Buy a used Kawasaki ZZ-R 1100

Posted on by admin

Table of contents

counselor

Used purchase

Buy a used Kawasaki ZZ-R 1100

Used purchase, Kawasaki ZZ-R 1100
Kawasaki ZZ-R 1100

“What a shit,” Erwin Pasulke grumbled into his helmet at 270 km / h, “now everyone will soon have this performance-enhancing Ram Air system. ??

Michael Allner

11/20/1996

It works, at least with Kawasaki. The ram-air system, initially often viewed with skepticism as a publicity stunt, actually brings additional horses at higher speeds. Incidentally, the extra power is not only due to the dynamic pressure, but also due to the good cooling of the intake air – but this should definitely have caused some expletive words among the competition ZZ-R 1100 (over 8,200 copies sold since 1990) could be the comfortable and almost universal sitting position – people between 1.70 and two meters tall feel comfortable on the thick Kawasaki simply well. Or is it your low consumption, which levels off to 4.5 liters at a constant speed of 120 km / h and thus allows ranges of over 500 kilometers? Is it the good brakes? Or is it perhaps because of the comfortable suspension setup? What counts with the ZZ-R 1100 is the brute power: 147 HP on the rear wheel in the open version – no one needs that, but is gladly taken. Very few ZZ-R 1100 in Germany run with 100 or 98 hp. An estimated 80, maybe even 90 percent of the owners of this potent touring athlete have closed the horse-killing, ugly little holes in the throttle valves and are now pleased that they can accelerate the Kawasaki to 100 km / h in 3.0 instead of 4.4 seconds 273 instead of 226 km / h. It is particularly pleasing that the engine is not only a powerful, but also a very durable one: Even horsepower – the ZZ-R 1100 did not get the ZZ-R 1100 in the sports motorcycle magazine small. The cylinder, piston, gearbox and even the clutch were still in top condition after 50,000 kilometers of endurance test, only the camshafts and rocker arms showed slight but harmless signs of wear. But wait, the ZZ-R 1100 is not that problem-free either. First of all, the annoyances of everyday life. With the first model series from 1990 to 1992 (type code ZXT10C) the engineers, for whatever reason, decided not to install a reserve tap and instead relied on two hectic reserve lights. Two of them, because a lamp can burn out, and hectic, because these glaring warning instruments sounded the alarm when there were still five liters of fuel in the tank. Annoyed low-cost drivers simply mask the warning lights with insulating tape, high-tech fans install the 149 Mark electronics solution from Kawasaki dealer Reinhard Scheuerlein (phone 09 81/1 75 54): By pressing a button the driver acknowledges the warning – the lamps only remind of the low level in the tank after a reasonable time or after an ignition interruption.Since the 1993 model (type code ZXT10D), the designers have returned to the old values ​​and implanted a fuel gauge in the ZZ-R 1100 including tap. And not only that. A new frame, a 180 mm rear tire and a larger silencer volume also jumped out during the facelift. But the ZZ-R 1100 was not spared from technical flaws either. In the models of the first year of construction, the second gear often jumped out, Kawasaki found a remedy in the series with relief-ground shift claws. At the beginning of 1992 it got really uncomfortable: It turned out that the line of the rear brake could rub against the disc – the chassis numbers ZXT10C- 016758 to -020632 and ZXT10C-600210 to -601950 were called back to the workshops to replace a retaining clip. At the beginning of 1994 it was the turn of the 1100s with the chassis numbers ZXT10C-000001 to -030771 and ZXT10C-600001 to -604801: Here Kawasaki replaced the lock washer on the pinion nut. Regardless of the version: Lock washers of pinion nuts have to be bent sharply on two wrench surfaces of the nut – then they will hold. Rarely, really only very rarely does the ZZ-R 1100 suffer from almost unpredictable crankshaft bearing damage – damage allegedly caused by the two-part oil circuit provoked in combination with an oil level that is too low and a particularly harsh driving style. The asymmetrical oil circuit – the right side has more bearings to supply than the left – is supposed to be dealt with by the “bypass” oil pan from Mr. Turbo (sales via Egli-Racing-Hamburg, phone 0 40/2 50 51 95, 698 Mark im The driver is responsible for the correct oil level and driving style. What the driver is not able to do at all are the rapidly decreasing shock absorber elements in the rear wheel – after around 25,000 kilometers, their dampening effect usually comes to an end . Instead of the expensive exchange for new parts, the old dampers can also be temporarily brought back into shape with thin hard rubber strips. After 25,000 kilometers, the chain kit yearns to be replaced; after another 5,000 kilometers, at least one fork seal is usually over. If you need a manual for such repair work, you don’t have much choice: The book from Bucheli-Verlag (number 5166, 42 marks) cannot convince with its many confusing drawings, and the original ZZ-R repair instructions from Kawasaki are only an addition, based on the previous model ZX-10 – hardly usable on its own and experience has shown that it is difficult to obtain and expensive in combination. This cannot be said of the used ZZ-R 1100: the range is quite large, the used prices are reasonable . For 1990 models, the fun starts at around 8,000 marks, with a little luck you can even get a 1992 model for around 8500 marks. Then it gets significantly more expensive: The facelifted 1993 version (easily recognizable by the two Ram Air inlets) usually costs around 12,000 marks, a 1994 model around 14,000 and the 1995 model around 15,500 marks. Ultimately, Erwin Pasulke can be happy about that. In terms of performance, the competition has caught up, for example the Honda CBR 1100 XX, but it is just a little bit more expensive at the moment.

Buy complete article

Buy a used Kawasaki ZZ-R 1100

Used purchase
Kawasaki ZZ-R 1100

3 pages) as PDF

€ 2.00

Buy now

READING EXPERIENCE (archive version)

It was hardly to be expected otherwise: 80 percent of the readers who wrote MOTORRAD ride the ZZ-R 1100 with open power. Everyone is enjoying the immense boost, the technology generally works without any problems.

100-Mark-Tip: I bought my ZZ-R 1100 new in 1990, and since then I have covered 33,000 enjoyable kilometers with it. The somewhat annoying play of the rocker arm, which on some ZZ-R can move up and down five to ten millimeters (measured on the rear wheel), is due to the incorrect clamping of the pivot lever’s bearing axis on the frame. The aluminum brackets welded to the frame, between which the axle is clamped, are too far apart (over a millimeter tolerance). Remedy: Remove the lever, measure the clearance with a feeler gauge, compensate for the tolerance by adding steel washers according to DIN 988 (12×18, 0.5 mm thick) and tighten with the specified torque. If you want to have discs, you can get them free of charge by sending me a stamped return envelope. If the motorcycle has stood still for a few weeks, starting the engine can be a bit of a patience. Since the fuel pump only works when the engine is running, the float chambers cannot be flooded manually. The pump can be switched on by connecting the positive pole of the battery to the black / blue cable of the relay, which is attached to the tool tray.Karlheinz Segebrecht, Telmeskamp 9a, 41379 Bruggen I drive my 1993 ZZ-R 1100, which is well maintained, now around 18 years old 000 kilometers. In July of this year, the connecting rod tore off the crankshaft on the autobahn at 200 km / h and hit the engine block. The workshop calculated the repair price: 11,500 marks excluding labor costs. When I asked Kawasaki Germany, I was informed that I can count on a maximum of 50 percent goodwill on the material portion, since the guarantee period has expired. So I call out one last “Let the good times roll” to Kawasaki. Renato Czock, ErfurtAfter a driver sent my GPZ 600 R to the eternal hunting grounds in 1991, I bought my ZZ-R 1100. After a season of 15,000 kilometers and » only «100 hp I was tired of the pitying looks of the» real «ZZ-R drivers and had my Kawasaki dethrottled. Conclusion: why didn’t I do that right away? Nobody needs 150 hp – but it’s so awesome. By the autumn of 1994 the odometer showed 56,000 kilometers, then the transmission (second and fifth gear) asked for an overhaul. This year, at a mileage of 73,000, the inlet valves no longer played along and were replaced. Gunther Hoen, Ditzingen I bought my second ZZ-R 1100 used with 3000 kilometers. The odometer is now at 50,000 – so far there have been no problems. The too soft fork (fixed with white power springs) and the stability at top speed are negative. But the engine is a stunner. Very economical (five liters on the country road, seven to eight on the motorway). From 3000 rpm there is plenty of steam available, from 7000 rpm real fireworks are set off. The brakes are also great. Stephan Schenk, Ulm I tackled the chassis weaknesses of my ZZ-R, model 1993, with fork springs from White Power and a longer shock absorber. Since then, the Kawasaki has been much more manageable and has more lean angle. In order to give the motorcycle more sportiness from the outside, an LSL rear section was added, as well as a four-in-one system from Cobra, a Deget swing arm and a 6.25-inch rim. The ME Z1 tires from Metzeler were the measure of all things – since then I haven’t had the feeling of moving a pile of iron. Thanks to optimal care, there is nothing to complain about my steam locomotive, and that’s why I never want to part with it. Herbert Brodoel, Bad Teinach

Kawasaki ZZ-R 1100 (archive version)

Technical data 1 engine Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder operated via rocker arms, crankshaft with slide bearings, contactless ignition system with electronic ignition adjustment, four Keihin constant pressure carburettors, 0 40 mm, three-phase alternator 400 watts, battery 12V / 12 Ah , E-Starter.Bore x stroke 76 x 58 mm Displacement 1052 cm3 Compression ratio 11: 1 Nominal output 100 PS (74 kW) at 9000 rpm open 147 PS (108 kW) at 10 500 rpm Max. Torque 9.2 kpm (90 Nm) at 7000 rpm open 11.2 kpm (110 Nm) at 8500 rpm Power transmission Primary drive via gears, hydraulically operated multi-disc oil bath clutch, claw-shifted six-speed gearbox, secondary drive via O-ring chain. Chassis, bridge frame made of light metal profiles, telescopic fork with adjustable spring base and rebound damping, steering head with tapered roller bearings, stanchion diameter 43 mm, rear swing arm needle bearing, central spring strut with adjustable spring base and rebound damping, double disc brake with four-piston calipers at the front, 320 mm, disc brake at the rear, 250 mm, light-alloy cast wheels x 17 rear 5.50 x 17 tire size front 120/70 ZR 17 rear 180/55 ZR 17 dimensions and weights steering head angle 61.5 degrees caster 107 mm length 2170 mm wheelbase 1495 mm seat height 775 mm handlebar width 720 mm tank capacity / reserve 24 liters weight with full tank 273 kg Total weight 451 kgService dataService intervals every 5000 kmOil change with filter every 10,000 kmMotor oil SAE 10 W 40 / SAE 20 W 50Fill quantity with / without filter 3.5 / 3.3 liters Spark plugs NGK CR 9 E Fork oil SAE 10 W 20 Filling quantity per rail 395 cm3Valve clearance cold inlet 0 , 13 to 0.18 mm exhaust 0.18 to 0.23 mm test values ​​maximum speed solo / with pillion 226/201 km / hope 273/253 km / h acceleration 0-100 km / h solo / with pillion 4.4 / 5.2 seconds 3.0 / 3.6 seconds Consumption (80 km / h to full throttle) 4.5 to 10.9 liters open (100 to 180 km / h) 5.7 to 8.5 liters fuel, normal unleadedSpare parts prices, camber parts, clutch fitting (with lever) 360 Mark handlebar half 134 Mark rear-view mirror 214 Mark, front turn signal 59 Mark, speedometer 372 Mark, fork tube 242 Mark, front mudguard 182 Mark, front wheel 880 Mark, exhaust (one side) 530 Mark, tank, painted 1229 Mark, complete frame 2191 Mark, covering: upper shell 1027 Mark, each side cover, 623 Mark, wear plate 46 rems disc front 556 Mark Air filter 32 Mark oil filter 9 Mark gas cable (opener) 39 Mark gas cable (closer) 39 Mark speedometer cable 32 Mark battery 138 MarkFork seal ring 18 MarkStrengths and weaknessesStrengthsExtremely powerful, robust engineVery long rangeComfortable seating positionWeaknesses to ADD, strongest flashing reserves to 1992 ZXT10C) 7/1990Comparison test 11/1990Comparison test 13, 14/1991Test (ZXT10D) 1/1993Comparison test (open) 7/1993Comparison test (open) 18/1994Test 13/1995Comparison test (open) 22/1996 ZR 17Bridgestonn BT 50F E TL Bridgestone BT 50R E TLDunlop D 203 F TL Dunlop D 203 TL Alternative tires 3120/70 ZR 17 180/55 ZR 17Bridgestone BT 54 F TL Bridgestone BT 54 R TLDunlop D 205 F TL Dunlop D 205 TLMetzeler ME Z1 Front TL Metzeler ME Z1 TLMetzeler ME Z1 Front TL Metzeler ME Z2 TL Michelin A 89 X TL Michelin M 89 X TL Michelin TX 11 TL Michelin TX 23 TL Michelin Macadam 90 X TL Michelin Macadam 90 X TLPirelli MTR 03 Pirelli MTR 04 TLPirelli MTR 01 TL Pirelli MTR 02 TLFootnotes: 1Data and mileage for the 100 hp version from 1993, for the open version from 1996. 2Tests can can be ordered from the publisher, phone see box on page xxx. 3Dunlop pairing is only permitted with the imprint “Made in Japan” or “SRI”

Kawasaki ZZ-R 1100 (GK) (archive version)

Most of the changes were made in 1993 with the change from the ZXT10C to the ZXT10D. Outwardly well recognizable by the double air inlet in the front of the fairing, the new one sported a 180 rear tire (previously 170). Stricter noise regulations resulted in 30 percent larger silencers, and a petrol meter finally replaced the unspeakable indicator lights. An exhaust gas cleaning system in the form of a secondary air system calmed the green conscience. In 1995 (from ZXT10D3) a digital clock was added to the sports tourer’s cockpit, the overall gear ratio was longer, and the attachment points of the upper fairing holder and the position of the headlight were changed, as the upper half of the fairing could crack or break beforehand.

  • Used advice Honda CBR 1100 XX

    Bilski counselor Used purchase Used advice Honda CBR 1100 XX Second hand advice Honda CBR 1100 XX (2001) Eco solution? The CBR 1100 XX started in 1996 as…

  • Second hand advice Kawasaki ZZ-R 1100-1200

    Jahn counselor Used purchase Second-hand advice Kawasaki ZZ-R 1100/1200 Second-hand advice Kawasaki ZZ-R 1100/1200 Urgent printed matter The ZZ-R 1100…

  • Buy a used Kawasaki KLE 500

    counselor Used purchase Buy a used Kawasaki KLE 500 Used purchase, Kawasaki KLE 500 Kawasaki KLE 500 The fun bike is poured out happily again. Michael R….

  • Kawasaki ZX-9R used advice

    Gargolov counselor Used purchase Kawasaki ZX-9R used advice Kawasaki ZX-9R used advice The sports all-rounder from Kawasaki as a used one She hasn’t been…

  • Kawasaki VN 900 used advice

    manufacturer counselor Used purchase Kawasaki VN 900 used advice Kawasaki VN 900 used advice Cheap and downright opulent In the mid-range cruiser, the…

  • Kawasaki 1400 GTR used advice

    fact counselor Used purchase Kawasaki 1400 GTR used advice Second hand advice Kawasaki 1400 GTR The large touring motorcycle from Kawasaki as a used one…

  • Buy a used Honda ST 1100

    motorcycles Tourer Buy a used Honda ST 1100 Buy a used Honda ST 1100 All fine The Pan European – obviously a pleasure for pilots after work. Touring…

  • Used advice Honda ST 1100 Pan European

    Drawing: Honda counselor Used purchase Used advice Honda ST 1100 Pan European Used advice Honda ST 1100 Pan European Honda ST 1100 Pan European The Honda…

  • Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300

    MOTORCYCLE archive counselor Used purchase Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300 Honda CBR 1100 XX, Kawasaki ZZR…

  • Kawasaki ZX-12R in used advice

    Gargolov 7th pictures archive 1/7 In its time the fastest, most stable and strongest machine with the best power-to-weight ratio. The Kawasaki ZX-12R as…

Leave a Reply

Your email address will not be published. Required fields are marked *