1st-ride-review-kawasaki-ninja-zx14-10

1st ride review- Kawasaki Ninja ZX14

In this era of miniscule MP3 players, mini-appliances and hybrid cars data dainty, May it not surprising that some people really believe biggest is not always better. Well, there are exceptions, and in the case of the venerable Suzuki Hayabusa GSX1300R and the brand new Kawasaki Ninja ZX-14, it would be wrong, wrong. <br> <br> Everything about these two land-based projectiles is great. The bikes are great, the engines are large, and with the capacity to exceed 100 mph in less than 5 seconds, the consequences of a constituency while trying to push their limits can also be enormous. <br> <br> For the last decade, the Hayabusa has had a stranglehold on the ultimate-sportbike category, as Suzuki likes to call it, and laid waste to all finishers. In this process, Busa spawned a new genre where extended swingarms, chrome chassis and the bad paint job – supplemented by turbochargers and bottles of nitrogen – are a prerequisite to being accepted in the group. Admittedly, there were a number of suitors over the years, but Busa has beaten all back with its combination of a bad-ass engine, a solid chassis and one of the most unique profiles ever seen on a motorbike modern. It raises the question: Is there a competitor who can dethrone the Hayabusa? <br> <br> Yes, this is all new, it is called Kawasaki ZX-14 and it absolutely rocks. But once you’re the king of the hill, as was Busa, you must be struck off, and that is where this test comes in. We have put these two heavyweights through the glove at three different places to find the winner: A horsepower shootout on the dyno, a period of 36 hours driving 800 miles in the street, and to crown it all, a decisive head-to-head battle at the local dragstrip, to settle once and for all that is cycling baddest mo-fo in the valley. <br> <br> The design of the Hayabusa has remained relatively unchanged since its introduction in late 1998 for the year modèle’99. The motorcycle was hit with a mixture of public comments, first of all because of the size of the bicycle and its aerodynamic body and bulbous nose pointed. Once the news of its performance envelope was revealed, he matured quickly to legendary status in the streets. Nothing else can hope to hang with him in the band, because it was the first motorcycle production capable of running with a 9-second quarter mile. The Hayabusa has been a staple food for dealers, as sales have risen steadily year after year, beating the number of sales of the previous season depuis’99. Suzuki says more than 10000 units were sold in 2005 alone. <br> <br> In comparison, the ZX-14 was only introduced earlier this year. A faction of Kawasaki fans have been eagerly awaiting the arrival of Ninja the largest ever created, and we’re here to decide whether it was worth the wait. When the bike was unveiled at the famous Las Vegas Motor Speedway, we learned that Kawasaki intended to dethrone the Hayabusa with this bike. We discovered the introduction that anyone with a little skill to the band can post 10 seconds runs on the ZX, and the speed of our guys had not even a 9.78 at 147 mph. The new ZX has been deliberately designed with the art of drag in mind, and 186 mph-capable machine is stuffed to the rev limiter with the latest trick equipment Tokyo. In the high stakes world of drag is the number that counts, and Kawasaki knows. <br> Saint-Kaw <br> first put us between the new ZX against the Hayabusa was Hansen’s 250 Moto Dynojet dynamometer. On paper, these two machines look closely, the only way to get the answers everyone is looking for is to run ‘em on the dyno. The engine Hayabusa, which was the scourge of the existence Kawasaki past few years, is a 1299cc DOHC, 16 valves injection beast with a compression ratio 11.0:1 with a 81 mm bore and 63mm accident stroke. The ZX-14 is a plant similar, but more 1352cc DOHC, 16 valves injection fiend with a slightly larger numbers bore and shorter time, 84.0 x 61.0mm and a compression ratio 12.0:1. <br> <br> First: Hayabusa. The Suzuki posted an impressive 155.9 horsepower at 9900 rpm his best race. The power curve is jumping on the ZX-14 until just before 5000 rpm, then arcs through the 150 hp mark around 8600 rpm. Its torque output is equally impressive thanks to a huge 94 lb.-ft. at 7000 rpm. Again, Busa took the early lead with a 7-8 advantage lb.-ft. from 2500 to 4000 rpm. It is easy to see why this bike was so popular at the speed-crazy freaks all over this miserable little politically correct world. <br> <br> Then it’s time to know what the ZX-14 could do. Pre-term forecasts ranged from 170 to 180 horses, but eventually an optimistic assumption. The ZX could not muster a better performance of 169.1 horsepower at 9500 rpm. Pathetic, is not it? Do you take the sarcasm? Nearly 170 horsepower from a stock bike – which is the world coming to? It seems quite extraordinary, but wait, there’s more. As impressive as the figures are Busa couple, the ZX holds a couple clear advantage over the reigning champion of 4500 a red line, pumping its peak of 103 lb.-ft. at 7800 rpm . <br> <br> What you see is the big dip in results at the very beginning of the curve ZX. Kawasaki claims to have designed so the bike is easier to use in the streets. However, Hayabusa is no security measure, so you get a much more brutal feeling of the throttle on it that the Kawasaki. Considering that the Suzuki feels like it wants to build a wheelie as soon as you crack open the ZX-14 is a little more quiet. It seems not so good on paper, but the Ninja’s massive torque figures quickly erase any notion that this is a gap when you dial-up some gas. <br> <br> With this disparity in both the power and the couple has recognized figures, the Kawasaki is the unanimous winner in one round. On the dyno, the Ninja dominates, but there are still two other arenas where this battle must be waged. Next: The road trip.

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