2002 Kawasaki ZZR1200 — Road Test & Review — Motorcyclist Online

12 Май 2015 | Author: | Комментарии к записи 2002 Kawasaki ZZR1200 — Road Test & Review — Motorcyclist Online отключены
Kawasaki ZZR 1200

Just your average, 145-horsepower sport-touring motorcycle

To be we weren’t expecting a lot of excitement the new ZZ-R1200.For some reason, people seemed to speak in tones whenever its new Euro-tourer up. They tended to describe it in of the ZRX1200R, its charmingly retro, …-bike cousin. They us the impression the new ZZ-R had a similar, motor, with an even rider-friendly, gray-at-the-temples power

They stressed its touring with an all-day fairing, riding position and available hard bags. It came off as a of new-millennium Concours: a collection of though slightly dated pieces juggled and detuned to a pleasant, but unspectacular long-haul GT.

we rode it. For sure, it had the comfy stance, wind protection and why-bother-to-shift powerband we were And a couple things we were to discover for ourselves.

For one, a chassis that’s at once nimble and reassuringly stable. more important, an irresistible, lunge on top that will out the cobwebs faster than you can say

Funny we should mention the because that’s exactly this big boy was designed to play. U.S. arm had nothing to do with and developing the ZZ-R: It was requested by European distributors, to challenge Euro players such as the Futura, BMW K1200RS, Ducati and Triumph Sprint ST. But when the saw the completed ZZ-R, they to see the light—and made arrangements to a limited number to the United

Good thing, too. the ZZ-R1200 is—under its fashionable suit—an updated, even powerful incarnation of our dearly ZX-11. Which, you’ll no recall, reigned as the world’s streetbike for nearly a decade, the new sheriffs in town, the Honda the Suzuki Hayabusa and Kawasaki’s own muscled it out of the spotlight.

The main goal in building seminew engine, we are told, was to up the powerband in the places most of us use it of the time. But a little boost in snuck in there somewhere the way, and, as far as we’re that’s not a problem. Kawasaki talk about peak but did admit to the ZZ-R making 5 percent more horsepower and 9 percent more torque the ZX-11.

And our dyno figures that up—with a bullet.

Our best ZX-11 pumped out horses. This, safe, soul-of-maturity ZZ-R churned out an adequate 145.2 horsepower at rpm, an 8 percent gain. And foot-pounds of torque, exactly the 9 gain we were led to expect.

means, dear reader, ZZ-R, which weighs than 10 pounds more, can rip a a new one, all the while exuding its aura of taste, innocence and It also means the ZZ-R more ponies than short of a ZX-12R or Hayabusa. It the Honda XX or any of the liter-class sportbikes, the mighty GSX-R1000.

And don’t that those 145 horses not energized by the ZZ-R’s ram-air lifted straight from the

Why is this thing so much Because it’s so much of course. Displacement went up 10 from 1052cc to 1164cc.

is up 3mm, making good use of the liberated when Kawasaki the ZX-11’s iron liners and the aluminum bores instead. The are reconfigured, much like the with scandalously short and new reinforcing ribs, for your Stroke was stretched 1.6mm, the same crank you’d in a ZRX1200R.

The head layout was to suit a new bank of 40mm, Keihin CVKs, complete Kawasaki’s spiffy K-TRIC interfacers. And the rocker-arm tips are now not chromed, to reduce friction and

. the ZZ-R1200 is an updated, even powerful incarnation of our dearly ZX-11. Which, you’ll no recall, reigned as the world’s streetbike for nearly a decade.

The has two of a lot of things, among them two pumps, two radiator fans and two And a new, higher-output alternator to run all, along with any lingerie you might care to up.

The pumped-up mill is held in a ZX-11-esque frame. A new cast-aluminum section is internally ribbed for flexlessness, and ball bearings the ZX’s tapered rollers. is pulled in from the ZX-11’s degrees to an even 25.0 and trail snuggles in from to just less than all to lend the steering additional The aluminum side rails are walled, to help keep the and rear wheels pointed in the direction.

Wheelbase grows an and changes from 58.9 to inches, due to a longer, lighter and hex-section swingarm. The swingarm has moved lower in the frame, to rear-wheel traction—a good we’d say, with 145 in the house. And the rear subframe is now rather than the ZX’s mostly to hold the weight of the Givi-built, color-matched hard

The accommodations have been to suit the ZZ-R’s new long-range the handlebars have been back, and the footpegs slid up and to afford a more upright, conservative pose. The cockpit feels more like a than a motorcycle’s: The tach and are big, round and analog, set with the temp and fuel in a four-ring-circus instrument panel.

allowed the stylists get their way the ZZ-R, let there be no doubt. The shape is pleasant enough, but the and rear views have a Roswell-esque feel to them. at you, the ZZ-R looks a bit a surprised alien, and going with the red taillights lit, an angry one. That the design fairs the front and turn signals in nicely, only the mirrors to break the flow.

In front, two-piston calipers big 320mm discs, much the ZX-11’s. The rear brake is an mix of pieces we’ve seen The 250mm disc would right at home on a ZRX1200R, and the came from the ZX-12R.

If the and frame have been the suspension pieces have at least in terms of their Where the ZX had a right-side-up, 43mm, Kayaba, said fork was at adjustable for compression and rebound The ZZ-R cartridge fork has 43mm tubes, but its only is preload.

The ZX shock was two-way-tweakable, the ZZ-R shock adjusts for and rebound only. As you will this disappoints us more a little, because with its wide performance portfolio, the deserves the adjustability to tune it for different mission profiles, long-distance bombing runs to close-support.

But what, as you might ask Lee, is it like? It takes choke to get it fired on a cold and a few blocks before it wants to run After that, this gives us one big, goofy face for the rest of the day.

obviously hell-for-strong, from all the way to the ignition cutoff, and yet, for all its it manages to feel friendly, almost puppylike in its willingness to There’s a slight buzz in the and the mirrors between 4500 and rpm, which migrates to an slight sizzle in the seat as the rise. But overall, vibration is controlled.

The powerband is as wide as Texas, and New Mexico lined up end-to-end. You stay under 6000 rpm still leave anything four wheels way behind And when you want to simply just drop the six-speed a couple, let ‘er spin up 8000 or so, and hangeth thou on. You get a moan out of the intake system and a launch into the middle

Kawasaki ZZR 1200
Kawasaki ZZR 1200

There’s no dramatic burst of as the revs rise—like an F-18 on it just keeps pulling. And And pulling.

The riding stance just about right, if a touch toward the bigger among us. Some shorter felt the reach to the bars was a bit but overall it’s right in with the BMW sport-tourers, the Aprilia and the like. The moved-back bars and pegs take most of the off the wrists, compared with sporting-oriented GTs such as the Honda XX and the

The seat is nicely shaped, but riders found themselves out on the seat base now and again. And the new works as advertised, protecting from the neck down and you a clean, turbulencefree blast to the zone. At serious speeds, the tapered bubble gives one of room to hide, along the visibility to still see where soon be.

So on the highway, at any conceivable almost everything is hunky-dory. compliance is the exception—for some, high-speed compression damping in the made the action over expansion joints too harsh for a sport-tourer. We raised the preload to the pace of the bobbing front and this helped some.

But we help but wish for the completely fork that comes on the If you get full adjustability on an $8000 why not on a high-zoot super-sport tourer sells for more than

We expected the ZZ-R to get along on the straight and slabbish. But we were surprised at how well this tall, 609-pounder works the pasta melts from to squiggly. Steering is light, and predictable, and the wide bars and stance give you all the leverage you to point it where you want it, you want it.

The huge powerband and carburetion let you squirt from to corner with little most twisty roads, is purely an option. The brakes are about perfect for street with great initial and smooth, progressive power. And the stays pretty much until you get way into the crazy

The front end feels confidently more so than the old ZX-11’s, and the actually shines here, up most midcorner bumps drama and keeping chassis well controlled.

There is one the ZZ-R falls short—or, at the least, falls ugly. The sport-tourers from Aprilia, Ducati and Triumph can be ordered their own, custom-designed luggage. You can get luggage for the ZZ-R your Kawasaki dealer, but actually off-the-shelf Givi The function and quality is there, but the we’re afraid, are not.

The bags are a little (OK, a on the bulbous side, and their black tubular-steel brackets look more at home in an oil than on a classy let’s-ride-to-Paris We hear that Corbin is working on a set of Beetle Bags for the and we’re hoping they fit in with the ZZ-R’s styling.

So we hear you ask, does the fit in the sport-touring/GT firmament? Well, its motor puts it in another compared with its intended competition, the Futura, K1200RS, and Sprint ST. If your idea of involves speeds over 160 the ZZ-R is a hands-down winner.

Its surprisingly competent chassis lets it hang with twins such as the Ducati and in the corners—it just does it in a bigger, more magnanimous And its price, round approximately under the Germans and Italians, it a real, raging deal.

Up its steroid-addled Japanese cohorts, the XX, the Suzuki Hayabusa and the Kawasaki the ZZ-R claims its own small, if niche. It’s closest to the XX in terms of its overall place in the universe, but until the Honda its expected boost to full status, the ZZ-R trumps it more power, more comfort and approximately equal

The Hayabusa is still the king, to its silky, religiously strong amazingly nimble chassis and detailing. But its relatively hunched position, bullet-train styling, and image make it much of a testosterone-laced Sunday ride and less of a balanced long-hauler. And you’ve ridden the calm, ZZ-R, the ZX-12R snaps focus as its pierced, tattooed brother, much rougher the edges, and much more to come home late a black eye.

Do we like new ZZ-R? Oh, yes indeed.

Kawasaki ZZR 1200
Kawasaki ZZR 1200
Kawasaki ZZR 1200
Kawasaki ZZR 1200
Kawasaki ZZR 1200
Kawasaki ZZR 1200


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