2013 Kawasaki Z800 First Look

2013 Kawasaki Z800 First Look

Kawasaki unveiled its newest middleweight standard, the 2013 Z800, to the public at the INTERMOT show in Cologne, Germany today. It is the follow-up machine to the outgoing Z750 – a solid performer in a popular segment. With an all- new look and larger engine displacement, it is obvious this new Z has the 2013 Yamaha FZ8 squarely in its sights.

The 2013 Kawasaki Z800 replaces the Z750 with a larger engine, revised frame and an all-new look.

An 806cc liquid-cooled, Inline Four powers the new standard bike and is based off the current Z750 engine. A 1.6mm-larger bore and a slightly higher compression ratio (11.9:1 vs. 11.6:1) are touted as giving the Z800 more performance at every rpm, but claims power gains are most noticeable in the low-and mid-ranges. The throttle body diameter has also been increased from 32mm to 34mm to feed the 58cc larger mill. Final gearing has been shortened via a two-tooth larger rear sprocket to emphasize acceleration.

Refinement and changes to the chassis include a new connecting pipe on the tubular backbone chassis for revised rigidity that offers better feedback to the rider. Up front a 41mm KYB inverted fork has been optimized for the increased engine performance and frame tweaks.

2013 Kawasaki Z800 Techincal Specs

Engine: Liquid-cooled 806cc In-line Four, DOHC,16-valve
Bore and Stroke: 71.0 x 50.9mm
Compression Ratio: 11.9:1
Fuel Delivery: Fuel Injection
Clutch: Wet multi-disc
Transmission: Six-speed
Final Drive: Chain
Frame: Tubular backbone with engine sub-frame
Front Suspension: 41mm KYB fork; two-way adjustable for spring preload and rebound; 4.7 in. travel
Rear Suspension: Bottom-Link uni-Trak, gas-charged piggyback KYB shock absorber; two-way adjustable for spring preload and rebound; 5.4 in. travel
Front Brakes: 310mm petal discs with four piston calipers, ABS optional.
Rear Brake: 250mm petal disc with single-piston caliper, ABS Optional.
Tires: 120/70ZR17, 180/55ZR17
Wheelbase: 56.9 in.
Seat Height: 32.8 in.
Fuel Capacity: 4.5 gal.
MSRP: TBA
Color: Candy Flat Blazed Green/Metallic Spark Black, Pearl Stardust White/Metallic Spark Black, Flat Ebony/Metallic Spark Black

Adjustments are for rebound and preload only. The rear KYB piggyback shock gets scooted 20mm to the left of the chassis for better balance from left to right. Like the front fork, preload and rebound are adjustable.

An all-new aggressive styling comes along with the changes to the chassis and engine. A new front cowl has a multi-faceted design for a more aggressive look but is still unmistakably from the Z family. At the rear, a Z-patterned taillight has been integrated into the cowl. A color matched belly cowl hugs the underside of the engine. A new fully digital instrument cluster features a vertical bar-style tachometer, a fuel gauge, remaining range, clock and engine temp information.

Braking duties have been updated with new opposed, 4-piston calipers mated to larger 310mm petal discs. ABS is available and built by Nissin.

For now it looks like this cool new Z is for overseas markets only as middleweight standards continue to struggle to get a foothold here in the States (the Z750 hasn’t been included in the US lineup since the 2006 model year). Pricing has not been announced.

Honda CRF450R

Honda CRF450R

Honda dirt bikes are epitomized these days by the 2009 Honda CRF450R motocross racer. The flagship 4-stroke MX bike from Big Red has been at the forefront of competitive off-road racing since it was introduced in 2001. The Honda CRF450 has found success in multiple disciplines including motocross, supercross, flat track, hillclimbing and supermoto.

Honda rocked the motocross world when they released the original CRF450R in the spring of 2002. Not only was it the bike to be riding on the track, it proved to be versatile enough for the rigors of the desert, forests and trails.

With its powerful 449cc Unicam racing engine, Honda’s fuel-injected CRF450R is known as one of the best all-around track machines. Honda pioneered the twin-spar aluminum chassis for dirt bikes in the late 1990s with the 2-stroke CR125R and CR250R bikes. When the motorcycle industry turned to Thumper technology, Honda was ready to make the switch and it keeps pushing the envelope with things like the Honda Progressive Steering Damper (HPSD).

Honda Racing has always been considered a top tier factory ride for AMA Motocross and AMA Supercross Championships. Riders like Jeff Stanton, Johnny O’Mara, Ron Lechien, David Bailey, Jeremy McGrath, Ricky Carmichael and Ashley Fiolek have all used Honda motocross dirt bikes to win titles. Honda R&D has always taken what works on the professional equipment and worked it into production motorcycles for racing and OHV enthusiasts.

American Honda sells a huge volume of motorcycles and the CRF450R is the biggest and baddest in a long line of dirt bike siblings. All the way down to the best-selling CRF50 for kids, Hondas are known for reliability, build quality and long-lasting re-sale value. These are some of the reasons why Honda motorcycles are always a top pick for privateer racers, not to mention the bikes always hold true to Honda’s company slogan – “Performance First.”

Kawasaki KLR 650

Kawasaki KLR 650

The Kawasaki KLR650 is one of the most popular single-cylinder dual-sport motorcycles available. Though relatively small for an adventure bike, the KLR650 is possibly the biggest world traveler with KLR owners leaving their 650 tread marks across the globe. Comfortable ergonomics, easy-to-use power, long range and simple efficiency are trademarks of the KLR650. Kawasaki overhauled the KLR for the first time in decades in 2008 with a complete update. New bodywork gives the Kawasaki KLR650 much more of a street bike appearance but it works very well at protecting the rider from the elements. The KLR650 also got sturdier suspension components which make the KLR a better handler on both street and dirt.

Recent changes to the KLR650 make the bike better off-road. We’re not suggesting racing Baja with this baby, but it will certainly get by on gravel and dirt roads.

Physically, the Kawasaki KLR650 is a large machine, but once the bike gets moving riders are treated to a much lighter-feeling ride. With six gallons of fuel capacity, the KLR650 is wide and built for long-range comfort. It is by far the most agreeable 650cc Single in terms of touring comfort with a wide, soft seat and a sturdy, large rack on the rear fender. Optional features like larger windscreens are available for the KLR650, and with such a low pricetag, owners generally have some extra cash to spend. The KLR650 isn’t perfect at any one thing, but it does very well in a wide variety of situations and riding conditions. For that reason the KLR650 has become a benchmark in the motorcycle market.

Kawasaki KX250F

Kawasaki KX250F

For 2011 the Kawasaki R&D team was hard at work with the Lites-class racer giving the KX250F membership to the fuel-injection club.

The Kawasaki KX250F is the most successful 250F motocross bike in professional AMA racing. As the bike of choice for Pro Circuit’s Supercross and motocross race teams, the KX250F has racked up more titles than any other machine in the small-bore division. Born from a joint effort with Suzuki, the KX250F started bleeding true Kawasaki green in 2006 and has been part of the pure Kawasaki motocross lineup ever since.

Kawasaki really went to work on the KX250F in 2011 and whipped it into fighting shape to remain at the forefront of motocross racing. All-new digital fuel injection with 43mm Keihin throttle body feeds a potent 249cc liquid-cooled, four-stroke engine. The single-cylinder powerplant uses dual overhead cams and our test riders constantly rave about the KX250F’s wide power delivery. This dirt bike is so popular because it has the engine muscle to suit a wide range of motocross racers.

Kawasaki has made many of the components on the KX250F similar to its big sibling, the KX450F. Essentially it’s just a smaller version with a compact aluminum chassis that handles near the top of its class. One thing that is unique to the 250F is a completely new Showa suspension package. The Separate Function Fork allows riders to tune their fork preload as easily as compression or rebound. Because the SFF is revolutionary on a production motocross bike, the KX250F is even more attractive to riders on the cutting edge.

MotorcycleUSA Shootouts have always been a strong point for the KX250F where it finishes in top positions year after year. The five-speed transmission propels the Kawasaki KX250F around any motocross track and comfortable, neutral ergonomics allow riders to get as aggressive as they want. Components like petal-style brake rotors and black rims give the Kawasaki an edge on dealership floors simply because it looks so good. Between the professional racing track record, plenty of magazine successes and a legion of die-hard Team Green riders, the KX250F has proven itself a capable winner. Plus, Kawasaki riders typically have one of the better contingency programs to pull from so the KX250F is the perfect way to take advantage of it.

Kawasaki KX450F

Kawasaki KX450F

The Kawasaki KX450F is the most powerful Japanese 450cc motocross bike in production. The 450cc motocross division has changed this past year with a full-force jump into the fuel-injection technology, and the Kawasaki KX450F is a major player. Big and burly, the Kawasaki KX450F is known as a beast of a machine in a class already filled with brutes.

 

Although it looks identical to the ’09 machine, the 2010 KX450F employs engine and chassis changes aimed at making the bike easier to ride.

Introduced in 2006, the Kawasaki KX450F has been winning races right from the start. James Stewart piloted the KX450F to a FIM World Supercross and AMA Supercross title in 2007. He then swept the 2008 AMA Motocross Nationals with a perfect 24-for-24 season thanks to supreme skill and the competent KX450F.

The 2009 model is the second-generation Kawasaki KX450F, so in addition to the 43mm Keihin throttle body fuel injection with aluminum fuel pump, the KX450F also received updates to the motor’s top end and crankshaft, a slimmer chassis, updated Kayaba fork with DLC coating and a larger 50mm shock. Visually the Kawasaki KX450F is different also with new bodywork and graphics.

Tim Ferry and Ryan Villopoto are using the factory racers using the Kawasaki KX450F to assault the AMA Motocross and AMA Supercross division. Both riders should find great success outdoors where the KX450F can use all the power and speed provided by Kawasaki engineers. Our test riders picked the Kawasaki KX450F as the best 450 MX bike of the year.