I can still hear it. Taunting me. (Updated)

2005 Kawasaki ZZR1200
2005 Kawasaki ZZR1200

I popped into a dealership today, for reasons entirely unrelated to motorcycle buying, and I saw this 2005 Kawasaki ZZR1200, just sitting there.

It is practically spotless. It has 378 miles on the odometer. They’re asking for $6k.

I can’t get her out of my mind.

Quite apart from anything else, I’ll never see another deal like this for years, if ever. How often do you run across one of the most powerful streetbikes ever made, that’s 6 years old, in perfect condition, with less than four hundred miles on the clock.

It’s like the guy has been saving it just for me. I mean, seriously, who buys a bike like this, keeps it for six years, and only rides it for 378 miles? I can’t even comprehend that mental process.

Now, I don’t need a second bike. And it’s got all the things I’ve been staying away from, i.e., chain drive, no ABS, no accessory slots for electric stuff. But there were so few of them ever sent to the US, and they’re so distinctive, it’s just calling to me.  Cripes, you can’t even put bags on the thing, except for an aftermarket set of soft bags maybe.

But it’s such a sweet deal. I’ve got the money to buy it outright.

On the other hand, there’s a tiny, almost unnoticeable little dent on the gas tank. Maybe if I just keep concentrating that, and magnifying it in my mind, this insane desire will go away…


The insane desire did not, in fact, go away. I went in at 10:00am this morning and offered $5,000 out the door.

They told me to go F myself.

It turns out that they paid $4900 for it (Kelly Blue Book wholesale is only $3500), plus another $500 for reconditioning.  So their lowest price is $6k + Tax, title, and license.  That would bring the total price to about 6,600.

As much as I am dying to have this ZZR, I can’t pull the extra $1500 cash right now. So some undeserving bastard is gonna ride away with it.

Perspective changes

It’s funny how your perspectives change over time. I’ve noticed those changes taking place in the motorcycles I regard as desirable. That’s not an inconsequential thing for me, since I ride a motorcycle as my primary means of transportation.  Whatever I get is not something that I’m going to take out on an occasional Saturday, then put in the garage for the rest of the week.  I have to live with it constantly.

Sometimes my perspective changes fast. For instance, 4 months after I got a Harley-Davidson, I just wanted to get something different.  The cruiser side just didn’t appeal to me like I thought it would. I wanted something more than I could get from a Harley, or, for that matter a V-Star or VTX.  I toyed with the idea of a Triumph Rocket III for a bit, but ultimately I moved towards a sport-touring bike, and got a fantastic deal on my ’07 FJR1300AE.

For a long while, the FJR seemed like the best bike for me, and I still have no complaints about it at all–except that it’s in the shop right now.  If I were to have a complaint, it would be the electronic clutch. It’s certainly convenient, so it has its pluses, but there are drawbacks to it as well, especially in terms of low-speed handling. Other than that, the sport-tourers seemed to offer the best combination of performance, comfort, and luggage space. I also liked the maintenance-free shaft drive a lot.

2011 BMW K1600GT
2011 BMW K1600GT

Three years into owning it, however, my mind has started to turn towards what my next bike would be.

One of the big candidates has been the BMW R1200RT, a fantastic bike in many respects, except for the lack of top-end speed.  Everything else about it is really top-notch, and it has fantastic handling compared to the FJR.

I tried the K1200GT, and I felt it was kind of “Meh” in the excitement department, and it had a surprisingly uncomfortable seat. So I kind of crossed any of the K-bikes off my shortlist…until the K1600GT was announced last year.

That bike has really interested me.  Enormous torque, and that 6-banger engine will no doubt have a top end that I’ll never reach. Like the R-bike, it will have all the creature comforts you can imagine, too.  I fully intend to test it out as soon as the GTs make over to this side of the pond.

Still, in looking over the specs, I see that it weighs even more than my FJR, tipping the scales at 703lbs soaking wet. And, of course, as always with BMW, there the little issue of price…actually, not little at all.

So, I wonder…

Ducati Multistrada 1200 S
2010 Ducati Multistrada 1200 S

What happened, you see, is that I took a test ride on that bike you see to the left: the Ducati Multistrada 1200S. What a fantastic motorcycle that is!

It wasn’t just the sweet engine, or the stable yet responsive handling.  It was sophisticated technologically, seemed to do everything well, and had an unbelievable hooligan factor along with the great comfort.  It also weighs 487 lbs. wet, and seemed light as a feather compared to my FJR.

Sadly, like the BMW, price is problematic on the Ducati, too.  And, the chain drive didn’t excite me.  What is this, the 1970s?  Chain drive? Pshaw, I say!  Pshaw!

Oh, and the MTS is, not to put too fine a point on it…ugly.

But the thing is, the much lighter weight of the MTS, started me thinking.  The bike was so much easier to handle, and performed so much better than my FJR.

Leave aside all the impressive electronics on the BMW, the MTS, or even the Kawasaki Concours14, I find I don’t miss their absence on the FJR. What I use on the FJR is the heated handgrips, and the electrical socket that I use to power my little XM unit and Magellan GPS. The thing I really liked about the Ducati was the performance and the light weight–which are, of course, not entirely unrelated.

When I got the FJR, the plan was that my chick would have a nice pillion seat to take rides with me.  But she is…uncomfortable on the back of a motorcycle. Street riding as a passenger just terrifies her, especially with the madness that goes on on California streets on a minute-by-minute basis. She used to be a rider, and has been looking at scoots herself occasionally, but passenger riding is right out.

I also had these visions of actually doing some real touring, which also never came to fruition.  When we go somewhere, it turns out that we take along an 18′ Nomad travel trailer, so there’s no long-distance motorcycling involved on our trips.

So, I’ve been thinking, what is it that I want to live with with as a commuter and pleasure bike? The more I think about it, the more I think that what I don’t want is a 700lb behemoth with a 61-inch+ wheelbase, even if it has every electronic bell and whistle you can imagine. What I really want is a bike with sporty performance, decent luggage capacity for short trips and errands, a decent amount of wind protection, and comfy ergonomics.

That’s not to say I’d thumb my nose at a really good deal on a Connie or K-bike, but they aren’t at the top of my shortlist any more.

But, looking at the sporting side of things is depressing.  The bikes with decent ergos for my 46 year-old body–your Bandits and V-Stroms–seem slow and boring, or are unfaired and, hence, windy.  The exciting bikes stretch you over the tank, with your knees tucked into your armpits. Neither appeals.

2011 Kawasaki Ninja 1000
2011 Kawasaki Ninja 1000

But now there may be an alternative that’s starting to attract me. Kawasaki has the new Ninja 1000 available now, and everyone that’s ridden it says it’s a great bike, with many of the features I’m looking for.

It’s got a 58″ wheelbase, weighs 503 lbs at the curb, has heated grips and OEM hard bags (made by Givi, actually), and puts a stompin’ 74 ft-lbs of torque and 123HP on the rear wheel. And it produces them at far lower RPMs than the ZX-10 or R1. My FJR, by comparison, weighs 687 lbs wet, has a 61″ wheelbase, and puts out 127HP and 89 ft-lbs of torque. The tale of the tape in comparing the 2 shows up in 1/4-mile times, with the Ninja coming in at 10.55 secs @ 130.71MPH, and the FJR1300AE at 11.86 secs @ 118.8MPH. Apparently 184 lbs of extra weight slows the FJR down a bit.

I’ve gone into the dealership and looked at the new Ninja, and sat on it.  The ergos are right.  Not sure how comfy the seat would be–reviewers say it’s average, but better than a pure sportbike’s–but there’s aftermarket solutions available from all the usual suspects.

But what about that chain drive? Well, the thing is, that shaft adds about 100 lbs to the weight of the bike. So that’s really a difficult decision for me.  I guess I could get a chain oiler installed…no, let me rephrase that: I would definitely have a chain oiler installed. I’d just have to spend the regular $300 to replace the chain and sprocket set.

There are other issues, too.  I’d have to have the wiring installed for my Magellan and XM unit, and spring for new Ram mounts, too, since they’d have to be mounted differently. I don’t know if that’s even possible.  Oh, and that strangely shaped windshield–manually, not electrically adjustable, sadly–would have to be replaced by a Cal-Sci shield first thing, too.  Also, it doesn’t have a gear indicator on the dash. I kind of like that. Finally, those mufflers would be gone before I took it home from the shop, too.  I like the look of the CS One Urban Brawler Dual Slip-ons from Vance & Hines.

Another big sticking point is that the American version of the Ninja 1000, unlike the European-spec model, doesn’t come with ABS brakes.  I like ABS systems a lot, and not having one on the Ninja is disappointing.

But, even with all those negatives, with a base price of under $11k, some farkling would overcome most of them, and the bike would still be more affordable that a Connie or even a Triumph Sprint GT.

So, the Ninja 1000 is worming its way onto my shortlist of possible FJR replacements. No doubt a test ride would help me make a more informed decision, but that’s not gonna happen.

Unless someone at Kawasaki USA is interested in offering me a test opportunity, in return for a test report.

Hello? Anyone? Hello? Is this thing on?