ROUTING: Service Parts Sales Please Return to Service Library

Vol. 21, Issue 1 • 2008
ROUTING: Service ❑ Parts ❑ Sales ❑
280734_Kawasaki_041708_r5.indd 1
The KAWASAKI Technical Resource
Please Return to Service Library
4/17/08 5:54:12 PM
Fe a t u r e
By Nate Rauba
Instructional Designer/Instructor
I
n the past several years stunt riding
on streetbikes has steadily gained
popularity and participants, and
has started to move off the streets
into specialized shows. This is due
in part to the increasingly popular
television program Super Bikes and
its host, professional stunt rider Jason
Britton, which airs Tuesday nights on
the Speed Channel, and Stunt Junkies
that aired last year on the Discovery
Channel.
Kawasaki first recognized the
following these professional stunters were generating when in late
2007 it signed Kane Friesen to ride
Ninja® ZX™-6R motorcycles in his
stunt shows. And more recently when
Kawasaki discovered that the most
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280734_Kawasaki_041708_r5.indd 2
Photos by Kinny Jones
recognized stunter in the nation didn’t
have a “factory” ride the company
jumped at the chance to put Britton on
ZX-6Rs exclusively.
“We got involved with Kane Friesen because we felt we were missing a connection with an important
segment of the sportbike industry,”
said Bruce Stjernstrom, Director,
Marketing. “We had the racing side
covered with our factory racing teams.
However, not everyone is into racing.
Kane has an incredible vibrancy about
him and is very good with people. We
liked the way he could interact with
all age groups and attract new customers with his stunting skills. We saw a
lot of what Rickey Gadson brings to us
from the drag racing side. It’s a very
specialized sport with a distinctive
following. These are core Kawasaki
customers.
“Jason Britton is a great fit in much
the same way,” continues Stjernstrom.
“He has a very strong following and
is great with people. He is a dedicated
motorcycle enthusiast that generates
a lot of excitement wherever he goes.
It is a great way for us to send our
Kawasaki brand message. We are real
and these are real people that love
what they do.”
Britton visited Kawasaki’s U.S.
headquarters just before he went
to Daytona’s Bike Week to perform
several shows and sign autographs in
the Kawasaki display area. When we
Cont’d pg. 11
Issue 1 2008
4/17/08 5:54:27 PM
Te c h
Ti p s
INSIDE
Features
W
heelies are the original stunt, no doubt dating back to the days when motorcycles
first gained enough power to loft their front wheels in the air. When front brake
systems eventually provided enough stopping power to lift the rear end, the Stoppie was
born. Here are some of the more recent tricks Britton and others have perfected.
Britton’s Stuntbike ................................... 2
Stunts Defined ......................................... 3
The Man Behind the Stunts ...................10
Training
Christ Air
Selling Service .....................................6
standing on tank, with arms spread
Tech Tips
Deactivation
Spinning RivNuts ..................................... 4
stand on tank then jump off the back into a rear skitch
Mule Wiring ............................................. 4
Elevator
KSF450 Adjustment Chain ...................... 4
stand on footpegs, jump to tank
Teryx Tips ...........................................5
Teryx Damper Location ........................... 5
Headstand
the rider stands on his head while moving
Other K-Technologies .............................. 8
KSF 450 TPS Replacement....................8
Skitching
while in motion, the rider stands either behind or beside the motorcycle
while the soles of his boots scrape along the ground (metal inserts can
be used to add a spark effect)
Vol. 21, Issue 1 • 2008
Switchback
riding while sitting backwards
Publisher
Kawasaki Tech Services
Publications Manager
Eric Hjalmarson
WHEELIE VARIATIONS
Seat Stander
Executive Editor
Don Church
done while standing on the seat
Editor-in-Chief
Nate Rauba
High Chair
performed while sitting on the tank with legs and feet over the
handlebars
Technical Editor/Graphic Art
Gregg Thompson
Design/Production Manager
Desirée Holland
Contributors
Randy Davis, Alex Dell,
Mike Nixon
2008 Kawasaki Motors Corp., U.S.A.
All rights reserved.
Stunts shown are performed by
a professional rider in a closedcourse controlled environment.
Non-professional riders should
not attempt to replicate these
advanced stunts. Never perform
stunts on the street.
Issue 1 2008
280734_Kawasaki_041708_r5.indd 3
All suggestions become the property of KMC. Sending a
service suggestion gives Kawasaki permission to publish
and/or use it without further consideration.
Specifications subject to change without notice.
3
4/17/08 5:54:35 PM
Te c h
Ti p s
Spinning RivNuts
ivNut threaded inserts are used on
several Kawasaki products, most
recently on the KSF450 sub frame
and at several locations on the KRF750.
While these inserts normally provide a
convenient receptacle for threaded bolts,
occasionally they become loose in their
fittings so that a bolt or screw merely
spins the RivNut instead of backing out.
There are a couple of methods for
removing bolts from a spinning RIvNut.
One is to wedge the tip of a screwdriver
between the RivNut and frame. The
prying action may be enough for the
RivNut to grab and stop spinning. If this
doesn’t work and the RivNut flange can
be accessed, use a cold chisel to make
a slight divot in the flange that can grab
the frame and keep it from spinning.
Once the bolt or screw has been
removed, the RivNut should be fully
expanded inside the frame using either
a Marson 345-RN rivet inserter or
similar tool available from a specialty
tool provider such as McMaster-Carr. If
the RivNut still fails to grab the frame,
you may need to remove the RivNut by
drilling it out and replacing it with a new
one of the proper size to fit the hole.
◆—Randy Davis and Nate Rauba
R
Mule Reverse Wiring
ince some markets require reverse lights and/or warnings, the Mule™ 3000 and
3010 models are pre-wired for these components. The wire leads also make it easy
to install the Kawasaki Back-up Beeper (P/N KAF 25-005 or KAF 25D-001 for diesel
models) or other accessories near the rear of the vehicle.
Since there is enough wire so that the bullet connector ends of these leads can reach
and they are in the same vicinity, it is often assumed that they should have been connected
at the factory. However, doing this will melt the main wiring harness, resulting in a costly
repair. So make sure only accessories are attached to the leads and they are not connected
together.◆—Randy Davis
S
The ends of these leads should never be connected together. Only connect appropriate accessories
to these wires or the harness will melt. (P/N KAF25-005 or KAF25D-001 for diesel models).
KSF450
Drive Chain
Adjusting Procedure
here have been some reports of the
eccentric adjuster slipping on the
KSF450 (KFX®450) causing the final
drive chain to unexpectedly become slack.
The maintenance procedure in the owner’s and service manuals simply provides
a tightening torque (32N.m, 24ft.lb) for the
four clamp bolts at the rear of the swingarm after chain adjustment. If followed as
directed, and each bolt is tightened to this
torque just one time, the load spread across
the rear clamping flange will be uneven and
can reduce the clamping efficiency of the
adjuster. Tightening the bolts to that torque
spec according to the sequence shown in
the picture should substantially reduce the
possibility of the adjuster slipping.◆
T
Tighten bolts according to the sequence to the right. Torque= 32Nm (24ft.lb)
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280734_Kawasaki_041708_r5.indd 4
Issue 1 2008
4/17/08 5:54:37 PM
Te c h
Teryx
Tips
™
Since its release earlier this year the
Teryx 750 4X4 has taken the Recreational Utility Vehicle segment by
storm. Its big V-twin engine mounted
near the middle of the wide-body
chassis and sport-tuned suspension
help provide the ultimate in RUV
performance.
Now that the Teryx 750 4X4 has
been around the Kawasaki shops for a
while our technicians have uncovered
a few things you will likely find useful
when servicing and even selling this
model.
Skid Plates Should Be Vented
With its mid-engine design, the
engine compartment of the Teryx 750
4X4 tends get quite warm. To help cool
the engine compartment all standard
OEM and Genuine Kawasaki Accessory skid plates have extensive ventilation holes and louvers.
There will no doubt be many aftermarket skid plates available for this
model, and it’s likely many won’t be
designed to provide adequate ventilation and present a strong possibility
for heat-related problems or failures.
So if your customers want to
replace any of the four skid plates
protecting
the undercarriage, or even if
you’re outfitting a new unit
with upgrades
to enhance the
Teryx’s appeal
and profitability, be sure
to use Genuine Kawasaki
Accessories
or products
with similar, adequate
vent systems.
Failure to do so
could overheat and damage the engine
and jeopardize any warranty claims
for failures with heat as a symptom or
cause.
LE Top Cracking
Teryx LE models come with a
plastic top to help keep the sun off the
driver and passenger. While the front
of this sun top is graciously curved
downward to provide pleasing aesthetics, it also creates enough downforce when transported in an open
carrier at highway speeds to crack the
top at its curve. Any time the Teryx LE
will be transported in an open truck
bed, the top should be removed. If
hauling it on an uncovered trailer, the
Teryx should be loaded backwards.
Ti p s
Vehicle Speed Sensor
In order to minimize unnecessary CVT drive belt wear the Teryx is
equipped with a system that reduces
engine speed if the engine operates at
high rpm for more than two seconds
while the rear wheels remain motionless. The vehicle speed sensor exits
the lower right rear of the engine near
the rear drive shaft in a rigid plastic
case that is semi-vulnerable to being
cracked due to improper handling,
careless cleaning or even possibly mud
or debris packing between the skid
plate and engine. If you encounter a
poor running condition that proves
difficult to troubleshoot, a quick check
of the speed sensor may save considerable time.◆—Randy Davis and Nate Rauba
LE Damper Locations
hen assembling the Teryx LE model, you’ll find an assortment of stick-on dampers in
the parts box. Determining the correct locations for the dampers can be confusing
since the A&P isn’t always real clear about where to place them.
Just remember that the rubber dampers are used on the windshield assembly and foam
dampers are used to prevent the top cover from rattling against the cab frame. Page 17 of
the A&P Manual provides a decent depiction of where the rubber dampers go (also see photo
below), but there is not a clear depiction of where to place the foam dampers on the top.
Future versions of the A&P will include a better explanation, including the illustration on the
right. ◆
W
Assemble the windshield mounts using the solid rubber dampers between the
clamps and the cab frame. The damper with the hole cushions the windshield.
Issue 1 2008
280734_Kawasaki_041708_r5.indd 5
The foam dampers (B) should be placed on the roof (A) ribs
4.9mm (C) from the forward mounting holes as shown above.
5
4/17/08 5:54:43 PM
Tr a i n i n g
by Mike Nixon
Instructor/Instructional Designer
A service manager or technician
may not view themselves as salespeople. After all, most customers come
to the service department because
they need something fixed. But there
is often more than just a repair job
the customer could use. With that in
mind, here are some pointers to keep
in mind about selling needed service.
Take the Holistic Approach
For starters, the service your customer asks for is seldom all the service
he or she needs. If your customer
comes to you to have the carburetors
synchronized, he or she would definitely want to know about the frayed
clutch cable. Or the loose spokes. Or
even a scheduled service due in 700
miles. At the very least, the savvy
Service Manager will wonder why the
customer wants a carb synch in the
first place.
However, in the process of finding out, avoid putting the customer
on the defensive. Ask non-threatening questions, ones that avoid calling
the customer’s judgment into doubt.
Don’t ask, “Why?,” but “What?” What
is the goal of this adjustment? What
is the performance issue he expects a
carburetor adjustment to solve? Was
there some other recent work done, by
either the customer or another shop,
or did another mechanic recommend
this carb synch?
If you don’t take this approach, you
risk making the customer unhappy,
and probably doubly so. For one, he
may be completely unaware of his
vehicle’s real maintenance needs. But
what’s even worse, if you just perform
his requested service without finding
out what the customer’s expectations
are, you go on record as agreeing with
the customer that that is what the
vehicle needs. How is he going to feel
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280734_Kawasaki_041708_r5.indd 6
when the expected result doesn’t happen? Mad at himself, or at you? He’ll
be mad at you, and you better believe
it!
But even after that issue is solved,
there is more to your role. If you’re
really on your game, you will try to
get your customer thinking about following the owner’s manual’s periodic
maintenance table, a better maintenance tactic in the long run than the
hit-and-miss approach some riders
seem to gravitate to. All this takes effort, to be sure, but who is going to do
it if you don’t?
The Walk-Around
One technique for giving your
customer his vehicle’s maintenance
picture is to do a vehicle “walkaround” during the write-up. But do it
quietly, while you’re writing the repair
order, making it look like a natural
part of the write-up, which it is. Keep
talking to the customer, and use his or
her name occasionally to show you’re
concerned about him or her, not just
his or her money.
You know what to look for: Worn
brake pads; a dry, limp, and probably kinked drive chain; fluid leaks;
tire wear and deterioration; fork seal
leakage; and frayed, roughly-working
control cables. And don’t forget those
visibly-incorrect adjustments that indicate either general maintenance needs
or even repairs.
The Collaborative Approach
Again, be low key. It’s you and the
customer working together to keep the
machine in top condition. That’s what
it should feel like to your customer.
Ask non-threatening questions while inspecting
the customer’s machine to help determine what
service he needs.
If you don’t come across that way,
you’re not doing it right. The hard sale
tactic is not what you want. Simply be
observant enough to catch the many
maintenance needs and service sales
opportunities that are already there.
The customer will appreciate the experience of your trained eyes.
Sell Benefits, not Services
Doing this in a way that is human
is difficult for someone as technically
minded as a Service Manager. So look
at it like being a doctor. Give your customer an accurate picture of the condition of the vehicle, accompanied by
estimated pricing terms and timelines.
But don’t just recite every mis-adjustment and obvious service need you
can see. Give your customer every opportunity to see the issues not as services, but as benefits. “Replacing this
chain now will save you the expense
of having to replace the sprockets in
5,000 more miles,” is a good example
of a benefit, in this case, money saved.
In other words, value. If you couch
everything in terms of convenience,
value, and safety you will bring each
needed service right to the bottom line
of your customer’s reason for owning
the vehicle in the first place.
Overcoming Service Sales Objections
Often customers do not want to
have some of your suggested work
done, and that is their right. Don’t
intimidate your customer. Show the
customer that you respect their decision, while at the same time gently
emphasizing your reason for bringing
service needs to their attention. But
don’t stop there. Be willing to dialogue
with your customer about his decision to put off needed repairs. That is,
respect the decision, but be prepared
to answer objections when he voices
them. Let’s look at just three common
service sales objections and how to
deal with them.
“I understand the need, I just don’t have the time.”
This is where an appointment
system comes in handy. Find a time
in the near future satisfactory for both
the customer and you, and get it down
on the schedule. Give the customer an
appointment card, and treat the whole
thing like it’s virtually done. Discuss
with him what kind of oil he prefers
Issue 1 2008
4/17/08 5:54:48 PM
Tr a i n i n g
Be prepared to counter customer objections to some service.
for his clutch job, how much more
enjoyable the machine will be when
it is in top performing condition, how
much his wife will enjoy the new passenger backrest, the whole works. Play
it up, and let the customer envision
the outcome.
“I’m not sure I need to do that. I can still ride it, so it
must be okay.”
Appeal to the economics of the
situation, that is, emphasize value.
Unheeded maintenance needs now
can turn into larger repair issues later.
Moreover, a vehicle in better condition
is worth more during trade-in. Pride
of ownership comes in at this point as
well, so you might mention his riding
buddies and their machines.
“I can get this done cheaper somewhere else.”
This is a valid objection, and treat
it as such. To begin with, don’t try to
compete with shops that claim to do
similar work for less. That is, don’t be
quick to slash your labor. There is no
free lunch, so if another shop’s price
is considerably lower on a specific job,
something has to be different. NonOEM parts, less skilled techs, questionable service guarantees, whatever
it is, explore these with your customer,
always appealing to the three constants – convenience, value, and safety.
You might mention your shop’s
special tools and techniques, your
techs’ factory training, and your
Issue 1 2008
280734_Kawasaki_041708_r5.indd 7
satisfied clientele. These speak to the
value aspect, and with hardly trying at all, you can also bring in the
safety advantage expert repairs imply.
Remind your customer that his bike is
already at your shop, so why should
he take it somewhere else, which of
course emphasizes the convenience
factor. Finally, if the customer refuses
to budge, go the extra mile. Offer to
check the other shop’s work, make
final adjustments, and generally make
the customer’s repair experience the
best it can be.
Say something like, “I understand
you want to get the best service value
possible. If I can’t convince you we
will do a better job, how about letting
us take a look at the bike when it’s
done? It will cost [either nothing or a
very small amount] and then you can
be sure everything is okay. How’s does
that sound to you?”
Here’s what that will accomplish.
You will show once again that it is the
customer you really care about, not
just his work. You will probably find
ways that you can show the customer
the work was not done thoroughly
by the other shop, as well as service
needs which weren’t address by the
other shop’s service, both of which
will result in service sales. And, you’ll
still get at least some of the customer’s
business, and if you handle this right,
all of it.
Few of your customers view service
as you do, as ways to keep their powersports vehicles in top condition and
get maximum use from them. They
still need your advice, however, and
you still need to give them an accurate
picture of their machines’ condition.
And, you can do this while serving
them and your store’s bottom line. In
short, gently play the detective, point
out real service needs to your customer as benefits not jobs, and learn to
anticipate service sales objections. This
is how you provide the customer real
value and sell needed service.◆
Show your customers how some services now can be benefits later.
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4/17/08 5:54:53 PM
Te c h
Ti p s
KFX®450R TPS
Replacement
awasaki has developed the first prototype of an automated cell culture system for
the tissue engineering industry. Unlike conventional systems that culture a single cell
line via partially automated processes, this complete system employs the world’s first
secure, fully-automated robotic operations to simultaneously culture mesenchymal stem
cell lines for multiple patients. Mesenchymal stem cells derived from bone marrow can be
used to regenerate bone, cartilage and muscle. Consequently, the growing of cell lines for
multiple patients is an important part of research into cartilage regeneration that does not
require the use of cartilage cells.
Tissue engineering is a state-of-the-art medical technology for cultivating a patient’s
own cells or tissues to restore tissues or organs that have lost the ability to function
due to disease or injury. Currently, cells are produced in a cell processing center (CPC)
where compliance with the World Health Organization’s Good Maintenance Practice (GMP)
standards governing the manufacture and quality control of pharmaceutical and medical
products allows operators to handle only a single patient’s cells per chamber in order to
prevent contamination. Highly skilled technicians are needed to perform complex manual
procedures. The lack of sufficient cell production capabilities due to these factors has been
one of the stumbling blocks to realizing the full potential of regenerative medicine.
K
Kawasaki’s automated cell
culture system can help
regenerate certain cells an
tissue for multiple patients
at one time
With this new automated cell culture system, multiple cell lines can be maintained in
each individual chamber during incubation. Individual cells can be taken out and transported to an operating station where cell culture operations such as medium exchange and
sub-culturing can be performed. Completely automated operations, including cell loading
and removal, that are free of operator intervention, prevent the risk of cross-contamination.
Know-how acquired in the manufacture of industrial robots has enabled the successful
design of robotic movements that correspond with the intricate movements of a skilled operator to ensure high-quality and efficient cell culturing as well as superior versatility The
system is also equipped with functions that enable users to monitor cultured cell image
data as well as remote monitoring functions. Backed by Kawasaki’s long-fostered production control technologies, each system can be configured to meet specific requirements
including production volume, scheduling and managing cell records
This project was planned as a part of the technological development division’s new
market research activities that aim to widely apply core technologies in robotics, plant
engineering, image processing and production. It is currently underway as a development project commissioned by the Japan Science and Technology Agency (JST). The first
prototype has been installed in the CPC at Shinshu University Hospital’s new Advanced
Medical Center which opened in December last year and is currently undergoing a series of
evaluation tests. Shinshu University is using the prototype to conduct research on potential
applications in the field of cartilage regeneration. After testing, Kawasaki will continue further research and development efforts toward practical applications of robotic cell culture
systems in the area of regenerative medicine. ◆
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280734_Kawasaki_041708_r5.indd 8
Like other fuel injected Kawasaki
models such as the Ninja® ZX™-6R,
the throttle position sensor on the new
KFX®450R ATV can be replaced. However, the first printing of the KFX450R
Service Manual does not contain instructions for the procedure. Copy the
following guide for TPS replacement
and place it in your KFX450R Service
Manual.
Tools Required
• Digital Voltage Meter
• Throttle Position Sensor
Setting Adapter: 57001-1538
• TORX Screw Driver
Note
• The intake and exhaust systems
must be in good condition.
• When adjusting the throttle posi
tion sensor, use a digital voltage
meter which can be read to the third
decimal place. The DC voltage accu
racy must be less than ± 0.05% read
ing and ± 4 digits at 1V DC.
• Read the manufactures instructions thoroughly before using the
meter since incorrect values may
cause improper adjustments.
• Remove (refer to Service
Manual: 99924-1386-01):
Seat
Fuel Tank
Throttle Body Assy
• Check paint on stop screw and
make sure that it has not been adj
usted. If stop screw has been ad
justed, the throttle body assembly
has to be replaced. Don’t tamper
with stop screw.
▼
Automated Cell Culture System Prototype
Issue 1 2008
4/17/08 5:54:59 PM
Te c h
• Unscrew the TORX screw and remove the throttle position sensor.
Ti p s
1. Throttle Position Sensor
2. O-ring
3. TORX Screw
4. Stop Screw
Note
• Do not reuse TORX screw.
Reassemble with a new one.
• Replace O-ring and throttle
position sensor.
• Apply engine oil to the new O-ring
and assemble it on the new throttle
position sensor.
• Set the throttle position sensor as
shown in the picture at a right angle
to the throttle body assembly.
• Turn the ignition switch ON.
• Engaging the groove in the inner
rotor of the throttle position sensor
with the throttle shaft, insert the sensor completely into the throttle body.
• Turn the throttle position sensor
counterclockwise until the sensor
screw hole aligns with screw hole in
the body.
• Measure the throttle position sensor input voltage. (Refer to Service
Manual: FUEL SYSTEM (DFI)
Main Throttle Sensor Input Voltage
Inspection 3-38) Write down the
input voltage.
• Connect a digital meter to the
harness adapter lead as follows:
Meter (+) to R (sensor Y/W) lead
Meter (–) to W (sensor BR/BK) lead
other than 5V, calculate a valid output
voltage range as follows:
• In the case of an input
voltage of 4.75V
• 0.58 x 4.75 ⁄ 5.00 = 0.55 V
• 0.62 x 4.75 ⁄ 5.00 = 0.59 V
• Thus, the valid range is
0.55 V ~ 0.59 V
• Once the sensor is properly adjusted, tighten the TORX screw while
holding the sensor to 30.4 in.-lb.
• Adjust position of the sensor so
that the output voltage is within
the specified voltage range.
Throttle Position Sensor
Output Voltage
Standard: DC 0.58 ~ 0.62 V
(at Input voltage is DC 5.00 V)
• Turn the throttle from closed to
full open more than two times and
measure the output voltage.
• If the output voltage is not within
the specified range, readjust the
sensor.
• Tighten the TORX screw lightly.
• Connect the Throttle Position Sensor
Setting Adapter (P/N 57001-1538)
between the harness connector and
sensor connector.
Issue 1 2008
280734_Kawasaki_041708_r5.indd 9
• Remove the Throttle Position Sensor
Setting Adapter and reconnect the
sensor connector.
If the Input voltage reading shows
• Install the removed parts. ◆
9
4/17/08 5:55:01 PM
Fe a t u r e
W
atch Jason Britton ride and it’s
obvious the man possesses some
serious skill. Clearly he was
born, in Hollywood no less, with an
innate sense of balance, as he was riding a bicycle before the age of two and
took his first solo ride on a motorcycle
not long after.
“I was around two years old when
I went to my uncle’s house with my
dad,” begins 39-year-old Britton. “He
had lots of motorcycles in the garage,
and I went and sat on a Honda Trail
50. My dad started it figuring the noise
would scare me off, but it didn’t. My
uncle suggested I try it, so they took
me to the empty lot behind his house
and pushed me off. I think I rode until
it ran out of gas and they had to catch
me before I tipped over.”
Thus Britton’s riding odyssey
began. By the age of six he was racing
motocross around southern California,
eventually reaching the 125 Expert
class before he stopped at the age of
14. That’s when his friend introduced
him to street bikes.
“I rode his bike around the block
and came back doing a wheelie,”
recalls Britton. “It was
way faster than a
dirt bike, and
the speed
is what
initially
got me
hooked
on sport
bikes.”
And Britton proved
to be plenty
fast on the
pavement
as well.
During the
couple of
seasons
he road
raced he
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280734_Kawasaki_041708_r5.indd 10
quickly advanced to the Expert class
and accumulated many wins in Willow Springs Motorcycle Club (WSMC)
and Championship Cup Series (CCS)
competition.
The road racing phase didn’t last
long since he was gaining more notoriety, and money, as a stunter. He’d
always been good at wheelies, and
that skill provided the turning point to
his career.
It was around 1998 and streetbike
stunting was just beginning to gain
popularity on the heels of freestyle
motocross. Britton had been working
as a technician – he’s an MMI graduate and performs all maintenance
and modifications on his stunt bikes
– at a southern California dealership
when a video producer came looking
for somebody who could follow his
fast guy through the canyons for an
upcoming project. Britton was recommended and did the job, but with a
twist. At every long straight he would
carry a wheelie until the next corner.
The video of the sky may not have
been very interesting, but the producers were so intrigued with Britton’s
skills that they changed the direction
of their film from canyon carving to
stunt riding, with Britton as the main
character.
The resulting film, Urban Assault,
effectively launched Britton’s career
as a professional stunter. He appeared
in the follow-up Urban Assault II and
went on to produce six of his own
titles, four in the Get On Up series and
Revolution Twenty 04 and Twenty 05.
His reputation reached Hollywoodand he was hired as a stunt double
for actor Derek Luke in the film Biker
Boyz, followed by the lead double for
Ice Cube in Torque, and most recently
for Tyrese Gibson in Waist Deep. He
also performed in several commercials while increasingly performing in
his own stunt shows and many stunt
competitions before being recruited
to be the host of the Speed Channel’s
weekly motorcycle lifestyle show,
Super Bikes.
Britton is a busy man these days.
Not only is he one of perhaps a dozen
“factory” stunters who receive some
kind of manufacturer backing, but
he still performs shows throughout
the world, is the executive editor of
2 Wheel Tuner magazine, is about to
open his own store – Jason Britton’s
No Limit Motorsports in Westminster,
Calif. – that will carry much of his
sponsors’ lines of merchandise as well
as perform service, and he’s a family
man with a wife and four kids.◆
Issue 1 2008
4/17/08 5:55:03 PM
Fe a tu r e
Britton’s Beauty
Cont’d from pg. 11
saw the brand-new, immaculatelyprepared Ninja ZX-6R he will ride
throughout the year we knew we just
had to get a closer look and share it
with the K-Tech News readers.
A massive 60-tooth rear sprocket makes lowspeed tricks easier to perform
The upper cowl and windscreen are shortened to allow Britton to get his legs over the front of
the bike when performing High Chairs and other stunts.
The Power Stuntworks passenger pegs/rear
cage provides a solid foothold, while a Leo
Vince exhaust is used to enhance low-end
power
“A nice paint job like this is an incentive to keep it off the ground,” said
Britton, who estimated the value of his
ZX-6R’s paint work at around $4,500.
“If it does go down it usually hits the
crash cage and sliders.”
The fairing mounting brackets are
reinforced to withstand not only the
occasional crash, but more importantly Britton’s weight as he climbs over
the front to perform a Highchair. And
in order to smoothly maneuver his
legs over the front end, the top of the
cowl and windscreen is shortened and
reshaped to facilitate movement.
With its bright Kawasaki lime green
paint scheme there’s no mistaking
Britton’s ride as anything but a Ninjabased motorcycle. Color Zone, which
does all of Britton’s paint work, created this latest design. Gold and blue
metal flake enhance the lime green
base, while Britton’s signature star
logo, which he adopted as a tribute to
the Captain America comic book hero,
is also prominently featured.
“We went with the bright green to
keep it recognizable as a Kawasaki,”
said Britton.
Crash damage is always a risk that
Britton minimizes through careful
planning of new tricks and relentless
practice. But sometimes even talent
can’t prevent a mishap, so a Power
Stuntworks crash cage is mounted to
help protect the fairing.
Britton hand shapes the top of his fuel tanks: they’re a work of art that appear “factory.”
Issue 1 2008
280734_Kawasaki_041708_r5.indd 11
Another obvious modification to
the bodywork is the stunters’ trademark concave fuel tank top. In the
early days Britton merely stood atop
his bikes’ tanks and stomped them
into shape. Now he uses a heavy rubber mallet and, starting at the filler
hole, utilizes his six years of experience to carefully shape a depression
– one that looks as if it were part of the
original design – into the top of the
tank that serves as both a second seat
and foothold for tricks like the Highchair and Christ Air.
Cont’d pg. 12
11
4/17/08 5:55:07 PM
Fe a t u r e
Britton’s Beauty
Cont’d from pg. 11
In order to achieve a smoother
tank-top surface and prevent any riding gear from getting hung up on the
gas cap, the stock unit is replaced with
a screw-on version made by Vortex.
Many areas of the tank and bodywork,
particularly around the seat area, get
covered with clear Stomp Grip in
Britton’s signature series to provide
extra grip required for some tricks.
One of the most noticeable mechanical modifications is the enormous
60-tooth rear sprocket. Since the stock
gearing (43/16) is designed more for
cutting quick lap times and general
street riding, it’s not very conducive to
the prolonged slow-speed wheelie that
is one of the stunters’ staple tricks.
“With that gearing I don’t
have to constantly slip the
clutch to keep the front
end up,” said Britton.
“And since most
of my stunts are
done at around
three to five
mile per
hour I
Jason
Britton’s
Ninja®
ZX™-6R
12
280734_Kawasaki_041708_r5.indd 12
don’t get out of first gear very often.”
Most of Britton’s shows take place
in parking lots where there is perhaps
a 20 by 50-foot area in which to work.
His typical top speed during a show
may only reach about 50 mph when
he gets a run to perform a Stoppie. To
aid this trick, Britton replaces the stock
brakes with Brembo components.
“The stock brakes have a little too
much initial bite,” he says. “Both the
stock and the Brembos are comparable
when the bike is up with the brake on,
I just like to take some of that initial
bite out of it. Plus, I’ve gotten used to
the Brembo brakes.”
A GPR steering stabilizer is also
mounted specifically for performing
the front Stoppie. With all the weight
on the front wheel and the majority
of it behind the pivot of the steering
head, the stabilizer helps prevent the
rear end from wagging while it’s in
the air.
Wheelies also require some specialized parts. A rear cage mounts to
the passenger footpeg brackets and
extends across the back of the tail
section to provide a smooth surface
should it drag on the ground. The cage
also connects the Power Stuntworks
footpeg brackets from under the seat
to provide additional reinforcement so
they don’t flex under Britton’s weight.
The rider pegs are race rear sets made
by Vortex.
The engine remains stock, except
for the addition of a Leo Vince exhaust
system tuned to provide more lowend power. While prolonged wheelies
could potentially keep oil from the
pick-up at the bottom of the engine,
Britton says he never encounters any
problems.
“I just adjust my angle to make sure
oil gets to the pick-up,” he says. “I’ve
thought about moving it to the back of
the engine, but then it wouldn’t get oil
during a long front wheelie.”
One problem you may encounter
with wheelie-happy customers is
cracked frames and instrument
mounts. Britton reinforces his
frame at critical areas, but more
as a precaution. With his level of
expertise, he can usually set the
front end down pretty lightly to
avoid excess stress on the frame.
Marchesini wheels shod with
Pirelli tires complete the modifications Britton made to the ZX6R. And he disables the tip-over
sensor since the bike is often
ridden at extreme angles.
Most of the parts used on
Britton’s stunt machine
can be obtained through
Parts Unlimited. Britton will soon open
his own retail store,
Jason Britton’s No
Limit Motorsports
in Westminster,
Calif., from which
other items can be
ordered to enhance
your customers’
Kawasaki Ninja
motorcycles.◆
Issue 1 2008
4/17/08 5:56:30 PM