Kawasaki GPz 900R Ninja

4 Май 2015 | Author: | Комментарии к записи Kawasaki GPz 900R Ninja отключены
Kawasaki GPZ 900 R

Kawasaki says it is a new generation of bike, and it is probably right. But the also harkens back to a era, an era that ended, with the advent of the Kawasaki 903 The Z-1 ushered in a decade of street that were broadly fat in the powerband and, despite power and performance, somewhat on personality.

The ZX900, on the other is aimed straight at the sporting who takes power and cornering seriously. Even its name, takes you back to the era of Kawasaki’s

A1 and A7 Avenger, bikes that, the ZX900, were aggressive, animals. In those days, the word Kawasaki could a heated debate about a 350 Avenger could really a 650—and many 650 riders turn a corner or ride out of a lot before the issue could be by combat.

In 1984, the debates swirl around the question of the Kawasaki ZX900 Ninja can away 100 to 250cc and still be with monsters like VF1000 Interceptor and V65 Sabre, GS1150 and Yamaha’s FJ1100. of the answers to such questions during our testing, and the Ninja as a very strong contender in the War of 1984.

With V-4s up everywhere in Honda’s ’84 and Suzuki and Yamaha likely to add or V-4s by ’85, it must been tempting for Kawasaki to the parade. Instead, Kawasaki to advance the in-line four, an engine which is at once and exotic, an engine that is competitive with the latest It is, as Kawasaki says, an in-line for the ’80s.

Kawasaki considered and V-4s before settling on the configuration. Kawasaki cites advantages for the in-line four: spaced power strokes, primary balance, simplified relatively few moving parts, low losses and efficient combustion To these qualities, Kawasaki several innovations to make a plant that is completely with the V-4s that received so much attention in the couple of seasons.

Most of the generators and other accessories behind the cylinder bank, combustion chambers and liquid-cooling—are new for Kawasaki. However, they been assembled in a combination and that are thus far unique and many advantages.

Two factors than any others distinguish the design from other fours. The first is liquid-cooling, a inclusion on other engine but thus far conspicuously absent on fours. By using a water-cooled than an air-cooled design, could slim things The wet-liner system is quite as is the aluminum cross-flow radiator. The holds just three-quarters of a and weighs under three

In addition to the radiator, the cooling includes a thermostat which at 187 degrees F, an electric fan which on at 207 degrees, an overflow tank the right side panel, and the pump, which is driven by a from the clutch. Coolant is into the front of the cylinder up through it to the head and then to the

Kawasaki cites improved as the leading factor enabling it to use a stiff 11:1 compression and still accept unleaded The more consistent engine also enabled the designers to tighter piston clearances in the cylinder liners and reduce tension.

Liquid-cooling coupled with the decision to mount the chain for the camshafts at the left end of the The cam-chain-drive location provided potential benefits in addition to the process of water-cooling. It enabled to further slim the engine by the number of crankshaft bearings.

It provided easy access to the adjuster, and, according to the resulting even spacing of the centers made symmetrical of ports, sub-ports and combustion possible. The resulting short, combustion paths significantly breathing efficiency, according to the The cam chain itself is a silent type with a hefty pitch.

It’s tensioned by new constant-load tensioner and drives a of hollow camshafts, each on five plain-bearing surfaces in the and each with four A reusable rubber gasket the cam cover. The head gasket is steel, and the base gasket is sheet.

The ZX900 is Kawasaki’s first bike with four per cylinder, a feature which a bit of complexity and has become commonplace the high-performance street bikes of the Japanese firms. Until Kawasaki has generally managed to at least match—the standard of without this extra bit of and expense.

Four-valve combustion had been tried extensively at but they weren’t deemed until now—when there is an engine designed to utilize As discussed in the accompanying development Kawasaki felt that use of four-valve combustion chambers on more than just a new design.

Each pair of is operated by a forked, two-finger cam Valve lash is regulated threaded adjusters. The valve are 29mm on the intake side and on the exhaust side. Duration and are the same on both sides, 290 and 9.3mm, respectively.

The included angle (the angle of the relative to each other) has decreased sharply compared to GPz models. At 34.9 degrees, it is 25 degrees narrower than the 750 or The steep angles enabled to make the combustion chambers and to shorten the ports.

A unique set of carburetors is used. The 34mm CVK carbs are similar to those on last year’s Team Superbike racer. They semiflat throttle slides to length and weight and also throttle response, fuel and intake velocity.

Another used previously but never on an four built for a motorcycle is a Gear driven directly the crankshaft’s primary gear between the No. 3 and 4 cylinders), the compact is positioned just in front of the Both its gear and the primary are polished to reduce mechanical and lash.

The one-piece crank on five plain bearings, and is provided through a two-loop One loop simply circulates oil the four-pass cooler mounted the radiator in front of the sump. The circulates oil through the engine, and oil filter, with an external delivering oil to the head. This system keeps the cooler impeding oil flow to moving

The pump, which is driven by the shaft that drives the pump, delivers a maximum of 71

The Ninja is the first Kawasaki its alternator removed from the end to help narrow the engine. The alternator is set back behind the with the starter and driven by a chain from the right end of the

The machine is also the first big with a six-speed gearbox and a clutch. To save space and shorten the engine, the two shafts are vertically in the gearbox. Third, and fifth gears have dogs. The No.

530 silicone-lubricated O-ring has its inner plates drilled to it, reducing power losses and and sprocket wear.

The result of all tightening, downsizing and reduction is an which is compact and light for its 113 horsepower. It is just 18 inches and tapers at an angle similar to the bellypan’s V-shape, something notice if you get down and look at the This enabled Kawasaki to plenty of cornering clearance and mount the engine low in the frame.

The is also short front to and top to bottom. And Kawasaki says even with the radiator and oil it weighs 11 pounds less the Z-1 engine. Overall, however, the is not remarkably light, despite hopes for very low weight

At 565 pounds wet, the complete is only 15 pounds lighter the Suzuki GS1150 we tested two ago.

However, considering it is giving away 227cc, the GPz a good account of itself in comparisons. The powerband is wide to give you a choice of three in most situations. Although is more power at the top of the rev band, it is not to keep the engine spinning up the 10,500-rpm redline to get plenty of when you twist the throttle.

We usually just left it in top to pass on the highway, and the ZX900 quickly past double-nickel Our roll-on tests, conducted in top from a 50-mph rolling showed that the Ninja to an average of 80.7 mph after 200 That is significantly slower the Suzuki GS1150, which at mph is the all-time uncontested champ.

also a bit slower than the sport bikes, which from 81.5 for the Honda to 87.5 for the Suzuki GS1100S However, the Ninja has more punch than bikes the Yamaha Venture, Harley-Davidson or Suzuki GS1100G, and about the as the Honda 750 Interceptor, the best of the

In terms of all-out sprinting the 900 Ninja is about equal to the 750 Turbo and just slightly than any bike introduced this year. Our official posted by Road Test Jeff Karr at Baylands in Fremont, California, is 10.96 at 122.3 mph.

That is two-tenths of a second slower his quickest time on the Suzuki which ran 10.73 seconds, mph for him at Carlsbad Raceway. (At Fremont, best with the Suzuki was but his best on the Kawasaki at Carlsbad was Note that when our factor for the Kawasaki’s time at is figured in, it comes up slower the best time actually because the barometric conditions better than the sea-level conditions that we use as our standard for

With this factor in, Karr’s best time up 11.01 seconds at 121.8 As they say in the gas-mileage ads, Use figure for comparison. Your may vary.) Professional launch Jay Gleason had a ,15-second difference on the two he ran them at Fremont, posting a run on the Suzuki and a 10.62-second run on the Kawasaki.

bikes are rockets, but the Suzuki’s 250cc makes itself with a power advantage all conditions.

Whether you grab a of throttle at 2000 or 8000 the Ninja responds crisply and hesitation or pinging, no matter the altitude. Throttle response is linear than on some CV carbs we have sampled, and are no abrupt lurches when you throttle setting in a normal The ZX900 warms up fairly and there are detents in the handlebar-mounted mechanism to help you find the setting during warm-up.

was excellent. No one missed a shift the test, and everyone rated action as smooth and positive. automatic neutral finder, won’t let you upshift past from first when the is stopped, makes that foolproof. Kawasaki’s new hydraulic offers a light pull and consistent engagement over a narrow span, permitting two-finger operation.

The clutch its strength by standing up to over 40 launches at the dragstrip. Drivetrain was negligible.

Our fuel mileage on the ranged from 52 to 30 mpg, our best tanks turned in freeway cruising at about 70 Our 40.9-mpg average would 237 miles of range if the 5.8-gal-lon were full. Incidentally, the fuel cap is a pleasure to use.

It is so you don’t have to find a to put it while you are filling, and the opening is large. You don’t need the key to the cap again, either. The black cap assembly is styled like a cap with alien bolts it to the tank, and it fits flush the tank top.

Most bikes become uncomfortable in a when you settle in for a long down a straight road. its canted-forward riding posture and narrow seat, we expected to be after a few interstate miles the Ninja, but we were pleasantly more than a little. The was quite comfortable for everyone who any time on it either touring or during hour-long jaunts in freeway traffic.

At highway speeds the combination of raised handlebars (the Ninja’s bars are 1.2 inches than the European version’s) and the pressure on your chest the weight off your arms and and the throttle return springs are enough to prevent your from pumping up right

Even when riding in for extended periods, we didn’t any complaints about the riding although one rider felt the forward slope tended to him forward more than he The saddle is narrow but reasonably so it took several hours of riding before it began to get

The ZX900 Ninja is quite for an in-line four, although testers cited some above 6000 rpm. We believe anyone will much to object to, however, it is certainly smoother than in-line fours and only when you are going too fast to Though some small do reach the arms, the ride was quite compliant, notably so large bumps.

With backed down to soft, compliance is better than on any sport bike currently

The fairing, comprised of an ABS upper and PBT bellypan, offers very wind protection for the rider. the chest is shielded from the air The head, neck, shoulders, and most of the legs are out in the wind. the fairing creates a smooth of air against you, which is less noisy, annoying and than a turbulent airflow whips around your

Although frontal area has kept to a minimum, we aren’t impressed with the fairing’s While other manufacturers mounted their headlights with the noses of their fairings, Kawasaki persists in the Ninja’s rectangular headlight in a which at least appears to be a of aerodynamic drag.

It is a bit of styling over from the GPz series and unnecessary in light of the company’s to separate the bike from the GPz Nonetheless, one staffer did manage to see an 151 mph on a slightly downhill road, so the certainly isn’t an aerodynamic

The fairing and the rest of the bodywork been carefully wrapped the bike to completely hide the tubing. What’s covered is a structure, an assembly of three components to connect the engine, and rider. The basic frame is an arc of round steel tubes the swingarm area with the steering head.

This is the of the frame, which uses the as a structural member, eliminating the for the weight of cradle tubes and the engine to be mounted lower if tubes were placed it. The top front of the cylinder-head and the rear of the bolt to the basic frame, and steel bracketry at its front the fairing, oil cooler and radiator.

At the rear of the main frame, the for the aluminum swingarm passes some pressed steel supporting the swingarm pivot at its At its ends the swingarm is supported by a of aluminum plates which to the main frame in three each. The aluminum plates support the mufflers and front and footpegs and act as the lower attachment for the rear sub-frame.

This frame component is made of box-section tubing—and bolts to the frame at the point where it down to the swingarm area. The subframe supports the seat, section, rear fender,

Single-shock Uni-Trak suspension the rear of the bike and features the version of Kawasaki’s rising-rate linkage. The shock is located low, and has provisions for adjusting air and rebound damping. Both the air and the four-position rebound-adjusting mechanism are by removing the right side which is retained by a single screw.

The rear axle is supported in the swingarm by eccentric-cam chain and the swingarm rides on needle

An important innovation is Kawasaki’s Variable Damping System anti-dive in the front suspension, automatically increases compression in response to the speed and distance of wheel movement during compression. It works in two stages, the fork spring applying and restricting the AVDS valve to compression damping after the has compressed two inches.

As the fork to compress, the increase in damping-fluid compresses and it is progressively forced It sounds a bit like the anti-dive that we complained about on the GS1150 two months ago. this one (except for the fact the plumbing is rather ugly) met acclaim from our testing

The fork feels best it is about a third of the way through and it continues to work well to compression, say one rider’s notes. braking over rough the anti-dive system cuts out enough to allow supple The front end always feels to the ground.

Another tester it the first anti-dive that out of your way.

The brakes get top marks. They are very and precise and require little to obtain maximum effect. on the one occasion that we got the front to fade (during a photo when the rider was accelerating past the camera, grabbing a of brake to stop, then around and repeating it perhaps 120 it still had enough power for two-finger stops; the lever moved in closer to the bar before to stop the bike hard.

cool again, the brakes completely. A new pattern of holes is in this bike’s discs, and pads are used for fade and wet-disc braking power in wet Kawasaki uses standard single-action calipers with the purpose of reducing unsprung

You can also see weight-saving measures in the caliper’s aluminum stay and in the of the covers usually placed the rear caliper’s less components.

In addition to the effective the balanced, air-assisted front features 38mm stanchion the biggest ever used on a sport bike. The tubes set 10mm farther apart the GPz1100’s to accommodate tires wider than the low-profile, 120/80V16 Dunlop F17 that on the ZX900. Rigidity was obviously a concern in the front end.

The sliders have large, axle clamps, and there is a aluminum fork brace into the front fender The brace loops around the of the wheel and acts as a bracket for the and rear sections of the fender. The tire diameter is big news in and has become de rigueur on serious bikes in 198 4 to aid in responsive handling.

In with modest wheel-base inches) and front-wheel trail measurements and plenty of weight on the wheel, it makes for the most accurate-handling big bike this has ever tested.

Which us to the crux of the matter. The Ninja’s point is handling, and no competitive that we have tested to does it better. Having the Honda VF1000F Interceptor and the FJ1100 only briefly, we prepared to say that they equal or surpass the ZX900. In we expect the Yamaha to perform well.

The Honda, however, have to be a radical improvement on the we rode to earn membership in the club as the Ninja.

Kawasaki GPZ 900 R

The Ninja is the neutral-steering 750cc or larger we have ridden since the KZ1000R Eddie Law-son but the ZX900 steers more with less effort the ELR. No bike over steers as lightly during as the Ninja, which several said feels like a

We took the ZX900 out to several narrow, bumpy roads are full of tight back-to-back and surprise corners, the sort of where a good 550 can usually get from a 1000 and where the on the big bike has to struggle to make any at all. The Ninja dazzled us. It into corners with little effort—especially considering the of speeds it was generating.

There was no sense of the bike’s heft, even when we had climbed off one of the 550s that the ZX900 on test jaunts.

And is more. The Ninja is stable and Whether in flat-out 120-mph sweepers or 15-mph hairpins, it precisely where you want it to go.

You yourself taking exactly the line because the bike so accurately to your steering allowing you to clip apexes and exit turns wider you ever dared to before. The to turn in on some bikes with 16-inch front is nowhere to be found on the ZX900, and it is at insane cornering speeds. It is to discover that a chassis together like the Ninja’s feel so solid.

We had to fiddle the suspension some to get all the bike’s potential. We soon discovered the bike steered most when we jacked the rear end up by air pressure and let the front end settle by air pressure. However, this a rather harsh ride at the especially over small When we reduced the height of the end, the handling slowed although there was still of cornering clearance.

Fortunately, provided a solution in the form of the rear axle carrier. As the axle is located at the top of the eccentric, to keep seat height We turned it around so that it was the bottom, raising the rear of the about 1.5 inches. With the set near its minimums at both we then had a nice compliant and completely responsive steering. set up this way, the bike was and solid in highspeed corners.

In when we first rearranged the position, we had the rear wheel cocked, and the bike was still and wobble-free.

It’s only that such excellent be complemented by good tires and of cornering clearance. The Dun-lops average traction when and stick very well warmed up, especially at the front. acceleration loosens up the rear but not as much as the Suzuki GS1150, for The only way you can get the front wheel to up any traction is to accelerate hard to lift it.

If you ride very only one person on our staff this hard—and are familiar a corner, you can drag the pegs and the edge of the fairing’s bellypan. you can’t drag them too before you run out of traction. And as the black-and-white above shows, you are cranked over by then.

The confidence the inspires and the deftness with it dispatches difficult cornering have to be experienced before you begin to appreciate them. You find yourself running familiar corners 20 percent and 10 percent more relaxed. You get on the gas much sooner than before.

Surprises in mid-turn are with before the adrenaline has a to rise. Complex corners tricky lines become and impossible lean angles common occurrences. You go faster before, and you are in greater control.

we gush too much, we should some items we didn’t The mirrors are located too far inboard for rear vision. The tool kit has no for the rear axle nut.

the fairing takes a while it is held on by quite a few screws and has a lot of attached to it. Our bike had a minor around one rocker shaft. We like the extra weight and of a separate license-plate light the taillight The paint on the bellypan chipped from pebbles. The signals don’t seem to the bike.

The horn is pathetic.

Details positive remarks include an headlight that waits the engine has been started to on, easy seat removal and easy access to the battery and air very low oil consumption and good The instrumentation is purposeful, with the face slightly larger the speedo, although the speedo is easier to read than larger ones.

There are fuel and water-temperature gauges, the temp gauge gives the that the engine is running hot in traffic because the point the fan turns on is at the upper end of the gauge’s The bike ran cool at all speeds on the road, but the fan frequently came on in However, the temperature needle actually moved into the red zone on the gauge.

The fuse box has an accessible accessory terminal and the flat plug-in type A small fuse-pulling tool is included in the fuse box. is an extra storage compartment in the section and a helmet hook on side of the bike.

One of the slickest is a pair of fold-down bungee-cord to help you avoid scratching the

Everything comes together you ride the Ninja fast. Two thrive on telling and retelling the of their ride down the San Francisco area to Los Angeles on the and a GPz550. They took roads (Route 25) which in the section are fast and swoo-py and hours of intense highspeed

At about dark, they onto a narrower, tighter, maintained road, which back unpredictably, narrows warning and throws potholes, corners and other obstacles at Soon they rode a heavy fog and began discovering cattle and other creatures on the unmarked road. In short, it was the of ride that would been a nightmare on most big and

probably would have with a skid on some of the sand or an excursion into deserted pasture. However, for wiping the water off their shields for better vision, our had fun. The ZX900’s responsive controllable braking, confident and excellent headlight kept from having a single moment, even though were maintaining an extremely pace.

They were comfortable throughout the nine of their ride and came singing the praises of Kawasaki’s new bike.

They weren’t By the end of the test, everyone raved it. The only thing that us from insisting that all riders rush out and buy at least one is we haven’t tested the Yamaha yet.

But you may not want to wait. By the you read this, the ZX900 be available, and the Yamaha won’t. And at the Ninja is also sure to be than the FJ. Or you could follow our order a ZX900 now and think adding a Yamaha later.

The is a very exciting motorcycle, a forward for large-displacement sporting If you think the essence of motorcycling is the of leaning into corners, you one.

Source Motorcyclist

Bike magazine 1984

FJ1100 vs Laverda Jota vs GPz 900R vs Honda VF 1000F vs BMW


‘The easy-going

doesn’t kindle any manic

to keep up with the

Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R


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