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Kawasaki ZZ-R1100

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Make Model

Kawasaki ZZ-R 1100  C

Year

1992

Engine

Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.

Capacity

1052 cc / 64.1 cu-in
Bore x Stroke 11.0:1
Cooling System Liquid cooled,
Compression Ratio 76 x 58 mm
Firing Order 1-2-4-3
Lubrication Forced lubrication (wet sump with cooler)

Induction

4x Keihin CVKD40 carburetors

Ignition 

Battery and coil (transistorized) 
Spark Plug NGK CR9E or ND U27ESR-N
Battery 12 V 12 Ah - YTX14-BS
Starting Electric

Max Power

147 hp / 108 kW @ 10500 rpm

Max Power Rear Tyre

139.1 hp / 103.7 kW @ 9900 rpm

Max Torque

110 Nm / 11.2 kgf-m @ 8500 rpm
Clutch Wet, multi disc

Transmission 

6 Speed 
Final Drive Chain
Gear Ratio 1st 2.800 (42/15)  /  2nd 2.055 (37/18)  /  3rd 1.590 (35/22)  /  4th 1.333 (32/24)  /  5th  1.153 (30/26)  /  6th 1.035 (29/28)
Frame Pressed aluminium perimeter

Front Suspension

43mm forks preload and rebound adjustable.
Front Wheel Travel 120 mm / 4.7 in

Rear Suspension

Monoshock fully adjustable.
Rear Wheel Travel 112 mm / 4.4 in

Front Brakes

2x 320mm discs 4 piston calipers

Rear Brakes

Single 240mm disc 1 piston caliper
Front Wheel 3.50 x 17 in.; cast aluminium
Rear Wheel 5.50 x 17 in.; cast aluminium

Front Tyre

120/70 VR 17-V290 Tubeless

Rear Tyre

170/60 VR 17-V290 Tubeless
Minimum Turning Circle 3.0 m / 11.8 in
Rake 26°
Trail 102 mm / 4.01 in
Dimension Length 2165 mm / 85.24 in
Width    720 mm/ 29.3 in
Height 1210 mm / 47.6 in.
Wheelbase 1490 mm / 58.2 in0
Seat Height 780 mm / 30.7 in
Ground Clearance 110 mm / 4.33 in

Dry Weight

228 kg / 502.6 lbs

Fuel Capacity 

21 Litres / 5.5 US gal

Consumption Average

15.3 lm/lit

Braking 60 - 0 / 100 - 0

13.3 m / 37.2 m

Standing ¼ Mile  

10.1 sec / 217.3 km/h

Top Speed

285.0 km/h / 177.0 mph
Related Links ZX11 INFO

Road Test

Motosprint 1990

In Moto 1990

Motosprint Superbike Group Test 1991

IN MOTO 1992 Superbike Group Test

Back in 1985 Kawasaki launched the GPZ1000R (also known as the 1000RX) and said they would never build a quicker bike. Making 125hp and a top speed of 162mph, Kawasaki claimed the 1000RX would 'outperform competing 1000cc-plus super-bikes for some years'. By 1988 Kawasaki had been forced to think again. The other Japanese manufacturers now had 160mph litre-plus bikes and Kawasaki Heavy Industries had to release a new machine to protect their traditional territory as the kings of top speed and fast engines.

That bike was the ZX-10. It, too, ran 162mph but was lighter and generally sportier than the 1000RX it replaced. By 1990, the other manufacturers were still extracting more speed and refinement from their big bikes; Kawasaki obviously decided the ZX-10's impressive credentials were no longer quite good enough because they unveiled yet another world's fastest candidate -the 175mph ZZ-R1100.

When Kawasaki's engineers set out to create the world's fastest bike in the late 1980s, they had the advantage of many years' experience in designing powerful four-cylinder engines - plus one very significant technical innovation. The result was a new superbike, the ZZ-R1100, whose liquid-cooled, four-cylinder engine, boosted by a novel 'ram-air' system, produced 145bhp and sent the bike hurtling to 175mph (282km/h).

That level of performance put the Kawasaki far ahead of all opposition when it was launched in 1990, and it remained the world's fastest bike for the next five years. There was much more to the ZZ-R (known as the ZX-11 in the States) than its engine, for it was a refined and efficient sports-tourer. But there was no escaping the fact that the Kawasaki's trump card was its phenomenal straight-line speed.

Forced induction, to give the ram-air system its conventional name, was derived from Formula One racecar technology. It was a sealed system that ducted air from a slot in the fairing's nose, directly

to the unusually large airbox. The faster the Kawasaki went, the more cool air was forced through its carburettors and into the engine.

Intake system apart, the ZZ-R had much in common with the ZX-10, its predecessor as Kawasaki's flagship. Bulbous bodywork held faired-in indicators; the chassis was based on a rigid twin-spar aluminium frame. The new engine shared the ZX-10's liquid-cooled, 16-valve layout but had a 2mm larger bore, increasing capacity to 1052 cc / 64.1 cu-incc. Other changes included larger valves, new

camshafts, lightened pistons, a new curved radiator and a more efficient twin-silencer exhaust system.

When the throttle was wound open above 5000rpm, smooth power sent the bike rocketing forward. It kicked into hyperdrive at around 7000rpm and kept the rider's arms and reflexes stretched as it snarled to the 11,000rpm redline through the efficient six-speed gearbox. In contrast the response below 4000rpm was weak, though an improvement over that of the ZX-10.

High speed composure and stability were remarkable. Even with the scenery and road flashing past at over 150mph (241km/h), the protection of its fairing and the quality of its chassis give the impression of travelling much less rapidly. American magazine Cycle managed a genuine 175mph (282km/h) from their full-power ZZ-R1100. Bikes in many European countries left the dealerships slightly slower due to politically enforced power limits. In most cases these were implemented by carburettor restrictors that were easy to remove.

Although the ZZ-R's frame resembled that of the ZX-10 it was slightly thicker and stiffer, as well as 10mm (0.4in) shorter in the wheelbase. Steering geometry was steeper and the cycle parts were also new. Fork legs were enlarged to 43mm in diameter and, like the single rear shock, were adjustable for rebound damping as well as spring preload.

Well-balanced feel

The ZZ-R was a long, roomy bike that was far too heavy to be mistaken for a sports bike, but it handled well. Much of the mass seemed to drop away on the move, and the stiff chassis and firm suspension gave the Kawasaki a well-balanced feel. It was stable even at high speed, and its triple disc brake system was powerful.

This was just as well, because if any bike needed good brakes it was the ZZ-R. The bike's comfort and practicality contributed to its reputation as a fine all-rounder. Numerous neat details included a comfortable seat, clear mirrors, bungee hooks and a much-needed grab-rail. But all those things were insignificant when compared with the ZZ-R 1100's greatest asset: the magnificent, ram-air assisted motor that generated its all-conquering speed.