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KAWASAKI NINJA ZX-6R 2022 - FIRST LOOK

THE NINJA ZX-6R RETURNS TO THE KAWASAKI 2022 SUPERSPORT MODEL LINEUP WITH NEW COLOR OPTIONS AND PERFORMANCE ENHANCEMENTS.

Ready for both street and track duties, the Kawasaki Ninja ZX-6R reappears in the 2022 supersport lineup. The powerplant of the 2022 model remains its 636cc ultra-compact, low friction engine highlighted by its tri-axis crankshaft and transmission shaft layout, and the exhaust pre-chamber that is located below it that collectively centralize the mass of the motorcycle.

The high volume central ram air induction air box has longer intake funnels, boosting peak power, smooth power delivery and providing a straight line of air induction to the airbox.

The 2022 Kawasaki Ninja ZX-6R has a digital fuel injection system that features 38mm Keihin long throttle bodies that increase the distance between the main dual throttle and sub throttle valves to optimize throttle response.

Big 37mm piston separate function inverted adjustable Showa forks handle suspension duties at the front end while a Uni-Trak set up composes the rear, with an adjustable Showa single shock.

Radial mounted Nissin monobloc four-piston front calipers with 310mm front discs work with radial-pump front master cylinders and a single Nissin caliper with a 30mm piston comprises the braking system of the 2022 Kawasaki Ninja ZX-6R.

Equipped with the Kawasaki Quick Shifter, the Ninja ZX6R can make clutchless upshifts, as the system recognizes when the shift lever has been engaged and sends a signal

to the ECU to cut the ignition to shift into the next gear.

There is a list of riding aids that the Kawasaki Ninja ZX6R offer, highlighted by the full and low power modes, a three-mode traction control system, and the Kawasaki Intelligent anti-lock brake system. green/ebony/pearl blizzard white, metallic matte twilight blue/metallic diablo black and metallic matte graphene steel gray/metallic diablo black with an MSRP of $10,499. The non-ABS Ninja ZX-6R KRT Edition is available in a Lime Green/Ebony/Pearl Blizzard White colorway with an MSRP of $10,799, and the KRT Edition ABS model will retail for $11,799.

THE PAN AMERICA 1250 SPECIAL SNATCHES THE #1 ADV SPOT

HARLEY-DAVIDSON REPORTS THAT ITS PAN AMERICA 1250 SPECIAL IS THE NUMBER ONE SELLING ADVENTURE TOURING MOTORCYCLE IN NORTH AMERICA.

Sales for the Harley-Davidson Pan America have been quite impressive since the motorcycle was launched in February of 2021. So impressive, in fact, that the Milwaukee outfit is reporting that its H-D Pan America 1250 Special is the number one selling adventure touring motorcycle in North America. “Taking inspiration from our heritage, we wanted to create a motorcycle that redefined the adventure touring category and most importantly was designed and built in America. With the Pan America Special now the #1 selling ADV motorcycle model in North America, we targeted a selective expansion into adventure touring as part of the Hardwire Strategy with the goal to reach new and existing Harley-Davidson customers. Pan America is squarely built on our mission to deliver a timeless pursuit of adventure for our riders. Those who now own or have tested one of our Pan America’s absolutely love this bike - having sold out of our 2021 allocation, we are excited about what the future has in store for Pan America and for the Adventure Touring category at Harley-Davidson.” - Jochen Zeitz, Chairman, CEO and President, HarleyDavidson.

SUZUKI GSX-S1000GT - FIRST LOOK

SUZUKI UNVEILS ITS FIRST HIGH-PERFORMANCE SPORT TOURING MOTORCYCLE, THE 2022 GSX-S1000GT.

The Suzuki GSX-S1000GT is a new model, a first for the Japanese manufacturer, as they high step into the Sport Touring class of cycles. Equipped with a 999cc, 4-stroke, liquid-cooled, 4-cylinder, DOHC superbike engine, the GSX-S1000GT is host to a suite of technology and rider aids to enhance the ride, for the short run and the long haul.

With the Suzuki GSX-R engine platform as a base, the GSX-S1000GT's powerplant has been updated with revised intake and exhaust camshafts, cam chain tensioners and valve springs, as well as a redesigned clutch and gearshift elements.

The framework of the new Suzuki GSX-S1000GT is a twin-spar aluminum structure with a braced swingarm and trellis-styled subframe that can accommodate the 36-liter side cases that come standard on the GSX-S1000GT+, optional on the base GSX-S1000GT.

At the front end of the GSX-S1000GT, fully adjustable, inverted KYB front forks handle suspension duties, while an adjustable single shock manages the rear end. Brake duties fall upon the dual front, ABS-equipped, radialmounted four-piston Brembo calipers with 310mm floating rotors and a rear Nissin, single-piston, single disc, ABS-equipped caliper.

Ergonomically, the GSX-S1000GT is engineered as a premium cocktail of form and function. Regardless of the length of the ride, the specs of the bike are designed to provide optimum comfort for both rider and passenger. A highlight of the comfort concept is the wide stance, cast aluminum handlebar which has a comfortable reach and presents great leverage for the GSX-S1000GT's on the road handling. The bars have a special rubber mounting that dampens vibrations that, in harmony with the rubber inserts in the footrests, assist in battling rider fatigue, especially on longer highway rides.

The electronic suite of rider aids is presented in the Suzuki Intelligent Ride System (SIRS). The system includes electronic cruise control, five modes of adjustable traction control, up and down clutchless quick-shifting, low RPM assist and Suzuki's Easy Start System.

All pertinent bike data is displayed on a new 6.5 inch full color TFT LCD screen: Speedometer (digital), RPM indicator (shift light), Tachometer (analog format), Transmission gear position, Fuel gauge, Coolant temperature, Ambient air temperature, Cruise control setting, SDMS mode, Traction control mode, Quick Shift (ON/OFF), Voltmeter, Clock (12-hour format), Odometer, Dual trip meter, Average fuel consumption (Trip 1 & 2), Instant fuel consumption, Riding range (per fuel onboard), Smartphone battery level, Smartphone connection status, and Riderpassenger intercommunication status (Bluetooth®).

An additional feature of the new TFT dash is the smartphone connectivity for the Suzuki mySPIN app, transforming the whole of the dash into a "smart cockpit" that provides riding and motorcycle updates. Available for IOS and Andriod platforms, the mySPIN app is specifically designed for biketo-rider applicability, allowing access to your phone, contacts, call logs, maps, calendars, music and other content.

The 2022 Suzuki GSX-S1000GT will be available in Metallic Reflective Blue and Glass Sparkle Black, with an MSRP of $13,149 for the base GSX-S1000GT and $13,799 for the GSX-S1000GT+.

20 | SPORTBIKESINCMAG.COM | OCTOBER 2021

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2022 YZF® -R7

A new generation Supersport for the next generation of rider. The all-new YZF-R7 combines Yamaha’s legendary styling with an ultra-thin and lightweight chassis and an advanced CP2 engine that provides torquey performance on both the track and the street.

YamahaMotorsports.com

YAMAHA GTTRACER 9

YAMAHA HAS TAKEN THEIR VENERABLE TRACER 900 GT AND GIVEN IT THE FULL TREATMENT, INCLUDING A NAME CHANGE.

WORDS: PETER JACKSON IMAGES: RAY GAUGER

YAMAHA’S TRACER RANGE dates back to 2015 when we saw the first derivative of the MT-09 platform. The-then named FJ-09 proved a massive hit — a beautiful mixture of snarly three-cylinder rage combined with a gentleman’s touring attire. A bit like the headbanger who finally grew up. The FJ remained untouched until 2019 when it was renamed the Tracer 900 GT. That iteration wasn’t so much a redesign as it was a facelift, coming with new bodywork, 30L bags as standard fitment, a new dash, heated grips, better suspension, and, hallelujah, cruise control. The transmission gets a redesign as well, with a taller first and second gear and a new slip and assist clutch to keep it all in line under braking when downshifting.

Fast forward to 2022, however, and the $14,899 MSRP Tracer 900 GT has been given a full makeover. Now dubbed the Tracer 9 GT (stop renaming the bike, Yamaha!), this brand new beast gets a new motor bumped from 847 cc to 890 cc, a new chassis wrapped in all new and sadly uglier bodywork, a massive split TFT dash, IMUbased electronics, cornering headlights and KYB’s first crack at semi-active suspension.

This is Yamaha’s attack on bigger bikes like the BMW S 1000 XR or the Kawasaki Versys 1000, slotting in nicely when compared on price and features offered. The new motor is more than just a capacity increase. A new intake, cylinder head, camshafts, 3 mm longer stroke crank, 1.5 mm shorter fracture-split conrods, and new exhaust, plus reworked settings for the Yamaha Chip Controlled Throttle (YCC-T), combine to give a claimed six percent increase in overall torque, and a claimed nine percent better fuel economy.

On the road, the new engine is miles ahead of the 2020 edition. The extra capacity gives the motor a bit more room to breathe — you’re not constantly searching for the next cog but letting the torque do the talking. Matched to a lovely up and down quick shift as standard, the motor and gearbox package feels more refined. The initial throttle opening is smooth and light, but there’s plenty of go on offer if you decide to turn up the wick.

The new motor is supported by an improved chassis that loves to get on its side as much as tourer in comfort. Yamaha is claiming a massive 50 percent increase in lateral rigidity

THIS IS A TOURING BIKE THAT LOVES A GOOD SCRATCH BUT EQUALLY CAN PLAY THE LONG GAME WELL.

with the swingarm now mounted within the frame, a feeling which is transmitted to the rider by exceptional stability when cranked over and you begin to feed the power in at speed.

This is where the new electronics of the Tracer 9 GT come into force. I spent the majority of the time in the A2 mode (softer) for the KYB electronic suspension after I found A1 was only suited to billiard smooth roads. A1 is quite stiff, and you’ll begin to feel the pounding of the road a lot quicker if you spend more than an hour in this mode. In A2 suspension with the throttle, traction control, wheelie, and slide control (yes, it has slide control) all on level one, the 1.5-lb lighter wheels and the excellent Bridgestone Battlax T32 GT rubber fitted, made the Yamaha the perfect dance partner up the notorious Angeles Crest just out of LA. The electronic suspension isn’t the most advanced out there but it does the job just fine. Monitored by the IMU, you get semiactive compression and rebound adjustment on the fork and rebound only on the shock, with preload done by the hand dial under the seat.

If you’re new to electronic suspension on your ride, this is a great starting point as you can’t get too lost in the settings like on a Panigale V4, for example.

This is a touring bike that loves a good scratch but equally can play the long game well. Raising the seat height to the taller 32.5 inches (from the base of 31.9 inches) height gave me a touch more room to move, but I ran out of time to really explore the options available like altering the position of the handlebar and footpegs. Yamaha’s done really well

THE $14,899 MSRP TRACER 9 GT MAKES A VERY COMPELLING ARGUMENT WHEN YOU TAKE INTO CONSIDERATION ALL THE STUFF YOU GET AS STANDARD, LIKE THE QUICK SHIFTER, CRUISE CONTROL, HEATED GRIPS, PLENTY OF RIDE POSITION ADJUSTABILITY.

to give the rider plenty of options for cockpit customizing, which is the kind of thing many other manufacturers make you pay extra for.

Yamaha’s fitted a linked braking system to the GT, which takes some time to get used to because if you only use the rear brake, for example, you’ll feel the front brake lever depress slightly. In my eyes, the linked system is too linked, and I’d have much preferred to have a traditional unlinked version available.

An interesting point is the dash. This is the first (as far as I know) split dash on the market today, and it takes a bit to get used to. With speed and revs on the left and general rider info on the right, it’s a funky way to space the available information out although the one thing I need almost as much as my speedo, a clock, is mounted way down in the left corner, which is a pain in the ass. If you could customize the dash and put the various pieces of info where you want, this would be the best dash on the market.

Regardless, Yamaha’s done exceptionally well with the new GT. Linked brakes aside, the $14,899 MSRP Tracer 9 GT makes a very compelling argument when you take into consideration all the stuff you get as standard, like the quick shifter, cruise control, heated grips, plenty of ride position adjustability.

It looks like Yamaha’s got a bit of competition in this department from homeboys Suzuki with their recently released GSX-S1000 GT, and we might just be on the edge of a new golden era in sporty touring bikes from the Land of the Rising Sun.

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KAWASAKI H2 SX SE

KAWASAKI’S PLAINLY LUDICROUS SUPERCHARGED H2 GETS A SHIRT AND TIE AND TRIES TO BE SOMEWHAT PRESENTABLE.

EARLIER IN THE year, I tested what I can only describe as the most clinically insane motorcycle on the market today in the Kawasaki Z H2 naked bike. I came away from that test quite convinced it was too much bike (at least for me) despite my love of horsepower and the stupid things you can do with it.

Fast forward six months and I’ve just given back the H2 SX SE +, which conversely I can describe as one of the very best motorcycles on the market today. Confused? Yeah, me too.

The H2 SX SE + is a full fairing and bags version of the Z H2, with a few geometry and mapping changes to calm things down. It’s like the Z H2’s dad — he was a party animal back in the day but now he runs a business and wears a tie. However, there are still teeth when you need them. The SX’s supercharged inline four-cylinder engine pumps out close to 170 hp at the wheel, with torque a stout 86 lb-ft. That means more than enough go for any type of riding situation, but the manner in which it is delivered is more metered, more considered than the Z H2 could ever be.

Kick the SX in the balls and you better hang on, because a supercharged superbike is nuts by

definition, even if it’s lugged with massive side cases. But there’s a strange phenomenon at play with the SX in that it doesn’t actually feel that fast. It is that fast, but the manner in which it conveys speed to the rider is not as mind-warping as you might believe. Part of this is down to the longer wheelbase and shorter seat height over the naked bike Z, and the all-encompassing bodywork. At speed on the freeway, the SX is a stable green bullet. It slices through the air with such ease and soaks up so much of the road corrugations via the new semi-active KYB suspension that it can make the ride as relaxing or mental as you like.

With a claimed wet weight of 577 pounds, this is no featherweight, but the motorcycle hides its girth extremely well. You’ll feel the weight if you get sloppy with your riding and slap the SX into corners like a 600, jamming on the Brembo fourpiston monobloc Stylema calipers with abandon, but treat the SX like a two-wheeled version of the BMW M7 and you’ll get far more out of the ride.

This is a luxury ride from Kawasaki, reflected in the eye-catching $25,500 MSRP price tag. It’s the kind of cash you could expect to pay for a Ducati superbike or a fully race-prepped ZX10RR, but the quality in the finish from the self-

IT’S LIKE THE Z H2’S DAD — HE WAS A PARTY ANIMAL BACK IN THE DAY BUT NOW HE RUNS A BUSINESS AND WEARS A TIE. HOWEVER, THERE ARE STILL TEETH WHEN YOU NEED THEM.

healing metallic flake paint to the visceral nature of the motor and the poise of the chassis thanks to the electric KYB suspension warrants such money.

Of course, there are multiple, programmable riding modes and adjustable levels of suspension stiffness you can play with, plus cruise control, up and down quickshifter, cornering ABS and cornering lights, LED main beams and you can pair your phone with the dash so you can see who’s ringing and not pick up.

Unfortunately, the screen is unadjustable, which isn’t as big a problem for me because for once this is a screen height and shape that directs the wind over my helmet instead of into it. Another downer is the indicators are not self-canceling. Both these problems should not exist on a bike costing this much, but there were bound to be a few flaws somewhere.

Overall, though, the H2 SX SE+ is a hell of a bike. It’s got way more character than the Concours and it’s comfier than the ZX-14 ever could be, making it the big daddy as far as Kawasaki sport touring bikes go in my book.

It was a sad day when I gave this one back to Kawasaki, I can tell you that.