Kawasaki 125 Eliminator

Specifications 2001 Kawasaki 125 Eliminator:

1.      Fuel mileage: 47 mpg.

2.      Average range: 160 miles.

3.      Engine type: Air-cooled, four stroke single.

4.      Final drive: Chain, 46/15.

5.      Front suspension: 33mm stanchions, 5.1 in. travel.

6.      Rear suspension: Two dampers, 3.9 in. travel, adjustable for preload.

7.      Wheels: Wire-spoke, 2.00 x 17 in. front, 2.75 x 15 in. rear.

BMW G 650 GS vs. Kawasaki KLR650

The BMW offers amenities not found on the Kawasaki, including a trip computer, emergency flashers and heated grips. The BMW's shock-spring-preload handwheel is great for dialing in sag on the fly. Kawasaki owners might want to use the KLR's luggage platform to carry a tool kit. At first glance, the KLR's internals seem complicated, but the carbureted bike is pretty basic when it comes to roadside repairs.

BMW recently released the G650GS, which is essentially the single-cylinder F650GS of yore with a few minor tweaks. Not least are some timely economic incentives, such as the inclusion of BMW's new-generation ABS and heated handgrips in the bike's $7670 base price. G now describes all single-cylinder models, while F is for the parallel-twins, R for opposed-twins, K for multis, etc. For beginning riders, the G also offers one of the lowest standard seat heights in dual-sport history at 30.7 inches. Order it with the factory-installed low suspension for an additional $175 and seat height drops further, to a squat 29.5 inches. Conversely, you can order the bike with a high seat and raise it to 32.2 inches

Kawasaki's august KLR650 needs no rambling introduction. In stature, it's Lerch-like next to the BMW, its 35-inch-high seat more on par with trailbikes. If you're tall, that aggressive posture is a call to serious adventure riding. On that playing field, the Kawi is more comparable to BMW's trail-ready F800GS. Apart from the ABS element, the KLR's brakes to offer slightly stronger feel.

The BMW is more like huevos rancheros with a side of guacamole. Kawasaki doesn't offer accessory panniers for the KLR, but there are a number available from the aftermarket.

Ironically, the stock hand guards on the bare-bones KLR actually kept our paws warmer than the G650's fancy heated grips. Both bikes come with short windscreens and luggage racks. Both luggage racks are useful, though the BMW's actually enhances the look of the bike and features a convenient, lockable stash box. As for fuel efficiency, the injected BMW offers substantially higher mpg, but holds only 4.0 gallons of fuel to the Kawasaki's 6.1 gallons.

The BMW's seat is unfortunately canted so that it pushes the rider's hips toward the tank, making even our shortest tester feel cramped. It's also perhaps the easiest BMW in history to ride.

Despite identical bore and stroke figures, the G650 stomps the KLR, pumping out 9 more horsepower in a smoother, friendlier manner. Despite its dual-sport intentions, the GS's ergonomics are street-biased, with a short peg-to-seat distance and long seat-to-bars reach. If you're vertically challenged, the GS is for you: Its seat is 5 inches lower than the KLR's.

Power isn't the KLR's forte, but it is sufficient to get the job done. The KLR delivers with a lofty 35-inch-high seat and high, wide handlebar. If you're shorter than 5-foot-10, you'll need a stepladder.

Tip Diet Astrid

Brandon Salim

2007 Kawasaki Ninja 650R

The Kawasaki Ninja 650R is a faired standard motorcycle made by Kawasaki since 2006.  With a unique look and feel, the 2007 Kawasaki Ninja 650R delivers cutting edge design and astonishing versatility. With a comfortable seating position and sportbike performance levels, the Ninja 650R is well-suited for freeway commutes, around town errands and weekend track days.

Because the 650R was meant to have broad rider appeal, Kawasaki’s development team began its task with the rider – not the motorcycle. After studying every kind of rider, and all types of riding, Kawasaki’s engineers focused on the human-machine interface. Narrowing the distance between the footpegs and striving for a lower seat height and low effort controls all played into the design effort. 

The compact liquid-cooled, fuel-injected, DOHC, 8-valve 649cc parallel twin engine delivers a smooth responsiveness that is tuned for rider-friendly power characteristics – especially in the low and medium rpm ranges. 

SUZUKI RM-Z250

Suzuki effectively eliminated delayed combustion. Suzuki RM-Z250 features engine performance designed for mid- to top-end performance and offers smooth power delivery, is relatively easy to ride. Champions Choose Suzuki...and Suzuki supports future champions! Suzuki provides each 2014 RM-Z250 owner with two optional mapping couplers, aside from the stock coupler. Confusingly, Suzuki includes another white coupler. Here’s the breakdown:

1.      Lean coupler: If you see wires extending out of one plug location and returning to another, then you’ve found the lean coupler.

2.      Rich coupler: An excellent choice for dry and hardpack tracks, the rich coupler detunes the engine to prevent wheelspin.

Suzuki has done a masterful job of reaching perfection in two key areas of motorcycle development.

1.      Cornering. They have discovered the magical frame geometry formula.

2.      Engine. The RM-Z250 powerband is broad and fruitful.

Find success by making these modifications to the 2014 Suzuki RM-Z250.

1.      Couplers. We heartily recommend that you conduct your own test session by trying out the optional couplers provided by Suzuki at every track you frequent.

2.      Clutch. The clutch cannot handle the rigors of a serious clutch abuser. Even riders who play nice with the RM-Z250 clutch will benefit from stiffer clutch springs.

The hate list:

1.      Clutch. The RM-Z250 clutch fades quickly and cannot stand the test of time.

2.      Bolts. The RM-Z250 bolts are pitiful.

The like list:

1.      Handling. Cornering prowess is the RM-Z250’s best attribute. 

2.      Engine. It’s not the fastest powerband in the class, but it’s broad and powerful enough to get winning.

3.      Couplers. Want more hit? Plug in the white coupler. Want to prevent the rear tire from lighting up like a paper factory next to a volcano? Plug in the gray coupler.