Kawasaki have revealed a host of special edition models to celebrate the Z model-line’s 50th anniversary, including the Z900, Z900RS, Z650 and the Z650RS, all boasting special heritage colour schemes to mark the occasion.
Anniversary Edition versions are expected in dealerships soon but pricing is yet to be announced.
2022 Kawasaki Z900 50th Anniversary
On the Z900 we’re getting the Heritage Firecrack Red paint, with matching red wheels to make the bike stand out, alongside a gloss black frame and special textured seat.
Unique features will be the Z 50th emblem and logo, as well as a Z 50th Anniversary book, while fork tubes are finished in gold. Also run are dark blue and silver highlights to offset the red paintwork, with logos in gold and silver pinstripes on the wheels.
The Z900 runs the liquid-cooled in-line four-cylinder producing 92.2 kW and 98.6 Nm of torque, with a 948 cc displacement. 41 mm USD forks and a monoshock both offer rebound and preload adjustment.
Brakes are a set of 300 mm petal discs mates to four-piston calipers, with a 250 mm unit on the rear and single-piston caliper. Both backed by ABS.
The Z900 has a 820 mm seat height and weighs in at 212 kg at the kerb, fueled, with a 17 L fuel capacity. A slipper clutch is also standard fitment, with power modes, KTRC and Kawasaki smartphone connectivity.
2022 Kawasaki Z900RS 50th Anniversary
For those after a more retro interpretation of the Z line, the Z900RS returns to the iconic Fireball pattern of the original Z1, which runs the Heritage two-tone Diamond Brown and Orange combo, alongside gold wheels.
The frame is also gloss black, with chrome headlight and meter trim rings, as well as a chrome passenger grab rail. Special 50th anniversary emblems and logos are also run, with a textured seat with contrast stitching.
Like the Z900 the Z900RS Anniversary edition will receive a special Z book, that won’t be available for general sale.
The Z900RS shares the in-line four-cylinder seen in the Z900 but running a different tune, with power output lower at 92 kW and torque remainining similar.
Higher specification suspension is however fitted, with 41 mm USD forks but offering compression, rebound and preload adjustment, while the rear mirrors the regular Z900 with the rebound and preload adjustable shock.
The Z900RS also runs a taller 835 mm seat height and more upright ergonomics, with taller bars, alongside the numerous aesthetic changes to achieve the retro look.
2022 Kawasaki Z650 50th Anniversary
New riders won’t be left out of the anniversary celebrations with the popular Z650L also arriving in a 50th Anniversary edition, with the LAMS compliant 51 hp (37.8 kW) parallel-twin powerplant, offering 59 Nm of torque and an inviting 790 mm seat height.
The Z650 50th Anniversary edition runs the same Heritake Firecracker Red colour seen on the larger Z900, with gloss black frame and special textured seat. The bike will also be adorned with the special edition emblems and logos, and receive the Z 50th Anniversary book.
The Z650 runs a slip and assist clutch, dual 300 mm disc brakes with dual-piston calipers, 41 mm forks and a rear monoshock with preload adjustment. Smartphone connectivity is also standard, connecting to the TFT, with the bike weighing 187 kg with 15 litres of fuel.
2022 Kawasaki Z650RS 50th Anniversary
The latest addition to the Z family is the new Z650RS, offering a retro themed alternative to the Z650 and boasting the Heritage two-tone Candy Diamond Brown and Orange colour scheme, as well as gold wheels.
Like all anniversary models the frame is gloss black, with Z 50th Annniversary emblems and logos and textured seat.
Standard fitment will be the chrome grab rail, headlight and meter trim rings, alongside the Z book.
As with the Z650 the Z650RS will be LAMS compliant, sharing the same suspension and brake specifications, while offering a slightly taller seat height of 800 mm, taller ‘bars and a more relaxed ergonomic.
All 2022 Kawasaki Z 50th Anniversary editions are expected in Q1, with pricing yet to be announced. For more information see the Kawasaki Australia website (link).
Pricing on the standard models for is as follows – 2022 Z900 $13,109 RRP + ORC, 2022 Z900RS $16,759 RRP + ORC, 2022 Z650 $10,579 RRP + ORC, 2022 Z650RS $11,579 RRP + ORC. You can visit the Kawasaki website for a location specific on-road cost based on postal code.
I spent a couple of weeks with the new KLR650 recently and despite a decidely modest specification sheet, that by design does keep the bike in the LAMS approved list, I came away quite impressed. For the full run down of changes see: Kawasaki KLR650 gains EFI/ABS, and a few more kilos… (link).
A host of compliance updates have taken place to legally allow the KLR650 to continue to be sold despite increasing emissions restrictions, however some unfortunate side-effects have seen weight increase and power decrease. But is that really the end of the world?
Here in Australia people have been derestricting the KLR for quite a while, and I get the feeling that’s going to continue. That ultra-restrictive Euro5 exhaust is no doubt to blame for much of the added weight and also probably some of that loss of power. Whoever is on the market first with a decent aftermarket exhaust system at a competitive price is sure going to sell a lot of them…
At its core, the KLR650 is all about value and a certain utilitarian factor. Rugged, no bells and whistles, reliable by all accounts, really a no-nonsense machine which at a smidge over $10k on the road is capable of the lot. The version tested here is the Adventure, which according to the Kawasaki website is available for $11,324 ride-away for a Sydney postcode, inclusive of extras which will cost far more than that difference if bought separately. Those extras include power outlets (DC/USB), crash bars, fog-lights and hard panniers with matched locks to the ignition.
The powerplant is a 652 cc liquid-cooled single with 51.5 Nm at 4500 rpm, while peak power is 38.5 hp at 6000 rpm. A 40 mm throttle-body injects the go juice while the five-speed gearbox is one area left without what would have seemed to be an obvious upgrade. To be fair, apart from the annoyance of quite often trying to find another gear, the KLR is plenty capable of highway speeds.
Forks are 41 mm units and the shock offers both rebound and preload damping. Travel is 228 mm at the front and 185 mm at the rear. Accessibility of adjustment isn’t a strong point at the rear.
A 21-inch front and 17-inch rear is an adventurous set-up, with a single 300 mm front rotor and two-piston caliper backed up by a smaller 240 mm rear rotor and single piston caliper. ABS is standard while Dunlop provide the K750s which has been the case for quite some time.
Weighing in at 222 kg in Adventure form at the kerb (210 kg standard), with 23L of fuel, the KLR650 is a hefty beast, especially if you’re wheeling it around on uneven terrain or up an incline. But when jumping on board, apart from kicking the panniers, the bike feels very manageable.
At 180 cm with a 32 inch inseam I can reach the ground with a foot securely, while the reach to the bars is easy and getting boots onto pegs reveals a fairly compact rider triangle for an adventure machine, especially between seat and ‘pegs. Lowering the seat height 20 mm for 2021 no doubt helped there.
There’s an expanse of bike in front of you including a screen, LCD display and on this version those power outlets. The KLR650 also starts up easily and idles a little more actively than I’m used to – but then I haven’t owned a big single (just a small one) – just click into gear and off you go.
‘Bars are wide, there’s good vision from the mirrors, with minimal vibes through the bars – as long as you keep your grip relaxed – and while the clutch isn’t light, it’s no bear trap either.
Under power the KLR650 is also a lighter feeling, well balanced machine, with the first test being Sydney traffic which it handled with ease. I wasn’t filtering to be honest – not with those panniers fitted – however the suspension is well supported in general use for my 70 kg or so, with no real major dive during heavy braking.
That’s no doubt partially due to the rear brake feeling more powerful than the front, but the two combined offer decent stopping power one-up and the ride is smooth and controlled, swallowing road inconsistencies easily without wallowing, and that would prove true everywhere.
There was a little hunting at times, as the revs moved around even without a hand on the throttle, but in later testing in mixed conditions the bike proved very stall resistant.
The big test came in the form of a 400 km trip to visit family out of Sydney with an equal distance return, offering plenty of highway miles, some crawling past an accident and all mainly done through torrential rain, much of which was in the dark. Those additional lights certainly came in handy.
All of which was handled with ease by the KLR650. Sure the seat got uncomfortable after an hour and painful at about two, and I wouldn’t have minded a front tyre with a bit more feel in the wet, however the KLR650 was happy cruising anywhere between 100 and 130 km/h. Fuel consumption did seem to bump up at the higher end of that spectrum, but that may have coincided with my low speed off-road shenanigans which aren’t well represented on the trip meter.
I would note too that the KLR650 felt a little flat in the low to mid-range at times, especially accelerating and picking up revs after cruising along in a higher gear, where keeping the bike more on the boil higher up in the revs was more rewarding if you wanted a bit of fun. Stirring the gearbox with intent seemed the way to go and letting the engine venture higher into the rev range. It’s not a bad compromise, as the bike pulls smoothly even from low revs and I’d hazard a guess this isn’t the machine people buy to race their mate’s 890 Adventure.
Suspension remained compliant, the bodywork and screen offered good wind protection and even that five-speed gearbox was hard to criticise. The KLR650 will easily gobble up the boring highway miles on the way to somewhere more interesting, and passing riders on more off-road orientated machines sitting at 90 or 100 km/h was common and did carry a little satisfaction. They’ll have the advantage on the dirt, so you take the wins where you can.
Handling is also typical of the taller adventure or touring style machines, with narrow wheels and tyres as well as wide ‘bars making for fairly nimble road manners all things considered, with lean angle easily added but generally not all that necessary except when properly fanging through the twisties.
Make no mistake, the KLR650 isn’t a lounge chair style tourer you could sit on without breaks, regular breaks are very much required to get some bloodflow back into your behind. However the bike is a capable steed for long distances, at the speed limit, or just over it at common relaxed cruising speeds. I’d just be inclined to look for a comfort seat if I was doing long days.
The trip also provided an opportunity to test the KLR650 out in some farm-like conditions, where it really excelled in mixed terrain, tractoring up steep, staggered slopes, easily traversing uneven grassy areas and just generally being very capable.
We’re not talking the Erzbergrodeo here, but we are talking conditions you definitely wouldn’t want to do on road machines. I tend to think that if I can do it on the KLR650, it’s also going to be a fairly forgiving machine for new riders or those branching out into adventure riding while on a budget.
While heavy, the KLR650 remains manageable in all these conditions, whether it was wrangling it through a narrow piece of rock scattered dirt across a creek, or running up and down fairly steep inclines with loose dirt. The stability afforded by that 21-inch front made the going much simpler than it would otherwise have been. Granted I didn’t throwing the bike over to see how easy it was to lift, which may be a big concern if you’re doing gnarly single-tracks solo, but as a more general do-anything bike it certainly delivered.
Again that suspension set-up for me at 70 kg handled the mixed conditions well and while I wouldn’t say no to more braking prowess on the road, for grass, dirt and similar, the light bite and more limited power, especially at the front was well suited off-road. With a pillion and fully loaded with gear it would require more management of stopping distances I’d say…
Back on the Sydney end of the ride I took the KLR650 up to St Albans to see how it handled the dirt road up towards Kulnura from there, which is an easy but decent stretch of fairly well surfaced dirt, sweeping through some nice bends.
After being passed by a huge group of KTMs along with a lonely CRF Rally, I toddled up and along the road and enjoyed a rare day of sunshine and perfect riding weather. Again the weight wasn’t anywhere near as noticeable as I expected, standing on the pegs made things easy – and also helped provide better air flow through my jacket.
Over the corrugated sections it was just a matter of opening the throttle and shaking my way through (I can’t really think of a bike I’ve taken through here that’s been otherwise), but the KLR650 really just tractors along and over essentially anything. Add the Adventure loadout and the bike is particularly well decked out from the factory to go exploring where ever a mind might take you.
Coming back to competitors, I think the KLR650 is very well placed to compete against machines like the Royal Enfield Himalayan, offering a bit more off-road cred, significantly more performance and highway capability; and in this Adventure model a more complete load-out, even if a heavier and taller machine overall.
Against Benelli’s TRK502X it’s again much more off-road orientated and lighter, but falls behind in the braking department, while the TRK502X’s more road orientated bent may be an advantage to many, depending what you’re after.
The Suzuki DR650 is another obvious competitor, but is more big dirt bike to the KRL650’s more comfortable adventure-themed style. The Suzuki is significantly lighter and similarly priced but doesn’t come as fully featured as the KLR.
The KLR650 certainly won’t be for everyone, but Kawasaki are sticking to the bike’s strengths for now, with competitive pricing and a great standard feature list in the Adventure, while keeping things relatively simple. With the Versys 650 also available for the sporty more road orientated riders, Kawasaki have obviously decided to keep the KLR650 in this more rugged, off-road form.
2021 Kawasaki KLR650 Specifications
2021 Kawasaki KLR650 Specifications
Engine
Four-Stroke, single cylinder, DOHC, 652 cc
Bore x Stroke
100.0 x 83.0 mm
Compression Ratio
9.8:1
Claimed Power
38.5 hp at 6000 rpm
Claimed Torque
51.5 Nm @ 4500 rpm
Induction
DFI w/ 40 mm Throttle Body, CDI
Gears
Five-speed, return shift with wet multi-disc manual clutch
Frame
Tubular, Semi-Double Cradle
Forks
41 mm telescopic fork / 228 mm
Shock
Uni-Trak gas charged shock with piggyback reservoir with adjustable rebound damping and spring preload / 185 mm
Tyres
90/90-21 (F), 130/80-17 (R)
Front Brakes
Single 300 mm disc with two-piston calipers, ABS
Rear Brake
Single 240 mm disc with single-piston caliper, ABS
The 2018-2019 FIM EWC champions Webike SRC Kawasaki France Trickstar are revving up to go after the 2022 title, thanks to now running the same Magneti Marelli electronics as some of the top teams.
Gilles Stafler has also rejigged the riders in the saddle of the 2022 factory ZX-10RR.
Randy de Puniet is making a comeback. The former MotoGP rider has already previously taken Kawasaki to the podium of the 2016 Bol d’Or and the 2017 24 Heures Motos. He was also on the second step of the 2021 Bol d’Or podium with Moto Ain.
Randy de Puniet
“I choose to join the SRC Team because I know the team very well since Gilles recruited me in 2016 and then made two seasons in 2017 and 2018 with excellent results but unfortunately without victory. The team is very competitive, the bike is performing well and should be even better this season. My teammates are fast with a lot of experience in endurance racing. The objective is of course to fight for the victory and the championship. In a way, I’m going back home to finish writing this story!”
Florian Marino has contributed over the past three seasons to the progress of the privateer team VRD Igol Experiences. Formerly a rider in the FIM Supersport championship, he will be riding with Webike SRC Kawasaki France Trickstar for the first time.
Florian Marino
“First of all, Kawasaki reminds me of great memories. I already have a history with this brand with which I participated in the World Supersport Championship in 2013, to finish 3rd the following season. I also think there is a link because of my role (test rider) with Alex Lowes in the KRT (Kawasaki Racing Team) in World Superbike, but also because my manager, Fabien Foret, has ridden for this team in the past, with whom he has maintained a close relationship. So, I would say that this choice was rather coherent and matches a period of my career where I feel ready to join a team of this level.”
Etienne Masson is the most seasoned endurance racer of the three. He has ridden for Suzuki since 2013 and has already won three FIM world championship titles in 2015, 2016 and 2019-2020 with Suzuki Endurance Racing Team.
Etienne Masson
“This is one of the most successful teams in the paddock, not so long ago we were fighting for the world crown and it was Gilles’ team that had the last word. With a good bike and such an experienced team, I think we can start with a lot of peace of mind.”
Gilles Stafler – Team Manager
“We will have to work fast and well. It’s a new bike with new electronics but I’ve been asking for this equipment for years, so it’s up to me to make sure it works. I’m really satisfied that Kawasaki are giving us a helping hand this year. It’s a very interesting new challenge with new riders. We should start riding after mid-January and I’m quite optimistic. The competition is making progress too and anything can happen in an endurance race, but we’ll do our best to get concrete results in 2022.”
Kawasaki’s Versys 650 has been a staple in the LAMS segment for quite a while, offering great value touring with power levels that position it at the top of the beginner segment.
For 2022 Kawasaki take that up a notch with a number of updates clearly aimed at answering some of the developments in the category brought to market by various competitors.
A new 4.3 inch TFT colour dash, which includes smartphone connectivity, adds a bit more tech with useful utility for those who like to stay connected. The TFT can be set to either a white or black background, brightness adjustment is automatic for the conditions.
With the Kawasaki Rideology app Versys 650 information can then be accessed over Bluetooth, with riding logs, GPS and running data all recorded, as long as the bike and phone are synced and the app is running in the background.
While the tail-light was already an LED unit, that’s now joined by a new LED headlight, with sportier front fairing to match, LED lighting extends to the indicators as standard fitment now too.
That new fairing offers additional wind protection, while a four-level adjustable screen gives riders further customisation, with an 80 mm range of adjustment in roughly 27 mm intervals, with no tools required and easily done from the seat of the bike via a release button. Naturally the recommendation is while stopped.
Also new is the KTRC system, or Kawasaki TRaction Control, for additional safety in slippery conditions. Two modes are offered, Mode 1 for less intrusion and Mode 2 for earlier intervention, while the system can be turned off entirely.
Available as an accessory is also a USB outlet with dual-covers for water resistance, which joins the DC outlet accessory option.
The Versys 650 otherwise remains unchanged, running the 649 cc 180° parallel-twin engine, with 38 mm throttle-bodies and sub-throttles. Claimed power is 41.3 kW or 56 horsepower at 8000 rpm, while torque is 56 Nm at 5500 rpm, both of which are the LAMS restricted figures for our market.
The diamond high-tensile streel frame is joined by 41 mm forks with rebound damping adjustment in the right leg and preload adjustment in the left leg. The off-set monoshock meanwhile offers remote spring preload adjustability. Suspension travel is also generous, with 150/145 mm front and rear.
Brakes are dual 300 mm petal rotors, with dual-piston calipers on the front, while a rear 250 mm rear rotor runs a single-piston caliper. Both are backed by ABS.
Wheels are also 17 inch allows shod with a 120/70 front and 160/60 rear.
Seat height is 845 mm, with the bike weighing in at 218 kg at the kerb, adding two kilograms to the old models claimed kerb weight.
One colour will be available in Australia, the Candy Lime Green with Metallic Flat Spark Black, with pricing and availability to be announced. Current pricing of the outgoing Versys 650 is $12,198 ride-away based on a Sydney postcode for comparison.
2022 Kawasaki Versys 650 Specifications
Type
Liquid-cooled, 4-stroke Parallel Twin
Valve system
DOHC, 8 valves
Bore x Stroke
83.0 x 60.0 mm
Displacement
649 cm3
Compression ratio
10.8:1
Fuel supply
Fuel injection: ø38 mm x 2 with dual throttle valves
Lubrication system
Forced lubrication, semi-dry sump
Starting system
Electric
Ignition system
Digital
Driving system
Chain
Transmission
6-speed, return
Clutch type (Primary)
Wet multi-disc, manual
Type
Diamond, high-tensile steel
Suspension: Front
ø41 mm inverted telescopic fork with adjustable rebound damping (right-side) and adjustable preload (left-side)
Suspension: Rear
Offset laydown single-shock with remote spring preload adjustability
Wheel travel: Front
150 mm
Wheel travel: Rear
145 mm
Caster (Rake angle)
25.0°
Trail
108 mm
Steering angle (left/right)
35° / 35°
Tyres
120/70ZR17M/C (58W), 160/60ZR17M/C (69W)
Brakes: Front Type
Dual semi-floating ø300 mm petal discs (Effective diameter: ø272 mm)
Caliper
Dual-piston
Rear Type
Single ø250 mm petal disc (Effective diameter: ø215 mm)
Kawasaki’s premium supercharged sports-tourer, the Ninja H2 SX, will receive a host of updates in 2022 with the big changes revolving around the addition of a number of active safety features, similar to what have become the norm in the four-wheeled world.
That primarily means the adoption of a radar system which can detect nearby vehicles and offers Adaptive Cruise Control (AAC) and Forward Collision Warning (FCW), but doesn’t stop there.
There’s also BSD or Blind Spot Detection, and KIPASS which is the Kawasaki Intelligent Proximity Activation Start System or sounds like keyless locking and unlocking. A one-key system for the panniers makes use of a flip key inside the KIPASS (surely they should have called it kick-arse) fob.
The FCW (not going to expand with my take on that acronym), system can be set to three settings, from Early, Medium and Late and warns the rider with a bright flashing LED on the instrument panel, as well as being able to be disabled, this doesn’t do the braking for the rider, the way some car systems do. BSD on the other hand is a warning light in the mirrors that activates, as with car systems.
To make room for the radar system on the front of the bike – located under the headlight – a smaller headlight unit is run, giving the front fairing a flatter and more compact look in regards to that headlight, with LED cornering lights still fitted. The mirrors have also been updated to improve aerodynamics.
The rear facing sensor is built into the fender, in case you were thinking of adding a fender eliminator, and it is a little bulky as a result. Rear indicators are updated LED units.
This is all part of the ARAS (oh god, stop me thinking up alternatives for these acronyms), or Advanced Rider Assist System and is introduced alongside Vehicle Hold Assist (VHA), Kawasaki SPIN which allows third party apps to be loaded and displayed via the TFT, greatly expanding the possibilities of that system, while also benefiting from an updated TFT. That means a a revamp to the dash presentation and includes auto switching modes for visibility.
Hand controls also offer access to all the mode selection and display options, for easy access, with basic functions including map, telephone, music, calendar and contacts in the SPIN system.
A new TPMS system is also run, while Emergency Stop Signals ensuring high visibility in the event of emergency braking or rapid deceleration, with the Kawasaki Quick Shift system updated and offering bi-directional shifting. The minimum rpm the system works at has also been lowered to 1600 rpm, allowing for more casual city use.
Vehicle Hold Assist will also help riders, by activating the rear brake, making for easier bike control at a stop, while both rider and pillion seats have been redesigned for better comfort. Heated grips are also now standard on all H2 SX models.
Tweaks to the supercharged powerplant have also been made, with a new resin silencer to the secondary air inlet for reduced mechanical noise, while revised cam timing aids performance. The exhaust pre-silencer is also gone, with larger collector pipe, catalyser volume and silencer instead. A two-colour ‘Supercharged’ emblem is also now run on the engine as a bit of bling.
A straight pipe style exhaust in turn aids torque between 4000 and 8000 rpm with the dyno provided suggesting a noticeable overall increase throughout most of the rev range. The silencer or muffler increases to 8.8 L in volume, meeting Euro5 but as a fairly hefty unit.
Other updates include to the gear teeth to minimise resonance during gear mesh, while the clutch cover has been stiffened with added ribs. Optimised fluid routing for the clutch should also improve clutch release according to Kawasaki, particularly shifting into neutral at a standstill.
The chassis is largely unchanged apart from the addition of a Brembo radial master-cylinder, for the dual front 320 mm rotors with four-piston calipers. The new front brake lever shape is also designed for the new APS or Accelerator Position Sensor. A Bosch 10.3ME ABS unit is also run, while standard fitment tyres at Bridgestone S22s.
The new IMU also adds yaw rate measurement, where this was previously calculated, with a new FI-ECU used to control torque demand capabilities necessitated by the Adaptive Cruise Control, which works in concert with the ABS.
The 2022 Kawasaki H2 SX continues to offer the Kawasaki Traction Control, Kawasaki Cornering Management Function, Kawasaki Launch Control Mode, KIBS, Kawasaki Engine Brake Control, Integrated Riding Modes and Power Modes.
Power is 147.1 kW or 154.1 kW with ram air, while torque maxes out at 137.3 Nm at 8500 rpm.
The high tensile steel frame is matched to 43 mm inverted forks with full adjustability, while a Uni-track shock includes piggyback reservoir and remote preload adjuster, with 120/139 mm travel front and rear respectively.
Total kerb mass with 19 L of fuel is 266 kg and seat height is 820 mm.
We’re being told Australian availability will be ‘Early 2022,’ with late Q1 or early Q2 of 2022 the current estimate, and we’ll only be getting the Ninja H2 SX in Australia, rather than the SE version with electronic suspension. Pricing is TBA, just had to get that one last acronym in there…
The exhaust pipe mounting nuts may not have been sufficiently tightened during production. The nuts may become loose and/or the nuts and collar of the exhaust pipe may fall off.
What are the hazards?
A loss of the collar of the exhaust pipe during operation increases the risk of an accident, causing injury or death to the rider and/or passenger or other road users.
What should consumers do?
Owners can return the affected vehicle/s to their original selling dealer if possible, or alternately, to an authorised Kawasaki motorcycle dealership so that the recall may be completed.
Kawasaki withdraw from ASBK Superbike with immediate effect
The last two seasons of racing in Australia have been frustrating for manufacturers and all racing teams. This has flowed into a change of market focus for Kawasaki in Australia. As a result Kawasaki Motors Australia are withdrawing from all direct racing support in the Australian Superbike Championship (ASBK) for 2022.
Kawasaki has enjoyed a long-term racing partnership with the BCperformance Racing Team and privateer Matt Walters.
Robert Walker – Kawasaki Motors Australia, National Sales and Marketing Manager
“Kawasaki Australia are grateful to have collaborated with great riders and teams through the years. Kelvin Reilly has proven to be a passionate and capable owner/manager who supplied valuable feedback on the Ninja ZX-10RR. Over the years, Kawasaki has been privileged to work with A-Grade riders; in Australia and internationally, Kawasaki has enjoyed long-term relationships with Bryan Staring and Matt Walters. We thank them for many years of solid riding.”
Unless a major replacement sponsor is found the BCperformance Kawasaki squad will not be competing at the 2021 ASBK finale scheduled to be staged at The Bend in South Australia early next month. That seems somewhat ironic as the last real major success experienced by Kawasaki in Australian Superbike was the last time the series visited The Bend, where Bryan Staring cleaned up with three wins from three starts.
Bryan Staring is currently equal fifth in the 2021 Australian Superbike Championship points standings while his BCperformance Kawasaki team-mate Josh Waters is tenth. This season the team struggled early on to get on top of the electronics set-up on the new ZX-10RR and have suffered grip issues on Dunlop rubber compared to the more dominant performance displayed by Pirelli and Michelin runners in the series.
Kelvin Reilly – Kawasaki BCperformance Racing Team, Owner/Manager
“I spent my UK racing career with Kawasaki, and it was a goal of mine to take the Kawasaki BCperformance Racing Team to a championship in the ASBK series. The achievement of that goal has eluded the team to this point. We are proud of everything the team has done to date. As a supported team, the presentation and performance have always been on-point. The small family-oriented team has strived to take it to the factory teams. There have been superb highs – like Bryan’s winning round in ASBK at The Bend in SA. Through the years, some of Australia’s best riders have stepped into the team, and we thank all of them. This year Bryan Staring and Josh Waters put in the hours and energy, but the racing season was again interrupted, and their potential on the 2021 Ninja ZX-10RR was left unrealised. We wish both riders all the best for 2022. BCperformance Racing Team is now focussing forward to great things in 2022. Thank you to Kawasaki Australia for the support through the years. This change of direction is severely disappointing, personally and for Australian Racing, but we look forward to the next era.”
Position Vacant – Kawasaki Motorcycle Parts Interpreter
Kawasaki Motors Australia imports and distributes a range of motorcycle, jet-ski and SxS products nationally and is a dominant player in the motorcycle industry.
Kawasaki are seeking a Dealer Support Officer/Parts Interpreter to join their team, based in Sydney, located in Rydalmere (NSW) and the position is office-based, Monday to Friday.
Reporting to the National Parts & Logistics Manager the main purpose of the role will be:
To provide Parts Help Desk functions for the Dealer network and internal customers
Support new model stock introductions and stocking requirements for special parts categories
The responsibilities of this role will include:
Parts interpretation to assist internal and dealer customers
Provide Parts Help Desk function
Determine new model initial parts orders
Investigation of order and stock discrepancies
Undertake special projects
Develop and document standard operating procedures (SOP’s)
Administrative duties
Cross train to provide backup to other departments
Provide support to National Parts & Logistics Manager
The skills, experience, and attributes required for this role include:
Solid parts interpreter experience from either a Motorcycle or car background (dealership or OEM)
Experience using a stock management/parts ordering system
Working knowledge of MS Office software (Excel, Word, Outlook)
Ability to communicate clearly in verbal and written form
Good administrative skills
Ability to work co-operatively as part of a small team
Flexible approach
Customer service focus
This role offers the successful candidate an attractive salary, plus superannuation, plus discount on company products. In addition there will be opportunities to attend events and the possibility to borrow company motorcycles at the weekend.
Kawasaki recently went back to the future with a corporate move back to a traditional Kawasaki River Mark logo for the new business structure now termed Kawasaki Motors Ltd.
To celebrate the launch of Kawasaki Motors Ltd and the worldwide use of the River Mark logo, Jonathan Rea, Alex Lowes and the whole Kawasaki Racing Team created replicas of two iconic models that represents this unique Kawasaki Heritage.
The green bike in particular is good enough to put a horn on a jellyfish…
Rea and Lowes are racing with this livery this weekend in Argentina for the penultimate round of the World Superbike Championship.
In a corporate document Kawasaki HQ have stated that, as part of their plan to transitions towards being a carbon neutral business, they intend that their entire range of motorcycles, in developed markets, to be at least partly electric by 2035.
Kawasaki have stated that their range in developed markets will solely be made up of BEV (Battery powered Electric Vehicles) and HEV (Hybrid Electric Vehicles) by 2035.
That suggests there will be still be models in the line-up that continue to be powered by internal combustion engines, but in conjunction with a battery pack charged by that engine when required and the vehicle driven by an electric motor, as the hybrid name suggests.
The document revealed that Kawasaki plan to have at least ten BEV/HEV motorcycle models in the market by 2025. They also intend to have five electric off-road four-wheel vehicles in the market by 2025.
The hybrids may not be solely powered by petrol as we know it as Kawasaki also made mention in the document of their plans to use hydrogen as a fuel. The image accompanying that point illustrated a supercharged H2 engine, which also suggests that supercharging might be staying, despite a move to hydrogen fuel.
The corporate document also restated Kawasaki’s commitment to their investment in Bimota, and that they would also accelerate the growth of their four-wheel business via further collaboration with Kymco in Taiwan.
Kawasaki also stated that they would invest 30 billion Yen (360 million AUD) over the next five years in new production facilities in the USA and Mexico. Kawasaki state figures that predict an explosion in demand for off-road four wheelers in some markets, particularly North America, where they expect the market will almost triple in size over the next decade.
The PWC (jet-ski) market is also one where Kawasaki see great promise for growth. And growth is something that Kawasaki looks confident of achieving. This growth forecast chart for the entire Kawasaki Motors group predicts revenue to more than double by 2030.
Kawasaki’s targets for electrification are much more ambitious than other Japanese motorcycle brands. Both Honda and Yamaha have stated that 2050 is their target for the move to all, or almost all, EV. As far as we can ascertain Suzuki have not publicised any targets in this space.