As a wise man said - you can't be cool on a scooter - though we will also investigate some of those ---
Dual-sport
A dual-sport, colloquially known as "dualie" or an "on-off road bike" is a type of street-legal motorcycle that is designed for both on and off-road use. Popular dual-sport models include the BMW GS series, KTM Adventure series, Kawasaki KLR, Suzuki DRZ and V-Strom, Honda XL, Yamaha XT and many more.
Design
A dual-sport motorcycle compromises the light weight and off-road capabilities of the typical dirt bike in order to offer a safer, more comfortable ride on the road and comply with regulations that affect street motor vehicles. Thus Dual-sports have all necessary components for street homologation such as turn signals, speedometer, mirrors, as well as safety, comfort and convenience components which may include a anti-lock braking system, luggage, more comfortable seats, auxiliary lighting, and other optional items.
A dual-sport is often conceptualized as a street-evolved dirt machine, although recently several manufacturers, especially those who usually do not compete in the dirt-bike market (for example Buell with the Ulysses XB12X and Ducati with the Multistrada), have followed an opposite trend. The offroad heritage of these bikes is reflected most prominently in its suspension, which offers more travel than a street bike. Other features common to off-road bikes, such as Handguards and wheel covers (mudcovers) usually appear in these models.
The tires fitted in dual-sports are also a compromise, offering deeper treads than a street bike, while lacking the knobbed surface of dirt tires. This compromise offers a fairly good road performance as well as superior dirt handling over normal road tires.
Other types of Dual-Sports
When a dual-sport bike is fitted for long distance travel, with accessories such as oversized tanks, luggage compartments, and other distance-oriented gear they are often referred to as "adventure" bikes, offering limited touring capabilities, superior to that of the average motorcycle, but less than a full fledged tourer such as the Honda Goldwing series.
Enduro motorcycles can also be dual-sports, if they are street legal. These motorbikes are generally speaking between the average dual-sport and a true off-road motorcycle.
A supermoto (also known as a supermotard or motard) is typically a converted motocross bike with less suspension travel, smaller front and rear wheel wheel (typically 17" at both ends), road tires and an oversized front brake designed to be primarily run on asphalt. When made street legal, these bikes may also be considered to be a type of dual sport. In this case, these motorbikes could be seen as somewhere between a sport bike and a "true" dual-sport.
Honda CB250 AKA the Honda Nighthawk
The Honda CB250 (known as the Nighthawk in the United States) features a 234cc air-cooled parallel twin engine. First manufactured in 1991, the motorcycle has changed little except for color availability.
The CB250 engine generates 20 hp (15 kW) and 14 lft·lbf of torque, achieves a top speed of around 80 mph (130 km/h), and employs drum brakes and spoked wheels at front and rear (though front disk brakes and alloy wheels are provided in Australia, U.K. and Japan).
The Nighthawk CB250 is essentially a light, maneuverable, inexpensive, economical, and easy to maintain bike. With a dry weight of 286 pounds (130 kg), the bike can achieve 60 to 70 mpg (3.4-4.0 L/100km).
The Honda Nighthawk often is used at Motorcycle Safety Foundation (MSF) training courses held at community colleges across the U.S.A. Its smaller size and lower seat make it popular for women riders.
In contrast Honda Rebel 250, which offers very similar specification to the CB250, the Nighthawk is considered to be an urban street-use bike, standard street motorcycle, or "naked bike." The bike's lineage can be traced back to the Honda CM200 Twinstar of the early 1980's, bored out to its maximum capacity of 234cc.
Honda says: Lightweight. Dependable. Performance packed. And as easy on your wallet as it is to use. That's the Nighthawk®, our 250cc all-arounder that goes way beyond what typically defines an intro bike (although it is peerless in that respect). Whether a total beginner or a seasoned vet, the Nighthawk offers every rider the perfect combination of performance, Honda reliability, and perhaps best of all, value.
BMW GS
The BMW GS series of dual purpose off-road/on-road BMW motorcycles have been produced from 1980 to the present day. The GS refers to either Gelände/Straße (German: off-road/road) or Gelände Sport. GS motorcycles can be distinguished from other BMW models because they have longer travel suspension, an upright riding position and larger front wheels – typically 19–21 inch.
Contents |
GS models
The GS has been available with a range of different engines including single cylinder, twin cylinder water-cooled and twin cylinder air or oil cooled.
Airheads
The first shaft driven GS model was the R 80 G/S with a 797 cc flat-twin, air-cooled boxer engine. The BMW 247 engine, which was also fitted to many other bikes in the BMW range, is known as an airhead. The most valued version was the R 80 G/S-PD "Paris-Dakar" model featuring a larger tank. In certain markets a 649 cc R 65 GS version was also available. These early machines used a combined rear suspension / drive swingarm called a Monolever.
In 1987 the G/S name was changed to GS with the S meaning "Sport" rather than "Straße" and the Monolever was replaced with the Paralever swingarm, which included a torque arm intended to lessen shaft effect. The new bikes were produced with engines of 797 cc (R 80 GS) or 980 cc (R 100 GS).
Production of the standard machines stopped in 1995 with the R 100 GS-PD (unofficially Paris Dakar), but special "Kalahari" and "Basic" editions were made available in 1996 and 1997, which ended GS production.
Airhead models still have a following among adventure motorcyclists and often sell at a premium price when compared with bikes of a similar age.
Airhead production history
- Monolever
- R 80 G/S 1980-1986
- R 80 G/S-PD 1984-1987
- R 65 GS 1987-1990
- Paralever
- R 80 GS 1987-1994
- R 100 GS 1987-1994
- R 100 GS-PD 1988-1995
- R 80 GS Basic 1996-1997
- R 80 GS Kalahari 1996-1997
Oilheads
In 1995, the introduction of the next generation Oilhead signalled BMW's entry into modern adventure models, with a succession of larger displacement models including the R 850 GS, R 1100 GS, R 1150 GS and the R 1200 GS. Later models have electronic engine management, ABS braking, twin spark plugs, and more power than airhead models. The R 1200 GS, which is the current GS model in production, is 30 kg (66 lb) lighter and more powerful than the R 1150 GS. Electronic fuel injection systems provided more even overall riding performance for the great range of altitudes commonly ridden with these motorcycles.
Both the R 1150 GS and R 1200 GS are available in an Adventure version which adds a larger fuel tank, lower gearing and upgraded suspension to make it more suitable for long trips with heavy gear and supplies. The opposed two-cylinder "boxer" engine provides a comparatively low centre of gravity. This strongly contributes to the ability of these 1000 cc-class machines to travel on dirt roads and trails. The distribution of torque over a broad RPM range coupled with the relatively wide power pulses inherent in a long-stroke two cylinder motor provides consistent and predictable traction on loose road surfaces.
As with the airheads, all oilhead GS models are shaft driven. However, the front suspension was changed from conventional forks to the Telelever, developed by British company Saxon Motodd, which uses a control arm to eliminate dive under braking.
Oilhead production history
From the start of oilhead production in 1994 until July 27, 2007, a total of 219,468 oilhead GS bikes were produced.[1] Oilhead GS models are listed below together with production figures where known:
Model Dates Production R 1100 GS 1994–1999 39,842 R 850 GS 1996–2001 2,242 R 1150 GS 1999–2004 58,023 R 1150 GS Adventure 2001–2005 17,828 R 1200 GS 2004–present 84,373 up to July 27, 2007 R 1200 GS Adventure 2006–present 15,627 up to July 27, 2007
Although not strictly GS models, the following closely related bikes were also introduced by BMW:
- HP2 Enduro 2005 - present date
- HP2 Megamoto 2007 - present date
Single cylinder chain drive
In 1993 BMW introduced GS models powered by a single cylinder 4-valve 652 cc Rotax engine and chain drive. The off road-capable F 650 Funduro had a 19 inch front wheel, long travel suspension, bash plate and a high seat. The more road biased F 650 ST Strada had a smaller diameter 18 inch front wheel, narrower handlebars and smaller screen. The bikes were manufactured alongside the virtually identical 5-valve Aprilia Pegaso.
Following BMW's win in the 1999 (and subsequently the 2000) Dakar Rally with an F 650 RR ridden by Richard Sainct, BMW introduced the fuel injected F 650 GS in 2000. A taller, more off-road biased Dakar version was introduced which included a taller screen, 21 inch front wheel and longer suspension travel.
The single cylinder bikes have a strong following and are thought by many of their riders to be better off roaders than the heavier boxer engined bikes. Like the larger two-cylinder models, they offer significant capacity to carry gear and supplies over long distances. Their versatility is attractive to riders who intend to spend weeks, months, even years travelling on two wheels. There is a large "after market" of suppliers catering to riders of these motorcycles.
Twin cylinder chain drive
In 2007 BMW launched two new chain driven GS models using a parallel twin 798 cc engine, the F 800 GS and the F 650 GS.
The F 800 GS produces a power output of 63 kW (84 hp) and torque of 81 N·m (60 ft·lbf). It has twin 300 mm discs at the front and also has optional ABS. It has a seat height of 880 mm (34.6 in).
Compared with the larger F 800 GS, the F 650 GS produces a lower power output of 52 kW (70 hp) and torque of 75 N·m (55 ft·lbf). It has a single 300 mm disc at the front and has optional ABS. It has a lower seat height of 820 mm (32.3 in).
Popularity
The GS is a popular choice with adventure motorcyclists and travellers. There are also a number of owners clubs dedicated to the bike. There is a strong aftermarket of accessories for the GS range which includes aluminium luggage, saddles, shock absorbers, screens, lights and GPS mountings.
In 2004 the R 1150 GS Adventure was made more popular after being used by actors Ewan McGregor and Charley Boorman in their journey Long Way Round, which involved riding from London to New York by going east across Europe, central Asia, Alaska, Canada and the USA. They continued their association with the GS when Boorman used an F 650 GS during his 2006 Dakar Rally attempt (documented in the book and TV series Race To Dakar), and in 2007 when both used the R 1200 GS Adventure in their journey Long Way Down, in which they rode from John O'Groats at the northern tip of Scotland, to Cape Town at the southern tip of Africa.
Both the R 1200 GS and the F 650 GS were featured in the BBC TV series The Hairy Bikers' Cookbook, ridden by chefs Dave Myers and Si King.
Rush drummer and lyricist Neil Peart used an R 1100 GS for a 14 month long 55,000 mile self-healing trip, documented in the book Ghost Rider: Travels on the Healing Road, that he made in the late 90's following the tragic deaths of his only daughter and wife. Peart also used the R 1200 GS with an 1150 GS as a backup on his 2004 motorcycle trip between gigs on Rush's 30th Anniversary tour, a trip he documented in the book Roadshow: Landscape with Drums, A Concert Tour By Motorcycle.
On 27 July 2007, the BMW R 1200 GS and R 1200 GS Adventure reached a production record of 100,000 units since its launch in 2004, making it the most popular BMW motorcycle.[1]
Future models
The future of the BMW trademark boxer engine is subject to speculation. Future noise and emissions regulations may mean that the engine will have to be watercooled. As this would add to the overall width of the boxer engine making cornering impossible due to lack of ground clearance, water cooling is thought to be an impractical development. Other references suggest that aircooled boxers will be able to fulfil future regulations (at least those drafted currently).
See also
- Simon and Monika Newbound - GS riders who hold the world record for motorcycle endurance.
References
External links
- GS Club UK, owners club
- Horizons Unlimited, website dedicated to adventure motorcycling
- Video of a BMW 1200 HP2 at play
- R1200GS Info, Reference for information on R1200GS
- Motorcycle Info Pages, Resource for all motorcyclists. Reference for information on R1200GS
- GS Promo Video The original bmw R1150GS promo ad video
Kawasaki KLR250
The Kawasaki KLR250 was a motorcycle produced from 1984 to 2005, with only minor changes during the model run. This lightweight dualsport motorcycle was used for several years by the US military for a variety of tasks, including messenger duty and reconnaissance. It was produced by Kawasaki Heavy Industries in Japan and exported to many parts of the world, including the U.S. and Canada, Europe and Australia.
Somewhat similar in appearance to the larger KLR650 (sold in the same colors), the 250 is often described as being a better trail bike (due to lighter weight and reduced bulk) but less enjoyable on long stretches of highway. The user-friendly power delivery and light weight make it a popular bike for novice riders. Like the 650, the KLR250 has continued to sell well into the 21st century despite being questionably "state of the art" even at its introduction, and having no styling changes, except paint and the color of the plastic. You can tell approximately what year a KLR is (either size) by the color of the bodywork:
- 1985 White/Dark Blue
- 1985/'86 Lime Green/Dark Blue, * OR Red/Dark Blue (non-US)
- ? Black/Red
- 1987 White/Red with Blue/Red Tank Decal (patriotic year)
- 1988/'89 Half Blue/Half White with Green Stripes
- 1990-'93 White/Light Blue
- 1994-'96 Teal/Purple, * (often referred to as "Barbie Years")
- 1995 Seafoam/Black (Spain only?)
- ? Black/Black with Purple Tank Decal
- ? Black/Dark Blue
- 1997-'99 Dark Blue "Forest Bluish Green"
- 2000 Olive/Black Tank Decal
- 2001/'02 "Galaxy Silver"/Olive
- 2003 Black/Olive
- 2004/'05 Black/"Aztec Red"
Unlike the 650, the 250 shares many engine parts with an ATV sold by Kawasaki, the KSF250 "Mojave". This has resulted in the availability of engine performance parts, though many owners prefer to use their bike relatively unmodified.
Owners report highway fuel economy figures ranging from 55-70 mpg U.S. (3.4 to 4.3 L/100 km), and city fuel economy of 45-50 mpg U.S> (4.7 to 5.2 L/100 km). The combination of excellent fuel economy, high reliability, light weight and easy handling have made it a favorite among dualsport riders as well as urban commuters and it remains popular even though production has ceased.
Kawasaki discontinued the KLR250 at the end of the 2005 model run. It is replaced by the KLX250R as of 2006.
The base specifications have remained virtually unchanged through out the production period.
Engine:
- Type: Four-stroke, DOHC, four-valve, single cylinder,
- Displacement: 249 cc
- Bore and Stroke: 74.0 x 58.0 mm
- Carburetor: Keihin CVK34
- Compression ratio: 11.0:1
- Output: 28 horsepower 1986-1989, 22 horsepower 1990-2005
- Starting Method: Kick
Drivetrain:
- Transmission: 6-speed
- Final Drive: O-ring chain
Brakes:
- Front: Hydraulic disc
- Rear: Drum
Suspension:
- Front: Air-adjustable hydraulic telescopic fork
- Rear: UNI-TRAK® single-shock system
Wheels and tires:
- Front: 3.00 x 21 tire
- Rear: 4.60 x 17 tire
Dimensions:
- Length: 84.3 in
- Seat height: 33.7 in
- Rake and Trail: 28.5 degrees / 4.6 in
- Wheelbase: 55.7 in
- Weight: 258 lb dry
- Fuel Capacity: 2.9 US gal
- Engine oil capacity: 2 liters
Kawasaki Eliminator
The Kawasaki Eliminator is a cruiser-type motorcycle that has been produced in several variants since its introduction in 1985 as the ZL900. Billed as a "power cruiser" through the 1980s and mid-1990s, Kawasaki now sells the Eliminator as an entry-level cruiser. Available in black for 2005, the Eliminator 125’s styling features include a stepped seat with laid-back riding comfort for two, a stretched 3.4-gallon fuel tank, straight-flow exhaust and chrome-plated single headlight.[1][2]
Models
ZL900
Introduced in 1985, and only produced for 2 years, '85 and '86, the ZL900 evolved from the legendary Kawasaki Z1. The ZL900 was designed to evoke images of the wildly successful Z1 drag bikes, with a bobbed rear fender, short travel fork, large rear tire, fat chromed mufflers, a small fuel tank and low straight handlebars. The ZL900 engine was a transplanted and slightly modified version of the liquid-cooled I4 introduced in the 1984 Kawasaki ZX900 Ninja. Kawasaki used smaller 32 mm carburetors (the ZX900 used 34 mm), different timing and camshafts with less duration. This gave the engine a dramatically different personality, trading the Ninja's high-end surge for low-end grunt and a meaty mid-range that was more suitable for a cruiser. At the time, the ZL900 was the only bike in its segment using an I4 powerplant instead of a V4 configuration. These bikes were produced by Kawasaki in Lincoln, Nebraska for the American market, but failed to live up to their potential here as there were stiff tariffs at the time for Japanese motrocycles over 700cc, they were wildly popular overseas in Europe due in large part to the decidedly "American" styling and plenty of dependable power.
The ZL900 garnered praise for its excellent powerplant and inspired styling, and still has a core group of followers that enjoy this unique, powerful and fun motorcycle, visit zl-oa.com for an online community of Eliminator owners.
Criticisms
The pursuit of drag-bike style resulted in some functional compromises. First, some riders complained about a lack of cornering clearance, although it took corners better than it's super-heavyweight competitors the Honda Magna V65, the Suzuki Madura and the Yamaha V-Max. The ZL900 was long and low like a drag bike, so sporting riders who wanted ZX900 power in a cruiser had to give up riding the twisties. Additionally, pushing the bike hard overwhelmed the skinny front tire and brought the rear suspension's shortcomings to the surface. More universally, owners and magazines alike[attribution needed] bemoaned the Eliminator's lack of range due to its small fuel tank capacity. At 25-35 mpg on a 2.9 gallon tank, even conservative riders were forced to find a filling station after 100 miles or less. Even with all of the critisisms, the Kawasaki Eliminator was considered a "giant killer", and is still considered to be ahead of it's time even now some 20-plus years after it's initial introduction.
| Length | 2240 mm |
| Width | 810 mm |
| Height | 1075 mm |
| Wheelbase | 1595 mm |
| Clearance | 145 mm |
| Seat Height | 745 mm |
| Weight | 238 kg |
| Fluid Capacities | Fuel, 2.9 gal Oil, 3.7 L |
| Engine | Liquid-Cooled 16V DOHC I4 |
| Bore x Stroke | 72.5 x 55.0 mm |
| Displacement | 908 cc |
| Compression | 11.0 |
| Power | 105 hp @9500, 63 ft·lbf @8000 |
| Carbs | 4x 32 mm Keihin CV |
| Rake | 29° |
| Trail | 102 mm |
| Tires | Front, 100/90-17 Rear, 160/80-15 |
| Brakes | Front, Dual Disc Rear, Single Disc |
ZL1000
The ZL1000 was an evolution of the ZL900, sporting a larger engine shared with the ZG1000 Concours and 34 mm carburetors. The styling of the ZL1000 was much more conservative than that of the 900, with a longer rear fender and a much larger fuel tank, this motorcycle was only available for 1 year, 1987, and shares the same strong following as the ZL900.
| Overall Length | 2305 mm |
| Overall Width | 790 mm |
| Overall Height | 1150 mm |
| Wheelbase | 1615 mm |
| Road Clearance | 155 mm |
| Seat Height | 750 mm |
| Dry Weight | 244 kg |
| Curb Weight | Front 124 kg. Rear 146 kg |
| Fluid Capacities | Fuel, 18.5 L |
| Lubrication System | Forced Lubrication (Wet Sump) |
| Engine Oil | SF or SAE 10W/40, 10W/50, 20W/40, 20W/50 |
| Engine Oil Capacity | 3.7 L |
| Spark Plug | NGK D8EA or ND X24ES-U or NGK DR8ES-L or NG X24ESR-U |
| Engine | Liquid-Cooled, 16V DOHC I4, |
| Bore x Stroke | 74.0 x 58.0 mm |
| Displacement | 997 mL / cc |
| Compression Ratio | 10.2 |
| Max. Horsepower | 80.9kw (110ps) @, 9,000r/pm (rpm) |
| Max. Torque | 91.2 N-m (9.3kg-m, 67.3 ft lb) @, 7,000r/pm (rpm) |
| Carbs | 4 x 34 mm CVK Keihin |
| Rake | 29° |
| Trail | 102mm |
| Brakes | Front, Dual Disc. Rear, Single Disc |
| Tires | OEM Front, Dunlop Tubeless F17 100/90-18 56H. OEM Rear, Dunlop Tubeless K425 160/80-15 74H |
ZL750
The ZL750 was sold from 1986-1989 as a mild-mannered version of its big brothers.
| Length | |
| Width | |
| Height | |
| Wheelbase | 1595 mm |
| Clearance | |
| Seat Height | 745 mm |
| Weight | 238 kg (dry) |
| Fuel/Oil Capacity | 11.0 L / L |
| Oil cap. | |
| Engine | Liquid-Cooled 16V DOHC I4 |
| Bore x Stroke | |
| Displacement | |
| Compression | |
| Power | 77 hp @9000, ft·lbf @ |
| Carbs | 4x 32 mm Keihin |
| Rake | |
| Trail | |
| Tires (F,R) | 100/90-18, 160/80-15 |
| Brakes (F,R) | Dual Disc, Single Disc |
ZL600
The ZL600 had the same type of transplant as its bigger siblings: a slightly modified engine from the Kawasaki Ninja 600.
Criticisms
The ZL600 was sold as late as 1996, though by then its mid-80's engine earned reviews from the motorcycle press that dubbed the bike outdated, underpowered and overpriced.
| Length | 2210 mm |
| Width | 775 mm |
| Height | 1120 mm |
| Wheelbase | 1550 mm |
| Clearance | 145 mm |
| Seat Height | 720 mm |
| Weight | 194 kg |
| Fuel/Oil Capacity | 12.3 L / 3.0 L |
| Engine | Liquid-Cooled 16V DOHC I4 |
| Bore x Stroke | 60 x 52.4 mm |
| Displacement | 592 cc |
| Compression | 11.8 |
| Power | 74 hp @10500, 39.8 ft·lbf @8500 |
| Carbs | 4x 30 mm Keihin CV |
| Rake | 29.5° |
| Trail | 107 mm |
| Tires (F,R) | 100/90-18, 150/80-15 |
| Brakes (F,R) | Front, Single Disc Rear, Drum |
ZL500
| Length | 2240 mm |
| Width | 795 mm |
| Height | 1065 mm |
| Wheelbase | 1550 mm |
| Clearance | 145 mm |
| Seat Height | 720 mm |
| Weight | 195 kg |
| Fluid Capacities | Fuel, 12.3 L Oil, 3.0 L |
| Engine | Liquid-Cooled 16V DOHC I4 |
| Bore x Stroke | 55 x 52.4 mm |
| Displacement | 497 cc |
| Compression | 11.0 |
| Power | hp @, ft·lbf @ |
| Carbs | 4x 30 mm Keihin CV |
| Rake | 29.5° |
| Trail | 105 mm |
| Tires (F, R) | 100/90-18, 150/80-15 |
| Brakes (F, R) | Single Disc, Drum |
ZL400
The ZL400 ceased production in 1994. Unlike larger models, some versions of the ZL400 had a chain instead of shaft drive.
| Length | 2245 mm |
| Width | 720 mm |
| Height | 1090 mm |
| Wheelbase | mm |
| Clearance | mm |
| Seat Height | 705 mm |
| Weight | 195 kg (dry) |
| Fuel/Oil Capacity | 13 L / L |
| Engine | Liquid-Cooled 16V DOHC I4 |
| Bore x Stroke | x mm |
| Displacement | 398 cc |
| Compression | |
| Power | 53 hp @12000, 3.4 kg-m @10000 |
| Carbs | |
| Rake | |
| Trail | |
| Tires (F, R) | 100/90-18, 150/80-15 |
| Brakes (F, R) |
VN250
This model started production in 1998
| Length | 2355mm |
| Width | 775mm |
| Height | 1075mm |
| Wheelbase | 1620mm |
| Clearance | 150mm |
| Seat Height | 690mm |
| Weight | 167 kg |
| Fuel/Oil Capacity | 14L / L |
| Engine | Liquid-Cooled DOHC 8v V-Twin |
| Bore x Stroke | 62.0 x 41.4 mm |
| Displacement | 249 cc |
| Compression | 12:1 |
| Power | 35 hp @12500, 17.7 ft·lbf @9500 |
| Carbs | 2x 32 mm Keihin CVKR32 |
| Rake | 33° |
| Front Suspension | 41mm telescopic fork, 160mm travel |
| Rear Suspension | Dual Shocks, adjustable preload, 300mm travel |
| Trail | 154mm |
| Tires (F, R) | 120/80-17, 160/80-15 |
| Brakes (F, R) | Single 300mm Disc, 130mm Drum |
EL250 (D5)
The EL250 had a production run from 1988 to 1997 at which point it was superseded by the VN250.
| Length | 2180mm |
| Width | 745mm |
| Height | 1055mm |
| Wheelbase | 1490mm |
| Clearance | 160mm |
| Seat Height | 725mm |
| Weight | 140 kg |
| Fuel/Oil Capacity | 11L / 1.9L |
| Engine | Liquid-Cooled DOHC 8v Parallel-Twin |
| Bore x Stroke | 62.0 x 41.2 mm |
| Displacement | 248 cc |
| Compression | 12.0:1 |
| Power | 27 hp @11,800 |
| Torque | 12.9ft·lb @9,800 |
| Carbs | Keihin CVK30 (2), Constant velocity, diaphragm-type |
| Rake | 29° |
| Tires (F, R) | 100/90-17, 140/90-15 |
| Brakes (F, R) | Single Disc, Drum |
EL175
The EL175 is sold in India by Bajaj Auto.
| Length | |
| Width | |
| Height | |
| Wheelbase | 1470 mm |
| Clearance | |
| Seat Height | 681 mm |
| Weight | 128 kg |
| Fuel/Oil Capacity | 13 L / L |
| Engine | Air-Cooled SOHC 2v Single |
| Bore x Stroke | 55 x 52.4 mm |
| Displacement | 174 cc |
| Compression | 9.6 |
| Power | 15.2 hp @, ft·lbf @ |
| Carburetion | 1x Mikuni 28 mm |
| Rake | 34° |
| Trail | 122 mm |
| Front Tire | 90/90-17 |
| Rear Tire | 130/90-15 |
| Front Brake | Single Disc |
| Rear Brake | Drum |
EL125
The Kawasaki Eliminator 125 is Kawasaki's entry level cruiser. Its light weight, small stature and unintimidating power delivery make it a great choice for new riders. The Motorcycle Safety Foundation uses this bike in their beginner riders courses for those very reasons. It is powered by a 125 cc, air cooled, four stroke, single cylinder engine. The 2005 MSRP for this model is $1,980 according to Kelley Blue Book.
The Eliminator 125 has the distinction of being the smallest production motorcycle (not including scooters) currently being sold in the United States.
References
- ^ Mouthshut.com Review on Kawasaki Bajaj Eliminator. mouthshut.com. Retrieved on 2007-11-21.
- ^ 2005 Bajaj Eliminator specifications. Bikez.com. Retrieved on 2007-11-21.
External links
- Kawasaki ZL Owners Association
- Kawasaki Eliminator Riders Association
- Enthusiast page
- Kawasaki Eliminator Technical
Labels: In many respects
posted by ZenPupDog @ 11:51 PM
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