Kawasaki ZX-12R / ZZ-R 1200
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Kawasaki had long owned the 'fastest motorcycle' crown with its ZZ-R1100, until Honda's Blackbird then Suzuki's Hayabusa moved the class on. The ZX-12R Ninja was Kawasaki's response. An all-new design, it uses a unique monocoque frame, together with a 142kW (190bhp) engine, the most powerful up to 2005. The chassis is aimed at speed: the frame is narrower than a twin-spar design, and houses the airbox and battery, saving space elsewhere. Aerodynamic bodywork is dominated by a massive ram-air scoop, and huge mirrors, small canard wings on the lower fairing and cast spoilers on the forks help the ZX-12R to a top speed of 299km/h (186mph). It is also more sporty than the Hayabusa or Blackbird. The ZX-12R stands ready to redefine performance in a production motorcycle. Built to deliver the lightest weight and highest power-to-weight ratio of any machine in its class, the ZX-12R combines a compact engine in an all-new aluminum monocoque chassis, wrapped in slippery aerodynamic bodywork. The result is exceptional high-speed stability and nimble handling in a layout that provides all-day riding comfort. The ZX-12R produces more horsepower than any machine in its class, electroplated aluminum cylinders, heat treated pistons prevent heat distortion and have thin rings for quicker revs. New countershaft-mounted generator with rare-earth magnets reduces weight and friction, electronic fuel injection system with 46mm throttle bodies, Kawasaki Ram Air system projects ahead of the fairing to take advantage of the higher air pressure, and the aerodynamic fairing wraps in tighter ahead of the radiator to reduce frontal area and enhance airflow through the engine compartment. New winglets on either side of the fairing separate airflow, preventing turbulent air coming off the front wheel from disturbing the laminar airflow along the upper portion of the fairing, small wind deflectors cast into the bottom of the forks deflects turbulent air coming off the fork and brakes out and around the lower part of the fairing. New monocoque backbone frame incorporates an efficient airbox and a cartridge-type air filter easily slides into the frame, four-into-two-into-one exhaust system features stainless steel head pipes and a lightweight, titanium muffler, bolt-on aluminum sub-frame, extruded aluminum swingarm and a single shock features a piggyback reservoir, threaded spring preload and 20-way compression and rebound damping adjustment w/rear ride height adjustment. Also new is the 43mm inverted cartridge fork with preload, compression and rebound damping and ultra-wide 200/50 tire mounts on 6.0 x 17 rim.
Review We love a challenge around here, whether it's keeping Kento in sight through a particular set of twisties or simply turning in a story on time (for a change). The proverbial gauntlet was thrown then, when our ZX-12R moaned past the radar gun at a measly 185.6 mph, and the Hayabusa-a bike we damn well know is capable of 190 mph-could only manage 183.9 mph. With a tailwind. At least it verified something sportbike aficionados have been fearing for more than a year now; under the threat of government-imposed speed restrictions, manufacturers have voluntarily limited their flagship machinery to 186 mph, or 300 kph. To add insult to injury, a trip to the dragstrip sees both bikes leaving the line in some sort of sick Michael Jackson dance parody, jerking and shaking as their clutches alternately grab and release. It's like watching a grown man struggle with tying his own shoelaces-you want to help, but don't want perform the indignity of going to his rescue. We couldn't resist, though. The big Kawi and Suzi were made for straight-line performance, and just begging for some simple mods to help them to unrestricted (see sidebar, page 33) 190 mph-plus top speeds, as well as mid-nine second quarter-mile times. How could we not pick up the gauntlet, thus answering the challenge? The Hayabusa is an old friend to the SR wrecking crew-189 mph and sub-10 second quarters make for a good introduction-but the Kawasaki was an unknown quantity as we've never had an opportunity to test one until now. Oh yes, we've sat patiently through the bike's delayed introduction and all the controversy surrounding the 2000 model ZX-12R, and the seemingly endless brush-offs in getting a test unit (strange, that-almost like the Kawasaki people knew we'd do something like this) but we're rebels, and won't be denied our performance fix for the sake of satisfying the bureaucrats. Of course, both bikes were flogged mercilessly in stock form first (ZX-12R, Hayabusa) but the real fun began when the wrenches came out. In the canyons, the Hayabusa-which doesn't really need any extra jam for the twisty bits-feels decidedly peppier than stock, although its throttle response is slightly more abrupt, especially with the Timing Retard Eliminator (necessary to bypass the top-speed limiter) installed. The Kawasaki, however, is a transformed motorcycle. In stock form, the ZX-12R can be quite a handful, especially if the road is at all bumpy. Its lurchy throttle forces the rider to wait until nearly the exit of a turn to get on the gas. Our modified bike picks up revs cleanly the instant the throttle is cracked, allowing the rider to lighten the front end and make the suspension's job easier over any pavement irregularities. Where the stock bike would flounder midturn, its rider playing with the throttle, the Big Dog ZX rider is on the gas and gone. An amazing improvement over stock and one that makes a Sunday ZX-12R ride in the twisties a much more attractive proposition. The Hayabusa's mileage changed not a bit post-modification, routinely averaging 35 mpg. Dropping a tooth from the rear of the Kawasaki boosted speed to 190.7, but the Hayabusa-geared tall to begin with-couldn't pull anything more and actually lost speed, running 187.1 mph. Popping the mirrors off the Kawasaki (they'd be more at home in something made by Victoria's Secret anyway) netted a further big boost to 193.5 mph, but the same treatment to the Suzuki made no difference. Our guess is that the Suzuki's mirrors, in addition to being smaller than the Kawasaki's units, are closer to the 'Busa's wider bodywork, and thus play a smaller role in the bike's aerodynamics. Additionally, the sleeker Suzuki (see "Tunnel Vision," June 2001) was affected by the crosswind more than the Kawasaki, a not-uncommon trade-off in the top-speed arena. Once again, the Kawasaki came away as making the most of our modifications, with a top speed of 193.5 mph, while the Hayabusa peaked at 191.3. Certainly, the crosswind played a part, as the Suzuki went faster in stock, unrestricted form than it did post-modification. But every horsepower counts at those speeds, and the Kawasaki's flat power curve at peak rpm played a definite role in its improvement over stock. Incidentally, we had suspected during our GSX-R1000 test (June 2001) that its top speed was also limited, and we brought our 1000 to the top speed site along with the Big Dogs. Stock, the big GSX-R posted a ho-hum 179 mph, but with a Yoshimura pipe and Timing Retard Eliminator installed, the Suzuki ran 183.4 mph-impinging on stock Hayabusa territory. DRAGSTRIP
On the chassis side, Adjustment Tech Racing sent a set of adjustable links to fit the Suzuki, and a Schnitz lowering strap dropped the front accordingly. Already low in stock form, we dropped a shade over two inches from the Hayabusa. Muzzys supplied a set of three-position lowering links for the Kawasaki, and we dropped the front with a regular tie-down. The ZX-12R ended up nearly three inches lower than stock. The Geek, but it was him) didn't soak the porous A.P.E. plates enough before installing them, and they were badly scorched. A quick change back to the stock plates and some stiffer A.P.E. springs, and we were back in business. A couple of runs later Kent laid down a 9.559 second/146.75 mph pass, more than a half-second better than the stock bike's 10.237 second/140.54 mph run. The 60-foot time for the 'Busa had improved from 1.95 seconds to 1.63 seconds. Turning to the Kawasaki, the day had heated up enough that it was impossible to improve upon the 12R's best run. While these runs are corrected to sea level from Los Angeles County Raceway's 2700-foot altitude, Sport Rider does not normally correct runs for temperature. Utilizing our sister publication Motorcyclist's correction factors, however, both bikes would have been well into the 9.3-second range at 60 degrees. Top speed or drags, you can choose your poison with either of these Big Dogs and net serious performance gains with little effort. Is 200 mph possible? While that was never our intention, the thought crossed our minds that in perfect conditions (and with a few more aerodynamic tweaks) it is certainly a number within reach. And a half-second improvement at the strip-an eternity in dragracing terms-is just scratching the surface of the potential that lurks inside the ZX-12R and Hayabusa. Of course, now that we've restored their dignity (and then some) there is the question of the turbo kit sitting in Kent's office.... Source Sport Rider |