Kawasaki ZZ-R 1200

The revised powerplant is hung in a ZX-11-type aluminum perimeter frame with tubular-steel front downtubes that are removable for engine service. Thicker rails and a new reinforced steering head stiffen the aluminum chassis for better handling. Steering rake and fork offset were both reduced to "maintain a light-steering feeling," and the aluminum box-section swingarm was lightened and pivots slightly lower in the frame to improve traction and squat characteristics. To accommodate the extra weight and stress from a pair of hard saddlebags, the original aluminum seat subframe was replaced with a stronger steel unit.

To firmly position the ZZ-R as a sport-tourer, Kawasaki says it will offer a pair of color-matched hard saddlebags for it made by Givi in Italy. Although not yet available at press time, they are similar to the aftermarket company's E360 series (www.giviusa.com) and will cost about $700 with mounts. Corbin is also finishing up a color-matched pair of his Beetle Bags for the ZZ-R as I write this—see www.corbin.com. And you can always stick some clear shelf paper or the motorcycle-specific equivalent over those bulbous side panels to protect them if you go with soft saddlebags.

To compensate for changing loads, the ZZ-R's 43mm cartridge fork has adjustable spring preload, and the new single shock in back offers both a remote hydraulic adjuster knob for preload and a four-position rebound-damping adjuster. Hot days in the East Texas hill country and cold nights and electric vests require more cooling and electrons, so a more powerful 600-watt alternator and larger 14-amp-hour battery help power a pair of radiator fans and an accessory outlet under the large dual seat.

Stylish new bodywork on the ZZ-R affords more wind protection with a larger fairing and wider, taller windscreen than the ZX-11's, and that cushy new dual seat sits atop a fatter tailsection with a new taillight/clear turn-signal combo that looks from behind like the face of an alien. Searingly bright and sleek-looking twin-beam headlights and integrated clear turn signals cap the front of the bike, and the expanded instrument panel houses a digital clock and analog fuel gauge, as well as the usual indicators. The coup de gr‚ce was moving the ZZ-R's handlebars back and its footpegs down and forward, which Kawasaki says gives the bike all-day touring capability with a new and comfortable riding position.

Our ZZ-R test bike fired up instantly every time, and a gear-driven counterbalancer in the engine makes it very smooth throughout the powerband. Twist the grip hard and the ZZ-R will flatten your eyeballs against the back of your skull, too—nothing stays in its way for very long. Even at a standstill on the Borla Performance dyno and therefore without any benefit from its twin ram-air induction system, the ZZ-R delivered 137.1 peak rear-wheel horsepower at 9,650 rpm, and 81.3 pounds-feet of torque at 8,100. That's almost 25 more horsepower than the ZRX1200R (remember those bigger carburetors?)—for that matter it's more than most bikes we've dyno-tested. The torque curve stays above 70 pounds-feet from 4,100 to 10,000 rpm, too—redline is at 11,000—so no matter when you ask something of its powerband, the ZZ-R delivers right now. The clutch is a bit stiff at the lever, but shifting through the ZZ-R's gears is otherwise smooth and clean.

On the highways, and in the canyons and corners on our two-day ride to the Central California coast with the ZZ-R, we found that it absolutely loves smooth, fast sweeping turns, where it feels like it's on rails. On the highway you'll find yourself streaking along at 90 mph without even realizing it, thanks to the prodigious power and smoothness.

Tighter turns and bumpier, slower roads aren't as pleasing, as the bike turns slowly and heavily for a sport-touring machine, and a good bump mid-corner can overwhelm the softer suspension settings that work best everywhere else. Braking from the triple discs is very good front and rear—linear in feel, with no locking of the rear brake—but hard, downhill braking sometimes requires four fingers on the front lever. Stock tires are reputable Bridgestone Battlax radials that stick well, but we noticed some wiggling on freeway rain grooves—a more compliant set would probably help the ride, too.

Though all of the changes made to create the ZZ-R add a little more competence on long rides without any additional weight, the ZZ-R still measures 603 pounds wet—only one pound less than the old ZX-11, and the ZZ-R holds 0.2-gallon less fuel. True, it will smoke any of its competition in a straight line, but most of those bikes weigh about 10 percent less, even with bags, or have more wind protection, standard saddlebags, shaft drive and other features and weigh 5-15 percent more.

The ZZ-R's revised powerplant does make gigantic power and torque, but if memory serves, it actually steers more heavily than the old ZX-11 and still puts a lot of weight on your wrists—the handlebars are too low for such a large motorcycle, so riding it is work. Kawasaki seems to realize this, as it says that a pair of 1-inch risers will be available, either through its accessory department or directly from the American vendor. Still, on anything but the smoothest roads the bike's harsh suspension beats on you and pitches you out of the saddle, even on the softest settings, so that after a full day on the ZZ-R I needed two aspirin and a hot tub. Bar risers will help a little, but the bike really needs adjustable compression damping, too.

True, I'm getting old, and Danny DeVito is probably in better shape. But if it tells you anything, I'd much rather ride a powerful, light, nimble sportbike like the Kawasaki Ninja ZX-9R (Rider's 2002 Top 601cc and Over Sportbike) than the ZZ-R1200. The ZX-9R's seating position may seem slightly less comfortable at a standstill, but after several hours in the saddle its lighter steering, lower weight and more supple suspension will not have worked you over as badly.

The ZZ-R's passenger accommodations are excellent, with good grab handles and legroom, and no buzziness. There's lots of storage under the seat, a large 6.1-gallon fuel tank (though we only averaged 33.5 mpg—shhhh), and plenty of wind protection and ample tank-top space for a magnetic or strap-on tankbag. And we generally like Givi's luggage products, so the hard saddlebags should be pretty cool.

Some of the other details on the ZZ-R are good, others not so good. Mirrors, headlights, instruments—all super. Both the brake and clutch levers are adjustable, and there's a useful helmet lock. Kawasaki's Positive Neutral Finder system makes finding neutral at stops a snap, and load capacity is pretty good at 391 pounds. The remote adjuster knob for the rear spring preload is very handy for quick changes. But the fork adjusters are half-covered by the clip-on handlebar design, limiting you to short swings of an open-end wrench for adjustments—don't slip. A solid centerstand comes on this bike as well, but it requires too much effort to put it on the stand, even without bags or a load on the back.

Kawasaki has an excellent line of motorcycles, from the Ninja 250R to the ZX-12R (see sidebar), from the KL250 dual-sport to the Voyager XII. At $10,499 the new ZZ-R1200 is priced OK, and for dedicated Kawasaki fans, it fills the gap between the plusher Voyager and Concours on the one side, the sportier Ninjas on the other. But to our minds the ZZ-R either needs recalibrated suspension, lighter handling and less weight, or more wind protection, more upright seating, and maybe shaft final drive and factory integrated bags. Kawasaki says the new ZZ-R was originally conceptualized for the European market, and I can see it blazing down the autobahn or autostrada at triple-digit speeds, its rider tucked in and confident in the bike's firm stability and sleek aerodynamics. Until we lose the speed limits on our highways and freeways, however, most American riders will find the translation incomplete.

Source Rider Magazine

Review

Some years ago I owned the predecessor to this bike, the ZZR1100, and then I thought that it was the fastest Sports Tourer around. But having just had a new ZZR 1200, the old model has just been blitzed by this exceptional machine. The powerband is wide and smooth, and the acceleration (particularly, above 5,000 rpm) is literally breathtaking. This is now clearly the fastest "sport tourer" we have ever ridden. That fact remains unchanged after the introduction of shaft-driven competitors from both Yamaha and Honda. Yamaha will definitely come close with the FJR1300, but as we currently have one on test we’ll let you know soon! When I collected this bike from Kawasaki I also got a ZRX1200, needless to say I couldn’t ride them both back so I picked them up with my car and trailer, and boy did I feel the weight of both these bikes trailing behind. A grand total of about ½ a ton of motorcycles is enough to make you realise that you may just have to cruise it back on the M40!On first impression you might dismiss the ZZR1200 as just a revamp of a decade old design, not so, there are so many changes it really is a new model. The ZZR1200 does have some components derived from the old 1100, although not identical. Most notably, the new twin spar aluminium frame as well as different steering geometry, a different subframe and swingarm, and the engine (which was completely re-engineered and was introduced in the Kawasaki ZRX1200R last year). The ZZR1200 is a new design in its own right, only carrying over a few design elements from one of the fastest production motorcycles ever manufactured.

Now don’t get me wrong but this is a ‘BIG’ motorcycle. Not only is it long but it’s also heavy at 236kg dry, and with its 1.5mtr wheelbase you would think it would be somewhat ponderous on A & B roads. When you get on it the first thing you notice is a huge ‘car style’ dash with almost every gauge and gizmo on it! It integrates well with the almost total protection fairing, which became obvious a little later when I got caught in a heavy downpour! The second thing you notice when you ride this bike is the immensely powerful engine, and after just a few miles on the ZZR it becomes obvious that this bike is not as first impressions would have you believe. The handling has a fluid feel to it and is responsive, it’s total stability in corners gives you great confidence, and it actually turns in with the greatest of ease (which belies its size and weight). The ZZR actually has light steering, and has the ability to change direction like a smaller, lighter machine. This bike definitely has more handling potential than most sports tourers would care to try.

The engine in the ZZ-R is an absolute gem in more ways than one. It is to some extent related to the engine found in the ZRX1200R, but surprisingly the ZZR version of this motor delivers even more power! The better breathing with the twin exhausts and the several other changes to the engine all seem to have helped in giving this bike an enormous 158bhp. Now displacing a total of 1164 cc, the ZZR has a new cylinder head design, with a new water jacket and bolt layout. Rocker arms are now sintered-tipped, rather than chrome-tipped, for longer life and less friction. The pistons in the ZZR are also a new low-friction design containing reinforcing ribs a-la ZX-12R. Twin fuel pumps are also used each feeding a pair of cylinders making sure plenty of fuel reaches the large and powerful motor, and 4 downdraft 40 mm carburettors controlled by Kawasaki’s K-TRIC throttle position sensor system now feed the cylinders.

The ZZR1200 has a huge capacity to eat up the miles in total comfort, and at ballistic speeds (if you want to), but it is an absolute doddle to just cruise around and do some genuine touring. The new riding position is pretty comfortable on a long trip, yet still relatively sporty. The seat shape does tend to push the rider forward a bit on longer rides but the wind protection from the all new fairing is outstanding and a clear cut above any sportsbike. The mirrors are wide enough to be useful, and are almost vibration free. So an extremely smooth ride, a strong, torquey motor, and good fuel economy makes for a great tourer. On my first proper tank-to-tank run I was pleasantly surprised to see just under 200 miles from the 23ltr fuel tank, not at all bad for a 1200! In the same vane though I also got just under 125 miles from it when I was returning back from Germany and just happened to be on an open empty motorway. The throttle fiend kicked in and in no time at all I found myself cruising at ridiculous speeds. I can now honestly say that even with luggage on the back it will cruise all day at 175mph. Needles to say that tank of fuel didn’t last long (about 40mins in reality!).

This is a very fast motorcycle, and the brakes are up to the task at hand. I would rate the brakes, overall, in the "good" to "very good" category, maybe just behind that of the current crop of sportsbikes. But with 320 mm discs up front brake upgrades are easy and relatively affordable. A simple change in pad material and the fitting of steel-braided lines would yield all the stopping power you are ever likely to need. As delivered, the brakes are very linear, with good feel, but require a strong pull on the lever when braking hard. The rear brake is a 250mm rotor with the caliper lifted straight from the awesome ZX12R. The illumination at night is also very good. The dual-H4 bulbs and multi-reflector headlight design gives a good spread of light on dip beam albeit a bit low in standard setting. The ZZR does have a remote headlight height adjustment mechanism, but it is not the easiest thing to get to under the new fairing. Sports tourers carry passengers and/or luggage (bags will be available) and do really need this feature, because the added weight can significantly raise the beam angles. This is offset to some extent however by the remote preload adjuster that does help to keep the ride height stable after adding the extra weight. The main beam performance though is nothing short of stunning. I can honestly say that I wish I had lights that good on my car!!

Overall the styling was given the ‘thumbs up’ by most people, but it was the rear of the bike that gave mixed reaction. I quite like it as it’s different and it gets rid of those unsightly indicators on rubber stalks. Most bike designers seem to just say ‘oops I forgot to put indicators on it, let’s just put these on’ getting them straight from the 1980’s old parts bin! Come on guys sort out our bike indicators and make them all part of the design.

Verdict.

The ZZR1200 is a very capable and highly interesting choice for a sports cum tourer style of bike, and very surprising in many ways. It is far more than a "warmed over" ZZR 1100, and would be a good choice for the rider looking to hang with his sportsbike mates on those Sunday blasts around the countryside. With this bike you get much greater comfort and versatility, and in the same vane very few bikes will walk away from the ZZR1200 in a straight line. I can really only think of only two other bikes that would seriously give this latest creation from Kawasaki a run for it’s money and those include Kawasaki's own ZX12R and Suzuki's Hayabusa. Ridden well, the ZZR will hang to just about anything on any A or B road, and at the same time it provides a great platform for long distance touring, with or without a passenger. Yes the Transcontinental Express is back – big time!

Source Motorbikes Today