Long-Term Update
LONG-TERM UPDATE
Kawasaki ZX-14R
Brake dancer
WE HANDED OFF OUR SPARKLY GREEN ZX-14R to Contributing Editor Nick Ienatsch following the Ninja’s scheduled 7500-mile service. Our local dealer charged $90.69 for oil, filter and sparkplugs, tacking on another $255 in labor. Suppose we got off easy since the valve-clearance inspection is at 15,000mile intervals.
A hint of vibration felt under braking drew our attention to minor tread cupping that had begun to develop on the front Avon Ultra 3D Supersport. Having endured 4225 miles of rip ’n’ grip abuse under the most powerful production bike we’ve tested, the rear Avon was also nearing its wear bars, prompting us to lever on a fresh set of Bridgestone Battlax S20s in 120/70ZR17 ($182.69) and 190/50ZR17 ($281.34) sizes (www.bridgestone.com). Grip was restored and steering felt good again, although the vibration under braking persisted and soon grew into the pulsing characteristic of a warped rotor.
At around 8000 miles, we replaced the stock front rotors and pads with Galfer’s Brake Wave rotors ($640.00; www.galferusa.com) and sintered HH pads ($143.92), performing the 60-minute job ourselves (CW Evaluation, “Galfer Wave Rotors,” April).
In Ienatsch’s care, our 14R has seen street, strip and dyno time. At the 8400mile mark, the big Kawasaki churned out 189 horses at the Dynojet facility in Las Vegas prior to a 400-mile road trip to Glendale, California, for the annual Café Desmo event at Pro Italia. The
KAWASAKI
ZX-14R
$14,699
route traced Interstate 15 with a stretch of California Highway 2 (Angeles Crest Highway) for good measure. Miles of fast, flowing road offered a reminder of just how adept and well-rounded Kawasaki’s flagship Ninja truly is.
Prior to applying forthcoming performance mods, a visit to Las Vegas’s “other” strip produced runs in the low 10-second range at about 145 mph. Ienatsch feels “nines” would have been possible if not for a vague-feeling, bat-
tie-weary (original) clutch and the need to ride the bike home that night. With the arrival of a box of goodies from Brock’s Performance, look for our green meanie to be pushed hard in the next installment; it’s certain to get a little crazy.
Honda NC700XD ABS
Practically extravagant
WE KNOW WHAT YOU’RE THINKING: How could the as-tested price of Cycle World's long-term 2012 NC700X be $11,633? After all, when this middleweight parallel-Twin made its stateside debut last year, MSRP for the manualtransmission model was just $6999 (add $500 for a ’13).
Actually, reaching that astronomical, relatively speaking, figure was easy. First, we requested the $2K more costly NC700XD ABS, which comes with a six-speed automatic Dual Clutch Transmission and linked anti-lock brakes. Then, American Honda outfitted the bike with every available factory accessory (10 total), including saddlebags ($1039.80), a trunk ($449.90), tall windscreen ($169.95), heated grips ($289.80) and a centerstand ($149.95). Grand total? $2634.09. Despite their combined 29-liter capacity, the most expensive of those accessories, the clamshell saddlebags, have been used least, whereas the 45-liter trunk, three-stage heated grips and centerstand have proven indispensible.
Non-Honda additions: 1) Touratech Mount V2.0 for a Garmin zumo 660/665 ($174.80; www.touratech.com); and 2) Barkbusters VPS handguards ($129.99; www.twistedthrottle.com).
The former attaches to the handlebar clamp with supplied hardware, and locking, spring-loaded jaws hold the GPS securely in place. The latter, combined with the aforementioned heated grips, helped keep our hands dry and warm during the winter months.
One of the key selling points for this low-revving (6500-rpm redline), adventure-styled machine has been fuel mileage. The manual-transmission NC700X that we tested last year (“Honda NC700X,” November, 2012) returned a terrific average of 63 mpg, with a high of 73. Our DCT model, however, has thus far averaged “just” 52 mpg, with a best of 61. We nearly always choose Sport mode for its more aggressive shift points, but 17 percent is still a big drop, especially if you’re traveling off the beaten path.
HONDA
NC700XD ABS
$11,633
Yamaha Super Ténéré
No more buffeting!
OUR SUPER TÉNÉRÉ IS ALREADY Approaching 14,000 miles (well past the planned 10,000), a clear indication that mileage comes easy on this popular adventure-tourer.
Constantly in motion as a commuter, weekend explorer and photo-chase bike, the big Yamaha has burned through another set of tires. Avon’s Distanzias lasted 7300 miles and provided good onand off-road performance, so we replaced them with an identical set ($428.44; www.avonmoto.com).
One of our regular complaints involves airflow management. The VStream Sport-height windshield from National Cycle ($159.95; www.nationalcycle.com) provided good protection, but didn’t completely eliminate the buffeting we experienced with the OEM screen.
Most recently, we tried Wunderlich’s Tobinator Screen Adjuster ($129; www. wunderlichamerica.com). The easy-toinstall brackets utilize the stock windscreen but provide excellent adjustability without tools. The brackets set the screen
forward of its stock location, which allows air to pass between the headlight and windshield, smoothing airflow and reducing buffeting. The screen can be raised, lowered and tilted via adjuster knobs to suit rider preference.
We took the bike to Mission Motorsports in Irvine, California, for its 12,000-mile service. Oil, filter and four sparkplugs (two per cylinder) set us back $322.81, with another $119 tacked on for mounting the new Avons.
With the aforementioned improvements, the Super T has been one of the most enjoyable long-tenners we’ve had in years.
YAMAHA
SUPER TÉNÉRÉ
$14,500
Honda CBR250R ABS
Quick, shift!
HONDA’S CBR250R MAY BE THE FAvored staff errand-runner, but since our last update, it’s also been to another rev-limiter-bumping track day, as well as serving on several long road trips.
We added a few items to help it perform better in these varied uses.
No secret its 250cc Single, while tractable and snappy, isn’t a powerhouse in the grand scheme. To help us get a better edge on traffic by allowing WOT upshifts, we installed a standalone Dynojet Quick Shifter ($399.95; www.powercommander. com). The shift-actuator-rod change and simple wiring operation were clearly outlined in the instructions, and installation took less than an hour. DQS works well on the street, but it’s even more fun on the track, enhancing the Moto3-like, chin-onthe-tank, gear-grabbing experience.
HONDA
CBR250R ABS
$4499
Other track-oriented upgrades were swapping the stock IRC tires (not quite worn out at 4038 miles) for a set of Dunlop Sportmax GP Unbeaten 02s ($299; www.dunlopmotorcycle.com). These performed brilliantly on the racetrack and continue to work well in street duties, although, because they are so grippy, they are wearing quickly. Got to pay to play...
To improve braking performance, we fitted SBS 828HS front brake pads ($44.95; www.sbs.dk/), which boosted initial bite and overall stopping power versus the less effective but perhaps more beginner-friendly front setup.
And what about staying comfy for those long days on the road? The stock seat is decent, but freeway trips while burning 8000 rpm were a bit taxing on at least one rider’s, ahem, equipment. Looking for relief, we fitted a Saddleman Track CF ($272; www. saddlemen.com), replete with an ownerinstalled matching passenger-seat cover. The seat’s perineum-friendly, channeled-center design is inspired by bicycle saddles.
The 4000-mile service ($299) involved idle and clutch adjustments, an oil-level check and brake inspection. □
