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
248.4 km/h / 155 mph
.
For the GPZ4diameter also rises to 41mm,
EXCITEMENT LEAPS out at you from every phrase of the old
road tests. "It was the final fast ride," began BIKE's ex-editor Dave
Calderwood in July 1984, as he set out to put 160mph on a speedo for the first
time ever. "Swooping south from Huntingdon on a back-road, the GPz900 and I
crested a small hill and out front stretched an open clear road, just as I
knew it would. No side-turnings for three miles, no reason for the Old Bill to
be around... and it was deserted."
He clocked the 160-per a few paragraphs later, of course, and
four months after that, in a giant-test on the TT circuit, another tester was
just as enthusiastic. "The Ninja came out of the open Waterworks right-hander
like a rocker, front end hardly twitching as it recrossed the white line while
still cranked over then screamed off up the hill," he salivated before
describing the new Kawasaki as undisputed King of the Mountain.
The writer was yours truly and the bike is virtually
unchanged, but seven years later the speed-crazed sentences do not trip quite
so easily from the keyboard. A brand-spankers GPZ900R - capital Z now, to
distinguish it from even-more-ancient air-cooled Kawas — sits in the street
outside my window, its H-reg numberplate failing to lift the bike from a
humdrum assortment of second-hand cycles.
Seven years ago the brilliant, all-stomping Ninja bloodied the
eye with its aggressively-named Firecracker Red paintwork. This bike's
alternative colour-scheme, a dull combination of black and John Major grey,
seems depressingly appropriate for a drizzly day in 1991. (In fact the
brochure refers to Pearl Cosmic Grey, whoever she is.)
Rush out for one thrill-packed last ride? Nah, thanks, I'm
staying in to wash my chest wig.
These negative vibes are very unfair, for the GPZ900 is still
as good as ever it was. Rather better, as it happens, having been updated in
several areas last year. And if it's a slightly old-fashioned motorcycle, at
least it also has an old-fashioned price. At £5159 the 900R costs over £1500
less than the ZZ-R1100, almost a grand less than the ZXR750, and exactly the
same amount as the ZZ-R600. If that doesn't make you take this bike seriously,
nothing will.
Looking back, it's easy to overlook just how significant the
900 was when it was launched at the tail-end of '83. In the preceding decade
Kawasaki had built up an unparalleled reputation for big, powerful in-line
fours — all of them aircooled with two valves per cylinder. The liquidcooled,
16-valve newcomer represented a radical change of policy, and its success can
be judged from the fact that this year's top-of-the-pops 175mph ZZ-R11 uses a
modified version of the same unit.
The 1991 GPZ900R, on the other hand, u$es a totally unmodified
version: the very same eight-year-old 908cc motor, with its screw-and-locknut
tappets, piggyback alternator and cam-drive on the end of the block. Sure,
there have been a few minor updates along the way: revised camshaft oil feed,
modified camchain tensioner and guide, recalibrated temperature gauge, some
fiddling with the airbox and a much-publicised aniti-icing cure for the 34mm
Keihin carbs. But the engine essentials, and the claimed output of 113bhp at
9500rpm, are just as they've always been and are still impressive.
Another feature of the engine was the balancer-shaft, novel for a four in
'84, that allowed the unusually smooth power unit to be employed as a stressed
member of the chassis. The frame combines a steel backbone with an alloy rear
subframe. Unlike Triumph's recently-launched backbone frame, the Kawasaki has
three narrow top members instead of a single thick one. But you can bet that the
Hinckley engineers, whose plans were starting to take shape in '84, we're
influenced by the Ninja's design.
The most important changes to the Kawa are elsewhere on its chassis, most
notably the front wheel that grew from 16 to 17inches in diameter last year. At
the same time both wheels were widened by half-an-inch, allowing a fatter
150-section bias-belted Dunlop to be crowbarred onto the 18inch rear. And the
38mm front forks grew to 41mm in thickness, shedding their hydraulic anti-dive
system - like the 16incher, as dated an '80s style statement as red braces and
shoulder-pads - along the way.
Brakes were changed, too. The front discs grew to 300mm in diameter,
semi-floating rather than solidly fixed (to help pad alignment) and grasped by
heftier four-pot Tokico calipers. The rear disc was reduced in diameter to 250mm
but received a twin-pot caliper of its own to make amends and keep the pedal in
a job.
Brake and clutch levers were binned to make way for four-way adjustable
replacements, and a variety of other details were likewise replaced by bits from
other models. Clocks come from the ZX-10, handlebar grips from the ZXR750,
push-to-cancel switchgear from the ZZ-R600 and mirrors from the 1000RX. This
year's only change is a new one-piece handlebar, apparently deemed necessary
because the old design occasionally made a worrying (though not dangerous)
creaking noise.
It's a wonder the whole bike doesn't creak when you fire it up, for the 900R
has been in Kawasaki's range for so long that it has outlasted not only its
supposed replacement the 1000RX but also the more recent ZX-10. It sounds the
same as ever, of course, whirring and whining and taking a fair time to warm-up.
By big-bike standards the Ninja was a very compact machine when it was launched,
and it still feels reasonably low and well-balanced now. It's actually slightly
longer, heavier (at 5151b dry) and taller than the ZZ-R11, so perhaps it was a
relative lack of bulky bodywork that made the lithe-looking 900 seem the smaller
bike of the two.
The above list of detail changes is short, so I was surprised to find the
mutant Ninja (soon it'll be a teenage mutant Ninja, if not quite a
turtle) feeling noticeably different from the old. You'd have to run them
back-to-back to be sure, but the new bike's front end felt a little more
laid-back and slower-steering than I recall the 16incher. Rake and trail figures
of 29 degrees and 118mm are about as close to the sporting norm as Freddie
Spencer's collar size, but no complaints there because the Kawa's neutral feel
suits its slip into sports-tourer mode just fine. (Perhaps Freddie should try
entering the National Rally?)
The anti-diveless forks worked pretty well, too, giving a reasonably firm
ride without approaching the taut feel of the big ZZ-R. I was always pretty keen
on the way the anti-dive firmed things up when you hit the brakes hard but, in
combination with the Ninja's fairly stretched-forward riding position, that
set-up was decidedly harsh on the wrists. The newer front end provides greater
comfort at the expense of more fork-dive under braking; meanwhile the unchanged,
air-assisted rear soaks up the bumps as nonchalantly as ever.
The anchors also proved very adequate, though surprisingly they felt less
powerful than the original bike's combination of smaller discs and stone-age
single-pot calipers. If anything the old set-up was a bit grabby, and a few
riders have gone for a slide up the road after taking too big a handful. The
newer set-up is more progressive, but with eight pistons to call on I'd expected
a bit more bite from the front stopper. Perhaps it's just a sign of how good the
opposition now is.
The engine suffers from such comparisons in the same way. Back in '84, of
course, it was the ultimate rip-snorter. In that year my proddy-race GSX1100 was
brim-full of illegal Yoshimura gear, yet the bloody bog-stock Ninjas still came
steaming past before the end of the Snetterton straight. These days a ZZ-R would
leave the 900 for dead and Suzuki's GSX-R1100, 501b lighter as well as 10 horses
more powerful, would make it look positively sluggish round Snetterton.
And it's no good kidding yourself that the 900 can hide its age so long as
you keep away from a racetrack. The Kawa still storms to warp speed in moments -
its rejigged tacho and speedo needles dancing round their dials with as much
enthusiasm as their predecessors - when you keep the motor on the boil with the
sweet-changing six-speed gearbox. It still tops a genuine 150mph, and it still
demolishes the quarter-mile in a shade over 11 seconds.
But the old-style power step at around 7000rpm seems more obvious now that so
many big bikes have more beef in the midrange. And the traditional Kawasaki hole
below four grand, much improved on the ZZ-R, now intrudes where in the old days
you were having too much fun to notice it. There's more vibration than I
remember, too. Nothing annoying, but a distinct tingle through seat and pegs
above the six-thou mark, corresponding to around lOOmph in top gear.
Even so, on a motorway you could cruise comfortably at that speed until blue
lights interrupted your progress. The slightly narrow-looking fairing and seat
are impressively efficient, there's plenty of room for both pilot and pillion,
and the fuel tank takes a reasonably generous 4.8 gallons. Just load up, point
it and go: the Ninja comes with as well-proven a reliability record as any bike
and with more performance than all but a few.
It won't turn many heads, it won't make you want to rush out and ogle its
engineering, and it might not always inspire you to take it for a thrash just
for the hell of it. But the GPZ900R will provide easy speed, vice-free handling
and plenty of comfort, plus that all-important bonus of cash in your pocket that
you won't get with something equally good and more modern. In impoverished times
like these, that combination is enough to make Kawasaki's well-preserved old
warrior well worth a serious look
Source Bike Magazine1991
Any corrections or more information on these motorcycles will be kindly appreciated.