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