MotoGP 2015 Championship standings after Motegi

MotoGP 2015 Championship standings after Motegi

VALENTINO Rossi remains in charge of the 2015 MotoGP Championship with 283-points whilst team-mate Jorge Lorenzo is only 18-points adrift. 

Many Rossi fans are now hoping for a 10th Grand Prix t**le after the Italian extended his Championship lead at Motegi as Lorenzo finished in third as opposed to Rossi’s second. 

Marc Marquez is in third with his t**le chances over whilst his team-mate Dani Pedrosa has lifted his points up after winning at the Twin Ring on Sunday. This now places the Repsol Honda rider in 5th with 154-points. 

The next round is at Philip Island next weekend on the 18th October. 

Pos.

Rider

Bike

Nation

Points

1

Valentino Rossi

Yamaha

ITA

283

2

Jorge Lorenzo

Yamaha

SPA

265

3

Marc Marquez

Honda

SPA

197

4

Andrea Iannone

Ducati

ITA

172

5

Dani Pedrosa 

Honda

SPA

154

6

Bradley Smith

Yamaha

GBR

152

7

Andrea Dovizioso

Ducati

ITA

150

8

Cal Crutchlow

Honda

GBR

98

9

Danilo Petrucci

Ducati

ITA

93

10

Pol Espargaro

Yamaha

SPA

88

11

Aleix Espargaro

Suzuki

SPA

81

12

Maverick Viñales

Suzuki

SPA

74

13

Scott Redding

Honda

GBR

73

14

Yonny Hernandez

Ducati

COL

49

15

Hector Barbera

Ducati

SPA

30

16

Loris Baz

Yamaha Forward

FRA

28

17

Alvaro Bautista

Aprilia

SPA

26

18

Jack Miller

Honda

AUS

16

19

Nicky Hayden

Honda

USA

16

20

Stefan Bradl

Aprilia

GER

11

21

Eugene Laverty

Honda

IRL

9

22

Katsuyuki Nakasuga

Yamaha

JPN

8

23

Michele Pirro

Ducati

ITA

8

24

Mike Better

Ducati

FRA

8

25

Hiroshi Aoyama

Honda

JPN

5

26

Takumi Takahasi

Honda

JPN

4

27

Alex De Angelis

ART

RSM

2

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Source: MotoGP 2015 Championship standings after Motegi

MotoGP 2015 Motegi race results

MotoGP 2015 Motegi race results

REPSOL Honda’s Dani Pedrosa has taken his 50th Grand Prix victory at Motegi in Japan with Valentino Rossi in second allowing the Italian to extend his lead in the Championship.  

The race started on time despite a two-hour delay to the morning’s Warm Up Session, but the track remained damp meaning all riders went for wets.

Rossi took the lead into Turn 1 only for Lorenzo to take him through Turns 3 & 4 for the lead. Lorenzo had opened up a 2 second lead by the end of lap 3.

Rossi was left to fight off the Ducati Team GP15 of Andrea Dovizioso during the early stages, but Dovizioso started to experience front tyre issues as a dry line appeared on track and began to drop back quickly.

By now Pedrosa had made his way up into fourth and was by far the fastest man on the track. On lap 11 the Spaniard passed Dovizioso as the Italian ran wide and started to chase down Rossi in second, who had a 2.7s advantage.

Lapping 1.5s faster that the two Yamaha’s in front of him, Pedrosa caught Rossi with 9 laps to go whilst Lorenzo struggled with his front tyre as it started to rip to pieces.

Rossi and Pedrosa went to hunt down Lorenzo, who had a 2.7s advantage. Pedrosa overtook him on the straight before the start of lap 17 to take the lead and the race victory.

The Repsol Honda rider came from sixth on the grid to take his 27th MotoGP win and first win since Brno in 2014 on a drying track at the Twin Ring Motegi.

Movistar Yamaha’s Rossi crossed the line in second just over 8 seconds behind Pedrosa to take his 14th podium of the season.

Rossi has now extended his lead over his team-mate Jorge Lorenzo to 18-points in the World Championship standings. Lorenzo finished in third despite struggling with front-tyre wear late on in the race.

Pedrosa’s team-mate Marc Marquez crossed the line in a lonely 4th nursing the broken bone in his left hand over 27 seconds adrift of Pedrosa. Dovizioso, who despite his tyre issues, held onto fifth.

LCR Honda’s Cal Crutchlow came out on top by just 0.404s in an excellent battle for sixth against fellow Brit Bradley Smith on the Monster Yamaha Tech 3 to finish as the leading Satellite rider.

Crutchlow passed Smith on the last lap to secure sixth, his best result since a**en. Smith crossed the line in seventh to make it 21-point scoring finishes in a row, but dropped down to sixth in the standings, 2-points behind Dovizioso.

Wildcard Katsuyuki Nakasuga rode brilliantly to finish in eighth for the Factory Yamaha Team ahead of Hector Barbera on the Avintia Racing Ducati.

Scott Redding completed the top ten ahead of Aleix Espargaro in 11th for the Ecstar Suzuki squad.

Nicky Hayden, who will be jumping ship to World Superbikes next season, was the leading Open Class Honda in 13th, with his Irish team-mate Eugene Laverty crossing the line in 17th.

Jack Miller crashed twice during the race for the LCR Honda team and was forced to retire. 

Race results:

1. Dani Pedrosa ESP Repsol Honda Team 46:50.767
2. Valentino Rossi ITA Movistar Yamaha MotoGP 46:59.340 (+8.573)
3. Jorge Lorenzo ESP Movistar Yamaha MotoGP 47:02.894 (+12.127)
4. Marc Marquez ESP Repsol Honda Team 47:18.608 (+27.841)
5. Andrea Dovizioso ITA Ducati Team 47:25.852 (+35.085)
6. Cal Crutchlow GBR LCR Honda 47:28.030 (+37.263)
7. Bradley Smith GBR Monster Yamaha Tech 3 47:28.434 (+37.667)
8. Katsuyuki Nakasuga JPN Yamaha Factory Racing 47:35.421 (+44.654)
9. Hector Barbera ESP Avintia Racing 47:39.339 (+48.572)
10. Scott Redding GBR Estrella Galicia 0,0 Marc VDS 47:40.888 (+50.121)
11. Aleix Espargaro ESP Team Suzuki Ecstar 47:51.302 (+1:00.535)
12. Takumi Takahashi JPN Team HRC 47:51.978 (+1:01.211)
13. Nicky Hayden USA Aspar MotoGP Team 48:02.028 (+1:11.261)
14. Yonny Hernandez COL Octo Pramac Racing 48:04.663 (+1:13.896)
15. Mike Di Meglio FRA Avintia Racing 48:06.188 (+1:15.421)
16. Alvaro Bautista ESP Factory Aprilia Gresini 48:11.274 (+1:20.507)
17. Eugene Laverty IRL Aspar MotoGP Team 48:21.991 (+1:31.224)
18. Stefan Bradl GER Factory Aprilia Gresini 48:37.600  (+1:46.833)
19. Kousuke Akiyoshi JPN AB Motoracing 48:50.839 (+2:00.072)
20. Toni Elias SPA Forward Racing +1 lap

DNF. Pol Espargaro ESP Monster Yamaha Tech 3
DNF. Jack Miller AUS LCR Honda
DNF. Maverick Viñales ESP Team Suzuki Ecstar
DNF. Loris Baz FRA Forward Racing
DNF. Andrea Iannone ITA Ducati Team
DNF. Danilo Petrucci ITA Octo Pramac Racing

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Source: MotoGP 2015 Motegi race results

Police offer 50 security chains for a tenner

Police offer 50 security chains for a tenner

Mammouth motorcycle chain and lock

POLICE in south London are offering £50 motorcycle security chains for a tenner in a joint ant-theft scheme with a scooter dealer and local council.

Motorcycle or scooter owners who live in the Borough of Bromley can get one of the discount chains by going to the police station in Penge and presenting their licence, insurance certificate and V5 registration document.

Fifty of the Mammoth chains and locks are available on a first-come-first-served basis. 

The scheme is the work of Tower Scooters in Beckenham along with Bromley Council and police.

Collect a chain from the front office at Police Base, Copperfield House, Charles d***ens Terrace, Maple Road, Penge, SE20 8RE.

Sergeant Paul Thomas of the Crystal Palace Safer Neighbourhood Team said: ‘We are grateful to Tower Scooters for their support in working with us to reduce motorcycle theft.

‘We continue to use different methods to combat motorcycle theft in the borough, along with educating riders around theft prevention, especially newer and younger riders.

‘Being a motorbike owner is expensive so I urge people to take this opportunity to buy a really good lock and chain to secure there prized possession.’

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Source: Police offer 50 security chains for a tenner

The electric bike with a 236mile range

The electric bike with a 236mile range

Storm Pulse electric touring motorcycle

IF there’s one thing holding electric motorcycles back, it’s probably their limited range. Buy one now and you’ll be lucky to get 80 miles on a charge.

But the plug sockets just moved further apart.

Called the Storm Pulse, this ‘electric touring motorcycle’ will do a claimed 236 miles on a single charge, thanks to a 24-carridge battery pack generating up to 28.5kWh of energy

Of course that begs an obvious question. The answer is 340kg according to the makers.

But they say the weight can be reduced ‘to create a lighter bike and more sporty ride’ by removing some of the cartridges.  

It does 0-60mph in a claimed five seconds and hits a top speed of 100mph.  

The project is the work of a team of students at the Eindhoven University of Technology in Holland, who plan to ride the Storm Pulse around the world in 80 days next year.

It’s set to make its UK debut tomorrow at the Greenpower Final, an electric vehicle marathon at Rockingham Speedway in Northamptonshire.   

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Source: The electric bike with a 236mile range

The sweetest Suzaki weve ever seen

The sweetest Suzaki weve ever seen

Fair play, those are some serious modifications.

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Source: The sweetest Suzaki weve ever seen

Road test Royal Enfield Continental GT review

Road test Royal Enfield Continental GT review

Royal Enfield Continental GT

Royal Enfield store, south London
The shop in south London.

Royal Enfield Continental GT
Getting back on the bike in Brighton.

Royal Enfield Continental GT shock
Piggyback shocks are a nice styling exercise.

Royal Enfield Continental GT mirror
One of the mirrors rotated on the bar at motorway speeds.

Royal Enfield Continental GT ride
The ride was joined by an alien from a 1960s sci-fi film.

Royal Enfield CEO Siddhartha Lal on the Continental GT
And Royal Enfield CEO Siddhartha Lal.

AN interesting year lies ahead for Royal Enfield. At least three new models are expected using two new engine platforms including a parallel-twin.

The Indian firm is opening a development facility in Leicestershire and recently acquired British chassis maker Harris Performance, who designed the frame in the excellent Continental GT.

But how excellent is it? With a new adventure bike due using a modified Continental GT chassis, and a new range coming with help from Harris, I thought it was a good time to have another go on the flagship café racer.   

So I took RE up on an offer of joining a ride on Continental GTs from the firm’s shop in south-west London to the Goodwood Revival in West Suss**, via Brighton.

A 7.30am start at the shop, breakfast in Brighton then on to Goodwood. Three hours’ riding in total according to RE.  It felt like more. One thing the Continental GT can never be called is a mile-eater. It has that ability I remember in two-stroke 125s of making 50 miles seem like 150. Of rattling you until your retinas shake loose and battering you as though it’s tenderising a steak with its thinly-padded seat.

There’s no pretending it’s not a good-looking machine. I don’t think I have heard or read a single dissenting voice on that point. That classic horizontal line made by the frame tubes and tank. The simple one-colour paint job. That café racer bum stop. Those piggyback shocks in a similar shade of gold to Öhlins.

But it reveals itself as a styling exercise under closer scrutiny and that impression is strengthened by riding it. Its aim seems to be to achieve the right look on a budget, not to actually be good.

It’s a costume, just as much as all the period outfits at the Goodwood Revival, but one that rolls.

The aluminium bar-end mirrors look a tiny bit too modern, not quite as traditional as the rest, which deliberately apes the 250cc Continental GT of the ‘60s. The mirrors look like they’ve been added by a custom builder who’s losing his eye for detail. And they don’t work. It’s like viewing the road behind through a slightly tinted compact. One of them rotated on the bar at motorway speeds.

Budget shortcuts are evident. The engine will not start at all with the side-stand down, even in neutral. You have to sit on it or put it on its centre-stand. I think we can a**ume this reduces production costs in comparison to a side-stand cut-out switch that kills the engine only if it’s in gear. 

The single-disc front brake is not bad, with enough power, but the rear is vague and a look at the pedal offers an explanation. It’s stubby, inducing your foot to push down on the arm as well as the pedal itself. That arm, and its hinge at the base of the foot-peg, permit too much lateral movement, so a push doesn’t transmit directly enough to the caliper. It seems cheap.

The riding position isn’t uncomfortable. It won’t give your hands pins and needles. It’s sporty-upright, closer to an R3 than an R1, with the clip-ons mounted above the top yoke.

To be fair, the vibration at motorway speed didn’t seem quite as bad I recalled, having ridden it at the launch in 2014. At 80mph in the highest of five gears, its vibey but bearable, and it will hold that speed easily, showing 4.500rpm on the a***ogue twin-dial dash, with the red line at 5,500. It’s only the accumulative effective of a long ride that leaves your brain rattling in your skull.

Continue reading our Royal Enfield Continental GT review

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Royal Enfield Continental GT

Royal Enfield Continental GT ride
This bloke looks about as comfortable as I felt.

Goodwood Revival 2015
Goodwood Revival: odd. Discuss.

Goodwood Revival 2015
The Mod(grand)father.

Goodwood Revival 2015
Oh no. It’s going to be Brighton ’64 all over again.

Royal Enfield Continental GT clocks
Simplicity is obviously part of the Continental GT’s appeal and character.

Royal Enfield Continental GT engine
At 535cc, the Continental GT’s engine is the biggest in Royal Enfield’s range, although a 750 twin is rumoured to be on the way.

Royal Enfield Continental GT
It’s a period look and a period experience. Spot the continuity error.

The suspension is firm but not especially well damped, unforgiving yet still bouncy at times. It gives the bike a sporty but unsophisticated feel.

Despite this model’s careful styling, there doesn’t seem to be much pretence of sophistication from RE. The firm sees a gap in the adventure bike market for rugged simplicity, which the single-cylinder Himalayan aims to fill.

Simplicity is part of the Continental GT’s identity and appeal too. It’s supposed to be unsophisticated. It’s a period look and a period experience. How else would it make you feel like you’ve travelled back in time to a golden age of motorcycling? It’s a single-cylinder, four hard springs and a responsive chassis.

It’s quickly chucked into a lean, your knees gripping the uncomfortable bottom edge of the tank. It feels very small and light. The steering verges on twitchy, easily unsettled, but that ensures its responsiveness.

At 29hp, it’s the most powerful machine currently available from the Indian firm, as well as the biggest, at 535cc (36cc more than the rest). It’s the same basic engine design as found in the rest of the range but tuned for a little extra. It makes 32.4lbt – a higher number, you’ll notice, than the power figure.

Overtaking on the twisty roads around Goodwood took some planning. You can’t blast past a whole row of cars in one go, but the Continental GT has a generous enough spread of go to make good fun of darting from one gap to the next.

By the time I’d ridden back to the Royal Enfield store in south London, average fuel consumption was 75.3mpg, calculated from a receipt. That means a range of over 200 miles from the 13.5-litre tank.

I was knackered, and it was interesting to get back on my own bike, a Suzuki SV650. Some will say it’s not a useful comparison; the two aren’t competing for the same buyers. I think it’s revealing because they are so different, and nearly the same price – both are listed at £4,999 but Royal Enfield’s price includes on-the-road charges while Suzuki’s does not.

The SV makes more than double the GT’s power. It’s got two front discs instead of one. It doesn’t shake your bones. It’s comfortable. It’s got a fairing. The GT stalled after starting from cold, and by the end of the day the neutral light had packed up. It’s a world apart from the Suzuki technically.

So this is the sacrifice necessary to get the Royal Enfield’s period look and character at the same price. This is the cost of the period image.

That’s fine if you’re happy to pay it. Personally I’d really like a Contintal GT in my own garage. But only as second bike, next to the one I use every day.  

Model tested: Royal Enfield Continental GT

Price: £4,999 on the road

Engine: 535cc air-cooled single

Power: 29hp @5,100rpm

Torque: 32.4lbft @4,000rpm

Kerb weight: 184kg

Frame: Twin downtube steel cradle

Tank capacity: 13.5 litres

Seat height: 800mm

Colours: red, yellow

Availability: now

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Source: Road test Royal Enfield Continental GT review

Kawasaki reveals heavily updated ZX10R

Kawasaki reveals heavily updated ZX10R

Kawasaki ZX-10R 2016
The 2016 Kawasaki ZX-10R

Kawasaki ZX-10R 2016
The styling changes are subtle.

Kawasaki ZX-10R 2016
What a front end – Brembo M50s and Showa gas forks.

Kawasaki ZX-10R 2016
Looking good.

Kawasaki ZX-10R 2016 gas forks
The new ZX-10 is the first mass produced bike to get Showa’s Balance Free fork.

Kawasaki ZX-10R 2016
The swingarm is new, along with the exhaust system.

Kawasaki ZX-10R 2016
Hanging off with your elbow down won’t make you faster, but it will make you more attractive to women. Probably.

KAWASAKI has just unveiled its heavily updated 2016 ZX-10R.

Kawasaki released teaser images a month ago, saying that for 2016 the ZX-10R would be getting some updates, but the 2016 incarnation has been comprehensively reworked and now includes:

  • A heavily revised engine featuring a revised cylinder head, t**anium exhaust system, electronic throttle valves and lighter internals
  • New electronics including an inertial measurement unit, traction control, launch control, ABS, engine braking control and a quick shifter
  • A revised frame and swingarm
  • Brand new Showa gas forks
  • Ohlins electronic steering damper
  • Brembo brakes

With 200hp, it makes the same power as the current bike although that figure climbs to 207hp with ram air. Torque is slightly up at 113.5Nm at 11,500rpm. Kawasaki says its kerb mass is 206kg, which is 5kg more than the current model.

Kawasaki says that thanks to input from its World Superbike team, the 2016 ZX-10R is the closest thing its ever offered to a highly advanced factory superbike – it’s been given a ton of technology and a huge amount of revisions. Here’s a more detailed account of what’s new:

Engine

The engine has undergone a major reworking. The cylinder head intake ports have been machined at an angle to create a straighter path for air entering the combustion chamber, which has been reshaped to improve efficiency. The exhaust ports are now polished and have been made straighter and wider, while the t**anium exhaust valves have widened by 1.1mm to 25.5mm. The intake valves are also made from t**anium and the cam profiles have been changed to provide increased power at high revs.

The combustion chamber has been revised, which Kawasaki says contributes to improved intake and exhaust efficiency. The pistons have been made shorter, down from 39.2mm to 37.7mm, and they’re a claimed 5kg lighter too, with revised crowns.

Kawasaki claims the ZX-10’s new electronic throttle valves result in ideal fuelling and engine output, as well as helping to keep down emissions from the Euro4 compliant engine. Kawasaki also says the system allows more precise control of the traction control and is what allows implementation of bike’s new launch and engine braking control systems. 

The crank has a claimed 20% lower moment of inertia – meaning it requires less energy to spin up and down. Kawasaki says the revised crank is one of the most significant changes and has been brought about with feedback from its World Superbike team. It’s claimed to benefit the bike’s claimed improved acceleration and deceleration along with its cornering ability.

Other changes to the engine include thicker cylinder walls, a revised cooling system, the intake funnels have been reshaped and at 10 litres, the airbox has grown by 2 litres.

The exhaust system has received Kawasaki’s attention too – the systems gets hydroformed header collectors, t**anium header pipes and a larger but claimed lighter t**anium alloy silencer, which thanks to its shape, manages to look slightly less bulbous than the silencer on the current bike.

The gearbox has been given closer ratios for second to sixth gears, which Kawasaki says it also worked on to give the 2016 ZX-10 improved mid-low range acceleration, along with improved stability when downshifting. Certain gears have been given a dry film lubricant coating to reduce friction and improved shifting performance. The new bike also has a race-style cassette transmission located high enough that if owners want to change ratios to suit different tracks or conditions, they can access the cassette without having to drain the oil.

Electronics

The ZX-10R’s electronics have been brought in to line with the kind of technology on the Yamaha R1, Ducati 1299 Panigale S and Aprilia RSV4 RF. As well as a new 32-bit ECU, the 2016 ZX-10R has been given a Bosch inertial measurement unit (IMU) that carries some of Kawasaki’s own software to measure across 6 axes of movement. The IMU talks to the other electronic systems in the bike, so the 10R’s traction control system is given more information about the bike’s behaviour and feeds back to the IMU

Kawasaki say the new IMU interacts with the ABS, but it’s not clear whether it’s got a full-on cornering ABS system or something more like the Unified Brake System on the R1

The traction control system, (called S-KTRC – Sport-Kawasaki TRaction Control) has five modes instead of the three on the current bike. Kawasaki says the traction control system can distinguish between torque wheelies, which are smooth, and which it’ll allow, and sudden wheelies, which will trigger system intervention depending on what mode it’s in.

It’s got three-mode launch control too, along with Kawasaki’s KIBS ABS systems which owners will be able to deactivate with a dongle from Kawasaki. Engine braking can be controlled with the engine braking control system, and is designed to offer riders the amount of engine braking they prefer.

The new ZX-10 will come with a quick shifter as standard, which will allow clutchless downshifts with a race kit ECU.

Finally, the bike gets an Ohlins electronic steering damper, which Kawasaki says has been optimized for the racetrack and winding roads, to match the characteristic bike.

Chassis, suspension and brakes

There have been no radical frame chances – it still uses an aluminium twin spar frame, but the head tube has been moved 7.5mm closer to the rider to put more weight over the front wheel. The swingarm is also new and it’s grown in length by 15.8mm. Kawasaki says it used computer modelling to increase torsional and lateral rigidity, which it claims contributes to the bike’s improved handling without adding too much weight.

Kawasaki’s race kit parts also give the chassis some adjustability and a set of reversible offset collars will allows the steering stem to be adjusted by +/- 4mm from the standard position. Another set of reversible collars will allow the swingarm pivot position to be adjusted by +/- 2mm up or down from centre.

The Showa Balance Free front suspension is brand new and Kawasaki says it was developed with Showa in World Superbikes. This new gas fork makes its mass production debut on 2016 ZX-10R. It uses a Damping Force Chamber to generate damping force outside of the main fork tubes, has an external compression chamber filled with pressurized nitrogen gas to manage pressure increases in the damping force chamber and compression and rebound damping are generated and adjusted independently from one another. Kawasaki claims the improved damping force responsiveness offered by the new Showa fork results in superb traction and absortion performance.

There’s a Showa shock in the rear too – the BFRC lite, which is a more compact version of the firm’s earlier BFRC unit. Like the forks, it has an external damping force chamber.

For 2016, the ZX-10 gets a Brembo brake system that, so says Kawasaki, is very similar to the one on the Ninja H2R. At the front are a pair of 330mm semi-floating discs, gripped by Brembo M50 4-pot monobloc calipers. Kawasaki says the front master cylinder and reservoir ‘received extra attention before being shipped to Kawasaki’ – with each part being examined and adjusted to remove ineffective stroke.

At the rear, there’s a 220mm disc and single piston caliper and both front and rear brakes get braided steel lines.

Styling and instrumentation

The bodywork has been given some attention too, although it’s not a radical departure from the ZX-10s current styling. The main change being is a restyled, fuller front fairing. The seat unit is also wider and ‘more voluptuous’ and the tail light design has been changed to make the rear end look sharper.

The backlit LED dash has been updated to include all the necessary settings and data from the electronics, and will display engine braking information, IMU information, launch control settings, what power mode the bike is in. It even has an economical riding indicator, though how many owners will be interested in this is anyone’s guess. The dash will automatically adjust its brightness according to how light/dark it is.

Specifications:

Engine

998cc liquid cooled 4-stroke inline-four DOHC 16-valve

Frame

Twin-spar aluminium

Brakes

Twin Brembo M50 4-piston monobloc calipers, 330mm discs (f), Nissin singe piston caliper, 220mm disc

Suspension

Showa Balance Free fork, Showa BFRC Lite shock

Electronics

Inertial Measurement Unit, S-KTRC (Sport-Kawasaki TRaction control), KLCM (Kawasaki Launch Control Mode), KIBS (Kawasaki Intelligent anti-lock Brake System), engine braking control, quick shifter, Ohlins electronic steering damper, five power modes.

Power

200hp, 207hp with ram air, 113.5Nm torque at 11,500rpm

Dimensions

Length: 2,090mm

Width: 740mm

Height: 1,145mm

Wheelbase: 1,440mm

Ground clearance: 145mm

Seat height: 835mm

Kerb weight: 206kg

Fuel tank capacity: 17 litres

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Source: Kawasaki reveals heavily updated ZX10R