Ninja 300 Track Bike Project – November Update

This will be our last project update for the year but it’s a pretty big one. Not only have we installed new rearsets, a new chain and rear sprocket, we’ve also made our most important (and most expensive) modification to date – a new fully adjustable rear shock absorber from German manufacturer Wilbers.

Ninja Project Bike November Update (5)

A shock from Öhlins is probably the way 99 per cent of Ninja 300 riders go, but we decided on the Wilbers for two reasons.  One, it came in slightly cheaper than the options from Öhlins, but has a five year warranty. Secondly, Öhlins has been having a few issues of late with numerous recalls, so we felt the options from Wilbers was a safer bet at this stage.

Ninja Project Bike November Update (8)

Just like the option from Öhlins, our Wilbers 631 shock offers numerous adjustment options and comes from the factory for my weight. The unit has 22 clicks for altering rebound damping and 22 high and 22 low speed compression settings in separate ports. Installation was very straightforward with the unit being a straight swipe size wise – no cutting or modification to the bike was necessary.

Ninja Project Bike November Update (6)

Our other big change was in installation of Vortex rearsets. They’re not cheap but they do just ooze quality and feel fairly indestructible. The amount of adjustablity is also fantastic and we’ll be modifying the shifter for reverse (or GP shift) in the near future thanks to the extra shift rod that Vortex supplies.

Ninja Project Bike November Update (10)

We also replaced our OEM sprocket with a lightweight aluminium Vortex sprocket which saves a few hundred grams of weight. Our OEM chain has also been replaced with a race spec one from RK. Yes, definitely overkill for a little Ninja, but it looks good. A battery tender has also be installed and we’ve replaced the OEM air filter with a nice aftermarket one from BMC.

Ninja Project Bike November Update (4)

Early next year, we’ll start to fit our race glass and begin painting which will allow us to develop some new skills.

Ninja Project Bike November Update (9)

This is the 2016 Kawasaki Ninja ZX-10R

Kawasaki has just unveiled their brand new superbike weapon, the 2016 Kawasaki Ninja ZX-10R. Kawasaki has been somewhat quiet in the lead-up to the bikes official unveiling but what they’ve delivered looks very impressive – at least on paper. According to Kawasaki, the 2016 Ninja ZX-10R ABS is the highest performing, most track-focused sportbike available today for homologated racing use.

Looking at what Kawasaki has done, this bike has undergone a pretty major overhaul due to many small (and not so small) refinements and changes. The end result isn’t as big a leap from say the new R1 compared to the previous model but there still seems to be a lot of enhancements that accumulate to create what we now have.

One of the bigger changes relates to suspension and the use of what is called the Showa Balance Free Fork (BFF) – a first for a mass produced motorcycle. The main feature of the Showa BFF is that the design of the hydraulic system eliminates the pressure balance fluctuations typically found in conventional forks. With the BFF, the damping valves are located in one place – outside the fork legs in the damping force chamber. This allows the entire surface of the fork pistons to push the hydraulic fluid toward the valves in the damping force chamber, with nitrogen gas in the compression chamber pushing back against the oil, helping to maintain the balanced pressure inside the fork tube.

Compression and rebound damping are generated (and adjusted) completely independently from one another by the compression and rebound adjuster screws on the damping force chamber at the bottom of each leg. Locating the adjustment in this single place has resulted in a more focused design that greatly improves responsiveness. Spring preload adjustment is located on the top of each fork leg.

The rear shock absorber is a Showa Balance Free Rear Cushion (BFRC) unit that also resulted from joint development in World Superbike competition. Just like the forks, the rear shock has a separate damping force chamber that houses the compression and rebound damping adjusters. By separating them, it again allows the entire damping piston to focus on hydraulic fluid movement. There is also external spring preload adjustment. The result is increased traction and superior shock absorption.

The use of this new Showa system will probably have an immense impact on handling and we can’t wait to experience it. Adjustability with this new system is supposed to be second to none as well.

The other bit ticket item for the new Ninja ZX-10R is in the electronics department. Unlike Ducati, BMW and Yamaha who have pretty much adopted systems directly from Bosch, Kawasaki has worked in conjunction with Bosch to create proprietary algorithms that optimizes the electronic stability systems. The Kawasaki system uses a Bosch five-axis Inertial Measurement Unit (IMU) with software developed in-house, drawing on the experience of the Kawasaki Race Team’s World Superbike experience, making this application unique. For example, it takes the pitch and roll rate data measured by the IMU, and the ECU calculates the yaw rate, resulting in six-axis operation.

Kawasaki’s traction control system now has five modes instead of the previous three. Modes one and two are designed for a racer on the track. Mode three is designed for a dry circuit with high-grip tires. Mode four is intended for dry canyon roads or commuting, while mode five is programmed to suit wet circuit or street use.

A new addition with all the electronic aids is a cornering management function. It helps distribute optimum hydraulic pressure to the calipers based on the motorcycle’s lean/pitch angle. The result is reduction of the motorcycle’s tendency to stand up when applying the brakes in a turn on the track. Instead, the Ninja ZX-10R is better able to follow the rider’s intended line while slowing down for a difficult turn, rather than having the tendency to run wide.

There’s also launch control, engine braking control, engine power modes, an intillegent braking system that in conjunction with ABS helps to modulate brake pressure during sport riding and more.

The changes to the engine aren’t as big but they still will make an impact. Kawasaki hasn’t divulged officially the output of the bike but we’re hearing 207 hp. A lighter crankshaft, which allows quicker revving for improved throttle response and acceleration has been fitted. The benefit of that is also increased low and mid-range power output, which is appreciated when exiting a corner on the racetrack or on a favorite stretch of blacktop.

The crankshaft also has a new balancer, which is lighter and damps vibrations just as effectively. The crankshaft’s connecting rod journals have a new coating for reduced friction at high RPM.

The cylinder head has revised intake and exhaust ports. These have a straighter cross-section to allow better gas flow, contributing to the increased power output. Only the intake ports were polished on previous models, but the 2016 model also has polished exhaust ports to further increase power.

We could go on about all the changes but we’d be writing for hours. Below you can see a list of all the new additions along with our gallery.

  • More powerful 998cc in-line four-cylinder 16-valve engine
  • Lighter crankshaft allows quicker revving and increased low-mid-range power
  • Pistons, head design, camshaft profiles and air box for better response and power
  • Computer-controlled electronic throttle valve delivers precise control
  • Lightweight titanium exhaust system
  • Close-ratio, cassette-type transmission is ideally suited to racing and gives strong corner exit acceleration
  • Chassis with new steering head position, swingarm rigidity and length, longer wheelbase creates balanced handling
  • Front cowl provides better aerodynamics, improves high-speed handling, reduces rider buffeting
  • Showa Balance Free Fork (BFF) and Balance Free Rear Cushion (BFRC) derived directly from World Superbike racing, first-time used on a mass-production motorcycle
  • Brembo M50 monobloc front calipers, 330mm Brembo rotors and master cylinder provide increased braking power, feel and heat dissipation
  • Electronics suite utilizes a Bosch five-axis IMU for KEBC Kawasaki Engine Braking Control, KLCM Kawasaki Launch Control Mode, KIBS Kawasaki Intelligent anti-lock Braking System, Corner Management Function, S-KTRC Sport Kawasaki TRaction Control and KQS Kawasaki Quick Shifter
  • Kawasaki Racing Team-inspired KRT Edition color scheme combining Lime Green and Ebony paint

Kawasaki Confirms All New ZX-10R for 2016

As we reported in late July, Kawasaki is releasing a heavily upgraded ZX-10R in an effort to keep up with recently updated models from Yamaha, Aprilia and Ducati. While Kawasaki are leading the WSBK, the bike isn’t doing as well in the showroom and the Japanese manufacturer obviously feels that they need to bring the bike up to spec in the face of stiffer competition.

According to Kawasaki’s press release, the main modifications to the bike consist of major upgrades to the suspension system and brakes. This no doubt will mean the adoption of electronic suspension components and cornering ABS as seen from the competition. Ironically however, all those technologies aren’t allowed in WSBK.

 

“This is not a “clean sheet” design as the current Ninja ZX-10R is such a good base to develop from”, commented Project Leader for KHI, Yoshimoto Matsuda. “With the new model we have focused our development resources on an overall engineering and performance improvement. We are proud of the result; it means a significant advance in terms of both chassis and engine performance as well as providing the platform to introduce new, state of the art rider aids and other technology.

“The input the KHI development team has received from the Kawasaki Racing Team, and riders, Jonathan Rea and Tom Sykes has created what we are sure many will feel is the most competitive and potent Ninja ZX-10R yet. A motorcycle equally at home on the race track or as a highly responsive daily riding road machine.”’

There’s unlikely to be much in the way of changes to the engine which already produces a shade under 200hp, but expect some styling changes that may pay a bit of homage to the Ninja H2. Full details on the bike will be released next month.

Kawasaki Confirms All New ZX-10R for 2016

Is the Kawasaki Ninja H2 A Good First Bike?

Dear TheRideAdvice.com. I’ve been wanting to buy my first motorbike for a while now but nothing has quite caught my eye. That was until Kawasaki announced the Ninja H2. I love cars with superchargers (like the ones on The Fast and the Furious) so I knew I had to get an H2. I know I could get a Busa or a Fireblade for cheaper, but my father is giving me the money to get the H2.

My dad’s really good like that. He wasn’t around much as a kid and I only see him when I need some cash these days, but he’s always generous and gives me everything I want. He’s all you’d want in a father I suppose. Anyway, he did raise one good point that perhaps I should start out on a normal literbike for my first motorcycle, just to be safe. What do you think?

Yours sincerely, Chaz McGuire.

Hi Chaz, thanks for your email. It’s good to see that your father is looking out for you. He raises an interesting question about whether you should get a normally aspirated literbike or start out with or an H2 straight away. Chaz, you sound like a likable fellow and I’m sure you’re a real winner at life, so here’s a number of reasons why we think the Kawasaki Ninja H2 would be a great first bike for you.

1. You won’t need to change gears

The top speed of the Ninja H2 is limited to 300 kph, or around 186 mph. It’s geared so that you don’t have to shift into second gear until you’re well past 60 mph (100 kph). That means you don’t have to worry about changing gears – think of it like an automatic motorcycle. That’s good news for you Chaz, as shifting gears can be hard for people like you and takes away the focus on looking cool.

2. You can speed out of trouble

Chaz, the Kawasaki Ninja H2 produces a massive 210 horsepower – almost more than any other street-legal production bike. That means should the police try and pull you over for not wearing a helmet, you can speed away from them no problem. Sure, you’ll need to change gears but you’ll be able to work it out – necessity is the mother of invention (or learning to change gears on a motorcycle).

3. It’s supercharged

How many people do you know Chaz that can say that their first motorcycle was supercharged? Maybe a few, but you and I both know they’d be lying. Your friends probably ride wimpy first bikes like R6’s or GSX-R750’s. Lame! The best way to learn to ride supercharged motorcycles is to own one. You’re almost at the first step!

4. It’s practical

Some may think the Ninja H2 is just a track weapon, but for you Chaz it makes sense as a daily rider. You probably won’t ever take it to the track, or even the drag strip but don’t let that stop you from getting the H2. When you think about it, the H2 is just like every other motorcycle. Sure, you can’t carry a pillion and there’s no storage space, but you can always stuff the milk and bread from the corner store down the front of your jacket.

In our view, the H2 makes a perfect bike for lane splitting too. Lane splitting is always easier when you’ve got a supercharger. You’ll be able to get through peak hour traffic like it’s standing still – which it probably is!

5. Like the Apple Watch, it’s super technomological

The H2 has all sorts of great stuff. It has traction control (you won’t need it), launch control (but then you can’t wheelie from the traffic lights), ABS brakes (but then you can’t do cool skids), and a quick shifter (it’s like V-TEC). You won’t need any of these things Chaz, but it’s nice to know they’re there.

6. It will make you a better rider

Do you think the best riders in the world started out on tiny dirt bikes or small capacity road bikes? Of course not, Chaz. They went straight to the big toys and learned from there because they’re awesome. You’re awesome too, Chaz and there’s no way to be a better rider than to get one of the fastest motorcycles available today.

So there you have it, Chaz. I’m sure no matter what we said you would have ended up buying a Ninja H2 with your dad’s money, but it’s also no doubt good for you to have some positive reinforcement of what will perhaps be your last major decision in your life.

Enjoy!

2015 Kawasaki Ninja H2

Ninja 300 Track Bike Project – June Update

This month we installed what will be our one and only major horsepower upgrade for our Ninja 300 track bike – a full exhaust system replacement form TYGA performance. We also recouped a small amount of costs by selling some unneeded parts plus drained the battery by accidentally leaving the ignition turned on overnight. Oops!

One of the great things about spec bike series is that generally the modifications you’re allowed aren’t too expensive. It all adds up to thousands of dollars once your’re done, but at least you’re not competing with people who are willing to spend thousands of dollars alone on engine internals to get a few extra horsepower out of their bike. Instead, we’re left to focus on things like the exhaust and suspension to improve the bikes performance.

And that’s what we’ve done this month by installing a new exhaust system on the Ninja 300. Not only is the pipe design more free flowing, but we don’t have to worry about resonators and catalytic converters either. We went with an exhaust system from TYGA Performance for a few reasons.

Ninja 300 Track Bike Project – June Update

Firstly, I’d had good experiences with the company previously. Secondly, the system is very competitively priced. The system we got with the maggot silencer is $342.47 USD – most full systems from the bigger manufactures range between $500 and $600. Third, despite that great value, the TYGA system performs very well.

This system has previously been independently tested by Kawasaki Racing Australia against a Leo Vince full system. The bike the Leo Vince was tested on had both a freer flowing race air filter and had been tuned for higher octane fuel – the dyno run gave figures of 38.3hp. The bike the TYGA system was attached to was otherwise stock and managed 38.4 hp. We think we a race air filter and perhaps some adjustments to ignition timing with higher octane fuel, we could get over 40hp out of the bike. That would be a 5hp improvement over the stock bike, or a pretty decent 15% improvement in ouput.

To get it working properly however we’re going to have to flash the ECU to deal with all the extra air the engine is now getting. You can see on the picture below a hole in our exhaust (currently sealed) – this is were the O2 sensor will go which will connect to an aftermarket fuel management system like a Power Commander V or Bazzaz Performance Z-Fi. We’ll be buying an ‘autotune’ piggyback unit which will allow on the fly management of the whole system. More expensive in the short term but we’ll save money in the long run by not having to visit the dyno whenever we change something on the bike. It will also mean the engine will perform optimally regardless of ambient temperatures.

Ninja 300 Track Bike Project – June Update

During June we also sold a number of items that we would no longer need for the bike. Things like the rear fender, brake lights, mirrors and so forth. We gambled and put everything on eBay as auctions with no reserve and unfortunately we certainly didn’t get what their value was. All up, we sold about six items (including the exhaust can) for about $200 while their true value was probably closer to $300-$400. Such is life and we now have more room in the garage anyway.

Next month the bike will lay dormant due to other commitments, but August will be fun. We’ll be replacing all the internals of the front forks (springs, valve body, etc) and adjust them correctly for preload, rebound and compression.

Ninja 300 Track Bike Project – May Update

It’s been around a month since our first post on our Ninja 300 project bike and we’ve been in the demolition phase so to speak. We’ve stripped the bike of all its fairings, lights, indicators and any other pieces that won’t be suitable/allowed on the racetrack. We’ve also discovered a few damaged pieces that will either need repairing or replacing.

Pictured below is everything that we’ve stripped from the bike that we won’t be putting back on – virtually everything we took off except the dash display and its surrounding plastics. We’ll be purchasing proper raceglass, a taller race windshield, adjustable levers as well as a full racing exhaust system. We’ll also be replacing the pegs with rearsets and the suspension with an aftermarket one, but at this stage they original parts remain on the bike. We’ve also kept the right rear passenger pegs as it doubles as the bracket for holding the rear brake fluid reservoir – a replacement bracket will need to be sought.

Ninja 300 Track Bike Project - May Update

Our intention is to sell all those left over parts on eBay or similar. Many of the parts that aren’t broken do have scratches on them however, so we’re not expecting a great deal in return.

As you can see from the next picture, our intention had been to strip all superfluous electricals from the bike completely. We ended up deciding however that the reward wasn’t worth the effort and have just cut off the connectors that we won’t need (which includes wiring for lights, indicators and the horn). We’ll seal those exposed wires shortly and tidy everything up thereafter.

Ninja 300 Track Bike Project - May Update

As we mentioned in our first post, the bike was in overall okay condition, but there are three pieces that we’ll need to replace or repair. The first one was clearly visible – a broken screw mount on the right fork cover. That mount allows a brace to be attached whereby the front fender rests on – that brace was also damaged. It’s not structural in anyway so in theory we could attempt to just repair it, but at the same time, we don’t like the idea of a repair job braking and bits flying off the bike while we’re at speed. For an OEM replacement part we’re looking at paying around $300 for the fork cover and about $40 for the brace – but we have a ideas on how to  reduce that cost so stay tuned.

Ninja 300 Track Bike Project - May Update

The other part that was damaged was unknown to us at purchase – the front cowling stay. Again, not a structural part, it merely gives something for the front cowling to be attached to. As you can see, it’s bent, not broken and therefore the cowling won’t sit properly on it. We’re going to take the front cowling stay to a metal fabrication shop and see if they can bend it back into shape. Otherwise, the replacement part will cost about $150.

In next months’ update, we’ll let you know how we went with selling our spare parts. We’ll also be installing a new race exhaust and update you on the cost of repair and/or replacement of the damaged parts.

More Supercharged Kawasaki’s On The Way?

The Ninja H2 and H2R will start arriving at dealer showrooms in just a few weeks and already Kawasaki is planning for more supercharged machines in the future. Trademark applications in Europe, Japan and America show that Kawasaki has registered the name Ninja R2.

But in Japan, Kawasaki has gone even further with trademark applications for the following names:

  • Ninja R2-R
  • Ninja E2
  • Ninja E2-R
  • Ninja S2
  • Ninja S2-R

At this point, it’s pure conjecture as to what models those names will apply to but they obviously follow the naming convention of the street legal H2 and track only H2R. With the amount of money spent by Kawasaki, not to mention the years of development on the technology, it shouldn’t come as a suprise that Kawasaki intends to use supercharging on a whole new range of models

For our vote, we’d love to see a supercharger applied to a smaller capacity bike like a 600cc supersports or even smaller. No doubt given the amount of trademark applications, Kawasaki probably has the same ideas in mind, too. But only time will tell what they bring.

 

Kawasaki Z300 Review – Is The Naked Ninja A Worthy Addition?

Within the space of less than a year, new riders have gone from having the choice of no naked motorcycles to having three, the latest of which is the Kawasaki Z300. Based on the long lived Ninja 300 platform, does the baby Z bring anything new to the field or do the existing low capacity naked bikes from Honda and KTM do the job better? Read our world first review of the Z300 to find out.

If you happen to live in South East Asia, then you’ll already be familiar with the appearance of the Z300. Released a few years ago there, the Z250 as it was known was based on the Ninja 250. It’s proved quite successful in countries like Malaysia and Indonesia where a naked sportsbike from the big Japanese brands is virtually unheard of.

So the western world gets the goods a little bit later but in doing so, the Z has been upgraded to use the same engine as the Ninja 300. In fact, there’s very little difference between the two bikes other than the obvious visual changes. Losing the fairings saves the Z300 about 4 kilograms of weight.  Ground clearance is up fractionally by 5mm and the rake and trail is modified from 27°/93mm to 26°/82mm, giving a slightly more upright riding position – though still slanted more towards performance than comfort in comparison to Honda’s CB300F.

The first thing that came to mind when looking over the Z300 is how it looks far more expensive than it actually is. Kawasaki has done an excellent job with the fit and finish on this bike and the metallic grey paint scheme looks fantastic. Plastics are of good quality and I honestly couldn’t find any areas of the bike where there were obvious gaps or poor alignment.

 

The dash on the other hand is a bit of a mixed bag. At a basic level it does what it should do very well – the tachometer is nice and large and easily readable both day and night. However the digital display doesn’t really give you much information – speedometer, odometer and fuel gauge is all you get. No information on average fuel consumption or even remaining mileage.

The aesthetic appeal of the bike is carried over when you pull away and begin riding. The gearbox is a great unit, regardless of what price bracket you’re look at. It’s smooth and direct and I even managed to do clutchless upshifts from 1st to 2nd gear without any issue. Not bad from a bike that had done only 6 kilometers when i hopped on it. Like the Ninja 300, it also comes standard with a slipper clutch – an addition that might save a few newbies who accidentally downshift multiple gears too quickly which would normally cause the rear tire to break traction.

If you’ve ridden the Ninja 300 before you’ll know that it’s parallel twin engine, which pumps out 29.0 kW (39 PS) @ 11,000 rpm and 27.0 N.m @ 10,000 rpm is a great little motor and performs well given its capacity. You’re not going to win any traffic light drags against bigger bikes on the Z300, but you’ll still easily hit the speed limit before 90 per cent of cars on the road.

The great thing about this engine is that unlike the singles of both the CBR300R and the Duke390, power delivery is far more smooth and linear – there’s not as much need to keep revs up high when rolling on the throttle at speed. This translates into an easier bike to live with for everyday riding. Like the Ninja 300, expect a 0-100kph (62mph) time of just under 5 seconds. Counter intuitively, there’s still a bit of vibration from the engine that travels through to the bars. Not as much as the two aforementioned thumpers but more than I would have expected from the twin.

Suspension is pretty stiff and I would l have liked to have seen Kawasaki dial it down for the Z300 in comparison to the Ninja. You definitely feel the bumps in the road, though I found the damping to be pretty spot on so that it didn’t bounce around when hitting those bumps. Don’t really on the seat to help absorb these bumps either – it’s a pretty hard pew but in comparison to the competition it’s no better or worse.

Our test bike was the ABS version and stopping power was fine. There’s a good amount of feel from the brake lever and we found the ABS to be pretty unobtrusive, too. I’m nitpicking on a bike of this price level but it would have been nice to have included adjustable levers – those with smaller hands might struggle a bit to comfortably pull in the brake and clutch levers.

 

Steering however is great. This is a tremendously flickable bike and it reacts very quickly to your input. Given the more upfront riding position it’s probably even easier to turn that its faired brother as you can more easily leverage the bars in the direction you want to go. This translates into a fun ride in the corners which is what bikes like this should be aiming for. But there is a limit to this and it’s probably the only major negative to this bike.

It’s the tires. We’ve mentioned before how much we loathe the IRC Road Winner tires that are put on both Kawasaki’s entry level machines and Honda’s as well. Not only are these old style bias ply tires, they’re made for longevity and not grip. We’ve heard stories from riders that have managed to do 20,000 kilometres (12,500 miles) or more on the IRC’s. In order to have such durable tires, it means you need to sacrifice grip.

Not only are you sacrificing grip, but these tires just don’t communicate enough with you. Don’t get me wrong, you’re not going to low side on these tires by going around corners, but they don’t allow you to fully exploit the bike and feel what it is doing underneath – they sell short what is a great machine for the price. I’d highly recommend you include in your budget a replacement set of Pirellis that are designed to fit these smaller bikes as soon as you can. You’ll enjoy the bike a lot more and you’ll be safer for it.

On the practical side of the equation, the Z300 has a 17 liter tank and due to it’s excellent fuel consumption you won’t need to refuel very frequently. Again, the riding position makes filtering in traffic nice and easy, though I was consistently keeping an eye on the mirrors which stick out a little bit too far for my liking.

If you’re in a country that restricts new riders to lower capacity/lower horse power motorcycles than you can’t really go wrong with the Z300. It has Kawasaki’s reliability, it’s the best looking (in our opinion) entry level naked currently for sale and its got enough zip to provide an enjoyable ride.

Pricing hasn’t been announced in the US yet, but in Australia, the Z300 retails for $500 less than the fully faired Ninja 300 and for $500 you’re certainly not missing out on anything.

Special thanks to Wayne and the team at Team Moto Kawasaki Bowen Hills for the use of their bike.

Pricing

AUS: $5,999
USA: N/A
UK: £4,349
CAN: N/A

Kawasaki Z300
Engine
Engine Type296cc 4 stroke, parallel twin
Bore And Stroke62mm x 49 mm
Induction32 mm x 2, with dual throttle valves
Compression Ratio10.6:1
Valve TrainDOHC, 8 valves
Horsepower29.0 kW (39 PS) @ 11,000 rpm
Torque27.0 N.m (2.8 kgf.m) @ 10,000 rpm
Drive Train
TransmissionSix-speed
Chassis / Suspension / Brakes
Front Suspension37 mm telescopic fork
Rear SuspensionUni Trak with gas charged shock and 5-way preload
Front BrakeType Single 290 mm petal disc
Rear BrakeType Single 220 mm petal disc
Front Tire110/70-17 M/C 54S
Rear Tire140/70-17 M/C 66S
Dimensions
Rake26 degrees
Trail82mm
Wheelbase1,405 mm (55.31 inches)
Seat Height785 mm (30.9 inches)
Wet Weight170 kg (383 lb)
Fuel Capacity17 L (4.5 gallons)