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Posts of category  "Kawasaki"


Remember the Kawasaki Ninja 400 that was spotted during commercial shoot in Harley-Davidson’s backyard? The motorcycle, as per documents from California Air Resources Board, with a 399cc displacement, will be heading to the US market soon. The motorcycles came into news after Kawasaki shut down the North Avenue between Cramer and Prospect in Milwaukee for about an hour to shoot the commercial for the new generation model.

From what we could see in the video, the new 2017 Ninja 400 will most likely get muscular styling along with the new Kawasaki Racing Team livery. Visually, the design is sharper and we can see ZX-10R inspired styling cues, along with, as aforementioned, the KRT livery. Hardware list, as seen in the video, includes conventional telescopic front suspension, clip-on handlebars and what appears to be a ZX-10R inspired LED tail light.

Powering tasks will most likely be provided by a Liquid-cooled DOHC 8-valve 399 cc Parallel Twin motor capable of producing 44PS and peak torque at 37Nm.

While there is no official statement from Kawasaki, the motorcycle is expected to arrive at the 2017 EICMA motorcycle show. We may not see the motorcycle on Indian shores anytime soon. We’ll bring you more updates as and when they arrive. Meanwhile, let us know your views about the Kawasaki Ninja 400 through the comments section.


November’s EICMA show in Milan may reveal a new generation of supercharged Kawasaki engines and related models

Kawasaki shocked the world three years ago when it unveiled the supercharged H2 and H2R sportbikes. The 16-valve, DOHC, 998cc inline-four that powers both of those hot rods is boosted by a mechanically driven centrifugal supercharger to generate in track-only H2R trim 310 hp at 14,000 rpm and 115 pound-feet of peak torque at 12,500 rpm.

The engineering team had one obvious target: Give life to the most powerful production motorcycle in the history of the sport, whatever use that would be good for in real life. Large displacement, oversquare bore and stroke (76 x 55mm) for sky-high revs, plus supercharging—no prisoners taken.

While the H2/H2R is a clear statement of technological leadership, neither supercharging nor turbocharging has so far done for the motorcycle what it has done for 20 years for production automobiles: Allow a small engine to deliver high fuel economy at freeway speeds, yet with forced induction to also deliver spirited acceleration and real-world on-ramp performance.

The problem that has kept this from happening on two wheels is the limited tire footprint of the motorcycle. Not only does a motorcycle have only two wheels, but it uses only one-third of the width of those two tires. This small footprint cannot transmit the fast-rising and peaky torque of either turbocharging or the centrifugal supercharger of the Kawasaki H2/H2R.

A motorcycle’s drive wheel requires extremely smooth, predictable torque, which is why modern engine-control electronics (ride by wire, virtual powerband, traction control, anti-wheelie) have had such good success in smoothing the power delivery of existing bikes.

In revealing its “Balanced Supercharging” concept in 2015, Kawasaki showed a rotary shutter in the intake of a centrifugal blower (possibly similar to the “vortex throttle” used on Cosworth Champ Car engines) but did not explain either its purpose or function. We can only speculate that it might be used with fast computer control to maintain a desired boost pressure in an engine’s sealed intake airbox, thereby dealing with the old problem of torque that rises too fast for human control.

We will have to wait to see what Kawasaki reveals at EICMA this November. In a teaser about “Balanced Supercharging,” Kawasaki refers to a new generation of sport-tourers equipped with supercharged engines that were conceived to deliver supreme flexibility and great torque at relatively low rpm.

EXCLUSIVE VIDEO: Kawasaki Ninja H2R Dyno Run

Ford did something similar with its 1.0-liter three-cylinder EcoBoost engine, a little turbocharged monster that became the new standard in spark-ignited engineering for its solid peak power—140 hp at 6,000 rpm, combined with an incredibly thick and flat torque curve (133 pound-feet of torque at a mere 1,500 rpm)—and very low fuel consumption.

Ford applied lessons learned from diesel engine practice: a nearly flat pent-roof cylinder head (modest 22 degrees included valve angle) with the largest portion of the combustion chamber a deep bowl in the piston crown. This configuration proved effective at reducing knock despite compression exceeding 10:1, high for a mass-production supercharged engine.

In addition, the deep chamber keeps tumble turbulence alive through the compression/combustion cycle for perfect combustion and high efficiency. The combination proved to be a shortcut to high efficiency and torque not seen since the days of the Ford-Cosworth DFV 3.0-liter Formula 1 V-8, the engine that in 1967 set new thermodynamic standards.

Ford used turbocharging to reset the relationship between displacement, revs, and mean effective pressure, the main factors that participate in the definition of the power generated by internal-combustion piston engines. In this case, engineers drastically reduced the influence of revs and boosted mean effective pressure to an extremely high 304.5 psi. For a street-legal, naturally aspirated engine, we would be happy to see slightly more than half of that, say, 174 psi.

Not having to worry about mean piston speed, Ford engineers selected a small bore and a long stroke, which contributed to the clean, efficient, high-compression-ratio combustion chamber. Kawasaki appears to have adopted that same philosophy to deliver supremely flexible engines combining additional torque delivery, smoothness, and power.

Kawasaki used a mechanically driven supercharger for the H2/H2R. Can we in the future expect an electrically driven supercharger managed by the ECU for even higher engine efficiency and smoothness? Audi has done this with its SQ7 turbodiesel 4.0-liter V-8, and it works well.

If Kawasaki is able to combine small-engine economy with big-engine torque and power through a new and more controllable form of supercharging, that company will have opened a previously closed door to the future.


10 mins of BADASS FL2K street racing action! This monster 400HP H2 makes a trip from Texas to test against some of the fastest bikes in the country. We also jump in a 1300whp Nissan GTR to play with some bikes.


Bumble Bee – BMW S1000RR

Built motor




Texas H2 400HP – Kawasaki Ninja H2

Built engine

Built trans

Stage 3


Race gas


Hulk H2 – Kawasaki Ninja H2

Stage 2


Adams swing arm


Venom busa – Suzuki Hayabusa

Built motor


Pump gas


BMW S1000RR (run with GTR)

Full bolt ons



Kawasaki Ninja H2 (run with GTR)

Bolt ons



Nissan GTR – TSM built



Kawasaki will unveil a Ninja H2 derived super-tourer at this year’s Milan show, completely transforming the premium fast-touring market overnight.

The new continent-shrinker will be the first production tourer to use supercharger technology to deliver the ultimate blend of explosive torque and power, while also returning impressive fuel economy and Bentley GT levels of smooth refinement.

200bhp of touring punch

Don’t be confused by the name – which we believe will be Ninja H2 SX – this is a touring bike first and foremost, not a biposto version of the formidable Ninja H2R. While it won’t be short of power, the development team have concentrated on delivering incredible mid-range drive and fuel range. That means superbike levels of power and torque, while sipping fuel at the rate you’d expect from the firm’s normally aspirated 118bhp Versys 1000.

MCN’s Japanese source also revealed that the reworked H2 engine, which has been remapped to deliver around 200bhp at peak with a tangible boost to the mid-range punch, could also be the first outlet for Kawasaki’s variable-boost supercharger. The firm showed an engine at last year’s Tokyo show which boasted vanes on the supercharger’s inlet that opened and closed via a mechanical actuator. Rumours suggest this actuator has been replaced by a smaller and lighter integrated electric motor which will power the vanes – tuning the supercharger’s supply of air according to the rider’s throttle inputs.  

The ultimate GT

The rest of the bike promises an equally premium experience. That means we’re expecting the next generation of Kawasaki’s huge compliment of electronic rider aids all controlled by an inertial measurement unit to knit together cornering ABS, traction control, anti-wheelie and multiple rider modes. The H2 SX would also be the perfect candidate for semi-active suspension system – something we’ve not seen from Kawasaki yet.

In addition, we’d expect to see class-leading attention to touring considerations, with a full TFT dash and integrated satnav functionality, electronic screen, headed grips and seats, full media connectivity and keyless ignition. Honda are on the eve of unveiling their radically revamped Gold Wing, and BMW have already set the bar high with their ballistic K1600GTL. There’s an increasing glut of super-high-end versatile adventure-sports bikes, too – like Ducati’s Multistrada S Touring – so Kawasaki have to arrive in the market with something phenomenal. And the information seeping out of Japan suggests the H2 will be exactly that.

The Versys 1000 and Z1000SX families will remain, while the 1400GTR, has already ceased production as a casualty of Euro4 regulations.

But with the Ninja H2 costing £25,499, and the track-only H2R a marriage-wrecking £47,000, can the new SX and GT meet market expectations? The indications are that the base H2 SX will start at around £20k, while a fully-laden GT might be more like £23k – putting it firmly in the same realm as the Gold Wing and K1600GTL.

Get the full story from its Milan unveil in MCN on November 8.


  • 200bhp supercharged tourer
  • SX and GT spec versions
  • Class-leading fuel consumption
  • High-end spec as standard
  • Variable boost supercharger


Kawasaki wants to add supercharge to the way you tour on a motorcycle as the Japanese two-wheeler brand has teased its new Supercharged Tourer that would make its global debut at the upcoming 2017 EICMA motorcycle show. Kawasaki has remained tight-lipped about any further details although the Company did mention that the supercharger technology will create even greater low to mid-range pulling power. Check out the teaser video below:

We have, time and again, seen various renders from Japanese magazines. One of the renders that fits the description of the upcoming motorcycle is the Ninja S2 which will reportedly be a middleweight model with a 600-650cc of displacement. Check out the render below:

Kawasaki stated :

Third iteration of Kawasaki’s unique supercharged family breaks cover. Until now the Kawasaki supercharged story has been almost entirely performance focused. For 2018 Kawasaki will unveil a brand new machine at the EICMA show on 7 November utilising balanced supercharger technology to create even greater low to mid-range pulling power.

While none of the exhilarating forced induction performance feeling is missing, this unique power feeling is now joined by superior fuel economy and an overall riding feeling directed towards the sport touring market. Supercharge your journey with the only manufacturer that can deliver such a machine –be prepared for Sport Touring to accelerate impressively and efficiently into its next exciting phase.

The motorcycle, as aforementioned, will be unveiled on November 7, 2017. We’ll keep you posted about all the latest updates as and when they arrive.


Yes indeed, Kawasaki have released pictures and details for the 2018 ZX-10RR, though a quick word of caution, the ‘new’ details are very light indeed…

The only two updates are colours – the Showa canisters on the bottom fork leg are now silver rather than red, and the fork-top cap is now green, rather than red, and, that’s yer lot!

To be honest it didn’t need much change, it’s an ace bike as it is, did well in SBOTY this year and, as we all know, makes an incredible basis for a track/race bike.

And just a quick FYI – it’s going to be a reasonably quiet year when it comes to new bikes, there’s a few coming out but bar the new Ducati V4, but not huge amounts in the sports department.


Kawasaki Z900 the limited edition paint scheme has launched by Kawasaki in INDIA. The estimated price of the bike is 7.68 lakh, The new edition offers a two new colors  I.e Black and Green.

While the Japanese producer didn’t say the correct numbers this variation will be accessible in, we trust this is companies planning to gage the market reaction. On the off chance that this variation figures out how to get great numbers, Kawasaki may influence it to some portion of the standard shading choices. The organization mentioned in the discharge about its aim to assess the shading choices relying upon the client’s reaction.

Kawasaki claims that other than the new the expansion of this new dark red paint scheme, there has been a couple of decals changes that improve the general interest. The Triumph Street Triple 765 and the Ducati Monster 797 adversary has possessed the capacity to locate a not too bad fan following in India. Yet, regardless it does not have the quality and the brand esteem that the Z800 conveyed.


The Kawasaki KLX250 returns with key updates for 2018, shown here in new Digital Camo color option.

After a three-year hiatus, the KLX250 is back in the Kawasaki line-up and better than ever with the addition of fuel injection, new Uni-Trak suspension linkage and other changes to increase performance both on paved and dirt roads.

Borrowing notes from the KX line and Kawasaki’s racing heritage, this 2018 street legal, dual-purpose motorcycle is designed to cut through the busy traffic of an inner city or climb up a back trail to see the city from a beautiful view.

KLX250 Key Features

• New Fuel Injection System
• Revised Suspension Improves Handling
• Full Digital Instrumentation
• On/Off Road Capability
• One of Kawasaki’s Most Fuel-Efficient Motorcycles

The 2018 KLX250 motorcycle receives a new fuel injection system for improved starting at all elevations, fuel efficiency and performance. With riders of all skill levels in mind, Kawasaki’s target with the KLX250 are riders seeking a less expensive, lightweight dual sport motorcycle that is capable off-road.

The KLX250 features more aggressive styling noticeable in its front cowl, front fender, sharp taillight and two-bulb headlamp design. Taking cues from the KX family, the KLX250 motorcycle features two-piece radiator shrouds and KX-style fork guards, which help protect the inner tubes from rocks and brush.

An all-digital instrument console gives the rider at-a-glance information. Features include a digital bar-graph tachometer, digital speedometer, clock and dual trip meters. Fuel-injection and low-fuel warning lamps are also included.

Dual high-capacity Denso radiators, like those used on KX motocross bikes, deliver superior cooling efficiency and contribute to space and weight savings. The radiators are very slim and feature tightly packed cores and a fin design for improved heat dispersion.


• Liquid-Cooled, Compact 249cc 4-Stroke Engine
• New Fuel Injection (FI) system
• Improved throttle response and power
• Stainless-steel exhaust system

The engine of the KLX250 motorcycle is a modern, lightweight and compact, 249cc liquid-cooled DOHC engine with a wide torque band, pulling from down low. The new KLX250 features a new fuel injection system, for improved fuel efficiently, improved starting in a variety of conditions and better performance and throttle response. The FI system utilizes an ultra-fine atomizing (10-hole) injector. The result is a very smooth engine character, especially in the rpm range most used in day-to-day riding.

With an electric starter and Kawasaki Automatic Compression Release (KACR), which automatically lifts an exhaust valve during engine cranking, starting the KLX250 is a breeze. Precise control of ignition timing by the digital CDI also contributes to easy starts and reliability under extreme conditions.

The engine has low reciprocating weight, thanks in part to the use of a cam lobe for each valve, with shim-under tappet arrangement, which also contributes to better efficiency during high rpm. A lightweight piston, piston pin and connecting rod allow power-producing revs. With a bore and stroke of 72.0 x 61.2mm, the engine displaces 249cc. The engine is mounted low in the frame, contributing to a low center of gravity. Flat-top piston and pent-roof combustion chamber deliver a 11.0:1 compression ratio.

The engine of the KLX250 further features an electro-fusion cylinder, which is an ultra-hard coating that offers superior heat transfer and less weight. It also contributes to engine reliability: the coating holds lubrication well, resists abrasion and seizure, and allows a tight piston-to-cylinder clearance for increased horsepower.

Its smooth engine is due in part to a gear-driven engine balancer, providing smooth power delivery from idle to redline. On long rides this means greater rider comfort and less fatigue. The KLX250 motorcycle also features an all-stainless steel exhaust system, with a honeycomb catalyzer located in the muffler. Gear ratios facilitate smooth shifting through the rpm range and help with increased performance off-road and on. A revised shift drum offers an improved shift feeling, ensuring gears firmly engage.

Chassis & Suspension

• Fully adjustable suspension
• 43 mm inverted cartridge fork
• Gas-charged rear shock
• Front wheel travel of 255mm and rear travel of 230mm

The box- and tubular-section high-tensile steel perimeter frame of the KLX250 motorcycle creates a slim, lightweight package, which offers both great cornering performance and straight-line stability. The 26.5-degree caster angle and short wheelbase contribute to quick handling, while the high rigidity of the frame increases straight-line stability. The lightweight, highly rigid aluminum D-section swingarm also contributes to reduced unsprung weight and rigidity.

The 43mm inverted cartridge-style front fork comes with 16-way compression damping adjustment, adding incredible adjustability for a variety of riding conditions. The cartridge provides consistent damping force by minimizing aeration of the fork oil. Uni-Trak rear suspension provides great road holding ability and bump absorption. The gas-charged shock with remote reservoir has 16-way compression and rebound damping and fully adjustable preload adjustability.

Front wheel travel of 255mm and rear travel of 230mm creates a comfortable street ride and makes the KLX250 a capable off-road machine on the trails. Footpegs are positioned close to the bike’s centerline for a slim riding position conducive to both on- and off-road riding.

Wheels and Brakes

• 21-inch front and 18-inch rear wheels
• Front 250mm disc and 240mm rear disc

The KLX250 features a 21-inch front wheel and an 18-inch rear wheel, for great handling and plenty of tire options. Great wheel rigidity care of thick spokes (4.0mm), which contributes to lighter, smoother handling and offers greater durability for off-road riding.

Front and rear disc brakes offer great stopping performance, with a twin-piston caliper gripping a 250mm disc up front and a single-piston caliper gripping a 240mm disc in the rear.

Color: Lime Green
MSRP: $5,349
Availability: The 2018 Kawasaki KLX250 is available for purchase early October, 2017

KAWASAKI KLX250 Camo Edition 
Color: Matrix Camo Gray
MSRP: $5,549
Availability: The 2018 Kawasaki KLX250 Camo edition is available for purchase early October, 2017

KLX250 Specifications

Engine: 4-stroke, 1-cylinder, DOHC, 4-valves, liquid-cooled
Displacement: 249cc
Bore x Stroke: 72.0 x 61.2mm
Compression ratio: 11.0:1
Fuel System: DFI® with 34mm throttle body
Ignition: Electric CDI
Transmission: 6 speed, return shift
Final drive: sealed chain
Rake/Trail: 26.5°/4.1 in
Front Suspension/Travel: 43mm Telescopic fork/10.0 in
Rear Suspension/Travel: Uni-Trak® swingarm/9.1 in
Front Tire: 3.00-21 51P
Rear Tire: 4.60-18 63P
Front/Rear Brakes: Single disc
Frame Type: Tubular, semi-double cradle
Overall Length: 86.6 in
Overal Width: 32.3 in
Overall Height: 47.4 in
Ground Clearance: 11.2 in
Seat Height: 35 in
Curb Weight: 304.3 lb
Fuel Capacity: 2.0 gal
Wheelbase: 56.3 in
Trail: 110 mm (4.3 in)



The Japanese manufacturer prepares an entry in the retro motorcycle segment. The Z900RS video teaser released shows very little of the bike, but we expect it to be present at the Tokyo Motor Show on October 25.

The Z900RS is a rebirth of the 1970’s Z900, sharing the same color scheme, the round headlight, and similar lines. The retro bike market is starting to be a trend for big manufacturers. The Kawasaki Z900RS has to stand against Honda’s CB1100RS and Yamaha XSR900.


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