Kawasaki ZX-9R Ninja

The first ZX-9R could be seen as a ZXR750 incorporating a number of ZZ-R1100 design features. The wheels (three-spoke cast aluminium alloy 3.5"x17" front and 5.5"x17" rear), front forks (fully-adjustable 43 mm upside-down KYB) and unbraced fabricated aluminium box-section swingarm with fully-adjustable remote-reservoir KYB monoshock were direct carry-overs from the ZXR. Importantly, the twin-piston rear Tokico caliper no longer mounted via a torque arm, and the clip-on handlebars mounted above the top triple clamp, not below. The four-piston Tokico front calipers and 320 mm front discs were common to the ZZ-R and the ZXR.

The frame was a welded aluminium-alloy dual-beam with cast steering head and swingarm endplates, but with steel-tube engine cradles and swingarm-mount endplates extending back to support the rider's seat and attach the bolt-on subframe, like the ZZ-R1100.

The engine was 899cc. The crankcases, clutch and gearbox were carried over from the ZXR750, with a longer-throw crank and a bigger-bore, taller cylinder block for the larger capacity. The cylinder head was externally highly similar to the ZXR, as well, but incorporated rocker valve actuation like the ZZ-R1100 instead of the ZXR's direct actuation. Redline was an impressive 12,000 rpm against the FireBlades 10,500 rpm. Induction was by 39 mm Keihin CV carburettors, and the engine breathed through a huge 10L airbox fed by dual ram-air intakes on the nose of the bike, under the single headlight, via ducts passing back and over the frame beams near the steering head, like on the ZZ-R.

The result was a big motorcycle; despite weight-saving measures like magnesium engine covers, its quoted dry weight was 215 kg, almost 30 kg heavier than the FireBlade. It made around 125 hp (93 kW) at the rear wheel on the dyno, between 10 and 15 hp (11 kW) more than the FireBlade, but this advantage in power couldn't make up for its size, weight, and what turned out to be a poor choice of rear suspension linkage ratio and swingarm pivot position, which compromised rear-end grip.

The new bike was almost as comfortable and as fast as the ZZ-R1100, and it handled much better than the big sports-tourer, but couldn't match the FireBlade's agility. Rather than a direct competitor, the ZX-9R was a more stable and more comfortable alternative to the Honda, with more straightline speed.

The motor was held by a large, aluminium twin-beam frame similar to that of the ZZ-R1100, backed-up by an equally sturdy box-section alloy swingarm, with multi-adjustable suspension at each end. Chassis geometry was sporty, with forks set at 24 degrees. But the Kawasaki weighed 4741b (215kg), considerably more than several of its rivals, and 661b (30kg) more than Honda's FireBlade.

Styling was very sharp and aggressive, owing much to Kawasaki's World Superbike racer. But by sports bike standards the ZX-9R was a fairly big

machine, with a broad fuel tank and a long stretch forward to the handlebars. The roomy riding position and wide seat helped make the Kawasaki comfortable while emphasizing that it was no ultralight race replica.

The ZX-9R was at its best on a fast, open road where its motor's phenomenal power never failed to impress. At low revs the 16-valve four growled impatiently; straining at the leash. By 7000rpm the Kawasaki was storming forward with real conviction, and around 10,000rpm it kicked again, howling towards the 12,500rpm rev-limiter with a gloriously smooth, free-revving feel that took the 9R to a top speed of 165mph (266km/h).

Handling was superb on sweeping main roads where the Kawasaki's stability and neutral steering allowed its rider to exploit the engine's power to the full.

On twistier roads the bike was less impressive, as its weight and relatively slow steering made it cumbersome in comparison with racier rivals.

There was no doubt that the ZX-9R failed to raise the superbike stakes in the way that its Z1 and GPZ900R predecessors had done. By race-replica standards it was too big and heavy; and as a longdistance bike its lack of features such as centre-stand and grabrail told against it. But for riders looking for a genuine super-sports bike with a fair degree of practicality, the ZX-9R was arguably the pick of the bunch.