Four
stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity
908 cc / 55.4 cu-in
Bore x Stroke
72.5 x 55 mm
Cooling System
Liquid cooled
Compression Ratio
11.0:1
Induction
4x 34mm Keihin CVK34 carburettors
Ignition
Battery ignition, full electronic!
Starting
Electric
Max Power
108 hp / 80.5 kW @ 9500 rpm
Max Torque
8.7 kgf-m / 62.9 lb-ft @ 8500 rpm
Transmission
6 Speed
Final Drive
Chain
Frame
Iron, Double cradle frame
Front Suspension
41mm Telescopic forks, air assisted four way anti
dive.
Rear Suspension
Uni-Trak air assisted, single shock, 4-way
adjustable damping.
Front Brakes
2x 300mm discs 4 piston calipers
Rear Brakes
Single 250mm disc 2 piston caliper
Front Tyre
120/70-17
Rear Tyre
150/70-18
Trail
91 mm / 3.5 in
Wheelbase
1425mm /
56.1 in
Seat Height
790 mm / 31.1 in
Dry Weight
228 kg / 502 lbs
Fuel Capacity
22 Litres / 5.8 US gal
Consumption Average
40.8 mpg
Standing
¼ Mile
11.3 sec
Top Speed
247.8 km/h / 154 mph
.
For the GPZ900R from 1989 the change to 17" front wheel, the brake-size
increases and the brake-caliber changes to be a 4-piston design,
the front fork diameter also rises to 41mm,
T
he
GPZ900R was the machine with which Kawasaki recaptured its reputation for
unbeatable four-cylinder performance. When the firm's first liquid-cooled four
stormed onto the streets in 1984. the manner in which it delivered 150mph
(241km/h) top speed with smoothness and unprecedented refinement confirmed
that a thrilling new era had begun.
And
there was much more than sheer speed to the bike that in most markets was
known as the Ninja. This was a 908cc machine that felt as compact as a 750 -
and which outran its 1100cc rivals when you opened the throttle. Street riders
took to it in droves, production racers adopted it as their own.
Almost everyone who rode the Ninja was won over by a machine that combined
speed with reliability, handling, comfort and its own unmistakable style.
Kawasaki had spent the previous decade earning a reputation for brilliant
air-cooled eight-valve motors, but the GPZ unit was distinctly different. As
well as liquid-cooling, it featured a 16-valve cylinder head plus developments
including a balancer shaft, camchain at the end of the crankshaft, and
alternator above the six-speed gearbox. It was small, light and powerful,
though its peak output of 113bhp at 95()0rpm was slightly below that of the
old GPz1100.
The
rest of the GPZ maintained the theme of high performance with minimum size and
weight. Kawasaki called the bike's frame layout a 'diamond' but essentially it
was a steel spine design that used the engine as a stressed member, and which
dispensed with the conventional downtubes. Aluminium was used for the
square-section rear subframe. the box-section swingarm. and the large alloy
footrest hangers on which it pivoted.
Front forks were 38mm units incorporating an anti-dive system that increased
compression damping with suspension travel. Rear suspension was by Kawasaki's
Uni-Trak monoshock layout, with an air-assisted shock unit that could be
adjusted for rebound damping. The front wheel was 16 inches in diameter,
following the fashion of the day.
Searing speed
The
sharply styled full fairing did a reasonable job of shielding the rider, who
leant forward to fairly flat handlebars. The Ninja was low. sleek - and most
of all it was fast. Due to its superior aerodynamics it had a top-speed edge
over its GPz1100 predecessor, with dramatic acceleration above 6000rpm and
searing speed from 5000rpm to the 10.500rpm redline.
And
the rest of the bike did not let it down. High-speed stability was exemplary,
partly due to suspension that gave a superbly taut feel at the expense of some
harshness at slower speeds. At over 5001b (227kg) the 900 was no lightweight,
but by superbike standards it was very manageable, and its twin front disc
brakes were hugely powerful. The Kawasaki was also practical, combining a
generous fuel range with reasonable comfort plus neat details including
luggage hooks and a strong pillion grab-rail.
The
Ninja's success when launched was predictable, but even Kawasaki must have
been pleasantly surprised by its long life. The 900 outlasted its intended
replacements, the GPZ1000RX and the ZX-10. and even in 1990 was not replaced
but merely updated. The front wheel grew from 16 to 17 inches in diameter;
both wheels were widened to allow fitment of fatter tyres; forks were
thickened to 41mm; and front brake discs were enlarged to 300mm and treated to
new four-piston calipers.
As
it remained in Kawasaki's range during the 1990s, the once mighty Ninja came
to be regarded as a budget-priced sports-tourer rather than a serious
high-performance machine. But that should not diminish its reputation. What
should be remembered is that in 1984 the GPZ900R was the undisputed king of
the road. And that it started the dynasty of liquid-cooled, 16-valve Kawasaki
fours that continues to this day.
Source of review: Fast Bikes by
Roland Brown
Any corrections or more information on these motorcycles will be kindly appreciated.