Kawasaki's Are Third

This is a Kawasaki Ninja ZX-9. Its not the best bike, but it is more comfortable than the R1 or the GSX-R1, and it looks pretty cool too. Here are some statistics...

The ZX-11 has finally come to the end of its decade-plus run, but fans of the roomy and comfortable roadburner won't miss it: It's evolved into the ZZR1200. Kawasaki has followed the lead of many owners and even this magazine in transforming the big sportbike into one of the sportiest sport-touring machines. In the process, its dohc, liquid-cooled 16-valve engine has grown from 1051 to 1164cc via the new bore and stroke first utilized on the ZRX1200 super-standard. But unlike that other 1200, the ZZR uses downdraft 40mm carburetors and disposes of unnecessary cylinder-head finning. Tuning, says Kawasaki, was aimed at enhancing low-end and midrange performance, so don't expect the new machine to necessarily match the ZX-11 in top speed. Following that trend, Kawasaki has also given the machine a heavier crankshaft for smoother low-speed running and reduced engine braking. The ZZR1200's frame similarly derives from that of the ZX-11, but with added stiffness (thicker rails) and less rake and fork offset for lighter steering. For additional help in that regard, ball bearings replace tapered rollers in the steering head. A revised rear-suspension linkage and new shock are intended to give a smoother ride. New bodywork is part of the package, with gas-tank capacity growing to 6.1 gallons. The riding position has been altered, as well. Just as did many ZX-11 owners, Kawasaki has moved the handlebars back and the footpegs slightly down and forward for a roomier riding position. While the ZZR1200 does not come with luggage, the aluminum subframe of the ZX-11 made the basis for a steel subframe designed to be compatible with aftermarket luggage. Kawasaki even notes that Givi will offer color-matched hard bags.


While the ZZR is the only "all-new" introduction, that doesn't mean there aren't other significant changes to Kawasaki's sportbike line. Even the ZX-12R, introduced just last year, has been more than slightly altered. After losing out in magazine top-speed shootouts last year to the Suzuki GSX- 1300R Hayabusa, a motorcycle with similar power but superior aerodynamics, perhaps it's not too surprising that Kawasaki has improved the 12R's aerodynamics. A wider fairing with a higher bubble enhance rider wind protection while giving what Kawasaki describes as a "one point drag coefficient reduction," continuing a long tradition among Japanese manufacturers of quoting aerodynamic performance with incomparable or meaningless numbers. The ram-air system was improved at the same time, and a number of changes were made for better rideablility. These include increased crank-shaft inertia, a non-linear throttle linkage, and reduced free-play between the gearbox dogs and elsewhere in the driveline. These are all changes designed to make the ZX-12R respond more smoothly and predictably at small throttle openings and during throttle-opening transitions. Handling has been addressed, as well. Slightly increased rake (trail remains the same) and stiffer fork settings are intended to enhance steering feel when braking into a corner, while redesigned rear suspension actuates an improved damper with a softer spring through a new linkage. And while the ZX-9R isn't all-new for '02, either, it too is substantially altered. As with the 12R, Kawasaki engineers aimed for more controllable low-speed response with a 10-percent boost in crankshaft flywheel inertia. On the chassis side, the top engine mount (replacing downtubes) has been moved closer to the steering head to increase chassis stiffness. A new, stiffer swingarm was added, and the rear suspension linkage was revised for more linear action. Front brakes grew from 310 to 320mm, while the rear rim grew .5-inch to a full 6 inches in width. In the category of small details that eventually add up to pounds, new axles are larger in diameter but hollow, for a better stiffness-to-weight ratio, and the drive chain shrank from a #530 to #525. Finally, with all the changes to the other ZXs, the middleweight ZX-6R returns essentially unaltered, leaving something for next year.

Heres my Homepage Website. Click Here!