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If we illuminate the name “Kawasaki”, the shadow that projects is that of the word “sport”. A tradition that has been engraved in time by renowned and furious models: 750 H2, 900 Z1, 1000 Z2R … until the arrival of the first Ninja: the GPZ 900 R. From this model, the manufacturer’s sports models will be called Ninja. Although the 1000 RX and Tomcat then appeared, these bikes never really took over from the GPZ. This is to say if this new ZX-9R is important: it takes up the torch after a chasm of years, and fills the gap between the ZXR 750 and the ZZR 1100.
So we took care of his face with the ZX-9R. It is really a beautiful machine, harmonious in its forms, taking its inspiration from the ZXR and the ZZR in turn. Elegance alongside a finish that inspires no reproach. The lighting even has a lenticular optic. From its appearance, the Kawa is sporty but without exaggeration. Its shapes are generous, just like the power of the mill and the weight of the whole..
With 215 kg dry, the machine is not at the top of lightness. However, this overweight does not really affect him. The work on the chassis gives the bike remarkable performance. As for the engine, its origins very quickly reassure its potential. This is the block of the ZXR 750, revised to go up to 899 cm3 by increasing the stroke and the bore. The intake is entrusted to the forced air system T.R.A.I.S (Twin Ram Air Intake System) supplying a 40 mm carburetor rail. With 139 hp in vilo, this boiler presents excellent figures for the category. Alas, hard to take advantage of it on French soil. To take advantage of all the canassons (it’s forbidden, eh …), it will be necessary to change the camshafts, the pistons and the ignition box.
Fortunately, nothing to touch on the chassis which turns out to be of a classic and safe design. The frame is a double aluminum cradle connected to foundry elements with a double lower steel cradle. This reinforcement was necessary because the engine does not play a rigidifying role; in fact, it is no longer fixed at the cylinder head. In order to obtain increased maneuverability, the inverted fork has a column angle of 24 °, which is 1 less than the ZXR, for a trail of 93 mm (99 for the 750).
If the ZX-9R is not a pure and hard sportswoman (it leaves this role to the 3/4 liter), it is however perfectly at ease on the circuit. A few small adjustments adapted to the track, a reconnaissance and we send the sauce. The balance and efficiency of the bike are such that you have only one thing to do: attack. The bike takes care of the rest. Very agile despite its weight, stable and perfectly suited to the desires of the pilot, the Kawa offers remarkable pleasure between the vibrators.
-* Editor’s note: I had the opportunity to try one on the road. Well, the weight, you really feel it, and even too much. A dead donkey! An excellent suspension adjustment is essential to drive it with ease. *-
Speaking of adjustment, don’t forget to readjust the suspensions once you get back on the road. While remaining in the track configuration, we are in the presence of a spor
tive not very agile, with a pilot broken in 2 and average performance. We take out the screwdrivers, we polish it, and the bike is transformed. The driver then has a much less radical position, still sporty but with courtesy. The tank is less cool. He spreads his knees too far apart and does not deprive himself of contact with your “manhood”. We will pass on the bubble too low not to be rude and we become friendly again by gauging the suspensions. Comfortable on many roads, the machine (after adjustments) demonstrates precision and regained agility.
In another register, the engine is not the element that impresses the most. Very flexible but also very linear, it is not really generous in sensations. We will even detect an area of weakness at mid-range. It is true that the clamping does not help. Against the clock, the efficiency is obvious and the performances convincing. However, we would have liked more character. No need to push the boiler in the towers. At the approach of 10,000 trs, he is no longer very cooperative. 2 words on elements which have their real importance. First of all, braking: if the fashion is for 6 pistons, the ZX-9R is satisfied with 4 to offer both consistency, feeling and quality power. Then on the speeds. There, we will be less friendly: The selection is precise but too firm. This gearbox from the ZXR is suitable for muscular driving on the circuit but is not necessarily pleasant on the road..
For its new Ninja, Kawasaki presents a machine with promising road qualities with an obvious sporting tendency. This includes flattering dynamic performance, although the mill lacks character, but also a spartan art of living: unenviable passenger seat, limited protection, sensitivity to important settings, no center stand. It’s certainly not as “Racing” as the ZXR 750, and on the other hand less road than the big ZZR. Finally, this ZX-9R fits well between the two.
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Model marketed in
1994
1995
1996
1997
Performances
-
Max speed:
about 275 km / h
The technical aspect
Kawasaki 900 ZX-9R 1994
- Frame
- Frame: double aluminum beam
- Tank: 20 liters
- Seat height: 800 mm
- Wheelbase: 1,415 mm
- Dry weight: 215 kg
- Weight in running order: 235 kg
- Train before
- Telehydraulic inverted fork Ø 41 mm, deb: 110 mm
- 2 discs Ø 320 mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Final chain drive
- Rear axle
- Mono-shock absorber, deb: 145 mm
- 1 disc Ø 194 mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- 4 carburetors Ø 40 mm
- 2 ACT
- 4 valves per cylinder
-
899 cc
(73 x 53.7 mm) -
139
ch
at 10,500 rpm -
9.60 mkg
at 9000 rpm - Weight ratio /
power
: 1.55
kg / hp - Compression: 11.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 900 RR FIREBLADE 1994
Gallery
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