Chosen
last year as Cycle Worls´s Best Standard Bike, Kawasaki´s
big is another motorcycle that gig´s test rider. It
does all the things a standard bike is supposed to do, and
it does them with style and verve that is quite uncomon.
The
ZR & Zephyr 1100 is a big bike, but in comparison to the
CB1000, it does not feel its size. It is a very comfortable
motorcycle for both rider and passanger, with a superb riding
position, even if its seat is too firm. Its air colled engine
also is exellent. Yes, it does vibrate a bit, and yes, there
are quicker, faster bikes in this bunch. but across its rpm
range, from basment to ceiling, the ZR & Zephyr engine
pulls hard and strong, and seems not to care what gear its
rider has selected. That´s goo, because its transmission
is typically Kawasaki-clunky and notchy, especially in the
lower three gears and therefore is no great joy to use.
The
bike´s chassis, however, is a joy to use. Its steering
is light and neutral. Rear suspension is multi-adjustable
and is very good, front suspension is non-adjustableand is
merly good with a bit of initial harshness. Brakes, lifted
off last year´s ZX-11, provide fine feel and good stopping
power.
As
a whole the ZR1100 & Zephyr is a very cpable, very complete
motorcycle. No system overwhelms another not engine, not brakes,
not suspension. It is not utterly outstanding in any particular
area instead it spreads its excelence across the board, rather
like a technological knife-load of peanut butter spread across
a slab of motorcycling toast. We approve of peanut butter
on toast. We also approve of the ZR1100 & Zephyr though
we think Kawasaki could sell many more of them if the price
were lower $6.999.
Performance:
1/4 mile.............................................................11.95sec
@ 114.50 mph,
0-60 mph....................................................................................3.4
sec,
Top
gear time to speed:
40-60 mph..................................................................................3.8
sec,
60-80 mph..................................................................................4.4
sec,
Measured top speed..................................................................141
mph,
Braking
Distance:
From
30 mph...................................................................................26
ft,
From
60 mph.................................................................................122
ft,
Horspower/Torque:
Horspower....................................................................93.0
@ 8000 rpm,
Torque.................................................................63.5
ft - lb @ 5750 rpm.
Cycle
World 1992.
Best Bikes
Worldwide:
Best Standard:
Cycle Canada, Canada,
Rider´s Club, Japan,
Motorrad Reisen & Sport,
Germany
What
if Kawasaki had never stopped developing its legendary Z-1,
that 903cc powerhouse introduced in 1973? Now there's something
to ponder. What if motorcycle development had never taken
a turn toward the racetrack, and sport bikes had never sprouted
single shock rear suspensions and upside down forks. If that
were the case, we'd all be riding bikes like the one shown
here, the 1993 Kawasaki ZR1100. For a time, even racers rode
bikes like this one back in the late 70s and early ´80,
when riders such as Eddie Lawson, Freddie Spencer and Wes
Cooley ducked it out on unfaired 1025cc Super bikes. If this
ZR1100 had been available the, it would have been one of the
best, if not the best basis for building just such a race
bike. Because while the ZR may reaped the benefits for a decade's
worth of development. The ZR1100 is, as its looks imply, part
of the Zephyr family that also includes the now-defunct 550
and the still-for sale 750. In fact, when we previewed a production
version of this motorcycle it was called the Zephyr 1100.
Why was the name changed? Apparently, Ford Motor Company owns
the rights to the name and kindly requested that Kawasaki
cease and desists from using it. In spite of its name change,
the ZR1100 feels every inch a larger heavier more powerful
version of its smaller stable mates. Climb aboard settle into
the big ZR´s contoured saddle and it reaches out to
extend you a handshake courtesy of it Super bike-style handlebar.
Foot pegs are moderately rear set but do not detract from
the comfort quotient in the least. This is a big man motorcycle
where 6-foot, 200 ponder will feel right at home, but where
smaller riders are also tolerated. Mirrors, gauges, fuel cap,
even the cam covers look Z-1 issue, albeit with a ´90s
sort of flair. And the paint-we has never seen a Kawasaki
so nicely finished. Fire up the e ZR, click it into gear and
motor away, and the overriding impression is one of smoothness
of refinement and civility. The air-cooled 1062cc dohc, two-valve-per-cylinder
motor feels a bit soft on the bottom at least by modern 1100
standards, but there's excellent midrange from about 5000rpm
on up with a healthy top end rush. Horsepower propelling the
1100´s 556-pound dry weight the ZR´s acceleration
is on par with the best 600cc sports bikes. Our test bike
recorded an 11.88-second/114-mph quarter mile and 140 mph
top speed, pretty respectable number for an unfaied "old
tech" motorcycle. It's also smooth; thanks to its gear
driven counterbalance and to its rubber front motor mounts.
But while there's very little engine vibration to report the
mirrors oddly buzz incessantly making it difficult to discern
if that's a police car stalking you or a VW Microbus full
of leftover hippies off to the Grateful Dead show. While the
ZR is a smooth running and for the most part a smooth shifting
motorcycle a bit of driveline lash sometimes makes gear changes
notchy, especially at low rpm in the bottom three ratios of
the five-speed transmission. Neutral is difficult to find
with the bike moving, but easy once it's stopped thanks to
Kawasaki's neutral finder that prevents the rider from shifting
into second gear at a standstill. Also the neutral light lied
until our test bike had some miles on it. Our ZR in fact seemed
to work better each mile that we rode it. Considering that
it's an 1100 and a roomy one at that the ZR doesn't feel overly
big when the going gets tight. Its relatively low medium width
handlebar affords plenty of leverage for muscling it though
the twisters and provides just enough forward lean to let
the rider brace himself against the windblast. Steering it
light and neutral feeling though not to the extent of the
Zephyr 750 witch not only is lighter but also has a smaller
diameter, 17-inch front wheel. The ZR1100 uses an 18 inches
up front.There's plenty of ground clearance too thanks to
the rear set foot pegs tucked in exhaust and contestant and
excellent fork and shock spring rates. The twin rear shocks
especially are impressive. Adjustable four ways for rebounds
and compression damping and five ways for spring preload,
the shocks offer a setting for any situation. Want to supple
freeway float over the ripples. A Sporting ride? Set compression
at number four for a firm, controlled feel. Rebound damping
we left at number two, as much because it works well as because
it's difficult to access the adjusters due to their close
proximity to the hot mufflers. We predict that ZR owners intent
on fine-tuning their rear suspensions will come to be recognized
by the muffler burns on the back of their fingers, much like
those two-stroke pilots with impending seizure clutch trigger
hand or Britbike riders with kickback limp. Thankfully, the
only shock adjustment that requires a tool is changing spring
preload accomplished by sticking the back half of the toolkit
Phillips head screwdriver into bosses on the shock's spring
collars and turning them. Simple. Even our heaviest hard riding
testers didn't need to go past the third of five settings
for solo sport riding, so carrying a passenger and luggage
is definitely in the ZR´s repertoire.The stout 43mm
fork, however is non adjustable and we think would benefit
from fine-tuning. The fork works fine until you grab a handful
of front brake, witch causes the fork to bottom, the front
end to chatter and the tire to howl in brief rapid burst.
Raising the fork oil level or changing to heavier fork oil
would likely improve maters though this is no easy task because
the ZR´s fork legs have no drain plugs. The twin four
piston front brakes, pirated from the ZX-11 are excellent
though-true one-finger stoppers.Available in showrooms by
the time you read this, the new Zephyr, or, ZR1100, is an
excellent motorcycle, as polished and capable as a standard
style bike can be, witch is why Cycle World chose it as one
of 1992´s Ten Best Bikes. Its few flaws are minor and
we suspect, can either easily be remedied or will cure themselves
with time. But and it's a big but-is the ZR1100 worth its
asking price, a heart-stopping one dollar short of seven grand?
That, folks are for you to decide. Certainly, a number of
motorcycles posses equal or greater performance and sell for
a lot less. And there are some Kawasaki's own ZX-11, for example
that are just as civil yet will put the ZR on the trailer
in a performance contest and that don't cost that much more.
But few motorcycles we would argue posses the ZR´s blend
of 70´s styling and 90´s performance. Few around.
And none so closely embody the spirit of the original Z-1.
That alone makes the ZR1100 unique and worthy of consideration.
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