Reference Auto

After one of the lengthiest teaser campaigns in recent memory, Kawasaki has revealed theNinja H2, the street-legal version of its track-only Ninja H2R. The $25,000 2015 Kawasaki Ninja H2 will be produced in small numbers with dealers accepting deposits up until Dec. 19 on a first-come, first-served basis.

Discuss this at our Kawasaki Ninja H2 Forum.

The Ninja H2 uses a similar supercharged 998cc engine as the H2R but with different camshafts, gaskets and clutch. Kawasaki also modified intake and exhaust system to meet noise and emission requirements for street homologation. The supercharger is driven by a planetary gear train connected to the crankshaft using technology from Kawasaki’s aerospace divison. The impeller spins at up to approximately 130,000 rpm while the engine speed tops out more sedately at about 14,000 rpm.

Kawasaki designed the engine to accommodate the higher air pressure of the supercharger, claiming the engine can handle from 1.5 to 2 times the stresses typically met by naturally-aspirated 1000cc engines. The pistons are cast instead of forged to better handle the higher temperatures of the supercharged engine. The intake valves are stainless steel while the exhaust valves are a more heat-resistant alloy called Inconel friction-welded to steel valve stems.

To keep the engine cool, Kawasaki uses a combination of liquid and oil cooling. The radiator is about the same size as those on conventional liter-class sportbikes but it flows 1.5 times more air. This allowed Kawasaki to increase its effectiveness without increasing its size. Oil is used to both cool and lubricate the supercharger and transmission. Jets spray oil on the supercharger’s chain where it meets both the upper and lower sprockets, while an oil passage is used on the supercharger’s lower gear. An additional two air jets cool each cylinder while the transmission also uses oil jets. To meet these needs, the Ninja H2 holds 1.3 gallons of oil, about 35% more than typical naturally-aspirated engines.

Kawasaki equipped the H2 with a three-mode traction control system tuned for the track, the street or wet road conditions. Each mode has an additional three levels for a total of nine traction control settings (or 10, if you include “off”.) For even wetter conditions, the H2 has a Rain mode which increases traction control intervention while reducing engine output by 50% and easing throttle response.

Other technological features include a quickshifter, a three-mode launch control, a reduced engine braking mode and the Kawasaki Intelligent Anti-lock Brake System (KIBS). Based on the system used on the ZX-10R, KIBS suppresses rear lift, reduces kickback and accounts for back torque.

The engine is mounted in a similar trellis frame as the H2R, designed to balance stiffness and flexibility while allowing engine heat to dissipate.

The 43mm KYB Air-Oil Separate II cartridge fork offers adjustable spring preload and rebound and compression damping with 4.7 inches of travel. KYB also supplies the fully-adjustable rear shock which mounts to a revised Uni-Trak linkage system to the single-sided swingarm.

The front wheel is equipped with a pair of 330mm semi-floating Brembo brake discs. The discs are 5.5 mm thick and are grooved to increase surface area for better cooling. Brembo also supplies the radial-mount cast aluminum monobloc calipers with 30mm pistons. A two-piston caliper stops the 250mm rear brake disc.

The Ninja H2 lacks the H2R’s wings but keeps the chin spoiler for added downforce. The mirrors stick out pretty far to either side and the mounts use an airfoil-shaped cross section with Gurney flaps for more downforce.

Other features include a full LED lighting system, Öhlins electronic steering damper and a special Mirror Coat Black paint that appears black in shadows but is highly reflective in the light.

It might be easy to dismissively refer to the all-new 2015 Yamaha YZ250FX as a YZ250F with a six-speed transmission or a WR250F without lights. Based on the FX’s technical merits, both statements could be considered mostly true, but neither would remotely do justice to Yamaha’s all-new quarter-liter off-road racer.

That’s because the YZ250FX does more than merely split the differences between Yamaha’s motocross-class champion YZ and its all-new WR woods machine. The FX is a serious off-road racing weapon that stands on its own merits and delivers an off-road riding experience that neither of its stablemates can – at least not in stock trim.

The reasons are simple enough: For all its versatility, the all-new WR250F’s EPA-mandated ECU and spark arrestor exhaust system simply wouldn’t do for a balls-out, closed-course off-road racer, and the YZ250F’s five-speed transmission comes up one gear short of providing the flexibility required for hardcore GNCC, WORCS and other closed-course cross-country competition. So, rather than force this type of customer to buy one model or the other and then modify it accordingly, Yamaha simply made it easy by producing a third 250cc four-stroke dirtbike that fits their needs. The good news is that the FX is $100 cheaper than the WR, coming in at $7890.

BMW F800GS ADVENTURE REVIEW. BMW’s new F800GS Adventure answers the challenge for long-distance riders.It might be a slightly unfair comparison, but if adventure bikes are motorcycling’s equivalent of the 4x4 the new BMW F800GS is a traditional Land Rover: down-to-earth, slightly crude in places, but built like a tank and well designed for its job.

In the BMW’s case, that job is long-distance travel, both on- and off-road. Like the Adventure version of the R1200GS boxer, this new Adventure is a kitted-out touring version of an existing model: the F800GS. It keeps that bike’s 798cc parallel twin engine and tubular steel frame, with the addition of a larger screen, wider seat, hand guards, bigger fuel tank, engine protection bars, serrated “enduro” footrests and brackets from which to hang panniers.

That’s a useful list, and the upmarket Adventure Travel Edition model tested (which costs £10,535 to the standard Adventure’s £9,650) also has heated grips, LED running lights, on-board computer and centre-stand. It has Automatic Stability Control (ASC), BMW’s version of traction control. And it adds an Enduro mode that tunes the ASC and the standard fitment ABS brake system for off-road riding.

The Adventure was created, BMW claims, for “true globetrotters who want to conquer the world off the beaten track”. But my heart sank within a mile of setting off, when I realised that its non-adjustable screen meant I couldn’t reduce the loud wind roar. To be fair, I’m very tall and riders of normal height didn’t complain. But the fixed screen is a strange flaw given the easy adjustability of other BMW screens.

Being tall at least meant that I didn’t have too much trouble clambering on to the seat which, at 890mm, is very high. Short riders will struggle, although there is a 30mm lower option.

The liquid-cooled, eight-valve F800 engine has a dummy connecting rod to reduce the parallel twin layout’s inherent vibration, yet the BMW still tingles through seat and footrests above about 5,000rpm.

But the Adventure gets better the farther it’s ridden. Its 85bhp provides solid if unspectacular performance despite the bike’s substantial 229kg fuelled-up weight. After initially finding the BMW dull, I came to enjoy the way it didn’t complain when revved hard through the six-speed gearbox. It is good for 120mph, cruises effortlessly at the legal limit and is quick enough to cover ground rapidly.

It also corners and brakes respectably well, the narrow front tyre helping to give light steering despite the large, 21in wheel. The optional ESA electronically adjustable suspension hardly seems worth its £280 cost, however, since it alters only the rear shock’s rebound damping (unlike the systems on other BMWs). But although quite soft, the suspension kept good control. And the ABS-assisted brakes were equally capable.

The Adventure’s long-distance ability is its biggest asset. I didn’t have time for globetrotting, but the BMW shone on a ride from Hertfordshire to south Wales. Its enlarged, under-seat tank holds 24 litres and allows a range of well over 200 miles; the combination of wind protection, roomy riding position and well padded seat gave not a twinge after several hours’ riding.

With sturdy aluminium panniers (a £586 optional extra) fitted, the Adventure is a brilliant luggage carrier. When I took an off-road diversion, it coped effortlessly with gravel-covered tracks and bumpy dirt roads. The soft suspension doesn’t provide quite the control of the larger R1200GS, but the lighter F800 is more manageable at slow speed.

A week after rashly thinking I didn’t fancy that trip to Wales, I found myself heading home wishing I had much farther to ride.

There is still a slightly coarse feel to the F800GS Adventure, despite its sophisticated electronics and long list of features. But as a bike on which to set off round the world, or merely to Ystradgynlais, BMW’s two-wheeled Land Rover has few equals.

THE FACTS
Engine: 798cc four-stroke parallel twin
Price/on sale: £9,650/now
Power/torque: 85bhp @ 7,500rpm/61lb ft @ 5,750rpm
Top speed: 120mph (estimated)
Verdict: Capable, comfortable and good value for money
Telegraph rating: Four out of five stars

Source : telegraph[dot]co[dot]uk

HONDA CROSSTOURER REVIEWH. Kevin Ash rides the Honda Crosstourer in the UK to see if his initial concerns about the bike's fuel economy and range were justified.
We reviewed Honda’s new Crosstourer last month but questioned its range and economy - both crucial factors for bikes in the adventure category, which are used regularly for long-distance touring.
During the bike’s launch in Spain, it didn’t appear to be very frugal. However, a lot of stop-start and high-speed riding meant it wouldn’t have been fair to condemn it for poor economy. So we grabbed one of the first Crosstourers in the UK and rode that for a week over many more miles than we could on the initial test, fast and gently, and came up with two surprises.
The first was to do with our primary mission, economy and range, and in these the big Honda didn’t just pass the test, it excelled. This raised eyebrows because the 1,237cc engine is a retuned version of the unit which powers the rather thirsty VFR1200F sports tourer. Peak power has been reduced to 127bhp from the VFR1200F’s 170bhp so you’d expect some fuel savings, but Honda has done further work on improving efficiency.
Fast motorway cruising gives 46mpg, resulting in a range of 210 miles, while a little restraint sees that improving to 50mpg and 230 miles. So the Honda is close to the top-selling BMW R1200GS in economy and beats it for range.
The other surprise was less positive: on the launch the seat comfort wasn’t great, but after 150 continuous miles in the UK I was shifting about to try to reduce the ache. The problem is that it’s very narrow at the front but sit farther back and it slopes too steeply, so you can never find a good position.

THE FACTS
Honda Crosstourer
Price/on sale: £11,475/now
Power/torque: 127bhp @ 7,750rpm/93lb ft @ 6,500rpm
Top speed: 130mph
Fuel tank/range: 4.7 gallons/190 miles
Telegraph rating: Four out of five stars

Source : telegraph[dot]co[dot]uk

SUZUKI V- STROM 1000 REVIEW. The latest Suzuki V-Strom 1000 marks the Japanese firm’s re-entry into the booming adventure bike clas.Few recent models have been as urgently needed as the V-Strom 1000 is by Suzuki. The Japanese firm has suffered in the global downturn, hindered by its traditional reliance on the crumbling super-sports sector. Worse still, for the past five years Suzuki has had no model in the large-capacity adventure class, motorcycling’s sole boom area. The previous V-Strom 1000 was killed off by emissions regulations just as the credit crunch and Japanese yen’s strength combined to scupper Suzuki’s plans for a replacement.
Finally the new V-Strom 1000 is ready, complete with the beaked front mudguard, tall profile and 19in diameter front wheel typical of an adventure bike. Despite this, Suzuki insists that the newcomer is a road-going tourer, and is not designed for off-road use.
Like the previous V-Strom 1000, it is powered by a liquid-cooled, eight-valve V-twin. The capacity is increased from 996cc to 1,037cc; the long list of new parts includes cylinder heads and crankshaft. Maximum power is increased by only 2bhp, to 99bhp, but there’s a bigger gain at lower revs, especially around 4,000rpm where maximum torque is produced.

That flexible power delivery helps give the Suzuki a pleasantly relaxed character, and makes it very easy to ride. Its riding position is upright; the seat is broad, comfortable and not impossibly high for most riders (though it loses marks for lack of adjustability). The screen can easily be adjusted for angle by hand, through three positions, even while riding. But being tall I found it too low, and the limited height adjustment requires the use of tools.

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Fuelling is generally precise, and the broad spread of torque allows strong acceleration with minimal use of the six-speed gearbox. The V-Strom sits smoothly and comfortably at the legal limit, surges forward eagerly in response to a twist of the throttle, and has a top speed of about 120mph. That’s more than adequate, although the V-twin’s lack of zip at higher revs is disappointing.
At least this version is substantially more economical than its predecessor, according to Suzuki. Fuel capacity is reduced by two litres to 20 litres but most riders should average close to 50mpg, for a range of more than 160 miles. Chassis updates begin with a new twin-spar aluminium frame that is both lighter and more rigid than the old one, and holds a longer swing-arm for improved stability. Front suspension is revamped with larger diameter, 43mm forks. The V-Strom’s touring bias means its chassis is tuned for comfort rather than agility. On standard suspension settings the bike steers quite slowly and the rear shock is rather soft. But spring preload can easily be adjusted using a remote knob, giving sharper steering with a well-controlled ride.
Braking power is impressive, thanks to four-piston Tokico monobloc front calipers, backed up by an excellent ABS system. Suzuki’s electronics update also incorporates the firm’s first traction control system, which is especially welcome on slippery roads.

Although this gives a choice of two settings, neither the traction control nor the ABS is optimised for off-road use. This presumably explains Suzuki’s caution in insisting that the V-Strom is a road-going bike only. For touring use the bike Suzuki gains marks with its well-designed instrument panel, electrical socket, luggage rack and pillion grab-handles. The fairing’s lack of hand protection is a drawback but can be overcome using hand-guards or heated grips from the options list. Other extras include luggage, crash bars and fog lamps, offering further opportunity to enhance both the V-Strom’s practicality and its rather misleading adventure bike image.

The V-Strom’s lack of off-road intent is surely a missed opportunity, and its unspectacular performance and specification contrast with those of cutting-edge Suzukis of a decade ago, let alone those from the firm’s heyday in the mid-Eighties. But as a versatile roadster the V-twin has some appeal. Its price of £9,999 means it slots into the market sector between Suzuki’s own popular, if ageing, V-Strom 650 and more expensive, genuinely dual-purpose models such as BMW’s R1200GS.

For riders seeking an adventure-styled V-twin, it’s comfortable, respectably quick and a useful all-rounder. It’s also confirmation that, after years of underemployment, Suzuki’s development engineers are back in business.

THE FACTS
Suzuki V-Strom 1000
Tested: 1,037cc four-stroke V-twin, six-speed transmission
Price/on sale: £9,999 (£10,132 OTR)/February
Power/torque: 99bhp @ 8,000rpm/76lb ft @ 4,000rpm
Top speed: 120mph (est)
Range: 170 miles @ 45mpg (est)
Verdict: Respectably quick, sweet-handling and well appointed V-twin that offers roadgoing practicality and comfort, if not the off-road ability suggested by its looks
Telegraph rating: Three out of five stars

THE RIVALS
BMW F800GS Adventure, £9,650
Less powerful than the V-Strom and slightly agricultural, BMW's 85bhp parallel twin lives up to its name and style by combining roadgoing practicality with genuine off-road ability.

Kawasaki Versys 1000, £9,599
Curiously styled and powered by a 1,043cc, four-cylinder engine that produces 116bhp, the softly tuned Versys is big and heavy but is a smooth, comfortable long-distance roadster.

Triumph Tiger Sport, £9,599
The only one of Triumph's Tiger triples with no off-road ability, the 123bhp Sport is less exciting than its name suggests but is a fast, stable-handling and capable sports-tourer.

YAMAHA MT-09 REVIEW. There is an awful lot riding on the slim shoulders of Yamaha's MT-09. This relatively simple, 847cc, three-cylinder roadster is the Japanese firm's most important new bike for years – the machine with which Yamaha hopes to re-establish its reputation as a major player in the two-wheeled world.
Recent years have been difficult for the world's second largest manufacturer, which has been hit hard by the recession, the strong yen's effect on prices, and by an ill-timed attempt to reposition itself as a premium brand. The MT-09 is evidence that Yamaha, whose RD350LC was revered as the "poor boy's superbike" of the early Eighties, is aiming to go back to its roots by producing exciting bikes at sensible prices.
The MT's maximum power output of 113bhp and weight of 188kg with fuel are both very competitive. Equally importantly, its price of £6,799 means the MT-09 (whose name ironically echoes that of the MT-01, the expensive V-twin that was a flop when launched six years ago) is the most keenly priced Yamaha for years.
The dohc, 12-valve engine is designed for a broad spread of torque rather than peak power. Even so, its output is 8bhp greater than that of the smaller 675cc unit that powers Triumph's popular Street Triple, the Yamaha's natural target. Unlike its British rival, the MT-09 has ride-by-wire throttle control and offers a choice of three riding modes, selectable on the move via a button on the right handlebar.
Its chassis is based on a cast aluminium frame, and a similarly lightweight swing-arm that operates a horizontal rear suspension unit. Styling is lean and sharp, with a hint of other Yamaha models but its own aggressive look. With its raised, one-piece handlebar and a seat that is quite low and very narrow at the front, the Yamaha feels accommodating and should prove manageable for smaller riders.
It's certainly a very lively machine, with exhilarating acceleration from its blend of power and light weight, enhanced (at least on a warm, dry day) by the upright, wind-blown riding position that emphasises its speed. The engine is admirably flexible, pulling from below 4,000rpm to the 11,300rpm redline, as indicated on the small and illegible digital instrument panel.
The top speed is about 140mph but the beauty of naked bikes such as this is that they are so much fun at lower speeds; well suited to twisty and often busy British roads. The Yamaha also benefits from a sweet-shifting six-speed gearbox. Its engine is smooth, with a pleasant three-cylinder feel, although the muted sound from the airbox and the mid-mounted exhaust silencer is slightly disappointing.
A more annoying flaw is the imperfect throttle response in the Standard riding mode and more aggressive A mode. The lurch on opening the throttle is only slight, but enough to give an annoyingly jerky ride in town, or to detract from control when exiting a bend. The soft B mode gives a smooth transition, but some performance is lost, although the 113bhp maximum is retained.
It's a similar story with the chassis, which is basically sound but not quite perfectly tuned. Stability at speed is excellent, despite the wind-blown riding position. And handling is generally very good, the Yamaha's wide handlebars and sporty geometry combining with its light weight to give an enjoyably agile feel.
But the Yamaha's front suspension, which has generous travel for a roadster, can't match that of rivals including the Street Triple. On its standard settings the MT-09 has a slightly imprecise feel in tight bends. This is improved by adjustment, but most owners tend not to fiddle. As with the fuelling, Yamaha might have been better off following Triumph's example by offering no adjustment and making sure the only available setting was spot on.
The MT-09 was possibly not helped by spectacularly twisty but slippery roads on the launch route in Croatia, where the Bridgestone tyres occasionally struggled for grip. In other respects the chassis worked well. The front brake, featuring twin discs and radial four-piston calipers, is very powerful. The bike will gain an ABS option, which will cost about £400 and benefit the easily locked rear disc in particular, by the end of the year.
Ride quality is reasonable, although the thin seat was starting to become uncomfortable towards the end of a 200-mile ride. Fuel capacity is hardly generous at 14 litres, but the MT is reasonably economical, averaging almost 50mpg to give a typical range of about 120 miles, if not the 150 miles claimed by Yamaha. Practicality can be enhanced by adding accessories, which range from a fly-screen and lightweight exhaust system to a "comfort seat" and luggage.
It should all be enough to make the MT-09 a success in the increasingly crowded naked bike sector. Yamaha hasn't got every detail right, but the newcomer's looks, light weight, power and price make a tempting combination. It's certainly an exciting machine at a sensible price. And with other three-cylinder models sure to follow, the message that it sends out is clear: Yamaha is back as a serious manufacturer.

THE FACTS
Yamaha MT-09
Tested: 847cc four-stroke triple, six-speed transmission
Price/on sale: £6,799/October
Power/torque: 113bhp @ 10,000rpm/ 64lb ft @ 8,500rpm
Top speed: 140mph (estimated)
Range: 120 miles @ 45mpg (estimated)
Verdict: Quick, light and stylish naked triple that offers plenty of fun at a competitive price
Telegraph rating: Four stars out of five

RIVALS
Kawasaki Z800, £7499
Offers style and a smooth, 111bhp four-cylinder engine. It also handles well but at 229kg it's a substantial 40kg heavier than the MT-09.

MV Agusta Brutale 800, £8999
With 125bhp and a light and stylish chassis, Italy's naked triple is fast and desirable. But it's expensive – the "entry level" Brutale 675 costs £8,499.

Triumph Street Triple, £6999
The Hinckley firm's 675cc triple is deservedly the class yardstick. It can't match the Yamaha's power but is slightly lighter and supremely well sorted. 

Source : telegraph[dot]co[dot] uk

The competition is getting tougher all the time, but BMW’s revised S1000RR is still a superlative superbike

The first comprehensively updated BMW S1000RR arrives with timing as immaculate as that of the original model that took the superbike world by storm five years ago. That original 999cc four was a stunning machine whose blend of 193bhp performance and electronic refinement would have made an impact at any time, but BMW’s bold move was aided by the economic downturn that dramatically slowed rival firms’ responses, especially those from Japan.

The German firm has been far from idle since then, tweaking the S1000RR three years ago and also introducing the exotic HP4 that pioneered semi-active suspension. But this latest, thoroughly revamped S1000RR is timely because the super-sports market has come to life, with Aprilia, Ducati, Kawasaki, MV Agusta and Yamaha all unveiling potent new challengers for 2015.

The BMW now has more power, a 4kg weight reduction and an updated array of electronic features, some borrowed from the HP4. Its 16-valve engine has a new cylinder head and revised intake and exhaust systems, which boost peak output by 6bhp to 199bhp. The aluminium twin-spar frame is revised with slightly racier steering geometry plus a longer wheelbase, for improved stability.

In standard form the S1000RR has three riding modes, of which the softest, Rain, reduces the maximum to a mere 187bhp – roughly the output of the world championship-winning superbike racer of a decade ago! The optional Pro mode adds a track-oriented Slick setting, and follows the HP4 by allowing the rider to adjust the electronic traction control on the move.

Even on a damp track the BMW is astonishingly fast, yet it is also wonderfully controllable. Its gyroscope-enabled traction control system has been further refined, cutting the power very smoothly when necessary to allow hard acceleration with a very high level of safety.

On a dry track it’s clear that the S1000RR is subtly but significantly faster and easier to ride – at least when, like the launch bikes, it’s fitted with most of its options and accessories. I was surprised to find one of the most useful was its new quick-shifter, whose “auto-blipper” function allowed clutchless gear-changes when going down, as well as up, through the six-speed gearbox.

This minimised distractions when braking for a bend, facilitating hard use of the powerful Brembo front brake. Its ABS system worked superbly even on track, though one HP4 feature that even this BMW doesn't share is a cornering ABS function.

The RR does, however, inherit the option of Dynamic Damping Control, the semi-active suspension system that adjusts automatically to suit the riding mode (for example by softening damping in Rain mode) and the bike's situation. Its key advantage is its ability to make the suspension stiff when required, for example firming the forks under hard braking or the rear shock under acceleration, and supple the rest of the time. The superbly agile BMW remained remarkably controllable even at the extreme cornering angles encouraged by slick tyres in the test’s final two sessions.

You can check your cornering angles, too, as a new instrument panel records actual and maximum lean as well as acceleration and braking force, throttle position and more (my bike reached 58 degrees in one turn, though the German lead rider beat that with 60 degrees).

The BMW's electronic sophistication will help make it an outstanding, if often frustratingly reined-in, streetbike. Those super-sports rivals massing on the horizon are going to have to be mighty good to dethrone the S1000RR.

Tested: 999cc four-cylinder four-stroke, six-speed transmission

Price/on sale: TBC (approx £12,000 standard, £14,000-16,000 with accessories)/February

Power/torque: 199bhp @ 13,500rpm/83lb ft @ 10,500rpm

Top speed: 185mph (estimated)

Range: 140 miles @ 40mpg (estimated)

Verdict: Thrillingly fast, breathtakingly agile, sophisticated and well equipped four-cylinder rocket that raises the superbike bar once again

Telegraph rating: Five stars out of five

Stylish, compact and with a new World Superbike title to its name, the agile Italian V4 also features refined electronics and will be further fine-tuned for 2015

Ducati's sleek V-twin has its rev-happy 195bhp engine in an ultra-light aluminium frame, and is about to be replaced by an even more powerful 1299 Panigale

Blends 197bhp performance with agile handling and World Superbike credibility, but is likely to be overshadowed by the firm's 1,000cc supercharged four, the Ninja H2

Source : telegraph[dot]co[dot]uk