Hitcher
27th June 2006, 18:49
Due to a couple of compelling reasons, I took this morning off work and organised test rides on a couple of bikes that qualify as worthy contenders to replace my defunct ST1300.
Ride 1: Kawasaki ZX1200C4 (ZZR1200)
“Why not?” I thought. There’s something about the ZZR’s looks that may not appeal to everybody’s tastes, but I reckon it’s a pretty sharp looking machine from every angle. I like the way the nose and tail share common design elements (a bit like the new Triumph ST Sprint) and just the bike’s overall lines.
All of the controls are sensible, easily located and well made. A choke lever was something I had become unused to with a PGM-FI equipped Honda. But then the ZZR has carburettors. Four 40mm inhalers nicely sorted with Mr Kawasaki’s K-TRIC (throttle response induction control).
Into life it burst first blip, with a delicious, deep inline-four exhaust note burbling out of the twin chromed exhausts. Not bad for standard cans. One wonders how much more delicious this engine would sound via a pair of Neptunes…
Adjusting the stalk-mounted mirrors required a bit of fiddling, but nothing too onerous. Analogue instruments are uncluttered and sensibly laid out. A digital clock completes the picture amidst the usual idiot lights.
Warmed up, head check, indicator on and away. The hydraulic clutch has a span-adjustable lever. As does the brake. A nice touch even for those of us with largish paws.
Off through the end of the morning rush hour, the ZZR felt poised and predictable. The note from the following exhausts sounding very nice indeed.
And off around a slightly truncated version of my standard test route I went.
The close-ratio six-speed gear box is perfectly matched to the 1164cc engine. And it shifts beautifully. A chain drive completes the package.
I must confess to being a bit of a fan for a big-block Kawasaki, having once owned a ZRX1200R. The bottom to mid-range performance of these things is phenomenal, and the top-end go from 7,500rpm all the way to the red line makes one tingle in places where one didn’t know one had places. The ZZR shares the same donk as the Zrex – with the addition of ram air, bigger throttle bodies, and some cam finessing. 117kW at 9,800rpm and 164Nm torque should be ample for most applications.
A 23-litre tank should provide decent range, and a seat height of 780mm means both feet go flat onto the ground at rest. Front and rear suspension are both fully adjustable, with the rear shock having a nice easy to use knob to wind preload on and off. Standard footware is the competent but uninspiring Battlax 020.
Out on the highway I was surprised how quiet the rider’s position was, both in terms of helmet noise (way quieter than I have been used to on the ST) and wind buffet. A double-bubble screen should help this even more. The riding position isn’t quite as aggressive as a Bird, Busa or ZX12, and covering big distances shouldn’t be much of a struggle at all.
My right knee let me know it wasn’t yet fully recovered and not used to being bent backwards, but it enjoyed being out and about.
A very tidy package indeed and one that deserves careful consideration in the Replace The ST1300 Stakes.
Ride 1: Kawasaki ZX1200C4 (ZZR1200)
“Why not?” I thought. There’s something about the ZZR’s looks that may not appeal to everybody’s tastes, but I reckon it’s a pretty sharp looking machine from every angle. I like the way the nose and tail share common design elements (a bit like the new Triumph ST Sprint) and just the bike’s overall lines.
All of the controls are sensible, easily located and well made. A choke lever was something I had become unused to with a PGM-FI equipped Honda. But then the ZZR has carburettors. Four 40mm inhalers nicely sorted with Mr Kawasaki’s K-TRIC (throttle response induction control).
Into life it burst first blip, with a delicious, deep inline-four exhaust note burbling out of the twin chromed exhausts. Not bad for standard cans. One wonders how much more delicious this engine would sound via a pair of Neptunes…
Adjusting the stalk-mounted mirrors required a bit of fiddling, but nothing too onerous. Analogue instruments are uncluttered and sensibly laid out. A digital clock completes the picture amidst the usual idiot lights.
Warmed up, head check, indicator on and away. The hydraulic clutch has a span-adjustable lever. As does the brake. A nice touch even for those of us with largish paws.
Off through the end of the morning rush hour, the ZZR felt poised and predictable. The note from the following exhausts sounding very nice indeed.
And off around a slightly truncated version of my standard test route I went.
The close-ratio six-speed gear box is perfectly matched to the 1164cc engine. And it shifts beautifully. A chain drive completes the package.
I must confess to being a bit of a fan for a big-block Kawasaki, having once owned a ZRX1200R. The bottom to mid-range performance of these things is phenomenal, and the top-end go from 7,500rpm all the way to the red line makes one tingle in places where one didn’t know one had places. The ZZR shares the same donk as the Zrex – with the addition of ram air, bigger throttle bodies, and some cam finessing. 117kW at 9,800rpm and 164Nm torque should be ample for most applications.
A 23-litre tank should provide decent range, and a seat height of 780mm means both feet go flat onto the ground at rest. Front and rear suspension are both fully adjustable, with the rear shock having a nice easy to use knob to wind preload on and off. Standard footware is the competent but uninspiring Battlax 020.
Out on the highway I was surprised how quiet the rider’s position was, both in terms of helmet noise (way quieter than I have been used to on the ST) and wind buffet. A double-bubble screen should help this even more. The riding position isn’t quite as aggressive as a Bird, Busa or ZX12, and covering big distances shouldn’t be much of a struggle at all.
My right knee let me know it wasn’t yet fully recovered and not used to being bent backwards, but it enjoyed being out and about.
A very tidy package indeed and one that deserves careful consideration in the Replace The ST1300 Stakes.