Kawasaki ZL600 Eliminator

13 Мар 2015 | Author: | Комментарии к записи Kawasaki ZL600 Eliminator отключены

What would you call a cruiser that has the seat of a garden tractor, the comfort of a chair— and is as quick as a Ninja?

there were Japanese or power-cruisers or half-ton touring or repli-racers big and small, there only standards. From all of Japan they came, four cylinders across frames. Standards were and counUy stormers, their wide and deep, their subtle. Year after new models brought higher of function—engine performance, covrfor[, solid handling.

Yet success the standards. They were to vanish; their greatest sin was common.

Americans turned to for something different—a certain sound, feel, mystique— and the fell victim to this of intangibles. Comfort? Convenience?

Although today’s cruisers are heading back to more ergonomics, those that riders into unnatural still outnumber those don’t. Motorcycling also has that sacrifice convenience and for cutting-edge performance as well as tourers that continue to toward motel proportions. motorcycling has everything, it seems, but motorcycles, and that fact has not Kawasaki.

Unlike specialized as limited as bit actors, Kawasaki’s is an all-purpose player covering a majestic stage: boulevard to open highway and open to mountain pass.

The ZL600’s is neostandard, despite its fatso rear tire, and its ergonomics the middle of the road. Its appeal in at dusk, after you’ve through town, after ridden for a hundred miles in on the freeway, after you’ve in the immediacy of its power delivery, you’ve experienced the ease which it hustles down mountain roads, after ridden everywhere that go and realized the ZL never once out of place.

Mere fledglings will the ZL’s sporting character: it light, stable, reassuring in a way makes average riders harder in the tight stuff they would on the Ninja, and more comfortable doing it. An rider wheel the ZL600 as as the high-strung Ninja 600 on all but the fastest

And power? The ZL600 has more end than the 600 Ninja, pulling away during 45-70-mph in fourth, fifth and sixth The Ninja, with more top end and slippery aerodynamics, plays its only at the end of the drag strip.

bikes turn ETs within a of each other; the Ninja’s speed is nearly four mph

Like the big Eliminator introduced year, the ZL600 adheres to the Ninja engine formula—six-speed liquid-cooled, oversquare cylinders 16 valves—but features shaft and carefully orchestrated changes to the Ninja’s high-rise power The ZL600 is more aggressive low, its carburetion crisper and immediate than that of its repli-racer cousin. Though big and ZLs share the same powerband-reshaping Ka-‘ wasaki engineers more impressive results the 600.

In the ZL600, Kawasaki reshaped the powerband without a single engine gasket. The 900 was recammed to spread power, but the 600 cam specifications—duration, lift, and valve the 600 Ninja. Where the 900 uses a resonance chamber to manage pulses for stronger mid-range, the 600 only a narrow crossover

The exhaust system, together the smaller carbs and their accounts for the re-contoured powerband.

make peak horsepower Large valves and big carbs well at high engine hence the 600 Ninja’s outsized units. But big-throated carburetors, round-slide mixers, meter poorly at low rpm.

In the 600 Ninja, engineers used the flat/round carb design first on the big Ninja to promote better atomization during part-throttle The ZL600 benefits first the same carburetor technology and from its smaller, 30mm The decrease in venturi size air velocity at lower engine promoting more complete atomization, better fuel crisper response, and, more usable power.

On the the ZL spots the Ninja top-side as well as lacking a decisive downstairs with a peak of 57.24, the ZL600 lags horsepower behind the Ninja. its 10,000-rpm peak, the ZL chokes as the soars. But the ZL starts out as much as two stronger than the Ninja, and there it’s a see-saw

The ZL is up at 4500, the Ninja at 5000; ZL at 5500 and the Ninja at 6000; at the ZL edges ahead, reaching its power advantage—2.4 horsepower—by rpm.

The ZL’s low- and dyno numbers don’t its roll-on advantage on the road. Why the ZL squirt away from the in roll-on contests and match its quickness?

Two reasons: First, numbers are generated with running at a constant throttle open. But roll-on tests acceleration in a real-world environment engines accelerate from to full-throttle. In such conditions, the smaller mixers provide response, accounting for mucht)f its advantage.

Second, though the two 600s transmission and primary gear a different rear tire and drive gearing let the ZL engine significantly faster than the At 60 mph, the ZL is taching 5102 the Ninja 4756 rpm.

overall gearing pushes the ZL up its power curve than the at the same ground speed. The of lower overall gearing and carburetion is hard to beat. a 0-60-mph time of 3.36 (the Ninja takes seconds), the ZL makes up what it in peak power with a launch off the line. In our 45-70-mph tests, the ZL600 begins and its runs anywhere from two to horsepower stronger than the

On the road the ZL has a solid horsepower over the Ninja up to 9500 By the time the Ninja hits rpm, the ZL is already a quarter-scale on the horizon.

The ZL picked up its parts places beyond the Ninja Since the KZ/GPz/Ninja/ZL belong to the engine family, adapting the drive was a bolt-on proposition. The shaft-drive unit—bevel gears and rear, drive shaft, and case— were grafted the KZ550 LTD, now discontinued. The bevel gears, however, are now by roller bearings rather the KZ’s tapered bearings to cut losses.

Like the big Eliminator, the 600 also a two-piece clutch housing provides limited slip high-speed deceleration. The new clutch rear-wheel hop sometimes associated shaft-driven machines.

Kawasaki Eliminator 600
Kawasaki Eliminator 600

The ZL’s like the big Eliminator’s, is long and and ZLs big and small use the same basic layout, with one significant The 900’s frame places the left and right cylinders of the double downtubes in conventional while the 600’s frame all four cylinders inside. The ZL600’s engine is so narrow, its so tightly packed together, just wasn’t room the header pipes for frame

So the 600 got outboard downtubes, which engineers exploited to achieve acute trian-gulation and greater

Beyond its unorthodox downtube the ZL’s chassis is simple, low and effective. Example: The ZL uses an front wheel with a disc brake, and a 37mm void of anti-dive plumbing. The ZL has two more steering-head angle, at 61 inches between axles, its outdistances the Ninja’s by nearly a foot.

ZL weight is carried the engine sits two inches in the frame than the Ninja’s, and a seat height positions the two inches closer to the ground. A front tire, and the forceful of a higher, wider handlebar the ZL through directional changes. low center of gravity and high explain some of the ZL’s agile handling.

Though it only ten pounds less, the ZL the Ninja feel chunky-large in transitions, and it steers quicker and less effort than the ZX. Furthermore, the ZL’s suspension

provides superior ride to that of the stiff-legged Ninja. The more powerful Eliminator 900 use stiff-er spring and damping to control its shaft reaction; Kawasaki engineers can limit in the ZL’s shaft drive light, compliant springs and valving. They have, set up softly, the ZL delivers a cushier ride than the big 900 Eliminator and Ninjas.

The ZL’s twin also offer, through 5 rebound damping and preload a much broader compliance Preload adjustment is difficult, Twisting a screwdriver stuffed the spring collar is a crude of adjustment in this age of pneumatic and the ZL’s lack of a centerstand complicates the process.

But on fast the hassle pays off. rear preload set to full • and six to eight psi pumped through the separate nozzles, you can ride the ZL at 85 percent of a white-knuckle pace and enjoy the greenery. Though driveline lash is present, the doesn’t hamper speedy and the Dunlop skins stick

That last 15 percent, reaches into the ZL’s zone. The single-disc front and drum rear offer response and require only effort, but they don’t enough stopping power highspeed running. While the ZL can harder, corner to corner, the Ninja, its sheer speed the best of its braking components.

In and medium fast turns, the ZL has cornering clearance to joust the Ninja, but push the ZL hard in sweepers, and its grinding footpegs a sensory red alert.

Comfort, convenience, versatility, the of the old standards, clearly apply to big and small. The 900 Eliminator is miles of most big cruisers for versatility and but its low bars and thin seat are to drag-bike styling. The ZL600 is less an image motorcycle the 900 Eliminator and has a wider usefulness: Its is higher, its seat wider, plusher, and its footpegs more

As Kawasaki moves toward motorcycles, the profile of such new as the ZL600 contrasts in so many with old ones. The seat the ground seemingly because so riders today identify ability to flat-foot at stoplights comfort and convenience and safety. old concerns live on, too: for enthusiasts, shaft drive and rubber-mounted powerplants are likewise of any general-duty motorcycle. The ZL600’s capability

doesn’t come at $3499, the ZL600 costs as as the high-tech Ninja. But the ZL600 is a machine that ties the travel into a seamless of asphalt. To some riders, what motorcycling is all about.

Kawasaki Eliminator 600
Kawasaki Eliminator 600
Kawasaki Eliminator 600
Kawasaki Eliminator 600
Kawasaki Eliminator 600


Other articles of the category "Kawasaki":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.