Kawasaki Kaze 110 s (2013-current): That styling!Engine: The air-cooled, single cylinder 112 c.c. engine delivers 8.5 bhp/8000 rpm and 0.85 kgm/ 6500 rpm (6.15 ftlbs/6500 rpm) torque, claimed figures.
The engine is fuelled by a carburettor, hence there is a choke at the handlebar. Frequently the throttle has to be opened to start the engine. The engine performance is average for the 110 c.c. cubs˘ standards, that is satisfying in everyday use.
Under full throttle acceleration, the cub accelerates fairly fast up to 40 km/h (25 mph), moderately up to 60 km/h (37 mph), slowly to 80 km/h (50 mph) and very slowly to the top speed of 92 km/h (57 mph). The top speed varies greatly depending on road incline fluctuations, e.g. on minor uphill roads the top speed drops to 87 km/h (54 mph) while on the opposite direction on minor downhill roads the top speed is increased to 107 km/h (66 mph). The figures given above are speedometer indications, hence they are not really accurate. An indicative average fuel consumption figure is 2.5 l/100 km. (113 mpg Imperial).
Riding position: The height of the saddle is low, it will be convenient even to short riders. Combined with the small dimensions and the light weight, 104 kg (229 lbs) nominal, the Kaze becomes a user friendly two-wheeler to female riders or generally speaking not very strong riders.
The rider is placed mostly over the cub, the handlebar is relatively low, while the riding position is comparatively inclined to the front.
The pillion is seated almost as high as the rider, the seat for the pillion is long, the knees form a relatively sharp angle, while the hand-grab provides a narrow grip. Conclusively, this pillion position is not bad at all.
On the road: The suspensions are relatively soft, there is no adjustment. The OE tires are the IRC NR 73 with dimensions 70/90-17 at the front and 80/90-17 at the rear. They are considered a good choice for this cub. On slippery roads a softer tire would improve handling.
In town the cub˘s agility, the small dimensions, the light weight and the height of the saddle make it a very user-friendly two-wheeler. However due to these characteristics and the average performance, the Kaze feels better adapted on downtown rides.
Specifically the steering lock is excellent. Filtering is very good, mainly due to the narrow width of the bike. Actually the height of the low handlebar or the mirrors is the same with car mirrors, while the height of the bike˘s mirrors is lower than SUV mirrors.
Comfort over road imperfections is good, the Kaze provides a structured sensation over bumps. However in case of large potholes the low tag price is revealed, mainly in terms of the suspensions. Conclusively, the Kaze is a superb town cub, especially on downtown rides.
On B-roads the Kaze combines great agility with as much stability is required at an ordinary pace of riding.
At the fast pace the superb agility overshadows the stability provided. This results to an old school riding sensation, reminding of the cubs some 15 years ago.
Its like riding a larg point particle as this term is used in Physics! Thus the stability and confidence to the rider provided by the latest and most expensive cubs of the market is not a Kaze˘s characteristic on decent cornering.
Feedback to the rider is good though, which should be due to the combination of suspensions and tires.
Naturally the limits will be set initially by the engine, since the performance is poor for such a pace. Thus depending on the route, the throttle will rarely be closed. Riding confidence will be the second limiting factor, especially on slippery roads, despite the satisfying feedback to the rider.
In countries where it legal, Kaze˘s low top speed restricts the cub away from the highway even for the shortest rides. On fast urban avenues, the cub is satisfying.
On dirt roads the Kaze feels integrated and robust. Motocross on a cub anyone?
A disc brake at the front together with a two piston calliper and a drum brake at the rear are featured.
The front brake provides relatively good initial bite, average feedback and good stopping power. The drum brake is very progressive, feedback to the rider is moderate, while the power provided is relatively good.
Comments: The storage space provided under the saddle is adequate for a thin rain suit, carefully folded. The small spoiler at the front of the legshield serves as a base for a front number plate in specific countries. The cover of the saddle is different for the pillion. A switch deactivating the lights is provided. A kick start, a safety lock, and an indication of the selected speed are standard features.
A new paragraph is required for the stands. If the cub is lifted on the centre stand on slippery surfaces, the main stand could be sliding at the front as rider tries to take the cub down on the road again.
Rider should be cautious with the kick stand. During the shooting, with the cub parked on the side stand on an almost horizontal road (marginally downhill road) and the engine operating, the kick stand folded in and the cub fell to its side. The only damage was the paint at the edge of the bar-end weight.
However it would be better if a proper kick stand like the one provided at the expensive cubs of the category, would be featured, even as an optional. Some manufacturers follow this principle, the majority though provide the cheaper kick stand (without a switch with a very powerful spring) as standard, which is not functional whatsoever.
There are two variants, the Kaze R in green color and the Kaze S with alloy wheels in green, black or red colour. The styling is great, featuring many edges and angles. The red outline in diamond shape which is lit on the instrument becomes too much at night. It matches Kaze˘s aggressive styling, younger rider could like it somehow.
Despite the superb styling, the riding of the Kaze gets an internal rival. The slightly bigger yet cheaper, Kawasaki Joy 125.
Price Kaze R: ¤ 1880
Price Kaze S: ¤ 1980
+ Downtown use
- Stands, all of them!
- Engine performance.