Limited Edition Dierks-Kawasaki ZRX 1100
Dierks-Kawasaki ZRX 1100
Bodo Dierks has a loved one, he has been loyal to her for many years, he knows her inside out – and on closer inspection, that’s a very hot topic.
Why? For the motorcycle dealer Bodo Dierks from Ritterhude near Bremen there is no question at all. “I would like the ZRX 1100 always “, he shrugs casually. According to Dierks, the powerful, robust 1100 in-line four-cylinder is the Kawasaki’s big plus. “The cylinder head of the GPZ 1100 on it, valve timing changed, compression up, channels and combustion chambers worked on – something can be done.” And there is more, because with the carburetor kit from Dynojet and K&N air filter box, the Akrapovic complete system and the large, self-made water cooler, the Dierks engine puts 150 hp on the test bench.
Nominally, the 2001 had 106 hp in its final year, which we measured at that time was just 94 hp. In this respect, Dierks has already achieved a huge amount. But that alone doesn’t answer the question of why you should go to the racetrack with the old device. “Of course it’s not about lap records,” grins the man from Lower Saxony. “But fun for little money is an argument, isn’t it?”
The digital world found its way behind the old-school disguise and provides the most necessary information. Round instruments would probably be more stylish.
And there is also a little Eddie Lawson feeling. Dierks can add the revised R1 fork from 2006 to it and a Z-1000 shock absorber with redirection from 2007, plus the R1 rims with the handy Conti SportAttack2 – the ZRX will never be that nimble track meter. But with a little more effort and real physical effort, it works surprisingly well. The more modern chassis and the new silts are paying off. The pounds saved, too. Originally the Kawa weighed 246 kg, now it is 216.5. And, yes, it’s really fun!
Perhaps Bodo Dierks should even have built a crisper seat roll on the hump above the completely modified rear frame, because apart from the ultra-soft cushion you actually feel transported back to the early days of superbikes: high, wide handlebars, the bread box-shaped, but here a little nicer styled original -Bar cover, the massive triple clamps from Spiegler. If the footrests were mounted as high as they were on Lawson’s Z back then, things would get really wild and weird. Dierks has already got a few millimeters out of here.
Modernization where it makes sense: The 2007 Kawasaki Z 1000 also supplied the swing arm for the Dierks ZRX.
The greatest pleasure is how the large-displacement engine with the carburetor filling gently shoots out of the corners. Just shower on – wroooom. Nothing jerks, it pulls you away like a very thick rubber rope. At the end of the Parabolika you are suddenly reminded that the ZRX only has a five-speed gearbox, but Dierks also likes to install one with six gears. “The ZRX 1100 is in very good condition for 2500 euros,” argues the North German. “You can then talk about the rest of what has to be added. And what is done is something unusual that is fun both on the road and on the racetrack. ”He’s right there. If you like such a big bike, you should talk to Bodo.
In-line four-cylinder, four valves / cylinder, 78 kW (150 PS) at 10600 / min, torque: 109 Nm at 8900 / min, 1052 cm³, bore / stroke: 76.0 / 58.0 mm, carburetor kit, 46 -mm throttle valves, hydraulically operated multi-disc oil bath clutch with reinforced springs, five-speed gearbox, chain
Steel double loop frame, steering head angle: k. A., caster: n / a A., Upside-down fork R1 2006, Ø fork inner tube: 41 mm, central spring strut with deflection
Wheels and brakes:
Alloy rims R1 2006, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 310 mm double disc brake with four-piston fixed calipers at the front, 250 mm single disc at the rear
216.5 kilograms with a full tank
around 15,000 euros
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