New 2010 Kawasaki KLX 250SF Review

2010 Kawasaki KLX250SF Review:
Engine
The KLX250SF powered by a compact liquid-cooled, 4-stroke engine, single cylinder. With the boring and stroke 72 x 61.2 mm, 249 cc engine move.
A flat-top piston is combined with a combustion chamber provides compression ratio 11:1 pentroof.
KLX250SF engine cylinder features electrofusion. Layers of ultra-hard in the aluminum cylinder subjected to offer superior heat transfer with light weight.
Lightweight piston, piston pin and connecting rod enable higher revs.
Head valve DOHC 4-cylinder provide maximum valve area for optimum flow to boost low-end torque.
34 mm semi-flat slide CVK carburetor provides the optimal amount of fuel at all rpm, contributing to a sharp response, strong power, and fuel economy is excellent.
A gear-driven balancing machine ensures smooth power delivery from idle to redline. On long trips, this means greater comfort and less rider fatigue.
With electricity and starter Kawasaki Automatic Compression Release (KACR), which automatically picks up a valve at cranking rpm, start KLX250SF easy.
Precise control of ignition timing, digital DC-current-powered Capacitor Discharge Ignition contributed to start easy and reliability in extreme conditions.
Dual high-capacity Denso radiators as used on our motocross bike KX provides superior cooling efficiency and contribute to space and weight savings. Very sleek and compact radiator cores and design features fins for excellent heat dispersion.
Powerful three-phase alternator puts out 224 watts of power @ 5000 rpm.
Environmentally friendly, a catalyser tube and secondary air injection system to ensure clean emissions.
muffler equipped with spark arrester, meaning KLX250SF be able to access areas designated off-road.
Transmission ratio set the gear ratio closer to 6 gear ratios 5, facilitating the shift of overflows for increased performance.
Modification of final drive ratio (42/14 - 39/14) matches the new ring road tires. Top gear reduced engine speed of about 100 rpm more than just 5000 rpm @ 100 km / h


Chassis
Frame and chassis components based on the KLX300R is the high level source KLX250SF-of performance. Chassis updates for improved road rideability SF and control. Wide, black coated, 36 spoke aluminum rims.
KLX250SF box and the tubular steel frame high-tensile perimeter creates a package, a thin lightweight.
The 25.5 ° and the steering head angle short wheelbase contribute to quick handling, while the high stiffness of the frame to ensure stability in a straight line.
Revised front suspension settings intensify road handling characteristics.
43 mm inverted front fork cartridge-style settings are equipped with the revised road to travel, springs, and 16-position compression damping adjustment. cartridges provide consistent damping force by minimizing aeration of the fork oil.
25 mm less travel for the stability of the road. Front fork travel: 255-230 mm
Fork guards to protect inner tube from the rocks and brush.
Wide, black coated, 36 spoke, aluminum
Front: 3,00-17, RK Excel
Rear: 4,00-17, RK Excel
Suitable performance tires IRC Road Winner:
Front: 110/70-17, RX-01F
Rear: 130/70-17, RX-01R
Union relations extracts reduce front-rear pitching motion, thus increasing the stability of the straight line and feels more planted on the corner.
The nitrogen-filled remote reservoir rear shock has a 16-position compression and 8-position rebound damping and preload adjustment threadless.
Revised settings for damping shock, spring, and complete the orientation of the road trip of more than KLX250SF.
25 mm rear travel is reduced to the stability of road.
Rear suspension travel: 230-205 mm.
Lightweight, highly rigid aluminum D-section suspension unsprung weight contributes to the decline.
Suspension to allow for a wider selection of larger tires.
KX-type chain adjusters allow racing proper adjustment of chain slack, helping to reduce the transfer of drivetrain power loss.
new front disc brakes stopped offering impressive performance. A slide-pin, twin-piston caliper overcome the disc 300 mm semi-floating petal.
Pin-slide, single-piston caliper operates the rear 240 mm petal disc.
treatment increased wheel stiffness radius of a thick (3.5 mm - 4.0 mm) contributes to lighter, smoother handling and offers greater durability for off-road ride.
Digital instrument console-glance information.
Dash features include a bar-graph tachometer, digital speedometer, digital clock, dual trip meter, and the neutral indicator light, the beam is too hot, tall, and turn signal.
Front cowl and headlamp design provides KLX250SF an aggressive face.
turn signal lens with clear sharpening Compact sporty styling.
On-street front fender contribute to the aggressive designs.
Bright lights H4 (60/55W) provide safe lighting at night.
Sealed, MF batteries reducing maintenance tasks.
Seat shape using a rigid urethane so it's easier to change seating position.
Reduces seat height instill greater confidence for new riders and improve road handling. Seat height reduced 30mm (890mm -> 860mm).
Off-road style rear fender of a two-piece construction.
Tail light design provides enhanced visibility and contribute to KLX's aggressive styling.
Fast conversion front footrest gives the driver the option to ride the road surface of rubber and steel serrated for off-road


2010 Kawasaki KLX250SF - USA Specifications:
MSRP $ 5.599 USD
Engine: Four-stroke, Liquid-cooled, DOHC, four-valve single
Displacement: 249cc
Bore x stroke: 72.0 x 61.2mm
Compression ratios: 11.0:1
Cooling: Liquid
Carburetion: Keihin CVK34
Ignition: Digital CDI
Transmission: Six-speed
Final drive: Chain
Frame: Semi-double cradle, high tensile steel
Rake / trail: 25.5 degrees / 2.9 in
Suspension front / wheel travel: 43mm Inverted Cartridge Fork with 16-Way Compression and rebound damping adjustments / 9.1 in
Rear suspension / wheel travel: UNI-contract ® with Adjustable Preload, a 16-Way Compression and rebound damping adjustments / 8.1 in
Front tire: 110/70x17
Rear tire: 130/70x17
Front brake: disc 300mm semi-floating petal with two-piston hydraulic caliper
Rear brake: 240mm petal disc with hydraulic single-piston caliper
Overall length: 83.9 in
Overall Width: 31.3 ins
Overall height: 44.9 ins
Ground clearance: 8.9 ins
Seat height: 33.9 ins
Sidewalk weight: 302.1 pounds.
Fuel capacity: 2.0 gal.
Wheelbase: 55.9 ins
Color: Oriental Blue
Warranty: 12 months
Good Times Protection Plan 12, 24, 36 or 48 months
12 Month Warranty

2010 Kawasaki KLX 250SF image

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Body motor honda cbr 600 native cat in the blue and white bubble
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Upside down genuine honda cbr 600
Fairing honda cbr 600
Front tire size 110/70 federal
Rear tire size 140/70 federal
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New Bimota DB8 - innovative and unique design

Bimota DB8 Competitor Cheap Motor Sport Ducati Streetfighter

Bimota officially launched as a competitor tight DB8 Ducati Streetfighter. With a 1198 cc engine two-seater, Bimota DB8 touted as a lower-priced motor sport.

Bimota DB8 off the price of 23,000 Euros. This makes DB8 banderole into kategosi entry-level motor sport.

DB8 appreciated even more expensive than its predecessor DB7 the dibanderol 26,000 Euro. Therefore, the Italian motorcycle company that set targets would be sold DB8 among lovers of motor sport.

Bimota consumers struck by motor sport that offers innovative and unique design of the new powers for their use with their wives or girlfriends but with cheaper prices.

Lower price is because DB8 uses plastic instead of carbon for the bodywork. Besides exhaust also selected from titanium instead of steel. While the chassis is made of aluminum instead of carbon serperti on DB7.

1198 cc engine cooling liquid used as an energy source that can reach 125 kW at 9750 rpm with maximum torque of 131.4 Nm at 8000 rpm. This power is greater 8bhp and 6lb-ft than the DB7.

For the legs, Bimota chose suspension Marzocchi USD forks DLC fully adjustable in front, and Extreme Tech Monoshock fully adjustable at the back.

Meanwhile, after holding lap-sized tires Dunlop 120/70 ZR17 front output, selected Brembo brake 320 mm dual four-piston. For measuring wheel is wrapped with 190/55 ZR17 Dunlop tires, 2 piston Brembo brakes ready for braking.

New Cagiva V-Raptor Specifications

Review Cagiva V-Raptor | Specifications

When I got back V-Raptor 650 (check our reviews Cagiva's commuter with attitude) to importers Italmoto from Germiston in Gauteng, I was lucky enough to get a quick spin on a brother larger, V-Raptor 1000 powered by the rip - snorted 996cc V-twin out of the canyon carver Suzuki TL1000.

This is the proposition altogether more serious was established in Cagiva broadly replicated fashion airbox and short, fat tailpipes carbon. This provides 82kW of trampling and speak with authority.

98x66mm twin very interesting from around 3000rpm but the steps up to the cam when the tacho needle points straight up at seven and got a little out of hand for the big city traffic
This is the proposition altogether more serious.
. Opportunity to use so much less power and far between in the urban maze.

Raptor is a great out of place as a pit-bull on a poodle parlors in the city and the need to keep your right hand for smooth movement speed urban law on the door, thanks to slam the jerkiness common to most fuel injection systems on small throttle openings.

But given the gap, or a highway to play with, and it will show you what a big twin is all about - instant, the response effort and eye-compression acceleration. This will hit the 220 mile (do not ask me where) with at least 30 others arrived. Above 8000rpm motor obviously got vibratious; this, after all, the rigid mount-liter twin-class and shaky real vee fashion is part of the riding experience.

As noted above 650 (and Aprilia's RS250), the gearbox on Suzuki motorcycles sold by companies other marques far more stringent than those that gathered for himself
Motor steady as a rock.
. In one liter Raptor's weight changes and solid, down clutchless shifts unless revs high. Even then they are less than perfect, pretty well, then, that the clutch light, positive and abuse-proof - it will get used a lot.

Muscular motor depends on the trellis frame where the first sight look very similar to that of the 650 but neatly combining the three point mount to compensate for unequal expansion coefficient of steel and aluminum - is necessary because the engine is at the top of the mountain ahead of the cylinder head in the crankcase.

The rest is basically the same grille as on a smaller bike and it was a tribute to the health of the design that will handle more than 80kW, without tying itself in knots.

Frame a little wider to accommodate larger motors; all that good as a larger bike has a better pilot seat does not put more pressure on the buttocks. The pillion, however, is the same soft little hump where a lady friend politely refused to lie down.

Suspension is the same with a smaller engine with spring rates and damping is adjusted with the extra weight. The only adjustment for preload on the rear Monoshock Sachs; you up 43mm inverted Marzocchi-downies out of their way, which is very good.

Motor steady as a rock, even more than 200km / h, and have less tendency to shake my head at full tilt upchanges than his brother. This is possible because the geometry a bit more conservative - I suspect most dedicated to trying to keep the front wheels on the tar. This also does not work with the same agility, because some drivers more more conservative.

The brakes are the same as the 650, although with about 10% more mass to haul in a company required to stop squeezing. Because the feedback through the lever is not so precise, even with braided stainless brake lines, and easier to lock the front wheels in 1000.

A neat little screen in these photographs is unique to SA. It was designed by and made for Marco Liberatore of local importers. Remarkably, it was held by no more than six patches of Velcro each no bigger than a large postage stamp because actually instill a stronger push into place faster you ride.

Big V-Raptor takes more skill to ride than the younger more relaxed. It's a big and serious muscular engine and will provide XJRs Bandit and the world that kicked in the right hands. But more than that, it'll take you out on Twisties on Sunday morning and stayed with the race-replica of the corner of your favorites.

Do not be fooled: odd styling under a motorcycle very competent.

V-Raptor 1000 imported by Italmoto from Germiston, Gauteng and the cost of R77 000.
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SPECIFICATIONS

Motor: Liquid-cooled 90-degree four-stroke V-twin.
Capacity: 996cc.
Bore x stroke: 98 x 66mm.
Valvegear: DOHC with four valves per cylinder on the head with Twin Swirl Combustion Chamber.
Compression Ratio: 11.7:1
Power: 82kW.
Induction: Electronic fuel burning.
Ignition: Electronic Transistorised.
Starting: Electric.
Clutch: Cable-operated wet multi-plate clutch.
Transmission: Six-speed constant-mesh gearbox with final drive by chain.
Suspension: 43mm inverted Marzocchi cartridge forks at front, Sachs Monoshock adjusted for preload at rear.
Brakes: twin 298mm discs four-pot opposed piston Brembo calipers in front, 220mm disc with Brembo twin-pot opposed piston calliper at rear.
Tires: Front: tubeless 120/70-ZR17. Rear: tubeless 180/55-ZR17.
Wheelbase: 1440mm.
Seat height: 775mm.
Dry weight: 197kg.
Fuel capacity: 18 liters.

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