The Bajaj avenger is cruiser bike introduced by Bajaj Auto. The Bajaj Avenger comes in the series similar to the Kawasaki Eliminator, but the design and the structure is inspired from the Bajaj Eliminator. The bike had a single cylinder Kawasaki engine and air-cooled. You will experience unlimited joy by a cruiser. The Avenger has a high stability and long cruising joy rides, along with wide saddle seat and an exclusive back rest. You will also find the 200 cc powerful DTSI engine, which is the Bajaj trademark.

The design of the Bajaj Avenger is sharply angled with a long travel suspension in the front. It has a smooth triple clamp with matt finish, front brake levers and clutch and rear view mirrors of chrome finish with bar end weights. Thus giving it the vintage look to the Bajaj Avenger DTSi.

This bike is super comfortable and gives the rider an extraordinary experience by its unique long wheelbase and seats that are couch style so that the rider can put the feet up. The 1475mm wheelbase is huge and the handlebar is heavy giving the Bajaj Avenger the great stability and sturdiness. The ride becomes comfortable especially for long travel due to its suspension and the non-adjustable, coil springs at the rear end and due to the shock absorbers.

This bike’s engine is outfitted with patented Bajaj DTSi technology which is regarded as the most advantageous combustion to give out the best performance. The Baja Avenger DTSi includes a modified engine of the Bajaj Pulsar 200. It gives out 112.88 KW (17hp)@8000rpm. The Bajaj Avenger claims to have a top speed of about 114 km/h and reaches -60 km/h in about 5.18 seconds and in 20.03 seconds it reached 0-100km/h. The mileage of the Bajaj Avenger DTSi is around 40 kmpl for riding in a city, taking an account of the Indian roads, the 200 cc engine and the traffic, this mileage can be considered to be very good.

The engine type is 4 strokes DTSi, displacement is 180 cc, the peak power of the Bajaj Avenger is 16.5/12.15 kw @ 8000rmp and the Max Torque is 15.22 Nm. The brakes are hydraulically operated disc brakes-260 mm at the front and the rear brake is 130 mm drum. The tyres of this bike are 17″x90/90 front size and 15″x130/90 of the rear size. The dimension of the wheel base is 1475mm and the kerb weight is 154kg.

Vinnit Alex is well known author has written article on Bikes, Automobiles, Honda civic sport, Online Shopping India and many other subjects.

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Have you ver tunie your APRILIA RS 125? if yes then, APRILIA RS 125 Spec need tube tuned now. here is a simple tips about your APRILIA RS 125 Spec. APRILIA RS 125 needed to bring that power and torque to the rider’s right hand without this involving jerks, only smooth and instant throttle response and control. do you think that it is important for your APRILIA RS 125 Spec? In order to achieve that, engineers added cylindrical guides to the top of the air cleaner box, bringing chirurgical precision to air intake systems and getting the maximum bang from every fuel load going into the cylinders.

All the new APRILIA RS 125 (2010)

Aprilia Shiver 2010 is after agnosticism the criterion bike in the average cc naked sector. A awful acquired agent adapted with latest bearing basic Ride by Wire, a multimap, a first-rate anatomy which is able to amuse all levels of riders, and abstruse accouterments that no added bike alike comes abutting to.

Spesifikasi Motor Terbaru APRILIA RS 125 (2010)

APRILIA RS 125 (2010) MOTORCYCLE SPECIFICATION

Engine: Aprilia V90 Four stroke longitudinal 90° V twin. Liquid cooling. Double overhead camshaft with mixed gear/chain drive; four valves per cylinder. Euro 3.
Fuel: Unleaded petrol.
Bore x Stroke: 92 x 56,4 mm
Total displacement: 749,9 cc

Compression ratio: 11 : 1

Final drive: Chain Transmission ratio: 16/44
Frame: Modular steel trellis connected with high strength bolts to aluminium side plates. Detachable rear frame.
Front suspension: 43 mm upside-down fork. 120 mm wheel travel.
Rear suspension: Aluminium alloy swingarm with reinforcement truss. Hydraulic shock absorber adjustable in spring preload and rebound damping. Wheel travel: 130 mm.
Brakes: Front: Double stainless steel floating disc (Ø 320 mm ). Four piston radial calipers. Metal braided brake line. Rear: Stainless steel disc (Æ 240 mm) with single piston caliper. Metal braided brake line.
Wheels: In aluminium alloy Front: 3.50 X 17″ Rear: 6.00 X 17″
Tyres: Radial tubeless; front: 120/70 ZR 17 rear: 180/55 ZR 17
Dimensions: Overall length: 2265 mm Overall width: 800 mm (at handlebars) Overall height: 1135 mm (at instruments) Seat height: 810 mm Wheelbase: 1440 mm Trail: 109 mm Rake angle: 25.7°
Dry weight: 189 Kg
Fuel tank capacity: 16
Maximum power at the crank: 95 HP at 9000 rpm.
Maximum torque at the crank: 8.25 kgm at 7000 rpm.
Fuel system: Integrated engine management system. Injection with Ride by Wire technology control of the throttle bodies
Ignition: Digital electronic, integrated with the injection
Starting: Electric
Exhaust: Two in one system in 100% stainless steel with three-way catalytic converter and Lambda probe
Generator: 450 W at 6000 rpm.
Lubrification: Wet sump
Gear box: six speed, transmission ratio: 1° 36/14 (2.57) 2° 32/17 (1.88) 3° 30/20 (1.5) 4° 28/22 (1.27) 5° 24/25 (0.96) 6° 23/26 (0.88)
Clutch: Multi-plate in oil bath, hydraulically operated.
Primary drive: Spur gears, transmission ratio: 60/31 (1.75)

APRILIA RS 125 Pictures. As of tonight, generally all mechanicals are properly sorted and I just have a few electrical issues left to iron out. Namely, there are no leads going to the horn and the speedo light is burned out. APRILIA RS 125 Pictures Also, tonight was my first ride with which I put the bike through its paces; highway speeds; running near redline a few times; hard braking; faster cornering. Its The real amazing APRILIA RS 125 Review that i ever know.

This is as shown four members of the Bajaj community Chapter. These four types of motor sport flags of their home countries digrafis four teams that appeared in around the world. Techniques rely on cutting sticker, almost the entire body is covered with the flag. View Bajaj Motorcycle is no longer standard. For example, a single seat changed. “Alteration in the tail make it look more sporty Bajaj,” said King, a seat behind closed carbon fiber material.  Both have applied the body that mimic the motor behind the Bajaj Superbike. That way, it looks so much more sexy.

The Bajaj avenger is cruiser bike introduced by Bajaj Auto. The Bajaj Avenger comes in the series similar to the Kawasaki Eliminator, but the design and the structure is inspired from the Bajaj Eliminator. The bike had a single cylinder Kawasaki engine and air-cooled. You will experience unlimited joy by a cruiser. The Avenger has a high stability and long cruising joy rides, along with wide saddle seat and an exclusive back rest. You will also find the 200 cc powerful DTSI engine, which is the Bajaj trademark.

The design of the Bajaj Avenger is sharply angled with a long travel suspension in the front. It has a smooth triple clamp with matt finish, front brake levers and clutch and rear view mirrors of chrome finish with bar end weights. Thus giving it the vintage look to the Bajaj Avenger DTSi.

This bike is super comfortable and gives the rider an extraordinary experience by its unique long wheelbase and seats that are couch style so that the rider can put the feet up. The 1475mm wheelbase is huge and the handlebar is heavy giving the Bajaj Avenger the great stability and sturdiness. The ride becomes comfortable especially for long travel due to its suspension and the non-adjustable, coil springs at the rear end and due to the shock absorbers.

This bike’s engine is outfitted with patented Bajaj DTSi technology which is regarded as the most advantageous combustion to give out the best performance. The Baja Avenger DTSi includes a modified engine of the Bajaj Pulsar 200. It gives out 112.88 KW (17hp)@8000rpm. The Bajaj Avenger claims to have a top speed of about 114 km/h and reaches -60 km/h in about 5.18 seconds and in 20.03 seconds it reached 0-100km/h. The mileage of the Bajaj Avenger DTSi is around 40 kmpl for riding in a city, taking an account of the Indian roads, the 200 cc engine and the traffic, this mileage can be considered to be very good.

The engine type is 4 strokes DTSi, displacement is 180 cc, the peak power of the Bajaj Avenger is 16.5/12.15 kw @ 8000rmp and the Max Torque is 15.22 Nm. The brakes are hydraulically operated disc brakes-260 mm at the front and the rear brake is 130 mm drum. The tyres of this bike are 17″x90/90 front size and 15″x130/90 of the rear size. The dimension of the wheel base is 1475mm and the kerb weight is 154kg.

Bajaj Superbike and The Superbike Blog is both happy and astonished to see Rossi bounce back so quickly, Bajaj and looks forward to enjoying the rest of the MotoGP season with Rossi on the grid. Bajaj Superbike This is the kind of grit and determination that separates the champions from the rest of the pack, as Rossi has demonstrated over and over again throughout his career. i am waiting for more about Bajaj

MV agusta Motorcycle. Here are a simple tips about MV agusta. To optimize front-rear rigidity balance, frame stiffness around the swingarm pivot and the rear engine mounts is carefully tuned, with the compact engine rotated forward around the output shaft for a steep cylinder bank angle and optimal center of gravity. and more about MV agusta Motorcycle An exhaust layout with a short side muffler keeps the weight low, and an exhaust pre-chamber further contributes to the MV agusta mass centralization.

Classic Motorcycles – The MV Agusta 750S

The name MV Agusta will forever be associated with Italian race legend Giacomo Agostini.

An exotic dream for most, both in 1970 when the 750S was launched and in 1999 when the brand was relaunched with the MV Agusta F4 750S, with exclusivity in mind on both occasions.

MV Agusta had already won 30 Grand Prix manufacturers titles by the time the 750S appeared.

2010 MV Agusta F4 rear lamp pictures

They must evacuate the company that was dropping them off. , Proton stressed the news in Italy about the sale possibly. MV Agusta, that under the protection of the bankruptcy, made the bicycle under Agusta, Cagiva and the Husqvarna kind.2010 MV Agusta F4 head lamp wallpapers

2010 MV Agusta F4 rear lamp pictures

in the debt.Rationalisation realised as the Proton struggle that was connected by the country again deal with began the competition and some markets fell in the house. Also tried to seal the transaction to sell just strategic assets to Volkswagen, the manufacturer of the European car.

The proton splashed out 70 million euro to buy Augusta in in December last year in a move that took it beyond its played car-making business and surprised analysts. Augusta boots has gone ounce losing money, contributing to Proton apostr s own flow of red ink. Last month, Proton reported a quarterly the net loss of 154,3 million ringgit ($56 million), weighed down in part by provisions of 160,7 million ringgit to pay off Augusta apostr s debts. The proton has been under increasing pressure at home, with its share of domestic sales falling to 44 per cent from 75 per cent over the past decade.

Naturally this produced a huge fan base of both the man Agostini himself, who had by this time become a race legend that endures still, and the bike. The biking public were ready and eager for a race replica for the road.

However, the problem was that Count Domenico Agusta, the founder and owner of the company was an out and out racing fan. His bikes were not designed to be modified to make them legal for road use, and neither did he want anyone racing as a privateer against his seemingly unbeatable machines with a bike his company had produced.

The styling of the bike was unique at the time. Not because of the four chromed racing style exhaust pipes, but because of the race style full fairing, which made it look very much like the race machines.

However, the 743cc in line four engine was really just a bored out 600cc engine from the company’s tourer at the time. It produced 69bhp and a top speed of 125mph.

Unfortunately two things combined to disappoint the wannabe Agostini racers.

Firstly the frame was much heavier than the racing machine, made as it was from sand cast aluminium as opposed to the much lighter magnesium on the race bikes.

Secondly, and probably most importantly, the price was very restrictive for most people. In fact, for the price of one MV Agusta 750S, one could have bought no less than three of the highly rated Honda CB750s.

The MV Agusta 750S was then, as it is today, a rare piece of exotica.

One final note, MV agusta Superbike and there are many of you here who will understand what I mean by this; tonight was the night that I fell in love with the KZ. MV agusta Superbike It was the first time that I actually got out and really felt and experienced the motorcycle as it was meant to be experienced. MV agustaFor once, I wasn’t doing something mundane with the bike like burbling it gently down the street six blocks to the office, or test-riding it around the block once or twice after laying underneath the thing turning a wrench all night. MV agusta is really amazing.

Known as the Ducati Superbike of the Ducati Monster motorcycle industry and said to be the embodiment of perfection, Ducati Monster motorcycles are still likely to be further improved. Motocorse, an Italian company specialized in producing aftermarket parts for sportbikes, recently introduced its latest creation, the Ducati Superbike, motoblog.it reported. The Ducati Monster includes both mechanical and stylistic upgrades. It is an unique model with a hugely reduced weight and greater performance.

Three brothers from Bologna in Italy started a company that was to become one of the most world famous producers of motorbikes ever; Ducati.

Ducati in the early years

Adriano, Bruno and Marcello Ducati founded the Societa Scientifica Radio Brevetti Ducati in 1926. Initially the firm went to work on making parts for radios and they proved so successful in this field that just nine years later they were to open another factory in Bologna. The onslaught of WWII did not deter the brothers from continuing to run their business and despite their factories being targeted by allied bombing missions they came out the other side relatively unscathed. Specialised Ducati motorbike insurance entered the playing field many years later and has proved to be a huge success.

Motorised bicycles?

The first contact the Ducati brothers would have with motorbikes came not long after Italy’s liberation. The Ducati’s decided they would purchase small engines in bulk and sell readymade bicycles with engines attached to them. Soon the speed and technology led to the motorbike sector introducing the need for Ducati bike insurance.

Over the next five years the firm sold 200,000 bicycles fixed with SIATA engines mounted on them and shortly after this the world welcomed the birth of the Ducati motorbike. The year was 1950 and the bike was named the Ducati Cucciolo (Italian for puppy), later changing its name to 55M and 65TL. It had a 60CC engine and was capable of reaching speeds of 40mph.

Ducati’s in the 50s and 60s

As the customer appetite for bigger bikes grew, Ducati stepped out at the 1952 Milan Show and unveiled their first cruiser. It had similar looks to a Vespa scooter and was heralded as the most interesting bike at the show. However, this same success was not to be accomplished in the sales market and only a few thousand ever hit the streets before production ceased.

The following year the company decided it was best to divide the interest of electronics and motorbikes into two separate ventures and the Ducati Meccanica SpA was created. The factory in Bologna was brought up-to-date and in just a couple of years it was producing 120 bikes each day. It was around this time that the need for Ducati motorbike insurance became fierce as bikes grew faster and more deadly.

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In the late 1960s the firm made the history books by producing the Mach 1. It was an awesome 250CC motorbike that took the honour of fastest road bike when it won the Isle of Man TT and clocked a speed of 107.2mph. This was the start of the love affair that would continue with Ducati bikes and Ducati bike insurance was by this time a must.

There are lots of issues to be considered about Ducati Superbike, and those that are heavily into the subject are likely to want to know more. Even if this article serves as no more than an introduction, nothing stops you from putting the information to good use.

Many people want to know more about Suzuki Superbike. Are you one of them? If so, you might find the following article helpful in your search for information. We hope you find some useful pointers.I remember the first time I saw one of the Katana range. I lived not far from Pinewood Studios in the UK at the time and thought it was some exotic machine destined to appear on a James Bond movie.

I couldn’t decide if I liked or loathed it, it was just so radically different to look at than other bikes at the time.

The fact was that at the time Suzuki were wearing the mantle for the “best” superbike with their GSX1100E. It was really the first Japanese bike to combine power, (it was the fastest at 140mph and 11.5 second standing quarter) with handling.

All through the seventies it was all about power and engine size, at least as far as the Japanese manufacturers were concerned, rather than all round ability. The GSX1100E combined what was then a massive engine with real world handling, and with a voluntary 100bhp limit loosely in place between all the bike manufacturers of the time, Suzuki decided to look at design.

The fact was, even though the GSX1100E dominated the superbike niche, it still looked like just about any other motorcycle out there. In fact its solid square front headlight was often considered ugly. The whole package of engine, frame and style was rather anodyne.

Suzuki had the engine, now they wanted the style and stay ahead of the competition, or failing that, set it apart.

In fact they recruited a company called Target Design, owned by a man called Jan Fellstrom, based in Germany. They had done a lot of design work on BMW cars, and were given free rein to come up with a new radical design for Suzuki.

Katana is a Japanese word meaning Samurai sword, and was designed to look like nothing else. Only available in matt silver and with a tow tone seat, the Katana was completely revolutionary on looks.

The Katana came with various engine options, but it was the GSX1100S, a specially produced racing homologation of which only 3000 were made, that got the most attention.

The Katana was not a huge seller – the style divided opinion hugely, and the frame, suspension and engine were nothing new, but it gave Suzuki the start of a reputation for innovation, and kept them at the top in the superbike stakes.

There are lots of issues to be considered about Suzuki Superbike, and those that are heavily into the subject are likely to want to know more. Even if this article serves as no more than an introduction, nothing stops you from putting the information to good use.

Classic Motorcycles – The Suzuki GSX1100S Katana

Modern Classic Bikes – The Honda VF750F

We will take a look at Honda Superbike in the following article. It is a good place to start if you are new to the subject. There is a lot more information available for those that want to make a more detailed study. With their emergence of the CB750 in the late 60′s and the maelstrom that was Japanese superbike development in the 70′s, where cubic capacity, power and straight line speed was forever being increased, the early 1980s saw Honda once again dominate the 750cc niche. The new and innovative liquid cooled 90 degree V4 engine with what was then a staggering 86bhp made it the fastest bike of its class, and it also had power all the way through the rev band.

Modern Classic Bikes – The Honda VF750F. But there were a host of other developments that made this bike the complete package. Whereas Japanese machines had, in the past, been about absolute power, whilst European bikes were designed to handle well, the VF750F was possibly the first Japanese bike to combine both. The new V4 engine was housed in a rectangular section perimeter frame, and the half fairing was designed to fit aerodynamically with the rest of the bike, rather than just bolted on the front of the bike. The front end was equipped with a 16 inch wheel and anti dive suspension, and the triple discs (two on the front, one on the back, were considered state-of-the-art and by far the best of any standard motorcycle.

In racing format, the bike was 70lbs lighter and came in just as the American superbike racing rules changed to insist that any bike racing had to be derived from a road going version, rather than specially built as a race machine. In its first year racing in America and with its increased power of over 125bhp, the Honda won over half of the races, which was to lead to Honda’s dominance in v4s in later years. The technology and philosophy behind the VF750F can be traced right through to today’s bikes which remain as they were then, agile, comfortable and incredibly well balanced.

At the time of its launch however, this was a bit of a shot in the dark for Honda, and the bike had its downsides to. Outside the States where the bike had cast alloy wheels as standard equipment, the wheels were riveted and suffered from metal fatigue – not nice. Also the bike was not very reliable early on, but the sheer joy of the handling and V4 power and power delivery meant that these were put aside, leaving the VF750F as one of the best all round bikes of it’s time, and the grandfather of some of the best bikes available today.

Obviously, there is a lot more to know about Honda Superbike. This brief article is just a start, and the next step is to do some more research. In any case, the tips in the article set the stage for a more detailed treatment of the subject.

Modern Classic Bikes – The Honda VF750F

Kawasaki Ninja 250 is quite a popular subject, and you will find some information in the article below. This should help you get started on your search for information. I hope you find the article relevant, and that you will share it with others. Do let us know what you think about the article.

For the first time rider, choosing your first motorcycle is often a daunting decision. Now, more than ever, the motorcycle industry in North America is making high-quality, smaller displacement motorcycles that make excellent first motorcycles. But what bike is right for you? That really depends on a number of factors. In many jurisdictions, your choice in motorcycles may be limited by a graduated motorcycle licensing scheme. Often these systems limit your engine displacement or power-to-weight ratio rating. Be sure to check these details before purchasing a motorcycle.

The purpose of the bike is your primary consideration. Are you looking solely for a bike just to learn the basics? A 250cc bike or smaller, such as the Honda CBR125, or the Kawasaki Ninja 250, are both modern, high quality bikes that provide reliable mounts while you learn the ropes. The aforementioned Ninja can even manage highway speeds.

If you would like your first motorcycle to carry you past your first riding season, you may want to consider a motorcycle with a slightly larger displacement. Something in the 250-500cc range, such as the Suzuki GS500 or the Kawasaki Ninja 500 will allow for more than one season of riding. Larger displacement also means a larger bike, which may fit a slightly larger rider more comfortably, and also increase the feasibility of long range highway rides. Guide to Selecting Your First Motorcycle

Should you be looking for a motorcycle that you can learn the basics on and keep for the long term, you have a wide variety of options. There are a number of 600-650cc bikes in the North American market that have ample power, range and size to keep a rider satisfied for many seasons. The key is to stay away from true sport motorcycles, which come along with too much power for the beginner, as well as extremely high insurance rates.Guide to Selecting Your First Motorcycle

If you are not afraid of a little do-it-yourself maintenance, a Japanese motorcycle from the 1980s can be a good bet. Despite some having larger displacement engines, they also tend to be heavier, thus reducing the power-to-weight ratio into the more manageable range. They are cheap, easy to find and offer long distance comfort and pleasant ergonomics (seating position, reach to the handlebars and leg position). Parts can be harder to find, and the potential of more maintenance is almost a certainty. My first motorcycle was an early 80s Honda 750, which fit my 6’0 frame much better than a small displacement motorcycle. It allowed me to learn the basics, without tempting me with too much power, too early on for my skill set. Guide to Selecting Your First Motorcycle

As I alluded to before, a bike that fits you properly is a prime consideration. No matter how much you like a bike, if your feet do not touch the ground, you are in trouble. Conversely, if you are a taller rider, a smaller bike may be too cramped. Cramped ergonomics are particularly noticeable on long distance rides and can cause serious discomfort. A bad fit on a motorcycle is a safety hazard that should be avoided.

Next, your budget will dictate many of your choices. If you are unsure whether you will really like motorcycling, reducing your initial investment is a wise idea. Enter older used motorcycles, which are initially inexpensive to purchase, and have gone through all the depreciation previously. Often you can sell such a motorcycle for what you have paid for it initially. Many of the modern, small displacement road motorcycles hold their value well, so for a larger investment initially, you can recover a large percentage of that initial cost. This way, you can avoid some of the higher cost maintenance issues that tend to come along with older motorcycles.

After narrowing down your choice based on purpose, fit and budget, you can then choose what bike resonates with you most. This is a more subjective consideration; however you will often know what the right bike for you is when you “fall in love with it”. Once you’ve chosen your ride, you are now set to start building your skills and experience on a motorcycle. By this time, I hope you have already completed a motorcycle safety training program and have the proper protective gear. A little dose of humility while learning to ride will pay large dividends later in your motorcycle riding life. Learning the basics at slow speeds, how to interact with traffic, avoid collisions and ride in a variety of conditions will make you a better, safer rider.

There are lots of issues to be considered about Kawasaki Ninja 250, and those that are heavily into the subject are likely to want to know more. Even if this article serves as no more than an introduction, nothing stops you from putting the information to good use.

Guide to Selecting Your First Motorcycle

Many people want to know more about Kawasaki Ninja 250. Are you one of them? If so, you might find the following article helpful in your search for information. We hope you find some useful pointers.

If your middle-aged husband suddenly decides he’s ready to buy his first motorcycle, the words “midlife crisis” may cross your mind. But if he’s safe, smart, and buys a practical street bike, the only woman he’ll be impressing is you with his monthly savings in gas!

Yes, it was the “Middle Eastern Oil Crisis” in 2008, where the average price of a gallon of gas in the US climbed just over $4 a gallon, that got my husband off the pot and onto his first motorcycle. He even created a graph depicting the US average gas prices over the last several years to prove his point.

If you asked me two years ago if he would ever get a motorcycle, I would have bet my life on it and said, “No, not the type, n-e-v-e-r.” Well, Never say never! And while some loving wives might have reacted by saying, “No way!” I said, “Go For It!”  Why? I used to love to ride dirt bikes as a kid, I have dreamed of riding my own motorcycle, and usually many of his ideas never come to fruition.

Safety First - The Motorcycle Safety Foundation

His first smart move was taking advantage of the Motorcycle Safety Foundation Basic Rider’s Class. Without prior riding experience, it’s imperative to your safety and the safety of other motorists to get your initial instruction from the experts. The Motor Vehicle Safety Foundation offers a Basic Riders Class in cities and towns all over the US. Simply do a search by state and you will find several locations.

If your goal is to get your license to drive a motorcycle, this course will help you to achieve that goal. Start by getting your written permit, which costs about $30. The Basic Rider’s class is a three-day, 14 hour course that costs approximately $275. Upon successful completion of the course, you will leave with your license.

Benefits of the Basic Rider’s Course:

In addition to receiving expert riding instruction in a controlled, safe location, the Basic Rider’s Course has several benefits:

• The rider leaves with improved skills and becomes a more defensive and observant rider.
• The BR course, in most states, will save you a portion of your motorcycle-endorsement test.
• Many insurance companies will discount, about 10% on motorcycle premiums every year, to students who have successfully completed a BR course.
• Some motorcycle distributors and brand-sponsored clubs will even reimburse all or part of your Basic Rider course tuition

My husband’s Basic Rider class was a very diverse group of people, including: a doctor (Phd.); the twenty-something guys; the older retirees; and two thirty-something women. One woman, the mother of two kids, was getting her license and training so she could ride along side her husband. She is an inspiration, but not enough to get me to take the course, yet.

A Practical Choice: The Kawasaki Ninja 250

After researching and reading every last piece of data on all of the displacement street bike options, (did I mention that he is an engineer?) he bought a 2005 Kawasaki Ninja 250, in 2008, for $2,000. This Kawasaki Ninja model remained the same from 1987 to 2007. If you buy a 1998, it is going to look just like an 2007. The Ninja is the most popular motorcycle that Kawasaki manufactures. The Kawaski Ninja 250 has reached cult status as one of the best beginner sport’s bikes, appealing to both men and women starters.

According to Motorcycle-usa.com writer Bart Madson, “The Ninja 250 claims the newbie crown by presenting the most refined package of the four (tested) and is aided by the fact that, at $2999 (new), it is also the least expensive. Of all the beginner bikes we tested, the little Kawi is the one with the greatest potential to keep its rider happy for the most amount of time.” Refer to his “2006 Kawaski Ninja 250 Comparison” article here.

No One Will Know It’s a 250

Look for “250″ on this Kawasaki, and you won’t find it. This was another appealing feature of the Kawasaki Ninja. Kawasaki has done a great job at hiding the fact that your “Bad Ass” new bike has a mere 248 CC displacement.

The Practical Features

The Kawasaki Ninja 250 is a lightweight street bike, weighing in at 300 lbs., yet can still reach speeds of 115 mph. A small, nimble motorcycle like the Kawasaki Ninja is great for the starter, because it has a 29.3″ seat height. This low seat height is comfortable, and appeals to those riders who have a short inseam. Short riders are able to touch the ground with both feet.

Like an old friend, the Ninja is forgiving. If a new rider grabs too much throttle or grabs too much brake, not a lot happens. This motorcycle offers a gentler introduction to a beginner with its “pliant and forgiving gearbox.” The beginner is not likely to spin the rear tire and/or dump the bike.

Ninja250.org

The Ninja250.org website is the definitive resource for all things Ninja250. He credits this extremely valuable website for several reasons. Ninja250.org helped him every step of the way to determine the Kawasaki Ninja was the right bike for him. The FAQ section for new riders, and the Ninja 250 Riders club Forums are chock full of great information. This site is where he determined that maintaining his 2005 Ninja 250 would be a piece of cake because everything is all well documented.

The Seasonal Commute

Here in New England, we have the weather to contend with, and usually the winter months are not conducive for commuting on a motorcycle. So for four months out of the twelve, he commutes in his diesel truck, and his commute is approximately 12 miles one way, on all secondary roads. His motorcycle gas mileage is formulated using data from eight months in 2008.

The Tightwad has Made his Point

The Kawasaki Ninja 250 gas tank holds 4.8 gallons of gas, and his average off-highway gas mileage is 75 mpg. He documented and recorded his mileage from every single gas fill-up receipt for eight entire months, using mileage tracker.org, and so  the self proclaimed Tightwad has made his point.

How Much Money Saved in Gas? The Results

His data compares his motorcycle gas mileage at 74.4 mpg to his 97 GMC K3500 Diesel Truck at 12 mpg. The data was collected over the period of time where gas and diesel prices peaked in 2008.The price of diesel reached nearly $5.00 per gallon and the price of gas was just over $4.00 per gallon.  According to his results, if he had used his truck to commute during that period of time, he would have paid $1,251 in diesel.  In other words, he saved $1,251 in 220 days by riding his motorcycle, which at this point is a few hundred dollars shy of paying for itself in saved gas money!

Also worth mentioning, the insurance premium on his 2005 Kawasaki Ninja motorcycle is less than $100 per year, which is nearly one third the price of His GMC Diesel truck insurance premium which is nearly $300 per year! The excise tax on his motorcycle is a mere $5 per year! During these economically challenging times, these savings are all significant. And while life is filled with many uncertainties, I am certain the price of gas and diesel will go up again!

So, for anyone who wants to follow their dream and become a motorcyclist, whether you be “Tough Guy”, “Tough Girl” “Tightwad”, or something in between, be safe, be practical and enjoy the gas savings as a fill-it-up-and-forget-it commuter.

Did you find the article useful? Kawasaki Ninja 250 is not as straightforward as some people think, so you might want to do some reading on the subject. As you learn more about Kawasaki Ninja 250, your understanding of the subject will increase, and so will you confidence. Thanks for reading the article. And please, do come back again.

Superbike is quite a popular subject, and you will find some information in the article below. This should help you get started on your search for information. I hope you find the article relevant, and that you will share it with others. Do let us know what you think about the article.

After dominating the 900cc market in the 70s with their Z1 and Z900, by the 1980s Kawasaki had lost some ground to their competitors. It was time for something radical, something to inspire the bike buying public and put Kawasaki back on the map.

Enter the GPz1100. The interesting thing about the GPz is that it was still a traditional looking motorcycle in terms of styling, but with a small but significant difference. No baubles. All the bits of chrome and shiny parts had been replaced with black metal. It was not the biggest engine out there at the time, at 1089cc the air cooled engine was smaller than the Yamaha XS1100, but the power produced, 108bhp, made it the world’s most powerful inline four of 1981.

Unlike the “king” whose crown the GPz was about to steal, the Suzuki GSX1100E, the Kawasaki was very traditional in many ways, having only two valves per cylinder and air cooling. The GPz1100 borrowed heavily from the Z1000, with the 1000cc engine bored out to 1100cc. It had an oil cooler and bigger valves, and the tubular frame, which was similar but bigger than that used on the Z1000.

The suspension was very advanced for a superbike, with the rear shock absorbers being multi adjustable and the front forks air assisted. Instrumentation included a fuel gauge and voltmeter, as well as the usual speedometer and rev counter. The bikes acceleration was such that it displaced the Suzuki GSX1100E as the straight line king, but the overall handling was good too as long as the rear adjustable suspension was set up correctly.

The GPz was the top of the range model in a line up that also included the GPz550 and GPz750. The GPz1100 went through many developments during the 1980s and GPz900R of 1984 changed things again. The GPz1100 was the bike that restored Kawasaki’s reputation for superb high performance superbikes, and one that it has maintained through to the present day.

There are lots of issues to be considered about Superbike, and those that are heavily into the subject are likely to want to know more. Even if this article serves as no more than an introduction, nothing stops you from putting the information to good use.