Kymco Xciting 250Ri

By Renee McGinty

Photography by David Kamba

My last scooter experience involved attempting to navigate the hills of Los Angeles on a 1987 Honda Spree, a feat possible only if the wind was at my back. Negotiating bumps meant bracing myself and hoping for the best. Oh what a difference two decades makes! The Kymco Xciting 250Ri is nothing like that Spree. It's big, modern and sleek, and yet it's still an economical, terrifically fun way to get around town.

The 250 is based on Taiwanese company Kymco's flagship maxi-scooter, the Xciting 500Ri. Thus it's still a physically big bike, but it's lighter in weight (407 lbs. vs. 473 lbs.) and lower in price ($5249 vs. $6299). Even so, the 250 is almost too heavy for someone of my size and strength, as I had trouble getting it in and out of the garage and tight parking spaces. The riding position is a stretch for my 5-foot-7 frame, and the wide seat apparently was designed more for comfort than my 30-inch inseam. At low speeds, the long wheelbase makes maneuvering a challenge. The suspension is similar to that of a motorcycle, but a tad too stiff for city potholes. ABS isn't an option on the 250 like it is on the 500, but the triple discs reacted well to both measured and panicked pulls on the levers.

That weight disappeared once I got rolling, however, and then I started looking for "Xcitement" everywhere. I even found myself seeking out hills to climb! For someone accustomed to a 50cc two-stroke like that old Spree, the added heft might be a good trade-off for the increased zip. The fuel-injected four-stroke fired right up on cold mornings, ran smoothly and was way faster than most cars. Curious motorists at stoplights had time to do double-takes, then stare slack-jawed as the "Blue Flame" left them behind in a trail of dust. I mustered up the courage to venture onto the freeway and the 250 had no problem getting up to speed.

My riding partner usually wields a BMW, but was sporting a perma-grin after trying the Kymco, singing its praises as a commuter. Lockable storage compartments in the footwell and under the seat make it perfect for quick jaunts to the supermarket, and the fact that there's no room for the kids might actually be a bonus!

For a relatively inexperienced rider like me, the Xciting 250Ri combines motorcycle-like performance with the traditional scooter attributes of user-friendliness and convenience. I didn't want to give it back.

Kymco Quannon 150 - A Fresh Face in the Crowd

You've probably never heard of Kymco, but the Taiwanese manufacturer has been in business since 1963. Best known for its cruisers and scooters, Kymco is branching out into the beginner sportbike market with the new Quannon 150. Finally, there's an alternative to the ubiquitous Honda Rebel and Kawasaki Ninja 250!

I wasn't sure what to expect when I was handed the key. I conjured up visions of riding off into the sunset, the wind tousling my ponytail. And there was this cute group of saucer-eyed kids who waved eagerly as I whizzed by. But my first venture aboard the Quannon wasn't everything I hoped for, as I had a close encounter with a distracted driver who pulled out in front of me! Fortunately, I dodged that bullet and my subsequent rides were much more enjoyable.

Powered by an air-cooled, four-valve, four-stroke single, the 149cc Quannon is barely legal for freeway operation in most states. The carbureted engine fires right up, but needs a minute to clear its throat before off-idle throttle response is acceptable. Clutch action is light, and the five-speed transmission gets the bike rolling without any hesitation. The motor's claimed 14 horsepower may make experienced riders chuckle, but beginners will appreciate the controllable, predictable delivery. Power is pretty weak at lower revs, but above 6000 rpm the Quannon accelerates briskly. And even though redline is indicated at 8000 rpm, the engine builds power until the tach needle tops out at 10,000 rpm and the rev-limiter kicks in. It'll get you from Point A to Point B, but we wish it had more power, for safety's sake. We can only hope there's a 250cc version on the way.

The frame is a surprisingly modern twin-spar steel assembly, but the suspension is as basic as you'd expect on a sub-$3000 bike. Fit and finish are good; better than a Hyosung but not quite on par with a Honda. The seat height is a relatively lofty 31.5 inches-and felt taller than my Ninja 250's-which could be a deal-breaker for short-legged newbies. The bike isn't short on amenities, however. It's got a digital fuel gauge, an easy-to-use centerstand and a cool digital speedometer that will display 75 mph in top gear if you tuck in and pin it on a long stretch of road. Single disc brakes front and rear handle stopping, and work better than expected. That's a definite attribute when negotiating the mean streets of L.A., as I discovered.

Price is considerably less than the current crop of beginner's bikes, and on top of that the Kymco comes with a standard two-year factory warranty (an optional four-year extended warranty is also available). The Quannon is stylish, functional and doesn't put too big a dent in your wallet, which is a great combination for a penny-pinching fashionista like moi.

By Annette Carrion

Photography by Joe Neric

First Ride: 2011 Kawasaki ZX-10R

Masterpieces are not created overnight. It took Michelangelo four years to paint the Sistine Chapel and 19 years for researchers to develop the Polio vaccine. A quarter of a century after they started the project, Microsoft is still tweaking Windows. Perfection takes time, so Kawasaki can be forgiven for introducing the latest ZX-10R Ninja a year later than expected.

The 2011 ZX-10R is Kawasaki's magnum opus, the culmination of 50 years of bike-building and four years of dedicated effort. As with remodeling a house, sometimes it's better to knock the thing down and start from scratch. That's exactly what Kawasaki did. This isn't a mild redesign for the sake of marketing; this Ninja is all-new, from the wheels to the windscreen.

Aside from turn signals that hung like tumors from the mirror stalks, the 2008-'10 ZX-10R was one sharp-looking machine. But compared to the 2011 model, it already looks dated. The new bike appears lower, leaner and overall more focused, like a big cat waiting to pounce. The fuel tank isn't as flared, but the bike's excellent rider interface is maintained and even enhanced by the increased downward angle of the clip-ons. The green-and-black paint scheme will look familiar to race fans, as it's based on the World Superbike race team livery.

The Ninja's debut found us not at some far-flung foreign racetrack, but at Road Atlanta in Georgia. This undulating, blistering-fast 2.5-mile road course is challenging both physically and mentally, yet the ZX-10R proved less demanding to ride than expected. Through the miracle of mass centralization, Kawasaki's engineers are closing the handling gap between 600s and 1000s. The brains at Team Green redesigned and repositioned numerous components and cut a claimed 22 lbs. Considering how deftly the Ninja snaked through Road Atlanta's downhill esses, you'd expect it to twitch and shake in the faster sections, but the bike remained stable everywhere, even when bombing through the back kink at over 180 mph.

The 2011 engine has been completely re-engineered to improve midrange power and tractability, and there's a much broader spread of thrust. Aside from some stiffness in the gearbox, the engine is a gem. Peak output is stated as 188 horsepower at 12,500 rpm and 82.6 lb.-ft. of torque at 11,000 rpm. That's an increase of nearly 10 bhp and a serious shift in the power peaks: down 500 rpm for horsepower and up over 2000 rpm for torque. Power is delivered in a smoother, more linear fashion, which explains why this bike doesn't feel as fierce as its predecessor with its abrupt top-end rush. The new LED tachometer is easy to see but hard to read. Turning down the brightness helped keep the lights from blending together, but the previous analog display was better. Power levels off beyond 12,500 rpm, so you hear the limiter at 13,500 rpm more than you feel it.

with...

Bigger throttle bodies, better ports, revised valve timing and a new exhaust result in more airflow through the engine, which produces more power and less engine braking when the throttle is closed. The free-spinning character of the engine, a new Showa Big Piston Fork and slick slipper clutch make the big Ninja nearly as easy to throw into a corner as its 600cc brethren.

The exhaust note coming from the shorter muffler is deceptively muted, even at 10,000 rpm. Taller gearing and linear power delivery make the Ninja misleading at speed. The Tokico calipers are plenty strong and the BPF resists bottoming and remains compliant, even at the entrance to Turn 10A where you have to shed four gears and 120 mph in just 600 feet. That exercise never fails to widen your eyes!

The big news with the 2011 bike is S-KTRC (Sport-Kawasaki Traction Control). At an unfamiliar and dauntingly challenging track like the one we'd just been let loose on, S-KTRC's greatest gift is that it frees up attention to focus on other important matters--such as which way the track goes over that next hill. Take the time to look down at the seven-bar TC indicator and you'll see it flashing wildly if you're using Level 3, intervening on occasion in Level 2 and hardly ever in Level 1. After spending time in each mode I settled on Level 2, as it allowed a subtle yet satisfying amount of rear-tire smear at corner exits. Level 1 was too apathetic, permitting so much tire spin that I found myself instinctively modulating the throttle rather than trusting the electronics. When the system is working, there's no popping or sputtering from the exhaust. In fact, the only ways you know it's in effect are by looking down at the gauge (not the best thing to do with your knee on the ground!) or because the slide is kept in check despite your right wrist calling for more power. S-KTRC polls sensors 200 times per second, which means it responds to adverse inputs in 0.005 of a second--about 40 times faster than the most adroit rider on his best day. Unless you hit oil or do something really stupid, the system is essentially crash-proof--and more so if you've dropped an additional $1000 on Kawasaki's race-spec anti-lock brake system. At the press launch time only non-ABS bikes were available, but if S-KTRC is any indication, KIBS (Kawasaki Intelligent anti-lock Brake System) should be fantastic.

S-KTRC incorporates wheelie-control of sorts, but its response proved unpredictable; sometimes it worked to maintain a steady power lift while other times it made the front end yo-yo like a fledgling stunter. The only way to disable the function is to turn TC off, which meant depending on my own acuity to keep from sampling the red Georgia clay. But even with S-KTRC immobilized, the Ninja is surprisingly manageable and communicative. After a dozen laps with the electronics switched off, it was clear that the bike's excellent behavior is intrinsic to the engine and chassis design, and not strictly due to the electronics.

This Ninja was bred for the racetrack, but Kawasaki knows it will spend most of its time on the street. The new bike's seat is both lower and softer and the rearsets are adjustable. A new balance shaft successfully quells engine vibrations, and those drooping mirrors actually work, showing more than your elbows. The fully adjustable suspension and electronics system all work to let the rider tune the bike to his taste. As Kawasaki's tech guru Ron Taylor said, the Ninja is "a full-blown track bike that can be easily toned down to suit the rider's comfort level or the requirements of conditions."

After a full day aboard the 2011 ZX-10R, there's no denying it's a huge improvement, literally better in all respects. Except price: The base model will sell for $13,799 (up $2300 from last year), and if you want ABS, add another $1000. Then again, this bike needs nothing to rip up any racetrack on the planet and is ready to take on the BMW S1000RR with money left over for a stack of tires. You can't rush greatness, and we're glad Kawasaki took the time to get the new Ninja right. Good things, as the saying goes, come to those who wait.

November 22, 2010

By Ari Henning

Photography by Brian Nelson

First Ride: 2010 MV Agusta Brutale Cannonball

Like a ball of steel fired out of an 18th-century artillery weapon, the MV Agusta Brutale Cannonball shrieks to 150 mph down the backstretch of Monticello Motor Club's South course-in fourth gear.

A ton-and-a-half didn't seem too impressive until I realized this is nearly 20 mph faster than MV claims for the identically geared, standard-issue 1090RR at the top of fourth-and just one click from the stocker's top speed in fifth. So, this is how six grand worth of hot-rodding transforms a not-so-pedestrian, $18,000 open-classer into a true naked superbike!

With more than 15,400 examples sold globally,Signore Brutale has always been much more than a Monster. When this unruly, unclothed offspring of MV's riveting F4 arrived in the U.S. as a 750, it quickly grew to supermodel stardom. It came in a revamped 910cc form in 2006, and then grew to 1078cc a couple years later.

During Harley-Davidson's short ownership tenure, the Brutale benefitted from the F4's first major redesign, but it doesn't share the exact motor architecture. With 85 percent new parts, both models now offer softer and more refined riding experiences. The kinder, gentler Brutale comes in 998cc (990R) and bigger-bore, 1078cc (1090RR) iterations.

As exclusive and expensive as MV Agusta's base models are, they've always been complemented by limited-edition specials with fancy names. Taking a page from Harley's playbook, the Varese, Italy-based company turned the tables for 2010, giving customers the ability to special-order the bike of their dreams from an extensive collection of more than 50 accessories. The most intriguing option is the $5880 Cannonball Engine Kit, which includes the new F4's radial-valve cylinder head, different intake and exhaust cams, a remapped ECU, STM slipper clutch and an ultra-lightweight titanium race pipe that undercuts the bike's standard system by 14 lbs. Purchased individually, all of these pieces would cost a staggering $9234. Count on about 10 hours of highly skilled labor to turn a regular 1090RR into a fire-breathing Cannonball.

Bereft of catalytic converter and sound-deadening technology, this exquisite exhaust keeps the Brutale Cannonball from being homologated for street use. At the same time, its fat head pipes and free-flowing muffler unleash the fury. MV Agusta claims these bolt-ons produce a 35-horsepower bump over the 130-bhp stocker. After more than an hour in the saddle, my seat-of-the-pants dyno backs up that claim.

Acclimating to the upright, wide-barred/high-pegged riding position took a few laps, but I was soon up to speed and relishing the searing exhaust note. If there was a fly in this intoxicating elixir of thrust and noise, it's the motor's hesitation to accelerate cleanly below 6000 rpm. But once past that point it revs smoothly all the way to its 13,000-rpm redline.

Corner entry was aided by the excellent STM slipper clutch, powerful brakes and neutral, low-effort steering. On the flip side, the bike never felt planted. It drifted wide in corners and felt vague just about everywhere. Despite several tuning attempts, the chassis was never dialed-in enough to push the bike as hard as it deserves.

In spite of its dazzling accessory list and solid spec sheet, my second track foray went about the same as the first: funky low-speed fueling leading to butt-kicking acceleration. The suspension continued to let the bike wallow and squirm around the track. A late-session rear ride-height adjustment settled the front end a bit and helped the bike finish corners, but was more of a Band-Aid than a fix. Whether it was botched traction-control settings, fuel-map issues or a noticeable lack of the F4's heavier crank, the Cannonball struggled until taking off with a heart o' fire.

Long before this two-wheeled weapon was dreamed up, the shot-out-of-a-cannon sensations doled out by 160-horsepower superbikes is what made them so exhilarating. The Cannonball kit catapults this special Brutale to this next level of engine performance with style and sophistication befitting the MV Agusta logos on its flanks. With a bit more time and fine-tuning, this flawed beast surely will sing an even sweeter tune.

From the December, 2010 issue of Motorcyclist

By Eric Putter

Photography by Putter Power Media

15 Riding-In-Traffic Tips

Close your eyes and recall your last ride in heavy traffic. Imagine the vehicles surrounding you, crowding you, cutting you off. Imagine yourself monitoring closing speeds, reading street signs, noticing and anticipating traffic lights. Then imagine guessing what pedestrians will do, or how slippery that painted line might be. And those drivers with cell phones, newspapers or screaming kids to deal with...imagine trying to guess what they're going to do.

Riding in traffic can be a nightmare, especially for street-riding newcomers. Is it any wonder so many motorcyclists crash and burn while riding on congested streets? It's amazing how many different tasks motorcyclists deal with on a normal traffic-choked commute. Doing it successfully means processing a multitude of items at once and reacting correctly to each. Doing it wrong can mean roadkill--the human kind.Here are 15 smart strategies for dealing with traffic-choked streets.

Watch drivers' heads and mirrors
Watching the head movements of drivers through their windows and mirrors is an excellent way to anticipate sudden moves. Most drivers won't lunge left or right without first moving their heads one way or another (even if they don't check their mirrors).

Trust your mirrors, but not totally
Your bike's mirrors can be lifesavers, but they don't always tell the entire story even if they're adjusted properly. In traffic, always buttress your mirror-generated rear view with a glance over the appropriate shoulder. Do it quickly and you'll add an extra measure of rear-view and blind-spot knowledge to your info-gathering tasks.

Never get between a vehicle and an offramp
This sounds almost too simple, but drivers who decide to exit at the last minute kill plenty of riders each year. The simple rule, then, is to never position yourself between a vehicle and an offramp. Passing on the right is generally a no-no, but in this day and age it's sometimes necessary. So if you do it, do so between exits or cross-streets.

Cover your brakes
In traffic you must often react extra quickly, which means not fumbling for the brake lever or pedal. To minimize reach time, always keep a finger or two on the brake lever and your right toe close to the rear brake pedal. When that cell phone-yakking dorkus cuts across your path trying to get to the 7-Eleven for a burrito supreme, you'll be ready.

Be noticed
Make sure drivers and pedestrians can see you, even from a distance. Ride with your high beam on during the day (as a courtesy, turn it off when sitting behind someone at a light), and wear brightly colored gear, especially your helmet and jacket. Aerostich's Hi Vis yellow suits and jackets aren't just hugely conspicuous, they've also become fashionable, so now you don't have an excuse.

Be ready with the power
In traffic, ride in a gear lower than you normally would so your bike is ready to jump forward instantly if asked. (Not everyone rides open-class twins, after all.) Doing so gives you the option of leaping ahead instead of being limited to just using the brakes when that pickup suddenly moves over. The higher revs might also alert more cagers to your presence.

Traffic slowing? Stay left (or right) 
When traffic slows suddenly, stay to the left or right of the car in front of you. This will give you an escape route if needed. It will also help keep you from becoming a hood ornament if the car behind you fails to stop in time. Once you've stopped, be ready--clutch in, your bike in gear and your eyes on the mirrors. You never know.

Practice the scan
Constantly scanning your entire environment while riding--from instruments to mirrors to the road ahead to blind spots to your left and right rear--keeps you aware and in touch with your situation, and therefore better able to react. Dwelling on one area too long--watching only behind or in front of you, for instance--is just begging for trouble.

Left-turn treachery
When approaching an oncoming car that's stopped and about to turn left, be ready. Your brights should be on so the driver can see you (during the day), but don't rely on this to save you. Watch the car's wheels or the driver's hands on the steering wheel; if you see movement, be ready to brake, swerve or accelerate, whichever seems best for the situation.

Study the surface 
Add asphalt conditions to your scan. Be on the lookout for spilled oil, antifreeze or fuel; it'll usually show up as shiny pavement. Also keep an eye out for gravel and/or sand, which is usually more difficult to see. Use your sense of smell, too; often you can smell spilled diesel fuel before your tires discover how slippery the stuff is.

Ride in open zones
Use your bike's power and maneuverability to ride in open zones in traffic. In any grouping of vehicles there are always some gaps; find these and ride in them. Doing so will separate you from four-wheelers, give you additional room to maneuver and allow you to keep away from dangerous blind spots. And vary your speed. Riding along with the flow can make you invisible to other drivers, especially in heavy traffic.

Use that thumb
Get into the habit of canceling your turn signals often regardless of the traffic situation. A blinking signal might tell drivers waiting to pull into the road or turning left in front of you that you're about to turn when you aren't. So push that switch a few times each minute. Better to wear out the switch than eat a Hummer's hood, eh?

It's good to be thin
A huge advantage single-track vehicles have over four-wheelers is their ability to move left and right within a lane to enable the rider to see what's ahead. Whether you're looking to the side of the cars ahead or through their windshields, seeing what's coming can give you lots of extra time to react.

More than one way out
Yeah, motorcycles fall down. But they're also light, narrow and hugely maneuverable, so you might as well learn to exploit their strengths when things get ugly, right? So don't just brake hard in a hairball situation. There's almost always an escape route. Swerving into Mrs. Smith's front yard could be a lot better than centerpunching the Buick that turned left in front of you. Always have an escape route planned, and update it minute by minute.

Running interference
This one's easy, and we'll bet most of you already do it: Let larger vehicles run interference for you when negotiating intersections. If the bonehead coming toward you from the left or right is going to blow the light, better they hit the box van next to you, right? For the same reasons, don't lunge through an intersection as soon as the light turns green. Be patient, and use the vehicles next to you as cover.