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  1. At last week’s CIMA show in China, Benda showed two new V-4 engines, one of which was this 1,198cc version. (Benda Motorcycles/)Over the years the V-4 engine has become totemic as a pinnacle of motorcycle powertrain design, so the idea of an upstart Chinese brand offering one seems unthinkable, but in 2022 Benda plans to introduce two such machines. As a brand, Benda has caused a stir over the last year or so. Back in late 2020 it showed its first four-cylinder concept bike, the LF-01, powered by a 680cc inline-four. It looked like a typical flight of fancy, but in July this year the firm launched the production version, the LFC 700, still looking just as crazy as the concept, along with a second model, the LFS 700. Related: Benda LF-01 Concept Revealed The company has also been teasing plans for a 300cc turbocharged V-twin sportbike, but there wasn’t even an inkling that Benda might be making a V-4 engine until it showed not one but two of them at the recent CIMAMotor show in Chongqing, China. The liquid-cooled DOHC unit is said to produce more than 150 hp, making it the most powerful Chinese-made motorcycle mill yet. (Benda Motorcycles/)The two motors are based on the same design but feature very different capacities to span a wide performance range. Both engines are water-cooled 70-degree V-4s with DOHC cylinder heads and 16 valves, featuring an inlet manifold connecting the four intake ports to two electronic throttle bodies. That’s a hint that these aren’t out-and-out performance engines to challenge motors like Ducati’s Desmosedici Stradale or Aprilia’s RSV4 engine, though they’ll still be some of the most impressive four-cylinders to have emerged from China, with the bigger V-4 potentially the most powerful Chinese-made motorcycle engine of all. The larger version, with the catch name “BD476,” comes in at 1,198cc but has a relatively long stroke and narrow bore when compared to the latest superbike engines. The bore is 76mm and the stroke measures 66mm, giving internal dimensions that match the original 1,200 iteration of Yamaha’s VMAX. The engine’s overall layout is reminiscent of the VMAX motor although this isn’t the sort of out-and-out copy that we’ve seen from some Chinese bikes in the past. Elements like the 11.5:1 compression ratio don’t match the Yamaha’s specs, showing it’s not identical on the inside, either. The VMAX similarity might also indicate the sort of bike that the engine might end up in. Benda might have plans for a sportbike in the future but its initial offerings have been firmly in the cruiser and street roadster classes. The new 1,198cc V-4 certainly promises plenty of performance for that sort of machine; peak power is 152 bhp at 9,500 rpm, backed up by 89 pound-feet of torque at 7,500 rpm. The smaller 496cc unit is externally almost identical to the larger V-4. (Benda Motorcycles/)The larger engine looks set to be the basis of China’s most powerful homegrown motorcycle—though the pace of development from rivals means it could be usurped before the bike is even launched. As it stands, it would beat out the 140 bhp CFMoto 1250TR-G tourer that was launched last year. However, the existence of a smaller V-4 sharing the same overall design comes as more of a surprise. Benda’s “BD453” motor has a smaller 53.5mm bore and a 55.2mm stroke, making it an unusual, undersquare design, with a capacity of just 496cc. Power is, of course, much lower than the 1,198cc engine, coming in at 56 hp and a peak of 10,000 rpm, while torque is rated at 33 pound-feet and 8,000 rpm. Related: Benda Launches New LFC 700 and LFS 700 Models Given the external similarity between the two engines—they’re virtually indistinguishable—it’s clear there will be interchangeable parts, and it’s perhaps no coincidence that a combination of the 496cc unit’s shorter 55.2mm stroke and the larger 1,198cc motor’s larger 76mm bore results in 1,000cc, potentially hinting at a higher-revving, more performance-oriented liter motor in the future. There’s a good chance the engines could serve as the basis for a future high-performance liter project. (Benda Motorcycles/)With production just getting underway on two completely new inline four-cylinder models in the form of the LFC 700 and LFS 700, Benda says it’s going to be 2022 before it’s ready to show the bikes that the new V-4 engines will be fitted in, but the firm’s pace of development has been impressive so far. Unlike most Chinese brands, Benda is also expanding beyond its homeland in terms of sales, already having the beginnings of a European import and sales network in place, so it looks like the company’s offerings are likely to be offered worldwide in years to come. View the full article
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    Welcome Tahico

    Hello Tahico, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  3. Suzuki has released the new GSX-S1000GT for the 2022 model year. The new sport-tourer reflects styling from the GSX-S1000 launched earlier this year, adding a tall shield, a fairing, and a longer seat. (Suzuki/) Way back in June we brought the first technical details of a new sport-touring Suzuki that would join the lineup for 2022 as a sister to the updated GSX-S1000. Now that bike has been launched in Europe and the US as the GSX-S1000GT to replace the old GSX-S1000F. Suzuki has become a master of the art of repackaging existing components into convincing new models, saving R&D costs while maintaining a modern range of bikes. The 2021 GSX-S1000 was a great example, carrying over most of its mechanicals from its predecessor while adding a much-improved style and a veneer of high-tech gadgetry to meet the expectations of riders in the third decade of the 21st century. The recipe remains the same for the new 2022 GSX-S1000GT and GSX-S1000GT+ models. Related: 2022 Suzuki GSX-S1000 First Look The 2022 GT’s engine is also the same 150 hp, Euro 5-compliant four-cylinder seen in the recent GSX-S1000. (Suzuki/) In June, we called the bike the GSX-S1000T—that’s the GT’s internal designation and the title on the type-approval documents that betrayed its existence—but other than that our information at the time was right on the money. The engine in the 2022 GSX-S1000GT is the 150 hp (152PS, 112kW) four-cylinder that was used in its predecessor and in the latest GSX-S1000 naked bike, hitting that power peak at 11,000 rpm and matching it with 79.66 pound-feet (106Nm) of torque at 9,250 rpm. It might not be the latest or most powerful 999cc four on the market, but the motor’s roots lie in the legendary 2005 GSX-R1000 K5 engine. It sits in the same alloy beam frame that’s used on the GSX-S1000 (and the old GSX-S1000F, for that matter), with inverted 43mm KYB forks and Brembo radial calipers at the front. A fully adjustable, 43mm inverted KYB fork up front attaches to a twin-spar aluminum frame. Taller shield is exclusive to the GT; dual Brembo brakes up front come standard with ABS. (Suzuki/) The big change comes at the back, where there’s a new bolt-on seat subframe under completely new tail bodywork, adding more luggage and passenger-carrying potential than the naked GSX-S can offer. A new trellis-style subframe creates attachment points for the side cases and a platform for the long (and grippy) passenger seat. (Suzuki/) While the styling isn’t going to be to everyone’s taste, it’s clearly a more modern look than the old GSX-S1000F offered, with sharp creases and angles replacing the curves and bulges of its predecessor. Neither bike could be called beautiful, but the new GT is definitely closer to current trends. Although the fuel tank area is carried over directly from the naked GSX-S1000, the GT gets an all-enveloping front fairing as well as a longer, more comfortable seat. Up front, modern LED headlights are mounted unusually far forward, right on the leading edge of the nose, surrounded by black plastic. From some angles the effect is similar to that of the current Yamaha R1, where you barely notice the lights at all and the front has a race-style appearance, but from others the Suzuki’s headlamps, sitting under angry-looking, slanted “eyebrows” of LED strip marker lights, look a little unusual. Related: Suzuki GSX-S1000Z New modern LED headlights sit far forward at the bottom edge of the front fairing. (Suzuki/) A brand-new TFT display is the focus of the cockpit, and can support smartphone connectivity. New cast aluminum handlebar is rubber mounted to dampen vibes. (Suzuki/) Electronics are inevitably another focus of the Suzuki’s updates, and the GT gains a new 6.5-inch color TFT dash (the first Suzuki to do so) to replace the old LCD unit, and it includes smartphone connectivity via the Suzuki mySpin app. That means you get info about calls, navigation, contacts, music, and even an appointment calendar on the display if required, all synced to your phone. The GSX-S1000GT also receives the full ride-by-wire suite made up of power modes, adjustable traction control, quick shifting, and more. (Suzuki/) Elsewhere, the multiple riding modes, altering power delivery and output as well as rider aid settings to suit riding conditions and preferences, are the sort of tech we’re used to seeing these days, and there’s a bidirectional quickshifter as standard. The GT also gets cruise control and Low RPM Assist, which helps prevent embarrassing stalls when pulling away. You’ll have to upgrade to the GSX-S1000GT+ trim to snag those quick-release 36L side cases; the base model comes naked. (Suzuki/) At 226 kilograms (498 pounds) the GT is 11 kilograms (24 pounds) heavier than the model it replaces, hinting at its more serious touring intentions, and the new subframe allows the fitting of quick-release panniers that are optional on the GT model, but come standard on the GT+ (at least in the States). It’s still lighter than its closest competitor, Kawasaki’s Ninja 1000SX, which comes in at 514 pounds, as well as being more powerful than the Kawasaki. In Europe, the 2022 GSX-S1000GT will carry a price tag of 11,599 pounds sterling, which is nearly identical to the Kawasaki’s, and the bike is set to reach European dealers in November as a 2022 model-year machine. No pricing has been released for the US models just yet, but when the GT reaches US Suzuki dealers in early 2022, it’s also likely to cost somewhere very near the Ninja’s $12,599 MSRP. The GSX-S1000GT comes shod with Dunlop Sportmax Roadsport 2 tires as standard equipment. (Suzuki/) There’s also a completely new tail with passenger grab rails and new LED lighting out back. (Suzuki/) The GSX-S1000GT will be available in two colors: Metallic Reflective Blue (shown)… (Suzuki/) …and the Glass Sparkle Black option. (Suzuki/) View the full article
  4. Perfect for almost any weather.View the full article
  5. Hello Little kev, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  6. Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/) A Spintron is a system for monitoring an engine’s valve motions by laser interferometry: While an electric motor spins the engine, an interferometer uses coherent monochromatic light from a laser, reflected from a mirror on the moving part, to count the number of light wavelengths it has moved. Laser light is used because it is all “in step” and has a single frequency. Two beams of light—one from the source and the other reflected from the mirror—are superimposed upon each other. As the mirror moves, the intensity of the superimposed beams varies from close to zero (when the two beams are 180 degrees out of step and consequently cancel each other) to a maximum (when the two beams are in phase). All the system has to do is digitally count up the cycles of light and dark as the valve moves, then multiply times the wavelength of the light being used, to know how far the tiny mirror on a part has moved in a given time. Degreeing a Cam Many of us have done this the old way while degreeing in a camshaft. Instead of beams of laser light to measure valve lift, we have placed a dial gauge so that its foot touches the valve-spring retainer. Instead of using the Spintron’s electric motor, we have slowly turned our engine with a wrench. With a degree wheel on the crankshaft plus a pointer to indicate crank position, this is all we need to graph out valve motion—and the all-important measuring points that will tell us whether or not the cam is opening and closing the valves at the timings scribbled on the card that came with our new cam(s). But here’s the problem: In real engines, operating at very high rpm, the actual motions of their valves may not be as shown by the smooth sweep of the dial gauge’s hand. The crankshaft in a running engine does not rotate smoothly and at a constant rate, but instead accelerates somewhat each time a cylinder fires and slows down again as each firing pulse dies away. This constant speed variation, or flutter, is transmitted through the cam drive (by chain, gear, shaft and bevels, or toothed belt), which itself is not perfectly stiff, but in fact has some springiness. The camshaft has cam lobes along its length, each of which requires sudden torque to open its valve. As the cylinder firings spin the crankshaft, it too twists and untwists slightly; the same is true of the camshafts as they lift the valves. Like any oscillating system (a pendulum, a bouncing ball, a ringing bell), the crankshaft has natural frequencies. At an rpm when the cylinder firings are in step with one of the crank’s natural torsional (twisting) vibration frequencies, the amplitude of its torsional vibration will become larger. A device called a torsiograph can measure the amplitude of this vibration over the range of an engine’s operating rpm. Such torsional vibrations will in part be transmitted by the cam drive to the camshaft, so its rotation will not be smoothly continuous either, but will also oscillate slightly. Valve Float Here is an example. If we connect a single-lobe camshaft to a heavy flywheel, we can be pretty sure that its rotation will be very close to being smooth and steady. Driving this rig on the Spintron we can now find the camshaft rpm at which the valve mechanism ceases to accurately follow the cam profile. This occurs at some high rpm when the cam is moving faster than the pressure of the valve spring can move the tappet and valve. We call this “the rpm of valve float” because when the cam gets ahead of valve motion the spring’s pressure is no longer enough to hold tappet and valve against the cam profile, so they “float”—rise off the profile slightly, then crash down against it a few degrees later. This can be clearly seen on the valve-motion trace generated on the Spintron. The valve-motion measurement is highly accurate because the wavelengths of visible light are centered on 500 nanometers, so the valve motion required to produce one light/dark cycle of laser interference is 0.00000003937 inch. Now that we know this rpm of valve float with this combo of cam-lobe shape, valve spring, and valve and tappet weight, we can compare it with what happens in a real engine, which does not have a heavy flywheel on its camshaft to smooth out its rotation. When Honda’s HRC made such a comparison, it found that valves in a running Formula 1 engine it was developing began to float at roughly 1,500 rpm earlier than in the above-described test with a heavy flywheel closely coupled to a single cam lobe. Why? The rapid variation of cam-lobe-instantaneous rpm, caused by torsional vibrations in the crankshaft and camshaft, was causing cam lobe rpm to “flutter.” I felt a glimmer of understanding. Both Dick O’Brien, Harley-Davidson’s long-serving racing manager, and Rob Muzzy, the successful Superbike engineer and team manager, had independently told me the same thing: “Every time I’ve tried to run a lightened crankshaft at Daytona I’ve lost top speed.” The lighter the crankshaft, the larger its speed variation at each cylinder firing. And that speed variation is transmitted through the cam drive, leading to degraded accuracy of valve movement—and loss of power. Removing rpm flutter from crank and cams isn’t easy, but it is essential if valve motion is to accurately follow the cam profile. In F1, engine builders apply a variety of damping technologies to cranks, cams, and cam drives in an effort to make each cam lobe turn smoothly and steadily, with minimal rpm flutter. When I visited HRC in February of 2020 I had the privilege of conversation with the Large Project Leader on the latest CRB1000RR Fireblade, Mr. Yuzuru Ishikawa. I asked him why there is all this talk in MotoGP that V-4 engines have a power advantage over inline-fours, “I like inline-fours,” he said. “I’m an inline guy. And in the rpm range that is usual in World Superbike (up to 16,000) they work very well. But when you add the extra rpm of MotoGP (currently peaking around 18,500) the inline crankshaft becomes torsionally active, but the shorter crank of a V-4 remains stable.” What this means is that a manufacturer running an inline-four in MotoGP (Yamaha, Suzuki) may have to budget for considerable extra R&D to stabilize the rotation of its crank and camshafts—developing suitable dampers to smooth out their motions. View the full article
  7. Is the 2021 Kawasaki Z H2 SE an unruly beast? Only when you want it to be. (Jeff Allen/) “Dude,” said Michael Gilbert, Cycle World’s road test editor. “This thing is a beast! Do your best to avoid complications with... The Law.” That was my warning upon taking delivery of the 2021 Kawasaki supercharged Z H2 SE. I’d spent many years testing at CW, racing top superbikes and World Endurance machines, and helping to develop many streetbikes for Honda including the RC211V, so naturally I thought it couldn’t be that good. Kawasaki’s Z H2 SE gets Showa Skyhook electronic suspension and Brembo Stylema calipers for $2,200 more than the standard model. (Jeff Allen/) Arriving at the CW offices, I climbed aboard the H2 and grasped the handlebars for what we used to call the Showroom Test. There’s a comfortable reach to the handlebars, and it’s easy for me to touch my feet to the ground with my 31-inch inseam. I was getting a little more excited…even when I rolled all 533 CW-scale-certified pounds of H2 SE out of the garage, its heaviness naturally making me think it was going to be a handful in the twisties. Of course, before I could leave for the good roads, Executive Editor Justin Dawes chimed in to describe his own brief experience aboard the Beast and warn me to be careful about the power—specifically when on the rear wheel. I was, frankly, getting a little concerned about how much of a brute this Beast really is. What had I gotten myself into? Thumbing the engine to life, I immediately noticed the deep growl coming from the H2′s left side, where a fairing-mounted intake directs cool air into a 110,000-rpm supercharger. I cautiously worked my way out of the parking lot to the freeway. The power of this bike is, honestly, very subtle and smooth. But once I had some open space in front of me, I got a small taste of that power’s ungodly wrath as the H2 yanked my arms forward with diabolical acceleration on the way to a much higher speed than I should have been doing. The supercharger on the Z H2 spins at 110,000 rpm at full boost. (Jeff Allen/) Maybe Michael and Justin were on to something. But this bike’s not all brains and no brawn. This is a pretty cool bike that features many sophisticated rider aids along with behind-the-scenes electronics. There’s a semi-active Kawasaki Electronic Control Suspension (KECS) system monitored by an Inertial Measurement Unit (IMU)-enhanced electronics package, which joins Kawasaki Traction Control (KTRC), Launch Mode (KLCM), and the Intelligent antilock Brake System (KIBS) as the inputs for Kawasaki Cornering Management Function (KCMF). This family of systems incorporates multiple engine and chassis sensors to help facilitate smooth cornering and help keep the rider out of trouble. Sound like pretty trick stuff? It is. From a rider adjustment side and as with many top-level premium models, practically everything on the H2, aside from having manual front and rear spring preload adjustment, is electronically controlled and adjustable via the handlebar-mounted controls; the relevant sequences and windows are shown on a well-laid-out 4.3-inch TFT color meter display. And while it all sounds like a lot, the whole process ended up being pretty simple after I spent some time reading the owner’s manual and practicing. There is a lot of info communicated through the Z H2 SE’s dash. (Jeff Allen/) With all buttons, screens, and functions sussed out, I was off to my old endurance training roads in the mountains. Programming a softer suspension setting for a 40-mile freeway ride was simple. The H2 has three preprogrammed ride modes, Sport, Road, and Rain; like most modern ride modes, these have presets for power, traction control, and suspension to appropriately match conditions. The H2 also features three different programmable “Rider” settings, for which Hard, Normal, and Soft suspension settings are determined by the rider. Power levels and traction control can also be changed in Rider mode, which is convenient as it allows, say, a fast-ride suspension setting (Hard), around town/passenger setting (Normal), and a freeway setting (Soft) that can be changed in seconds without tools or even getting off the bike. You just have to be at a full stop. I’m starting to think technology is a good thing. Your left thumb will get a workout while setting up the Z H2’s suspension, modes, and cruise control. (Jeff Allen/) Once I pushed all the correct buttons to adjust the front and rear damping to full soft on the 43mm Showa Skyhook EERA (Electronically Equipped Ride Adjustment) fork and shock, I was off on a cushy freeway jaunt. The H2 provides a rock-solid ride in a straight line with softer damping, but it’s pretty bouncy in the rear and wallows around on the sweeping, bumpy interchanges, even at legal speeds. It wasn’t long before I added some damping back in the shock. But while on the straight freeway I finally had an opportunity to see what the H2 has in the engine department. What it has is truly amazing. The H2 easily lofts the front wheel in third gear with a little provocation, but make absolutely sure there’s nothing in front of you. The H2 catapults a rider into warp speed almost instantly—and then it keeps accelerating very, very quickly. On the CW Dynojet dyno this bike cranked out 167.2 hp at only 10,580 rpm and 87.6 pound-feet of torque at a 8,560-rpm peak. To say it “peaks” may actually be a bit misleading; the H2 has an almost electric torque feel starting from 2,000 rpm and basically adds 20 hp with every 1,000 rpm. Resisting any further speed temptation, if you really want to, is quite simple. Just set the cruise control with the push of two buttons. At the base of the mountains, I quickly and easily changed to my Rider Hard setting and got to work on suspension settings to see how the Beast handles those 533 pounds. There are four traction control levels: Off, plus 1, 2, and 3. Maximum TC is more suited for rain and slippery surfaces and feels similar to Rain mode. At this level the bike won’t lift the front wheel; once a difference between front and rear wheel speeds is detected, it instantly turns down the power. The TC is very seamless, merely feeling like a weak engine. Settings 1 and 2 are less intrusive; it’s still relatively easy to activate the TC but it’s pretty transparent. I still preferred TC to be off, even with worn-out tires. On the <i>Cycle World</i> dyno the 2021 Z H2 SE put out 167.2 hp to its 190 rear tire. (Robert Martin Jr./) In the end, my final suspension settings for a 5-foot-10, 165-pound rider on winding mountain roads were shock preload at plus 1.25 turns more preload, with compression and rebound damping maxxed out; the fork settled in at minus two turns of preload from stock, with compression at minus two and rebound at plus one. I would’ve liked to have increased shock preload to further improve steering and control rear bump absorption but, the lack of available rebound damping was the limiting factor here. I also lowered the tire pressures from the manufacturer’s recommendation of 36/42 psi front/rear to 30/30 psi; these lower tire pressures provided a more subtle ride along with a bigger contact patch and, since I wasn’t going warp speed, I didn’t need the added tire stiffness the higher pressures provide. With the ability to change the suspension settings to your liking, you can get the Z H2 to behave well in the mountains as well as on freeway hard slab. (Jeff Allen/) With TC handled, power set to Full, and suspension settings dialed in, the fun factor increased exponentially. The engine has so much usable torque and bottom/midrange power after 3,000 rpm that I found myself using third gear in slower, 35–40 mph uphill corners and forcefully driving out, painting black stripes with the rear tire. The ultraslick Kawasaki Quick Shifter (KQS) and the dog-ring transmission made it easy to short-shift quickly through the six-speed gearbox. No more time lag of pulling in the clutch and/or backing off the throttle to upshift; just keep the throttle pinned and click through the gears for a sweet sound as the H2 smoothly catapults you forward without ever upsetting the chassis. Downshifting with the KQS with assist and slipper clutch is usually ultrasmooth while sporty riding on the mountain, though when going easy around town the smooth downshifting seems a bit inconsistent at times. A 998cc DOHC inline-four force-fed by a centrifugal supercharger powers the Z H2. (Jeff Allen/) Another interesting and helpful H2 feature is the pair of lean angle meters on the dash. One of them is a real-time bar graph for you to view while you’re riding, though I think I’d prefer to watch where I’m going. There’s also a max lean angle feature that, in addition to feel, I used to help confirm my chassis setup was going in the right direction. When I started, I achieved 53/54-degree left/right lean. As I continued to get the H2 dialed in with tire pressures, preload, and suspension damping, my max lean angle increased with my best suspension to 56/58 degrees. One needs to also consider there are positive camber turns that allow more lean, which would also explain the difference from left to right lean angle. Still the lean angle meter is a fun and helpful little tool. As with many other electronics-laden machines on the market, the H2 also displays real-time and average fuel consumption, remaining miles, a clock counter, real-time boost and temperature, ambient and coolant temperature, clock, and a whole raft of other helpful information. But the biggest requirement for getting the H2 to run consistent 9-second dragstrip times is launch control. Without this feature activated, the front wheel is impossible to keep on the ground when full throttle is applied in the first few gears. There’s no way a rider could get the H2 down the dragstrip quicker without launch control; the electronics are simply far better and quicker than the human wrist when it comes to controlling front wheel lift. Overall, the ergonomics are comfortable but the passenger seat is a bit too close to the rider. (Jeff Allen/) As much of a rocket ship as the H2 is, it’s very docile and easy to ride around town, even with a passenger. Aside from the off-idle delay, the H2 has high drivability and is extremely smooth with no dips in power from idle to redline. Vibration is surprisingly low despite a high-rpm blower, seat comfort is surprisingly high even after many 200-mile days, and seat-to-footpeg distance is good and generous; I never touched a footpeg (or anything else) to the ground. The rider triangle is pretty comfortable and well proportioned; the only noticeable quibble was that the passenger seat seemed a little close for my 5-foot-10 frame at times. During those 200-mile ride days, my fuel consumption averaged 40–45 mpg on the freeway at legalish speeds and 28–30 mpg in the mountains while keeping the revs in the 3,000-to-7,000 range. The reason I specifically say “legalish” speeds and rpm is because, no surprise here, the H2 can devour gasoline at an alarming rate if you spend a lot of time deep in boost. I once saw 7—that’s seven—mpg. Fuel economy will suffer if you give into the urge to spend most of your time feeling the Z H2's considerable surge of power on boost. (Jeff Allen/) Bringing all this momentum and mass to an easy, well-controlled stop are Brembo Stylema Monoblock brake calipers up front, working through a Brembo master cylinder and connected via steel-braided lines. Aside from being smaller and lighter than previous Brembo calipers, the Stylemas have more airflow around the brake pads and pistons to help keep things cooler. The heart of the upgraded braking scheme is the ABS and KIBS systems. When combined, they provide strong, smooth, and consistent stopping power and feel to both ends, with the rear ABS activating often over the bumps to the point where the rider can feel the pulses through the pedal. The front brake is very strong with good feel to the point of ABS intervention, at which point the rider loses some feel but no stopping power, unless the ABS fully takes over to avoid what it determines to be impending wheel lockup. A bit more on the speed and sophistication the H2′s systems: The Showa suspension has built-in stroke sensors on both the fork and shock; these provide real-time stroke speed and position information. Sensors send that information to the KECS Electronic Control Unit (ECU) every 0.001 second, where the info is complemented by other information provided by the IMU (rate of acceleration/deceleration), the fuel injection ECU (front/rear wheel speed), and the ABS ECU (front brake caliper pressure). The KECS ECU then adjusts suspension damping as required by the situation. Pretty amazing indeed, and another reason why and how the H2 works well in so many situations. Thanks to its Skyhook suspension the Kawasaki Z H2 SE works in many situations. (Jeff Allen/) Good as it is, it’s not quite perfect. Better off/on throttle response and a bit more rebound damping in the shock would help elevate the H2′s fun factor. The throttle has a bit of hesitation at the initial opening from fully closed, creating a small delay; it’s not too disrupting, and doesn’t upset the chassis, but it is noticeable. Smaller change points would be to angle the footpeg kick plates in a bit so the rider could pivot their feet on the footpegs, which would also give the bike a narrower feel. The frame between the rider’s legs is a bit wide, but based on the engine design and architecture, there’s only so much the designers can do. It’s a small price to pay for the H2′s incredible performance and stable handling. It does have a wild side, but the Z H2 SE also can be tame as you need it to be. (Jeff Allen/) Overall, the 2021 Z H2 SE is an amazingly fun machine. The supercharged 998cc engine and familiar trellis frame have been produced since 2015 in various models, including the track-only—and insanely fast—Ninja H2 R, the more comfort-based Ninja H2 SX SE+, and other models with engine and chassis tuning specific for each segment; it’s a well-proven engine/frame combo. In short, this is an amazing street beast with a significant wild side, but like all beasts, it has a softer, gentler side too. Just do your best to avoid complications with The Law. 2021 Kawasaki Z H2 SE Specifications MSRP: $19,700 Engine: DOHC, liquid-cooled, 4-stroke 4-cylinder; 16 valves, supercharged Displacement: 998cc Bore x Stroke: 76.0 x 55.0mm Compression Ratio: 11.2:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 167.2 hp @ 10,580 rpm Cycle World Measured Torque: 87.6 lb.-ft. @ 8,560 rpm Fuel System: DFI w/ 40mm throttle bodies Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: TCBI w/ Digital Advance Frame: Tubular steel Front Suspension: 43mm Showa SFF-BP; KECS compression and rebound damping, spring preload adjustable; 4.7 in. travel Rear Suspension: Showa shock; KECS compression and rebound damping, spring preload adjustable; 5.3 in. travel Front Brake: Radial-mount Brembo Stylema Monoblock calipers, dual 320mm discs w/ KIBS Rear Brake: 1-piston caliper, 260mm disc w/ KIBS Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.9°/4.1 in. Wheelbase: 57.3 in. Ground Clearance: 5.5 in. Seat Height: 32.7 in. Fuel Capacity: 5.0 gal. Cycle World Measured Wet Weight: 533 lb. Availability: Now Contact: kawasaki.com View the full article
  8. Hello YamahaBigBang, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  9. Hello Stmachreth, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
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    Welcome Mike1110

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    Welcome Biker_Jo

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    Welcome Zed

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