Top test Kawasaki ZR-7S

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Top test Kawasaki ZR-7S
Rossen Gargolov

motorcycles

Top test Kawasaki ZR-7S

Top test Kawasaki ZR-7S
Simple, personable

Kawasaki ZR-7S ?? the MOTORRAD editors weren’t exactly expecting the top test hit. But the longer the togetherness lasted, the more the tester and motorcycle came to appreciate each other.

Ralf Schneider

06/02/2003

These days, motorcyclists will find the Swabian Alb spread out in front of them in lush green. Your expanses
Meadows and forests show up
in early summer abundance; Why this landscape is called “the rough Alb” is something nobody can understand at such a sight. Especially not when
A couple of dark blue cumulus clouds cluster on the horizon, in front of which sunlight falling from the side almost overflows the green lushness. A sight that literally sucks you in.
Excuse me, driving into the rain, maybe even into a thunderstorm? on
rolling wet roads, looking for the bitumen stain avoidance line and still not finding it? Stay relaxed, that’s okay. If you are focused but relaxed, you will quickly notice: A downpour does not reduce the desire to ride a motorcycle. It is one of the qualities of the Kawasaki ZR-7S, this one
To promote knowledge to the best of our ability. Because it can glide along in a good-natured and well-balanced manner and instills confidence in its driver from the very first moment, which remains even if one or the other weakness is revealed.
The Bridgestone BT 020 series tires, which are used for
quick »start«, good dry and wet grip as well as pleasant-
me handling properties are known. In conjunction with the Kawasaki
they emphatically prove that high-quality initial tires are worthwhile even with inexpensive motorcycles, and with those that have remained unchanged for a long time
be built, a tire upgrade at the right time can work small undercarriage wonders.
Ultimately, however, the main responsibility for good driving characteristics is always the chassis itself, which on the Kawasaki has a rather unusual geometry. It combines a relatively flat steering head with an angle of 64.5 degrees
a short trail of 93 millimeters. This is remarkable because the competition is the ZR-7S, the Suzuki GSX 750 or the modern Yamaha
FZS 600 Fazer, operated with values ​​that
clearly either the stability or
promote handiness. So there is a flat steering head and long caster
with the Suzuki, steeper and shorter with the Yamaha.
But the mixed geometry of the Kawasaki also works splendidly, especially
which is not only perfectly balanced
feels like it actually is. Ever
117 kilograms front and rear
a long wheelbase of 1,455 million-
meters do not bring brilliant handling,
but guarantee neutrality and stability-
ity in all situations. So are yourself
At top speed on the motorway, only minimal, rapidly decaying stirring movements on the handlebars as a reaction
watch on bumps. Vigorous acceleration on bumpy roads provoked only a single, brief twitch in the steering during several attempts, and it remained at full deceleration
the Kawa clean on the track. Shimmy? No findings. With a passenger on the back
completed the ZR-7S the program with the same reliability.
The spring elements, which are objectively underdamped, functioned surprisingly efficiently, which, however, subjectively hardly disturbs. First the direct comparison
with the reference machine brought it
made the testers aware that despite the fully closed rebound stage damping on the shock absorber, the hindquarters of the
Accelerating in an inclined position performs slight pumping movements. The fork could also work tighter, as was particularly evident in the fast slalom on the top test course. After all, she seems to know when it’s on
arrives. Because when you brake hard, your resistance to compression increases. You can see well past the steering head how pronounced bumps are still cleanly processed, while the front tire squeaks like a piglet under the deceleration. Result of an optimally dimensioned
Air cushion in the fork, which is for the
necessary progression to support the springs. Speaking of brakes. because
the front system with the two double-piston floating calipers is clearly below the one normally used by Kawasaki
Level remains, even below that
To achieve other motorcycles with such constructions, it is advisable to use the easily adjustable rear brake
to delay vigorously. It’s no longer modern, but helpful.
The ZR-7S has one shortcoming that tarnishes the joy of cornering a bit.
The reason for this is not to be found in the chassis, but in the engine.
More precisely in the tuning of the carburettors. Apparently, the four-battery from Keihin was tuned very lean for the medium speed range. and
the same with nozzle needles without notches that cannot be greased
can just be hung one step higher. The result is a delayed response of the engine when applying the gas
in the curve, especially if the throttle valves were closed for several seconds beforehand. For example when entering a long downhill curve. The good air-cooled two-valve 750 series sometimes stays away so long that the driver has to vigorously correct the handlebars in order not to tip inward. This behavior is not a peculiarity of the test machine, because it also shows the 34 PS variant, which is tuned in the same way and was only throttled via pressure compensation holes in the slides (see page 35).
In all other matters, the four-cylinder engine continues what the chassis has raised as the most important issue. It acts evenly, relatively smoothly and willingly thanks to the rubber mountings, and writes almost linear power and torque curves in the diagram. Anyone who wants a sporty, explosive characteristic or the all-raging torrent of torque at low speeds will find the power output rather lukewarm. However, ridicule about it is not appropriate; a bravely moving ZR-7S wants to be caught on the country road. A prerequisite for the nimble sprint from curve to curve is
admittedly hard-working switching ?? in the draft, the 750 Kawa is sunk by every modern 600. And the work in the time-honored five-speed gearbox is ?? what was it called by fellow editor Mathias Schroter in the top test of the Kawasaki Z 1000? ?? “resinous”. Because gear changes feel like the transmission oil is full
actually of a resinous consistency, the foot always has to pull or kick the gears with force.
This is not the only reason why one perceives occasional, lazy motorway stages as quite pleasant. On the one hand, because it sits comfortably on the ZR-7S and neatly shields the frame-fixed half-shell from the wind by
it relieves the upper body of the wind pressure up to the collar, the head area
at least spared from turbulence. On the other hand, the Kawa pilot enjoys a considerable range thanks to the 22-liter tank. A whopping 440 kilometers at country road speed, at a constant 130 km / h still 360. Enough to play rabbits and hedgehogs with faster bikes that have to refuel more often. However, if you ride with a pillion passenger, you will hardly use the range in one go. The rear footrests are a bit too high for this, which reduces comfort in the long run.
A look at the Kawasaki
ZR-7S would not be complete without a reference to two more of its virtues: the good workmanship and the likeable simplicity of its construction. The former may sound surprising, because apart from the stainless steel exhaust system, it has no noble parts. But what is not special about her
is welded, brushed and painted with a care that is no longer common in this price range. Second
the ZR-7S proves to be a motorcycle that actually only needs to be taken to the workshop to maintain the two-year guarantee. Because far more than what is required for the 1000-point evaluation, a reasonably experienced screwdriver can do it himself. Changing candles takes less than five minutes, removing the seat, tank and side panels hardly any longer, and then the air filter box is already in place,
the carburetor as well as after removal
the intake snorkel frees the battery. If the on-board tools were not only extensive, but also of high quality, you could easily and without exaggeration do a medium-sized inspection at the roadside. Of course not in the May rain on the Swabian Alb.

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Verdict – Kawasaki ZR-7S

Kawasaki ZR-7S ?? this model name does not stand for fascination-drunk staggering from one driving or technical climax to the next. But for the quiet enjoyment of a thoroughly honest, rock-solid, affordable and versatile motorcycle. Its driving dynamics, especially on winding country roads, should not be underestimated.

34 HP version for motorcycle starters – Kawasaki ZR-7S

The small difference is that there are 16 equally small holes. Big impact: 33 HP less. The holes are in the top of the throttle valve of the 34 HP variant. They ensure that the negative pressure, which pulls the slide upwards via the membranes, is compensated from a certain height. So the slide valves can never release the entire intake cross-section, the engine cannot generate 71 hp. Up to this point of pressure equalization, however? and that is a big advantage of this throttling method ?? the 750 four-cylinder works as if it were open. Rapid acceleration from a low speed is guaranteed, even on narrow, winding roads the lower performance is hardly noticeable. Only when it goes straight for a longer period of time does one begin to miss the lack of performance. Because the maximum torque is reached quite early with the throttling, the engine does not need to be turned higher than 7000 rpm on the tachometer? in fact, that’s always a few revolutions less. Then the next gear has a clean connection Kawasaki ZR-7S has to offer, should be a lot of fun for beginners. Thanks to the exemplary neutrality over the entire usable slope range, it is easy to gain confidence in it even in difficult conditions. Delicately built drivers should, however, be aware that they are getting involved with a 234 kilogram chunk and a seat height of 810 millimeters. No compelling reasons not to choose the Kawa, but better, you know beforehand and can then possibly buy the lower seat, which is available as an accessory.

This is how MOTORRAD tests – ease of maintenance

MOTORRAD explains the individual criteria of the 1000-point evaluation (part 17).

Most drivers have inspections done in the workshop. This leaves the small maintenance activities in between, such as regular greasing of the chain or checking the oil and air. It is precisely these three service points that fall under the maintenance-friendliness criterion. Cardan machines save you work and receive five bonus points as a reward. A toothed belt does not need any lubrication either, which gives it three plus points. Motorcycles with chain drive get a point if the chain can be adjusted quickly and precisely. The oil check is rewarded with a maximum of three points if the oil level can be easily read from a sight glass and the lubricant can be refilled through a sufficiently large, easily accessible opening without tools or dismantling the casing. Two points are awarded for a simple check of the tire air pressure. If both valves are difficult to reach with the usual petrol station devices, there is no point. In the best case scenario, a cardan machine can collect ten points, a motorcycle with a toothed belt eight and a chain-driven machine six. Of these six points, the Kawasaki ZR-7S managed to get five. The chain is easy to adjust, the oil level can be easily checked thanks to the sight glass, only the tire valves could be a little more accessible.

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