Concept comparison Kawasaki four-cylinder

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Concept comparison Kawasaki four-cylinder

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Four cylinders in line. And everything in green. Kawasaki offers four fast fresheners between 600 and 1200 cubic centimeters.

Quiz question: What do you associate with the term »ninja«? Correct, darkly clad, hooded warriors, capable of the Far Eastern art of fighting. One more thing? The color green and four-cylinder in-line engines? Bingo: Kawasaki. Like no other Japanese manufacturer prescribed the four-cylinder. Z 900, the wild seventies; GPZ 900 R, Tom Cruise as a flying ace in “Top Gun” in the mid-80s. Not entirely true, because Tom had to be content with the 750, but it doesn’t matter. These were milestones, names that make motorcyclists’ ears ring, with nostalgia.
And today, in the @ age? Thank god, Kawasaki still builds four-cylinder, and what kind! Should the other Japanese cheat with V-Twins, no, the Greens are almost fundamentalistically relying on the number four and, of course, on the color green.
Reason enough to send the four brave warriors into a family competition. How much ninja do humans need? Is the bustling ZX-6R enough or is the fastest production motorcycle in the world, the ZX-12R, the measure of all things. Is the golden mean ZX-9R or does the tried and tested ZX-7R drive the others around? You already notice, question after question. MOTORRAD was looking for answers. Not on the racetrack, no, the four have already demonstrated their qualities enough. The quartet was sent to a special dynamometer on which the engines had to prove their responsiveness in addition to horsepower and torque. After that we went to Hockenheim. But not on the small course, but on a handling course, the first chapter of this comparison. Nowhere else can the candidates’ strengths and weaknesses be identified as quickly and clearly as between the pylons set by colleague Koch (see also page 47). A tight chicane right at the beginning, followed by a dog curve that leads into a narrow slalom, three further arcs, this is where the big bikes should be able to show their superior power. A light barrier documents the maximum speed at the fastest point, the same measurement follows in the final circular path.
Three laps each are on the program for three differently experienced drivers. One to get used to the saucer, two timed circuits, all in quick succession to guarantee the most homogeneous test conditions possible. Right at the beginning, the mighty ZX-12R awaits each of the testers, which did not exactly turn out to be a handling miracle during their first meeting in the editorial office. Which has to do with its well-proportioned 249 kilograms on the one hand, but also with its long wheelbase and oversized 200 rear tire on the other. It might impress in front of the ice cream parlor, but it always gives the ZX-12R driver a strange feeling when chasing through the pylons. If the front has been willing to change the lean angle for a long time, the rear lags a little behind, even if, according to Kawasaki Germany, the test motorcycle was already provided with a modification that is supposed to promote handling: the rear is fastened by means of a washer 4 , 5 millimeters higher. Otherwise, the “fat” collects a lot of pluses with its good chassis set-up: Fork and shock absorber are sufficiently tightly sprung, respond well and have sufficient damping reserves. One of the reasons why the 12 series does not lose too much time on the smaller sisters. It takes more emphasis to maneuver her through the course, but she’s sick of it.
However, it is just as unsuccessful in converting its superior thrust into higher top speed as the ZX-9 R (see also table on page 47). None of the testers dares to play the irrepressible power of these cars, because despite the excellent series tires and good asphalt under the wheels, nobody wants to go to the limit of liability. In addition, the throttle position of the ZX-12R is difficult to regulate due to its very stiff throttle grip. A “mechanical” traction control system deliberately built in by Kawasaki? In any case, in terms of response behavior, the 1200 unit fueled by manifold injection is clearly superior to the carburettor-equipped engines, which, however, leads to a tough performance and the associated load change reactions. It is practically impossible to take a clean line in tight turns.
The rough use of power can be proven on the Dynojet dynamometer. For this purpose, the performance is measured there in the so-called fast acceleration mode. The engine is accelerated to a certain speed, for example 9000 rpm, regularly in third gear. The throttle grip is then briefly closed completely, so that the speed and roller speed drop to a predetermined value before the throttle grip is suddenly fully opened again and the next speed level is approached. The faster the performance of the acceleration curve now approaches the “normal“, i.e. the full load curve, the more spontaneously the driver feels the engine’s throttle response when accelerating hard. The diagram curve of a super-spontaneous aggregate would rise vertically and flow directly into the full load curve. In practice the approach is delayed ?? depending on the tuning of the mixture preparation system ?? more or less. The performance diagram (page 46) clearly shows that the performance curve of the ZX-12R reacts to the full throttle command at 9000 rpm with an almost vertical increase, while the carburettor-equipped ZX-9R takes longer to build up full performance again.
But back to the course: Here, depending on your personal assessment, the twelve aggregate appears spontaneous or brutal, while the nine appears gentler or more indirect. While the potent twelve scares the inexperienced with its rough scraping, professionals want more spontaneity, especially with the 900, in order to be able to dose the performance more precisely on the course, which is mostly driven in second gear. Another disadvantage for the very handy 900: Because of the fork flutter, which MOTORRAD repeatedly complained about, Kawasaki upgraded its six-piston brake system to other brake pads, which successfully suppressed the flutter. Unfortunately, however, the change in the friction pairing is at the expense of the brake’s controllability. Accurate braking in particularly tight spots on the course is much more difficult with the 9er, which ultimately costs valuable fractions of a second.
The brake system of its little sister, the ZX-6R, can be adjusted a lot better, but all testers suffered from the annoying phenomenon of “fork flutter”, albeit not in a serious form. Impressive: the agility of the 6 Series, its buttery smooth handling. Motorcycling can be so easy. All testers mark the fastest laps on it. It would be even quicker if the chassis were tuned more tightly. In the fast passages, the 600 tends to have a noticeable life of its own, which is particularly noticeable in the underdamped rear end. A rebuke that must also apply without reservation to the ZX-9R. Ambitious sports riders want more reserves with such motorcycles.
Measure of all things when it comes to the criterion of chassis stability: the proven ZX-7R. In terms of handling, she can’t hide a lot of excess pounds, but the old lady makes up for lost time with her stiff chassis. Nothing wobbles there, nothing wobbles. Fine. Just like their brakes. If your Kawasaki were finally given modern first tires, their handling would be significantly better in one fell swoop.
So, the pylons are packed again and the still fresh driving impressions of the handling course are checked. Back to the editorial office by secret routes and quickly swap the motorcycles every 30 kilometers. Chapter two, the highway.
Well, short insertion, the question naturally arises. How are they going? So, highway. For everyone for whom a cruising speed between 180 and 220 km / h is not enough. Or because sometimes it is just fun to cock the tap as far as it will go. Autostrada, unlimited, four lanes: Gaaaaas! The four Kawasaki roar unrestrained across the track. At well over 250 km / h, the forward thrust of the 600 series stops. As an aside: who really needs more motorcycles? The 7er is on par with the ZX-6R, even leathering it off in terms of pulling power. And hey presto, the ZX-9R driver pushes its way past, secretly thinking that he is the head of the highway. Thought wrong. 278 things, incredibly fast, really, but at the same time a value at which the 12 series accelerates cheerfully. What an incredible push forward. And the draft shield on this ZX-12R, truly exemplary. Enjoyment without regrets? No. It goes without saying that fuel consumption increases astronomically in such full throttle orgies. Much more expensive: tire wear. Anyone who indulges in the frenzy of speed on the 12er will wear out the rear tire for just 2000 kilometers. Not a fairy tale, but an empirical value from the MOTORRAD long-distance test. Apart from the high costs, this leads to other concerns, because there are currently delivery bottlenecks with the 200 Pellen (see also box on page 48). So get off the train, have released enough stress hormones, prefer to look for real driving fun on the country road.
A pleasure that is clearly tarnished on the ZX-7R. Ergonomics – a topic that has changed a lot in the last few years, especially among super athletes. Just not with the 7 series. Who the hell is hiding the steering stub in the cellar? Driving over narrow country lanes stretched over the tank is not for everyone. The 750 requires the ability to suffer. In return, your driver is happy about their high level of smoothness and the silky smooth and precise transmission, their stoic calm in undulating passages. She is fooling her two super sports colleagues. This driving stability can best be compared with that of a Ducati 996.
Switching to the ZX-6R. Everything fits with her. Almost feels like an all-round bike, not an uncompromising super athlete. Narrow tank, steering stub not positioned too low and footrests. Fine. And then this agile driving behavior combined with the extremely powerful engine from 5000 rpm. Fantastic. The ZX-9R is hardly more unwieldy, only the sitting position was a bit more uncomfortable because of the wider tank. If the frequent shifting on a 600er gets on your nerves, please, the 900er has mountains of thrust from the low rev range, a guarantee for relaxed driving and ?? thanks to their moderate fuel consumption ?? long-lasting country road fun. Everything has been said about blunt brakes, only one thing left: the ZX-9R, fitted with the otherwise absolutely convincing Michelin Pilot Sport tires, stands up excessively when braking in an inclined position.
A quirk that is almost entirely alien to the ZX-12R. What annoys about the expensive, but well-equipped 1200: its pronounced vibrations, especially noticeable in the partial load range in the handlebars, tank and seat. Running culture? Not exactly her favorite discipline. It’s a shame, this mighty motorcycle is recommended for everyone who loves it even more comfortably and confidently. Especially tall contemporaries feel comfortable on it. And in 99 percent of cases, the last gear is really enough to rush through the country quickly. As I said before, the number 12 means work, calls for a strong hand as soon as the turns get tighter. Then the ZX-6R sets the tone, the most balanced of the four ninjas. Which is why she rightly wins this comparison.

Kawasaki ZX-6R (VT: Kawa four-cylinder) – tires? Glitch!

During a brisk ride, the twelve rubs off a rear tire every 2000 kilometers. It’s actually a shame, especially when the supply of tires stagnates: Dealer quote when ordering the BT 010 rear tire for the ZX-12R: »That can take years. Bridgestone can be forgotten, they don’t deliver at all. “
After several frustrating phone calls, at least a dealer can be found who can deliver the black gold within two days ?? and thus remains the exception. It looks similarly cloudy with the alternative Dunlop D207. Here, too, according to the tire dealers, long delivery times are the rule.
The prices, however, differ from provider to provider: the D 207 rear tire ranges from 328 marks to 423 marks, while the Bridgestone BT 010 sales prices range between 340 and 377 marks.

Conclusion

The most balanced motorcycle wins this comparison of concepts: the ZX-6R. Nothing is missing, the fairy tale of the oh-so-weak 600s impressively refutes it. The grayed-out ZX-7R shows how rapidly the development of the super athletes is being advanced: significantly overweight, very sluggish, inferior to the 600 in terms of performance. Still a motorcycle for fans of stable chassis and good brakes. She deserves advancement. If Kawasaki gets the ZX-9R’s suspension issues under control, the 900 will be one of the best big bikes, every bet. Superb handling, powerful engine, high suitability for everyday use already speak for it today. Anyone who opts for the mighty ZX-12R does so in the knowledge that they are not riding the handiest, but the fastest production bike in the world. Apart from the vibrations, it offers good long-distance comfort, which, however, also has its price.

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