.
  • "Combination" chain and gear camshaft drive system is utilized. With this system, only the intake cams are driven by a chain (attached to the crank), the exhaust cams are driven by a gear drive off the intake cams. This design allows for more compact cylinder heads since the distance or "pitch" between the camshafts is reduced.
  • Lightweight, forged, aluminium short skirt pistons help provide fast throttle response, reduced vibration and provide excellent durability.
  • Connecting rods are carburized and use a nut less design. The lower end "cap" of the rod is made from the same piece of material as the upper portion; this design is known as "fracture splitting". This design aids in establishing true big end roundness, greater precision in con rod dimensions and are extremely durable.
  • High-performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.
  • ACM magneto produces 420 watts of power at 5,000 rpms.
  • Functional hand finished aluminium intake covers highlight Yamaha's quality and attention to detail.
  • Compact rear shaft drive gear case assembly reduces weight and improves styling.
  • 4-into-1-into-2 into-4 exhaust system is used. Not only does it make a serious styling statement but also provides excellent performance and reduced emissions thanks to a 3-way honeycomb catalytic converter in the under engine "muffler box". It also features Yamaha's patented Exhaust Ultimate Power Valve (EXUP). This system monitors engine rpm and adjusts exhaust flow (via the EXUP valve) for maximum performance at all rpms with no "flat spots". This system helps to improve torque, optimize fuel economy and reduce emissions too.
  • 5-speed transmission features optimized gear ratios for maximum acceleration and performance. 5th gear is an overdrive gear to reduce engine rpm at highway speeds for a comfortable ride.
  • Hydraulically activated, ramp-type slipper clutch featuring 10 friction plates is used to deliver consistent clutch performance with a light lever pull and minimal maintenance. A slipper or back limiter clutch assembly reduces rear wheel hop when making hard downshifts or under hard braking. The clutch master cylinder is a Nissin design using a 14mm piston. The clutch lever offers 4 positions of adjustability.-
  • Clean, quiet, smooth low-maintenance shaft drive is used. This system features dual "U" joints to accommodate the extra wide rear tire.
  • Open deck type cylinder sleeves are used for maximum cooling efficiency.
  • Lightweight magnesium alloy crankcase covers are used.
  • Crankcase design incorporates the cylinders into the upper half of the cases for reduced weight. Ceramic composite cylinder "bores" are a "liner-less" design with the ceramic coating sprayed directly on the aluminium block to ensure great heat dissipation for consistent power delivery, reduced friction and reduced weight.
  • Mikuni fuel injection system uses four 48mm throttle bodies fitted with T.P.S. (Throttle Position Sensor) and numerous other sensors. An oxygen sensor has been fitted into the exhaust making this a "closed loop" type FI system. The benefits include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up. The closed loop design means the system is constantly monitoring the fuel / air mixture and adjusting it as required for maximum performance plus reduced emissions.
  • The VMAX utilizes a lightweight main Electronic Control Unit (ECU) that in fact consists of 3 - ECUs in total. The main 32-bit ECU controls the ignition and fuel injection process, while a 2nd and 3rd integral ECU controls the YCC-T & YCC-I. This "combined" ECU design reduces weight.
  • Yamaha Chip Controlled Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. This system features twin Throttle Position Sensors (TPS) and a D.C. motor driving the throttle valves. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. The rider can "mechanically close" the throttles by simply closing the throttle twist grip.-
  • Air Induction System (AIS) injects fresh air into the exhaust port area to fully combust any un-burnt fuel, reducing harmful HC and CO emissions for a cleaner environment.
  • Large capacity air box uses a viscous-type paper air filter.
  • YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length (between 2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from 150mm (for low to mid rpms) to the short setting of 54mm for high rpm. The transition or switching rpm between the 2 lengths is 6,650 rpms. The revolutionary YCC-I provides the best of both worlds, solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.
  • Gear-driven engine counter balancer shaft is used to reduce vibration and maximize rider comfort. The balance ratio is 50% to allow some pulse feel. Since the crank design is 180 degrees, there is also some inherent natural balancing effect as well.
  • Twin radiator design features a curved upper rad and lower flat rad for maximum cooling efficiency. Each rad has its own cooling fan.
  • An oil-to-coolant heat exchanger type oil cooler maintains stable lubricant temperatures for increased performance and extended engine life.