Kawasaki motorcycle reviews


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Kawasaki GPZ 305cc 89/90 (G)
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Kawasaki had a bold vision back in the early 80s – a family of bikes far more modern looking than Honda’s by then dated “European styled” CB family and more fashionably swoopy in styling than Suzuki’s cobby looking range. This was the new GPZ family, stretching from the GPZ305 right up to the GPZ900, then the sports bike to beat.
Alloy wheels, twin disc brakes, “Uni-trak” rear suspension, all black engines and air-assisted forks, a variety of slender fairings - the specification simply looked more advanced than the competition’s.

So what do we have here in the bottom of the range GPZ305? Well it was founded on what Kawasaki had introduced the UK late in the day to as the replacement for the two stroke triple KH250, the Z250 twin cylinder learner bike. What you got though was a bored out version with – Kawasaki was very proud of this – belt drive.

Many were suspicious when they saw belt drive. Wasn’t that for baby Daf cars, French mopeds and the Triumph Tina scooter? No said Kawasaki: – virtually maintenance-free and far longer lasting than a chain. Nowadays we are less snooty about belts – thank you Harley Davidson for making them feel manly! And indeed Kawasaki’s works brilliantly, lasting over 30k miles and sometimes longer. (Conventional chain and sprockets are widely available as a replacement if you must.)

What about the rest of the bike? The tyres are skinny by today’s standards, but designed for tubeless tyres. Watch out for slow punctures owing to corrosion in the alloy wheels allowing air leaks through the rubber not sealing. Brakes are OK, but discs are not likely to have been changed recently as owner after owner passes it on changing hands for £10 less each time. Depreciation will have virtually vanished by now as no GPZ305 is going to be less than 17 years old – (written in 2010) - and some date back to 1983.

The engine has its uses. For one thing it is almost dead on 33bhp at the rear wheel when in good order. This makes it a useful alternative to the more common restricted Honda CB500s, Suzuki GS500s and SV650s. It may even be faster than the (restricted) parallel twins at just over 100mph, but of course less modern in feel.

Economy is excellent: 45mpg if you only have two positions for the throttle, off and on; 65mpg normal. It will undoubtedly use some oil, so use that sight glass to monitor levels. And change the oil regularly because bearings will suffer eventually through old contaminated oil.

People who have found old nails talk of the cam bearings packing up and a small plastic gear pump cog breaking. The answer is to be found in the next paragraph.

When buying, inspect the owner. The early owners are likely to have been older types, the types who wanted a bit of flash – the borrowed aura from the bigger water-cooler sporty GPZ fours, but who had passed their bike test long before and now they were Captain Sensibles. The later owners may have been dispatch riders. Then the seller: good if it’s a careful older person for whom it was a hack with faded glory who maybe spent little on it, but changed that oil and kept the tyres on the ground - not the side of the bike. Remember, if it’s a rattly, smokey wreck, walk away. It will never be worth restoring. Bits are, however, on eBay all the time and much can be sourced new from dealers.

Riding? It is comparatively small, but pillion comfort is good thanks to a good stretch from seat to foot rests. Suspension may feel tired. The air-assisted feature is not necessary and is unlikely to operate now as Kawasaki designed it. It is quite light, so lighter than say a CB500. (Kawasaki quoted 152 kg dry weight.) It pulls quite well for solo riding from 4k rpm and has no real power-band; but under that is only useful if you’ve little in the petrol tank and the next filling station is in the next county. The ride is helped slightly by a small fork mounted fairing, but it’s not much more than a screen to protect your lower chest. Instruments are basic, but there is a fuel gauge and the headlight is surprisingly good and does not kill the battery if on night and day.

Maintenance is simple. The belt drive helps. The cam-chain adjusts itself automatically. Break pad wear is good because there are twin discs and the bike is light. Tyre choice is acceptable. Tappets are easy – no bucket and shims to fiddle with. Ignition is electronic. The air filters are bits of sponge you wash and oil. The oil filter is readily available and costs little.

All in all, today the glamour it might once have had is lost. Instead you have a cheap to buy, cheap to run, surprising nippy, slim bike with simple mechanics which will change hands for £400 for a sound unbattered bike which should run to 60k miles and probably more.

If you buy one, you may keep it longer than you planned, simply because it goes so nicely and costs you so little.
Submitted by
Magnette in London on 15/02/2010
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Kawasaki ZX 250cc Apr '08 (08)
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Excelleant bike great for beginners good to use for progression up to a bigger bike.turns heads!
Submitted by
ninjaollie123 on 25/10/2009
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Kawasaki ZX 600cc 97/98 (R)
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This is my first bike after a return to biking and it's such a capable bike for returning bikers and as a first big bike, I can't say it's a dream bike but boy does it equal some of my mates newer models performance wise!
Awesome performance, comfort and reliability on a budget!!
Submitted by
firefingers in Littlehampton, West Sussex on 20/08/2009
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Kawasaki VN 900cc Apr '09 (09)
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I bought this cruiser a few weeks ago,and i certainly made the right choice of bike.Its an absolute joy to ride,handles well, takes corners smoothly. gets about 230 miles on a full tank, not too bad for insurance (around about £100 for fully comp)....its so cool . plenty custom parts to add on. An absolute bargain for less than £5000 FOR A BRAND NEW BIKE.
Submitted by
DODE on 25/06/2009
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Kawasaki ER-6 650cc Sept '06 (56)
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I’ll be waiting for the boos and jeers but it’s time for a not so positive review of the Kawasaki budget twin. I bought my ER-6F six months ago after receiving an insurance payment for my last bike. Of course it wasn’t anything like the bikes value so the reasonably priced Kawasaki seemed the practical choice. Since owning it I have commuted to work, gone on ride outs and spent a long weekend in France. No matter what people say the bike is built to a budget, the fastenings showed furry rusty bits quickly even with liberal amounts of ACF50. The engine when up and running is fine, it can sit at 80 all day but the fuelling isn’t as smooth as most reviewers say. Whilst riding around town there is surging between 3 to 4 thousand revs and often feels lumpy even for a twin. It can out accelerate most cars but when riding with friends you’ll be left behind. My main gripe is the budget (cheap not very cheerful) suspension. The front is not adjustable and the rear only has preload. It is appalling! Check out the ER6 forums and you will see a lot of owners have upgraded front and rear but at a cost of around £700! I can see why people do spend the money as I experienced the bike standing up mid bend if it encountered a bump and the front wallowing under braking. Speaking of the brakes, they work, eventually. Just don’t expect R1 braking. A change of pads apparently works wonders and shouldn’t cost too much. So in conclusion, if it’s a budget bike your after this is the one, the professional and I would hope independent reviewers like them. I can’t agree. Just don’t believe the hype and be prepared to spend some money setting the thing up. As for me I’ve traded mine in…!
Submitted by
stinkweasel on 13/06/2009
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Kawasaki ZZR 1400cc Apr '06 (06)
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NEW MOTORBIKE REVIEW - KAWASAKI ZZR1400

POWER TRIP

* What’s It all About?
All you really need to know about the Kawasaki ZZR1400 is that, at the time of its introduction, it was the most powerful production bike ever. Not this year or this decade. Ever. With 199bhp on tap, this is a bike more powerful than quite a few respectable sports cars. If you yearn for power – the sort of power that can corrugate tarmac and warp your eyeballs into ellipses then this is the bike for you.

Bigger and more comfortable than a ‘proper’ super sports replica, the Kawasaki ZZR1400 is aimed at more experienced riders who want unparalleled long distance performance and aren’t too worried about frightening themselves every now and then. Ultimately, this bike is all about speed. Whether you view this as a socially responsible purchase very much depends on your personal standpoint but traffic cops may see this Kawasaki as a big V-sign. Be careful.

* What Does It Cost?
Those looking for a bike to wear their knee sliders out would be better advised to save a couple of hundred quid and opt for the £8,800 ZX-10R. If, on the other hand, you need a bike that compresses the horizon into easily manageable chunks, the ZZR1400’s £8,995 price tag won’t seem unreasonable.

That 1,352cc engine is almost worth the price of admission alone. Great detailing such as mirrors that remain clear at speed, a decent wide seat and a six-lamp headlight cluster are evidence of Kawasaki investing in the small things that matter.

* How Does It Handle?
You could be forgiven for thinking that the Kawasaki ZZR1400 was all about straight line speed but cornered like the Exxon Valdez. Forgivable, but incorrect. Whereas big Kwackers of the past such as the original XZX10 and the ZZR1100 were rather ponderous through the twisties, the Kawasaki ZZR1400 is cut from different cloth, despite tipping the scales at 215kg. Part of this is due to the bike’s low centre of gravity – the seat is just 800mm off the deck – the rest is due to Kawasaki’s dynamics engineers.

What this bike is really about is that almost unbelievable speed. Limited to a top speed of 186mph, it’s open to conjecture what this vehicle could do without the limiter. Put it this way. Given enough room, it’s easy to hit the artificial barrier in fifth gear. You’ve still got another cog to play with. Kawasaki have mapped the ZZR’s ignition so that it doesn’t deliver too much savage torque low down, instead developing its peak torque figure at 7,500rpm and peak power at 9,500rpm. The throttle action has also been finessed to offer smooth roll-on and roll-off characteristics – vitally important with this much mumbo at your disposal.

* Verdict
Extremes always capture the imagination. Sometimes they’re a cheap and gimmicky way of boosting sales with little or no real merit and sometimes… well, sometimes they’re the Kawasaki ZZR1400. I’ll have one in Candy Thunder Blue.
Submitted by
UKBikerBoy on 05/06/2009
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Kawasaki ZX 1000cc Apr '08 (08)
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NEW MOTORBIKE REVIEW - KAWASAKI ZX-10R

THE GREEN MACHINE

* What’s It all About?
The Kawasaki ZX-10R has matured. If you take that to mean it’s gone a little soft, succumbed to a bit of middle-aged spread maybe, it’s time to think again. Whereas the 2005 ZX-10R was crushingly quick but never less than a handful demanding 100 per cent of your concentration at all times, even when you didn’t always feel like putting in the effort, the latest model aims to offer a more rounded and polished skill set.

This is a bike that tips the scales at just 175kg yet cranks out an awesome 152bhp, and is targeted unerringly at Suzuki’s GSX-R1000, a bike which, according to Kawasaki, has had its own way in this country for a little too long. If there’s one complaint about the latest ZX, it’s that it’s not perhaps as distinguished from a styling point-of-view as bikes which have really ruled the litre class before it; models such as the Suzuki, the Yamaha R1 and before that, Honda’s Fireblade. Most riders, however, won’t care about its rather generic silhouette when they get on board and ride it. Suzuki should be worried.

* What Does It Cost?
With a sticker price of £8,800 for the ZX-10R, Kawasaki aren’t taking too many chances, pitching it a single quid above its Suzuki rival and Honda’s Fireblade. Yamaha ask a hefty £8,999 for their YZF-R1, one of the reasons why its sales have stalled of late.

The detailing of the Kawasaki ZX-10R makes that asking price seem well worthwhile. The rather naff LCD tacho of the 2005 bike has been replaced by a big analogue dial that’s easy to read at speed. It features a digital speed readout in the middle with auxiliary info also appearing on the same digital screen. The typical bane of digital readouts is that they’re often either too bright or too dim to be read easily but the ZX-10R’s screen can even be adjusted to suit ambient light conditions. Neat.

* How Does It Handle?
Talk bikes in the pub with a bunch of mates and sooner or later the old nugget that Kawasakis are quick but don’t handle is sure to emerge. Like many such chestnuts, there’s a grain of truth there insofar as Kawasaki’s Akashi plant had a 1km straight that for many years acted as their test track. Small wonder that handling was secondary to outright welly. Kawasaki realised this and bought the amazing Autopolis test facility in Spring 2005: the results are immediately evident.

The Kawasaki ZX-10R feels like a bike that’s going to destroy your personal best lap times. It’s still a fairly edgy thing but increased front end bite, less nervous steering, a stiffer frame and a throttle that’s been remapped to allow the rider to apply power more smoothly as they exit a corner has transformed this bike’s handling. Downsides? A small 17-litre fuel tank, an annoying vibration at typical UK motorway speeds and footpegs that touch down a little too easily for more extreme tastes are about all you can mark it down for.

* Verdict
Right at this precise moment, the Kawasaki ZX-10R represents the new class standard. It’s as simple as that.
Submitted by
UKBikerBoy on 05/06/2009
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Kawasaki Versys 650cc Apr '09 (09)
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NEW MOTORBIKE REVIEW - KAWASAKI VERSYS 650

NOTHING ADVERSARIAL ABOUT THIS ONE

* What’s It All About?
Let’s get that name out of the way first. Kawasaki claims the Versys moniker is a portmanteau of Versatile and System which, while hardly evocative, is a fairly accurate description of the ethos of this middleweight contender. Kawasaki certainly isn’t the first manufacturer to attempt to build a bike that can fulfil the functions of commuting, touring and sports riding but the Versys 650 manages the inherent compromises better than almost any other bike I can think of.

Yes, Suzuki’s 650 V-Strom and Ducati’s Multistrada 620 might both offer a little more charisma, but neither is quite as well rounded and such good value as the Versys. Kawasaki may have unashamedly jumped aboard a bandwagon but, as this bike clearly demonstrates, sometimes being late to market simply allows you to thoroughly engineer your product.

* What Does It Cost?
If you’ve access to £5,500, you could see your self riding out of your dealership on one of these. That’s a decent saving on the Suzuki V-Storm and an insurance rating of 9 makes it within reach of less experienced riders too. The bike looks well finished with a neat digital display, upside down front forks and some very high quality detailing. Available in black, silver and orange, the Kawasaki Versys 650 might not be the best looking bike on the road but as a one bike solution, it has something to be said for it.

* How Does It Handle?
I know what you’re thinking. How can any middleweight bike with sporting pretensions front up with just 64bhp and expect to be taken seriously? Stick with us here because the 649cc parallel twin is a doozy. The motor has been tuned for low end punch form 3,000 to 6,000rpm and as long as you keep the revs above 2,000rpm you’ll avoid that characteristic twin lumpiness.

Step off a supersports 600 onto the Kawasaki Versys and it’ll feel as if the front end is made of pastry but the high bars and upright riding position lead you to ride this bike more like a supermoto than a sportster, pointing and squirting and relying on the torque to haul you out of corners. Is it fast? Not hugely. Is it fun? Most definitely.

The 19-litre fuel tank and 45mpg consumption means a range of about 225 miles, although the bikini fairing is a bit insubstantial at fast cruising speeds. A taller screen is an option as are panniers, anti lock brakes and a TomTom sat nav unit. Pillion passengers will be pleased to know the rear pegs are set low. With suspension that can swallow city potholes and a refreshingly narrow frontal aspect, the Versys also makes a very decent commuter tool.

* Verdict
It would be lazy to describe the Kawasaki Versys as a jack of all trades but master of none as it does a very creditable job of addressing touring, commuting and scratching requirements. If you need your bike to really earn its corn and fulfil a variety of roles, it’s well worth putting your prejudices on hold and giving the Kawasaki Versys 650 a try.
Submitted by
UKBikerBoy on 05/06/2009
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Kawasaki ZX 600cc Sept '08 (58)
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EW MOTORBIKE REVIEW - KAWASAKI NINJA ZX-6R

NIMBLE NINJA FIGHTER

* What’s It all About?
Kawasaki’s new 2009 Ninja is raising the bar in the highly competitive Supersports 600 sector of the market. With improved handling and even better performance the new Ninja means that things are going to get a lot hotter for rivals such as Honda’s CBR600RR, Suzuki’s GSX-R600 and even Triumph’s Daytona 675.

Kawasaki’s engineers have been busy carrying out a considerable amount of development work on the bike’s chassis. New for 2009 are large 41mm upside down piston forks which use technology gained through MotoGP racing. These work wonders with the bike’s handling especially under braking.

The manufacturer states that the machine’s weight has been reduced by 10kg down to 191kg, and it’s not hard to notice this while you’re out on the road. As you might expect, this latest Kawasaki Ninja is certainly quicker off the mark.

* How Does It Handle?
The Kawasaki Ninja’s lighter weight certainly pays dividends when it comes to handling. Turn in is undeniably sharper and this machine feels rather more agile and lively than the bike it replaced. A revised main frame (now the same as Kawasaki’s ZX600P) with improved rigidity has helped to improve the bike’s handling prowess. Fully-adjustable front and rear suspension and the big new 41mm upside down forks designed with assistance from Showa also help in this respect, especially during braking.

Stopping power is provided by two front 300mm radially-mounted petal discs which are grabbed by four-piston, four pad callipers. Rear braking comes courtesy of a single 220mm petal disc with single piston calliper. The system works very well indeed providing excellent feel, pulling the Ninja up nice and squarely. Even if you leave breaking a little late the bike remains resolutely stable.

Maximum output of 130bhp places this new Kawaski Ninja ZX-6R at the top of the 600 Supersport sector in terms of power. The previous generation Ninja was not especially noted for its mid-range power delivery. The new model’s heavily revised 599cc In-Line four-cylinder engine offers increased torque along with additional low down power and mid-range performance. The resulting improved acceleration is very useful when overtaking. The slipper clutch works very well permitting silkier downchanges. Mated to a slick six-speed transmission, this engine revs cleanly and freely right up to its maximum 15,500rpm limit. A revised exhaust system improves the powerplant’s breathing.

From its headlights to its rear number plate the Kawasaki’s sleek aerodynamically-efficient shape plays its part in minimising air turbulence, its low screen and sinuous curves carving a slippery path through the atmosphere. Revised headlights give a longer dipped beam light throw. The Kawasaki Ninja’s new stylish dashboard includes a lap timer. There’s a large digital numerical gear position indicator and the layout is easy-to-read while out on the road. It’s certainly an improvement over the previous Ninja’s display. The new Kawasaki Ninja ZX-6R isn’t perfect however. While the seat is certainly comfortable taller riders may find the actual riding position a little cramped as the position of its foot pegs is perhaps set a little high.

* What Does It Cost?
Available in the UK in three striking colour combinations, Metallic Diablo Black and Flat Super Black, Candy Surf Blue and Flat Super Black or Lime Green, you’ll need £7,449 to swing your leg over the tank of Kawasaki’s stunning new 2009 ‘little’ Ninja. Most of its rivals are older designs so that’s actually quite a competitive price for a bike as up to date and as talented as this.

* Verdict
The new 2009 Kawasaki ZX-6R Ninja is one excellent Supersport 600 machine. It offers superb handling and strong performance. Take into consideration the amount of new technology included within this model along with the fact most rivals are somewhat older in design, and it can hardly be seen as a surprise that the new Ninja is amongst the leading contenders in its sector.
Submitted by
UKBikerBoy on 05/06/2009
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Kawasaki ER-6 650cc Sept '08 (58)
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NEW MOTORBIKE REVIEW - KAWASAKI ER – 6F

* What’s It all About?
Kawasaki’s latest ER-6f has arrived and this eagerly awaited mid-weight 2008 model looks certain to sell like hotcakes. This is a machine that is designed to appeal to both sexes of all ages and ability. Its sleek, clean contemporary styling should certainly turn heads. UK colours for 2008 include Lime Green and Metallic Diablo Black and whichever hue you choose the ER-6f is an extremely attractive bike.

Kawasaki’s designers have done well to hide the rear footrest hangers so effectively. They’re mounted off the main frame and grab rails are provided for the pillion passenger. The ergonomically efficient instrumentation is clear and easy to read while on the go. There is a digital speedometer underneath the analogue rev counter and warning lights are used for reserve fuel and temperature.

* How Does It Handle?
We’ve talked about the machine’s aesthetics but what is it like to ride? Just about any rider will find the Kawasaki ER-6f comfortable. Kawasaki’s engineers have gone for the conventional option of mounting the handlebars on the top yoke which enables individual riders to roll the bars backwards or forwards to match their personal riding preferences. This compact sports machine belongs on tight twisty road. It’s light at only 178kg, well balanced and very manoeuvrable, and the robust but lightweight chassis and narrow engine help in this respect. The exhaust system is located underneath the bike exiting just in front of the rear wheel and this too helps to provide the Kawasaki ER-6f with excellent balance and handling.

The rear shock absorber is mounted between the Diamond high-tensile frame and swingarm which does away with the need for excess bushes, bearings and link arms. This arrangement reduces the overall weight of the bike and decreases the amount of maintenance required which has to be good when it comes to running costs.

All this technology and design excellence adds up to a bike that handles beautifully. The broad spread of power available makes for an extremely pleasant riding experience especially when riding along meandering country lanes.

The Kawasaki ER-6F’s 650 parallel-twin engine is actually all-new, but there are certain similarities between it and the very dependable Kawasaki ER5 unit. It is however, much more compact which is partly due to the fact that it’s mated to a highly modified, slick six-speed transmission. The Kawasaki powerplant uses an efficient dual butterfly electronic fuel injection system which provides just the right amount of fuel and air mixture to ensure smooth and silky power delivery. The throttle action has also been finessed to offer smooth roll-on and roll-off characteristics. A maximum power figure of 53kW (72.1PS) arrives at 8,500rpm with maximum torque of 66Nm is encountered at 7,000rpm.

Efficient braking is provided by dual semi-floating 300mm petal discs at the front and a single 220mm petal disc at the rear wheel. For an additional £400 you can also opt for ABS for great security.

* What Does It Cost?
The Kawasaki ER-6f is priced very competitively at £4,495 on the road but you’ll pay an additional £400 for ABS brakes. Kawasaki produce a naked version of the same machine called the ER-6n. Do without the fairing and the price drops to £4,295 or £4,595 with ABS.

* Verdict
Stylish, compact and manoeuvrable, the mid-weight Kawasaki ER- 6f has wide appeal. This 2008 model offers superb handling and strong performance at a very competitive price. Kawasaki should have a hit on their hands.
Submitted by
UKBikerBoy on 05/06/2009
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