Kawasaki Ninja ZX-9R — The Full Wiki

17 Июн 2015 | Author: | Комментарии к записи Kawasaki Ninja ZX-9R — The Full Wiki отключены



The ZX-9R in 1994. Kawasaki developed the in response to Honda’s introduction of the FireBlade for the 1992 model

Prior to the advent of the FireBlade, Japanese sports motorcycles had polarised. On one side were the 750 cc bikes, influenced by Endurance and the World Superbike Championship. On the the big-bore 1000cc-plus sports-tourers had the natural evolution of the performance of the preceding 20 years.

In simple the 750’s had the handling, the big-bores had the In both categories, Kawasaki The ZXR750 offered the technology and the of ultra-expensive racing-homologation models Honda and Yamaha at half the and it outclassed the similarly-priced GSX-R750 of the which still featured a frame and an oil-cooled engine, the ZZ-R1100 held the title of the production motorcycle on Earth.

The packaged a 900 cc engine into a 750 cc bike chassis. It combined power with sport handling, but, crucially, it pioneered meticulous attention to design. The FireBlade not only the 750’s, it was also significantly This was the detail overlooked or by Kawasaki when they set out to their FireBlade-beater.

In building the ZX-9R, Kawasaki combined class-leading big-bore, the ZZ-R1100, their class-leading 750, the rather than commit to an design.

The result was a big motorcycle; weight-saving measures like engine covers, its quoted dry was 215 kg, almost 30 kg heavier than the It made around 125 hp (93 kW) at the rear on the dyno, between 10 and 15 hp (11 kW) more the FireBlade, but this advantage in couldn’t make up for its size, and reduced agility. Rather be a direct competitor, the ZX-9R was a as a more stable and more alternative to the Honda, with straight-line speed.

The road-going bias is evident the raised clipons and more seating positions. The ZX9R had a reasonable seat height, it posed a problem to shorter due to its wide seat and fuel

Model History


The first ZX-9R could be as a ZXR750 incorporating a number of design features. The wheels cast aluminium alloy front and 5.5×17 rear), forks (fully-adjustable 43 mm upside-down and unbraced fabricated aluminium swingarm with fully-adjustable KYB monoshock were direct from the ZXR.

Importantly, the rear Tokico caliper no mounted via a torque arm, and the handlebars mounted above the top clamp, not below. The four-piston front calipers and 320 mm front were common to the ZZ-R and the

The frame was a welded aluminium-alloy with cast steering and swingarm endplates, but with engine cradles and swingarm-mount extending back to support the seat and attach the bolt-on like the ZZ-R1100.

The engine was The crankcases, clutch and gearbox carried over from the with a longer-throw crank and a taller cylinder block for the capacity. The cylinder head was highly similar to the ZXR, as but incorporated rocker valve like the ZZ-R1100 instead of the direct actuation.

Redline was an 12,000 rpm against the FireBlades rpm. Induction was by 39 mm Keihin CV and the engine breathed through a 10L airbox fed by dual ram-air on the nose of the bike, under the headlight, via ducts passing and over the frame beams the steering head, like on the

The result was a big motorcycle; despite measures like magnesium covers, its quoted dry weight was 215 kg, 30 kg heavier than the FireBlade. It around 125 hp (93 kW) at the rear wheel on the between 10 and 15 hp (11 kW) more than the but this advantage in power make up for its size, weight, and turned out to be a poor choice of suspension linkage ratio and pivot position, which rear-end grip.

The new bike was almost as comfortable and as as the ZZ-R1100, and it handled much than the big sports-tourer, but couldn’t the FireBlade’s agility. Rather a direct competitor, the ZX-9R was a stable and more comfortable to the Honda, with more speed.

ZX900B3 (1996) and (1997)

Detail changes. goes up from 139 to 141hp. The suspension linkage and rear rate were changed, handling. Pillion grab were added, the gearboxes made stronger, and new six-piston front calipers replaced the model’s four-piston units.

went up to 218 kg.

ZX900C1 (1998) and (1999)

For 1998, Kawasaki redesigned the ZX-9R. The basic bias of the bike, with the riding position and generous dimensions remained, but the character of the was fundamentally changed.

Engine … and redline remained everything else was completely The clutch was changed from to cable-operated. The generator was moved behind the cylinder to the more location at the left end of the crank. was now no balance shaft. The valvetrain to direct valve actuation, and the head was plumbed for then-new ignition coils, replacing conventional remote coils and leads.

Notably, the new engine featured a Hall-type cam position on the exhaust camshaft. Cam position are typically used in conjunction electronic fuel injection. As the featured induction by Keihin 40 mm CV a cam position sensor wasn’t

Its inclusion could indicate Kawasaki had designs to include injection on the engine in the future, but did not happen until the 2003 of the Z1000. which uses a ex-ZX-9R engine with a cylinder head.

The frame lost the steel cradles, but also its bolt-on and the rear ride height The swingarm was a new unbraced, rectangular-section design. The wheel sizes the same, but the wheels were a lighter design. The brake carried over, but the discs smaller and lighter without power being affected. New 46 mm KYB forks replaced the heavier, stiffer 43 mm USD’s on the B model.

The shock changed from a to a lighter, more compact design. The wheelbase dropped 30 mm to mm.

Overall, with a factory-quoted dry of 183 kg, the C-model weighed less fuelled than the first weighed dry.

Visually, the new retained the rounded, voluptuous, look of its predecessor, but became with a slimmer tail and a smaller fairing. As a consequence of the engine and shorter wheelbase, the fuel tank became and intruded more on the riding than before.

At launch in 1997, the ZX900C caused a The total redesign resulted in a which thoroughly outclassed the update of the FireBlade Honda for that year. The two bikes now evenly matched on weight, but the retained its power advantage and was acclaimed as the better sport it was faster, it handled better and a raw, involving feel for the

By contrast, the 1998 FireBlade was criticised for its uncommunicative handling. In Kawasaki chose simple, paint schemes for the ZX-9R, the bike in the house colour of green, candy metallic and, in some markets, metallic black.

Unfortunately for Kawasaki, late also saw the introduction of the Yamaha R1. flawed in several respects, completely new sport bike offered performance and styling rightfully went on to capture the of the motorcycling public.

ZX900E1 and ZX900E2 (2001)

A dramatic new was introduced for the 2000 model, distinctively feline twin and a separate ram-air intake the single headlight and integrated of the C-model. The engine gained a few from a compression ratio from a lower duration cam, which increased compression. Further improvements aimed primarily at handling.

The was made stiffer through the of the front engine mounting though this still the ZX-9R with just a front engine mount on side of the frame. Further, the bushes in the top rear engine were changed to alloy. combined to make the engine’s to the stiffness of the frame/engine unit

The swingarm pivot and wheel were made considerably in diameter, again for more Increased offset on the triple reduced the trail on the front to make the steering more The forks were shortened to weight, and the rear shock top was redesigned to incorporate a ride-height

ZX900F1 (2002) and ZX900F2

Changes to the 2002-2003 ZX-9R well past simple modifications. Additions included a swingarm (by a claimed 20 percent), frame, new engine mounts, new shock, increased trail and fork offset, and new Nissin caliper brakes and 320 mm discs at the wheel. Slight engine included new Keihin carburators and a crankshaft to smooth out shifts. The stayed much them

The rear passenger grab and fairing stay were from the 2002-2003 models. options for 2002-2003 included green, candy gold black and silver.

2003 spelled the final for the road oriented ZX-9R, as Yamaha with its YZF-R1 and with the GSX-R 1000 the market lead with racier, more track offerings. Honda also this route (albeit to a degree) with the CBR 954 and 1000RR. The ZX-10R was poised to go head to with these other literbikes, and with no direct and no room in the Kawasaki lineup, the was relegated to the history books.

KAWASAKI ZX-9R Specifications

Configuration Inline Four, DOHC

Engine Displacement 899 cc

Cooling System Liquid

Ratio 12.2:1 (2000-2003)

Chamber Design Pentroof

Per Cylinder 4

Intake Valves Per 2

Exhaust Valves Per Cylinder 2

x Stroke 75 x 50.9 mm

Claimed Horsepower 141 bhp @ 11,000 rpm

Claimed Torque 73 lbs. — ft. @ rpm

Engine Redline 12,000 rpm

length — 2,049 mm

width — 719 mm

Overall — 1,155 mm

Seat — 810 mm

Wheel base 1.415 mm

Ground clearance 160 mm

Dry weight — 183 kg

Valve (Included) 12 degrees intake, 13 exhaust (25 degrees)

Combustion Volume N.A.

Valve Type DOHC, Link-plate Drive,

Bucket Followers,

Lash Adjustment

Valve Interval 6000 miles

Valve Diameter 30 mm

Exhaust Diameter 26 mm

Intake Valve Diameter 4.5 mm

Exhaust Valve Diameter 4.5 mm

Intake Valve Lift 9.2 mm

Exhaust Valve Lift 8.7 mm

Intake Valve

Open BTDC 55 degrees

ABDC 81 degrees

Kawasaki Ninja ZX-9R

Duration 316

Exhaust Valve Timing

BBDC 47 degrees

Close 65 degrees

Duration 292 degrees

Timing Measuring Point 0.3 mm.

Delivery System (4) Kehin

Carburetor Venturi Size 40 mm

Air Type Foam

Exhaust Type 4-1

Ignition System Electronic

Lubrication System Wet

Oil Capacity 4.1 quarts

Fuel 18.9 l

Transmission Type Constant Mesh

Clutch Multi-plate, Wet

Clutch Actuation Cable

Clutch Spring Coil

Number Of Clutch 5

Number of Clutch Plates 19

Plates 10

Driven Plates 9

Drive Gear

Primary Gear Teeth (Ratio) 84/ 49

Final Drive Sprocket (Ratio) 16/ 41 (2.563:1)

Transmission Teeth (Ratios)

6th 23/ 21 (1.095:1)

5th 24/ 20

4th 28/ 21 (1.333:1)

3rd 28/ 18 (1.556:1)

2nd 33/ 17 (1.941:1)

1st 36/ 14

Transmission Overall Ratios


5th 5.268:1

4th 5.852:1

3rd 6.831:1


1st 11.287:1

Kawasaki Ninja ZX-9R
Kawasaki Ninja ZX-9R
Kawasaki Ninja ZX-9R
Kawasaki Ninja ZX-9R
Kawasaki Ninja ZX-9R
Kawasaki Ninja ZX-9R

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