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| {{Motorcycle
| | #Redirect [[Kawasaki ZX-R750L]] |
| |name = Kawasaki ZX-R 750 L
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| |photo=Kawasaki-ZXR750L-93--1.jpg
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| |aka =
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| |manufacturer = Kawasaki
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| |parent_company =
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| |production = 1993
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| |model_year =
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| |predecessor =
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| |successor =
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| |class =Sportbike
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| |engine = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
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| |bore_stroke =
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| |compression = 10.8:1
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| |top_speed = 258.1 km/h / 160.3 mph
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| |power =
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| |torque =
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| |fuel_system =
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| |ignition = Digital
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| |spark_plug = NGK, CR9E
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| |battery =
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| |transmission = 6 Speed
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| |frame = Aluminum perimeter
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| |suspension =Front: 41mm Upside-down forks, adjustable ride height, 13-way rebound <br>
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| Rear: Unit Track monoshock. adjustable ride height, preload, 4-way rebound
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| |brakes =Front: 2x 320mm discs 4 [[piston]] [[calipers]] <br>Rear: Single 230mm disc 2 piston caliper
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| |front_tire = {{tire|120/70 ZR17}}
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| |rear_tire = {{tire|180/55ZR17 /Std Pressure 41psi}}
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| |rake_trail =
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| |wheelbase = 1430 mm / 55.9 in
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| |length =
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| |width =
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| |height =
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| |seat_height =
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| |dry_weight = 205 kg / 451.9 lbs
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| |wet_weight = 221.6 kg / 487.2 lbs
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| |fuel_capacity = 18 Liters / 4.7 US gal
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| |oil_capacity =
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| |recommended_oil=K-tech 10W-40
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| |fuel_consumption =
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| |turning_radius =
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| |related =
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| |competition =
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| }}
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| It could reach a top speed of 258.1 km/h / 160.3 mph.
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| ==Engine==
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| The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 10.8:1 [[compression ratio]].
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| ==Drive==
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| Power was moderated via the Multi plate wet (oil submerged) [[hydraulic]] slipper clutch.
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| ==Chassis==
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| It came with a 120/70 ZR17 front [[tire]] and a 180/55ZR17 /Std Pressure 41psi rear tire. Stopping was achieved via 2x 320mm discs 4 piston calipers in the front and a Single 230mm disc 2 piston [[caliper]] in the rear. The front suspension was a 41mm Upside-down forks, adjustable ride height, 13-way rebound while the rear was equipped with a Unit Track monoshock. adjustable ride height, preload, 4-way rebound. The ZX-R 750 L was fitted with a 18 Liters / 4.7 US gal fuel tank. The bike weighed just 205 kg / 451.9 lbs. The wheelbase was 1430 mm / 55.9 in long.
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| == Photos ==
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| [[File:Kawasaki-ZXR750L-93--1.jpg|600px|Kawasaki ZX-R 750 L]]
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| [[File:Kawasaki-ZXR-750-95--1.jpg|600px|Kawasaki ZX-R 750 L]] | |
| [[File:Kawasaki-ZXR750L-93--3.jpg|600px|Kawasaki ZX-R 750 L]]
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| [[File:Kawasaki-ZXR750L-93--2.jpg|600px|Kawasaki ZX-R 750 L]]
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| == Overview ==
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| Kawasaki ZX-R 750-L
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| Flawed genius? That's a widely-held view of
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| the Kawasaki ZXR750. Who better then than ROB SMITH to give us all we need
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| to know to purchase the bike..?
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| If you'd regularly found yourself by the side of a twisty mountain road in
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| 1989, chances are that at some stage you'd have been blown away by the sight
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| and sound of a howling lime green blur. Momentarily hovering low to the
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| ground, rasping and shrieking away into the distance leaving your senses
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| reeling with one question in your mind. "What the pharrrkWazat?
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| "Zat", was the Kawasaki ZXR750 H1.
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| Embodying outrageous ability with gorgeous styling, the ZXR is still a boss
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| motorcycle that, for its entire six year life in Australia, went as well as
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| it looked and provided Kawasaki race-rep fans with a class alternative to
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| the GSX-R or the pricey Honda RC30.
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| HISTORY
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| Back in 1988 the special K factory decided that the 16-valve, liquid-cooled,
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| in-line four residing in the dull, but far from pedestrian GPX750 would
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| realise far more of its potential slotted between a new twin-spar alloy
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| chassis with some trick suspenders, and a new sharper look. And so it was in
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| 1989 the ZXR was born.
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| Having had a bit of judicious tuning, the 748cc ZXR, making about 95PS,
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| emerged blinking into the daylight wearing a bank of four 36mm Keihins fed
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| by a pair of trick looking inlets in the fairing.
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| Suspension was attended to by conventional forks adjustable for preload and
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| rebound at the front, and a Uni-Trak monoshock, adjustable for preload and
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| rebound damping at the rear. Wheelbase was a short 1410mm, with castor and
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| trail set at 24.5° and 100mm.
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| Clothed in green, white and blue or red and black it was a visual king hit.
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| 1990 saw an H2 version with a swag of changes that included carb size
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| growing to 38mm. Wheelbase gained a significant 35mm, while inside the
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| engine there were longer conrods and shorter pistons to extract a bit more
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| power. The swingarm was changed and a new, more race style pipe added to the
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| looks.
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| Strangely, although the wheelbase was now longer, the swingarm struggled to
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| compress the rear suspension resulting in a rock hard ride.
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| 1991 heralded the completely restyled J1 into the arena. Bore and stroke had
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| changed from the previous 68 x 51.5mm to 71 x 47.3mm to produce a capacity
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| of 749cc. USD forks were adjustable for rebound and ride height, the rear
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| shock remained uncompliant, and trail dimensions went down from 100mm to
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| 95mm. Wheelbase shrank again to 1420mm.
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| Inside the engine, Kawasaki's engineers had hammered the overtime resulting
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| in a mass of changes that improved midrange, but perversely had cut actual
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| peak power. Did it matter? No not really, it was still a very fast machine.
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| 1992 saw little actually change on the J2, other than an attempt at sorting
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| the utterly inappropriate rear shock with softer springing and damping.
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| 1993 saw the much-improved L1 take up duties where the J2 left off. The big
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| news centred around the Ram -Air system, new pistons, cylinder head and cams
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| which boosted midrange and top-end power. Geometry changed yet again with
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| rake and trail now at 25° and 99mm, and the wheelbase measuring 1430mm. Rear
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| suspension, although marginally better, was still crap on anything that
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| didn't have the smoothness of a pool table.
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| 1994 and '95 were years when the ZXR did very little other than change its
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| threads for variations in colors and graphics. Something big was obviously
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| coming from the factory, and 1996 saw the results of all the development
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| done over the ZXR's six years with the ZX-7R, an all new remake of a
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| fantastic bike that tends to get passed by in the search for the latest and
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| therefore greatest.
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| ON THE ROAD
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| Lets start with the H1. By today's standards the H1 is a bit of a porker
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| with a top heavy feel to it that makes you realise how far these sorts of
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| bike have come in the last 13 years.
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| Despite the suspension being hard and fairly unkind to the rider, the
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| chassis does it best to keep things stable right up to its top speed of
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| around 240km/h.
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| Steering is precise but requires more effort than you'd like to use at the
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| bars, around town this means stressed tendons and an almost psychopathic
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| desire to line up some country roads. Unfortunately just when the urban
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| sprawl ends and the ZXR should be in its element, the rear shock conspires
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| to upset things by refusing to compress enough to absorb anything bigger
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| than a an ant corpse. The result is that the ZXR leaps and hops around on
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| bumpy roads, intimidating rather than accommodating. Still, show the ZXR a
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| fast open sweeper with little for the suspension to do, and the rigid
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| chassis makes corner-carving an almost spiritual experience.
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| At last the opportunity to spank the motor hard reveals itself and
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| down-shifting for any corner just to hear the exhaust note at 10,000rpm
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| becomes the order of the day.
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| At a less frenetic pace and in newer company the early ZXR displays a
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| somewhat less than inspiring midrange. It's okay, but it never leaves you
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| thinking 'Heavens to Betsy, what's happened to my arms!'
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| Brakes are good, and offer reasonable power and feel, which is just as well
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| because the suspension certainly gives the tire a good workout, especially
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| on the approach to downhill corners.
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| So why would you buy one? Well, aside from the fact that it's a great
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| looking motorcycle, you don't need to do a great deal to fix the
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| suspension's shortcomings. Once that's taken care of it's gorgeous, and
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| represents a well-finished and affordable alternative to mega-buck new stuff
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| and rewards an expert rider who's prepared to take the time to get to know
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| what it can do.
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| Jump forward a mere four years from that early bike to the ZXR750-L1 and it
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| has developed into a completely different machine; but strangely the same.
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| Along the way Robbie Phillis has finished third in WSB in 1991, and Scott
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| Russell has taken the ZXR to victory at Daytona in '92, and WSC in 1993.
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| It's an animal.
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| Just about everything has changed and the Ram-Air now lends the already
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| compelling induction noise a hollow resonance that starts with a low begging
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| moan, and ends with a climactic shriek that begs you to give it all you can
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| possibly can.
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| The engine still lacks the bottom-end and mid range of the competition, but
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| the shrieking rush to the top-end as the power crawls out of the dip at
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| 7-8000rpm is the reason why you buy a ZXR. That and the wonderfully balanced
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| feel the bike has.
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| At a track day you'd shake your head in amazement that a bike that's almost
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| 10 years old can be this composed. Steering is now corner stabbing sharp,
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| and turning while hanging late on the four-piston Tokico brakes is the ZXR's
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| stiletto up the sleeve. Just about every journo has written superlatives
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| about the ZXR'S front-end control, and they're right, it's good.
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| The gearbox is a pretty clunky device but dependable, perfectly in keeping
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| with the rough-neck engine's riot-inciting behaviour. Sadly though, the
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| suspension, while better, is still too damned hard for back road giggles
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| and, in conjunction with the stretched-out riding position, will have you
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| squeaking your order at the bar and nervously checking the contents of your
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| leathers.
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| Is it cheap on fuel? Chances are you won't care much, given the nature of
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| the bike, but like its predecessor it's okay. You can expect 200 kms to fill
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| up when you're right up it, and a bit more if you're not. Bottom line here
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| is that the ZXR is a brilliant bike to own and ride if you're a committed
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| sports bike rider who's prepared to sort the suspension, does a few track
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| days and rides well-surfaced roads. Oh yeah, and it looks the bollocks too.
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| IN THE WORKSHOP
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| The ZXR750 in all its guises is a tough bike that's quite well made and
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| mechanically resilient to the kind of abuse that it gets. (Anyone that says
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| they've never thrashed it should be eyed with a great deal of suspicion.)
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| Given that the engine is a tough unit with a good reputation, let's have
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| look at what you'll need to be aware of when buying one.
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| Because no-one buys a ZXR to just potter about, rev the bike at stationary
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| and look for smoke on the over-run, which'll be a sure sign that it's been
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| rung out from cold or with the front wheel higher than head height. Also the
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| gearbox - anyone can do a mono in first gear, but getting from there into
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| second and beyond can be a little more challenging. As a result second gear
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| can take a hammering, so be sure to load up at low revs and then rev it out
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| in second to make sure that it doesn't jump out of gear.
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| Check the steering head bearings for play from cack-handed mono landings,
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| and look for cracks in the fairing brackets from accident damage.
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| Make sure the rear shock hasn't been adjusted with tools other than with
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| proper C spanner and look for general signs of abuse and butchery all around
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| the bike. After that look at all the bits that touch down in a crash, as
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| these babies tend to get lobbed by those unable to control the wayward
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| behaviour of the rear shock on a bumpy road. As far as servicing goes there
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| are no nasty surprises.
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| MODIFICATIONS
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| Well it's got to be that shock hasn't it? The secret to eternal ZXR
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| happiness lies in that one change. See your local suspension expert for
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| advice. After that a pipe, jet kit and air filter will liberate a few
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| horses, but most importantly will sharpen throttle response. Personally I'd
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| leave the pipe unless I'd damaged the original and had to have an
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| aftermarket job, the standard noise is intoxicating and legal. You know it
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| makes sense!
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| WHICH ONE?
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| The early ones were classically lovely, but for me it's got to be an
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| L1-L2-L3 in Kawasaki green.Source Bikepoint
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| ReviewYou
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| have to admire Kawasaki's humility. They have what is probably
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| the second best bike in the world; they improve it considerably;
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| they modestly shy away from perfection by continuing to use the
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| most awkWard fuel tap known to man.
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| Everyone must be tired of hearing about the J's rear
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| suspension by now; the handling and ride position were superb;
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| its engine had an enormous midrange and an indifferent top end.
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| Most of that is changed. A new rocker linkage makes the ride
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| as smooth and slinky as something which I suspect I'm not
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| allowed to mention. Or even know about, come to that. The
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| steering and handling are still superb, the more so in the
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| knowledge that you are no longer likely to be kicked out of the
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| seat at a mere millisecond's notice. The midrange has been
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| traded for a powerful top end, leaving a fairly lumpy torque
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| curve in its place. The result is a top speed approaching 160mph
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| but standing starts which are worse than before, and everything
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| in between is in between.
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| Like most other Kawasaki four-strokes, the ZXR is a bit
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| cold-blooded when it is first fired up. It races on choke and
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| the fast idle is not easy to control. Many riders complain about
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| this, but I would have thought that if the carburation was clean
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| and crisp when the motor was fully warmed, you'd expect it to be
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| obnoxious when it was stone cold, so in a way this might be a
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| good sign.
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| For normal riding the motor is perfectly flexible, not as
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| strong in top gear as the Jl but not exactly limp wristed
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| either. Getting away briskly is no problem. Finding the absolute
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| best drive is. Give it too much and the short, light bike
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| wheelies. Give it less and it bogs down. Somewhere between the
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| two there is a perfect, clean launch but on an
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| unenthusiastically cold day at Bruntingthorpe the best I could
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| find was an 11.56-second standing quarter, a tenth of a second
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| worse than last year's J, all lost in the first fifty yards.
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| Later, I was surprised to find that the computer agreed, in fact
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| it thought the initial acceleration would be even worse. It
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| reckoned the 157mph top speed was about right.
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| They've made it as fast as the GSX-R and ironically they have
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| made it nearly as heavy, where once the ZXR had a 13kg
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| advantage.
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| But the Suzuki, with less torque (and presumably lower
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| gearing) gets better drive, You'd only notice it at a drag
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| strip, though. Once moving, the ZXR feels stronger and longer
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| legged, happier to pull top gear for sudden overtaking, equally
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| happy to buzz down through the gears for serious acceleration.
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| Where the ZXR really scores, is still the same as the J: the
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| combination of riding position, steering and handling is
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| perfect. It is not only ideal for shifting your weight from
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| footrest to footrest when flicking through tight chicanes, it is
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| just right for finding maximum traction in fast corners, slow
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| corners and wet corners. It feels right in all conditions, it's
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| even comfortable on long motorway journeys.
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| Kawasaki say they have changed this aspect slightly.
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| Euro-spec bikes have fractionally slower geometry and a taller
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| seat height, but to be honest, I couldn't feel the difference.
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| Except over the office steps, which our J clears with inches to
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| spare and upon which the L scraped its bellypan. I suspect that
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| there are two reasons why the handling didn't seem noticeably
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| different. One, when the frame is stiff and the riding position
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| is good, small changes in geometry and suspension settings
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| aren't critical. Two, the bike was more limited by its tires
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| Sportmaxes which are very stable and seem to wear quite well,
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| but are not as good in other respects as the Bridgestone,
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| Michelin and Metzeler alternatives, especially on cold, December
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| tarmac.
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| In the wet, the Dunlops gave a reassuringly steady feel and
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| the braking was nicely balanced for all conditions. On slippery
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| roads, the tiny rear brake has just enough bite to be useful
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| without being a liability. On dry roads the front has so much
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| power that it can lift the back of the bike, so the rear brake
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| becomes unnecessary.
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| Again, the riding position lets you make the most of whatever
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| grip is going. It is easy to shift weight quickly and it becomes
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| automatic to move around, feeling for maximum traction. It is
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| more than just the dimensions between footrest, seat and
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| handlebar, the shape of the seat and tank also contribute. There
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| are small changes here, too. The tank and under-seat layout are
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| different, to accommodate the new intake arrangement. There are
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| subtle changes to the bodywork, too, mostly making it easier to
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| remove and replace. Kawasaki say the aerodynamics are better,
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| which may be true because the flat-on-the-tank top speed was
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| 8.5mph better than the J2 (May '92 issue) while the sitting-up
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| maximum was only 4.5mph better. So if 5mph is due to more power,
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| the remaining 3 or 4mph is probably due to a reduction in drag.
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| The snag is that in normal riding there seemed to be more wind
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| buffeting at shoulder height compared to the J.
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| Other real world performance includes 40 to 45mpg, which gave
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| a too-short 120-mile tank range before reserve and the useless,
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| bordering on dangerous, reserve tap. The only saving grace is
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| that you could usually feel the motor leaning off half a mile
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| before running on to reserve, but that didn't stop it happening
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| in the middle of a greasy roundabout or somewhere equally
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| embarrassing.
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| A couple of other design errors appeared. The J would
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| cheerfully knock out the rear wheel cush drive between services
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| and the L was showing half an inch of play after 1000 miles. And
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| they may have found an extra 15mm of rear wheel travel but when
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| front and rear suspension bottoms, the bellypan now hits the
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| floor. Misjudging a hump-back bridge could become an expensive
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| mistake, as Simon has recently discovered.
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| I think they could afford to rectify a few of these
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| imperfections without offending too many gods, but at least they
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| have pitched the price in the right place. At £6300 it is level
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| with the GSX-R and well ahead of the CBR900 and the YZF which
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| I see as its closest competitors. And for £6020 you can still
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| buy the J2, leaving enough change for a rear suspension rocker
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| and a very good
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| Facts
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| Another 8 or 9 horsepower and suspension that actually
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| works... just what the ZXR needed. And we can smugly point out
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| that KHI have done almost exactly what we did to our long-term
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| test J1 (as a matter of fact, ours is 3mph quicker and
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| has a fuel tap which works in a more ergonomic way). the engine
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| gets K cams and new pistons which take the compression up to
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| 11.5:1 from the original 10.8. When we were playing with the J1
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| on TTS's dyno we found that we needed to get it burning properly
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| before it would respond fully to other steps like changing the
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| cams or the exhaust system. We did it by increasing the squish
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| band, raising the compression and advancing the ignition timing
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| by a fairly arbitrary 4°. The factory had rather more choice in
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| the matter and the new pistons are accompanied by a head
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| redesign which gives more compact chambers and more valve area.
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| They did this by reducing the included angle between the
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| valves, down to 20°, which is the usual way to improve
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| combustion chambers. It makes an interesting comparison with the
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| YZF (see page 50) in which Yamaha say they've increased
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| the angle between the valves. I suspect that they had a
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| different motive with the cams operating the valves directly
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| through buckets and shims, a steeper valve angle makes the
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| engine taller, which was the last thing Yamaha wanted to do.
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| Having tipped the cylinder block upwards to suit the shorter
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| frame, they needed to minimize height in order to keep the
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| bike's frontal area as low as possible.
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| Kawasaki operate their valves through a neat finger rocker
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| which slides to one side so that the adjusting shims can be
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| changed. It's a bit heavier, but it gives the designer more
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| freedom, it is easy to maintain and it's safe to 14,000.
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| The valves are 0.5mm bigger, the ports smoother but the carbs
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| stay the same at 38mm. A digital ignition system has a new
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| advance curve, going up to 50° at 7000rpm, compared to the old
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| one which gave 42.5° at 6200.
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| Air reaches the carbs by a new route, namely a huge, 12-litre
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| air box which is force fed from the large duct in the front of
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| the fairing. The pressure increase isn't as big as you might
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| think; two or three years ago I helped do some tests on racing
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| OW01 s and even at 170mph the pressure increase was only about
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| 0.5psi. This agrees closely enough with theory and is worth a
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| few per cent more power. However, half a psi is more than enough
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| to seriously screw up the carburation, especially as the full
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| pressure will only be there in top gear; as road speeds drop,
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| the pressure will also drop. In first and second gears it will
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| be negligible.
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| Any gain is worth having and in this case it may prevent
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| losses. High speed air blasting past the sides of the bike
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| creates low pressure which will bleed air out from inside the
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| fairing, or under the tank and seat area, ie where the air box
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| (or open carbs) normally get their air from. So conventional
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| layouts may experience the opposite effect decreasing intake
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| pressure as the bike speed goes up. This will reduce power
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| output slightly at high speed and will have just as many bad
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| effects on the carburation.
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| At least Kawasaki are putting the air exactly where it is
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| needed (helping to improve the aerodynamics generally and reduce
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| internal drag) and they have solved the speed-sensitivity
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| problem by venting the carb float bowls into a carefully chosen
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| part of the air box. The box has one chamber ahead of the frame,
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| a narrowed section where it goes through the frame member and
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| the main box itself. Where the air is travelling slowest in
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| the biggest part of the box its pressure will be highest. In
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| the narrow venturi section it will be travelling faster and
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| exerting less pressure. If the effect of increasing air pressure
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| at high speed is to make the carbs lean off, then venting them
| |
| to a high pressure region would make them richen up again. If
| |
| the increased air supply makes the mixture go rich, then the
| |
| vents need to get low pressure to weaken it off.
| |
| By far the nicest thing about this induction system is the
| |
| way it growls when the throttles are opened from the low
| |
| midrange.
| |
| The overall result is 103bhp on the TTS Dynojet, compared to
| |
| 95bhp for the standard J. It is quite a bumpy curve, suggesting
| |
| that the fuelling might wander about a bit or, more likely, that
| |
| the longer duration cams are more sensitive to intake and
| |
| exhaust resonances and they've deliberately created a mismatch
| |
| somewhere in order to prop up the midrange. Imagine if whatever
| |
| created that peak just above 8000 had done its particular
| |
| business to reinforce the other peak at 10,000: no midrange at
| |
| all and an immense rush of power that comes in with a smack at
| |
| 9500. It will be interesting to see what the R version (with
| |
| 39mm slide carbs) does between 8000 and l1000rpm.
| |
| The main change to the chassis is, not unnaturally, to the
| |
| rear suspension. After reducing the spring rate and the damping
| |
| force on the J2, they have modified the rocker arm for the L1,
| |
| in more or less the same proportions as NWS made their linkage
| |
| for the J. It gives 135mm of wheel travel instead of 120, using
| |
| the same shock unit. This not only gives some 12% better
| |
| leverage over the spring but reduces the damper speed by the
| |
| same amount and as the damper force is proportional to
| |
| speed-squared, bump damping will be reduced by about 22% for the
| |
| same amount of wheel travel. The result is a soft, compliant
| |
| ride that absolutely refuses to buck you out of the seat.
| |
| Other changes include reducing the fork diameter down from 43
| |
| to 41 mm (to save weight, which is otherwise 10kg up on the J);
| |
| the swing arm is stiffer and there are gussets on the main
| |
| frame, behind the headstock. In anticipation of the extra speed,
| |
| the castor is raked out by half a degree and there is 4mm more
| |
| trail and 10mm more wheelbase. This only applies to European
| |
| specs, so you'll need a rest of the world spec bike for racing.
| |
| Kawasaki already had the best riding position (see also the
| |
| YZF report) and they have made the wise move of raising the seat
| |
| height by 20mm they say, although it doesn't feel like it and
| |
| it is nowhere near as high tailed as our J1.
| |
| Finally, the exhaust. Still stainless where it emerges from
| |
| the fairing, still rusty underneath the fairing and the silencer
| |
| is anodised aluminum coated with a carbon fibre look. Next
| |
| year: brick pattern wallpaper.{| class="wikitable"
| |
| |-
| |
| !Make Model
| |
| |Kawasaki ZX-R 750-L
| |
| |-
| |
| !Year
| |
| |1993
| |
| |-
| |
| !Engine Type
| |
| |Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
| |
| |-
| |
| !Displacement
| |
| |749 cc / 45.7 cu-in
| |
| |-
| |
| !Bore X Stroke
| |
| |71 x 47.3 mm
| |
| |-
| |
| !Cooling System
| |
| |Liquid cooled
| |
| |-
| |
| !Compression
| |
| |10.8:1
| |
| |-
| |
| !Lubrication
| |
| |Wet sump
| |
| |-
| |
| !Engine Oil
| |
| |10W/40
| |
| |-
| |
| !Induction
| |
| |4x 38 mm Keihin CVKD (Constant Velocity) carburettors / Ram Air System (single intake)
| |
| |-
| |
| !Ignition
| |
| |Digital
| |
| |-
| |
| !Spark Plug
| |
| |NGK, CR9E
| |
| |-
| |
| !Starting
| |
| |Electric
| |
| |-
| |
| !Max Power
| |
| |118 hp / 86 kW @ 10500 rpm
| |
| |-
| |
| !Max Torque
| |
| |7.51 kgf-m / 54.3 lb-ft @ 9750 rpm
| |
| |-
| |
| !Clutch
| |
| |Multi plate wet (oil submerged) hydraulic slipper clutch
| |
| |-
| |
| !Transmission
| |
| |6 Speed
| |
| |-
| |
| !Final Drive
| |
| |Chain
| |
| |-
| |
| !Frame
| |
| |Aluminum perimeter
| |
| |-
| |
| !Front Suspension
| |
| |41mm Upside-down forks, adjustable ride height, 13-way rebound
| |
| |-
| |
| !Front Wheel Travel
| |
| |120 mm / 4.7 in
| |
| |-
| |
| !Rear Suspension
| |
| |Unit Track monoshock. adjustable ride height, preload, 4-way rebound
| |
| |-
| |
| !Rear Wheel Travel
| |
| |135 mm / 5.1 in
| |
| |-
| |
| !Front Brakes
| |
| |2x 320mm discs 4 piston calipers
| |
| |-
| |
| !Rear Brakes
| |
| |Single 230mm disc 2 piston caliper
| |
| |-
| |
| !Front Tire
| |
| |120/70 ZR17
| |
| |-
| |
| !Rear Tire
| |
| |180/55ZR17 /Std Pressure 41psi
| |
| |-
| |
| !Rake
| |
| |25°
| |
| |-
| |
| !Trail
| |
| |99 mm / 4.0 in
| |
| |-
| |
| !Wheelbase
| |
| |1430 mm / 55.9 in
| |
| |-
| |
| !Dry Weight
| |
| |205 kg / 451.9 lbs
| |
| |-
| |
| !Wet Weight
| |
| |221.6 kg / 487.2 lbs
| |
| |-
| |
| !Fuel Capacity
| |
| |18 Liters / 4.7 US gal
| |
| |-
| |
| !Consumption Average
| |
| |16.3 km/lit
| |
| |-
| |
| !Braking 60 - 0 / 100 - 0
| |
| |13.8 m / 38.1 m
| |
| |-
| |
| !Standing ¼ Mile
| |
| |10.7 sec / 207.2 km/h
| |
| |-
| |
| !Top Speed
| |
| |258.1 km/h / 160.3 mph
| |
| |-
| |
| !Road Test
| |
| |Motociclismo 1989 Motosprint Group Test 1993
| |
| | |
| |}
| |
| == Videos ==
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=RIzgTmEn0Bo|600|center}}
| |
| | |
| [[Category:Kawasaki motorcycles]]
| |