1993 Kawasaki Zr1100
1993 KAWASAKI ZR1100
CYCLE WORLD TEST
WELCOME RETURN OF THE Z-1
WHAT IF KAWASAKI HAD NEVER STOPPED DEVELoping its legendary Z-1, that 903cc power house introduced in 1973? Now, there's something to ponder. What if motorcycle development had never taken a turn toward the racetrack, and sportbikes had never sprout-
ed 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 1970s and early `80s, when riders such as Eddie
Lawson, Freddie Spencer and Wes Cooley duked it out on unfaired, 1025cc Superbikes. If this ZRI 100 had been avail able then, it would have been one of the best, if not the best, basis for building just such a racebike. Because while the ZR may resemble the motorcycles sold 10 years and more ago, it has reaped the benefits of a decade's worth of development.
The ZR1 100 is, as its looks imply, part of the Zephyr fami ly that also includes the now-defunct 550 and the still-for sale 750. In fact, when we previewed a production version of this motorcycle (see CW, March, 1992), 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 desist from using it.
In spite of its name change, the ZR1100 feels every inch a larger, heavier, more powerful version of its smaller stablemates. Climb aboard, settle into the big ZR’s contoured saddle, and it reaches out to extend you a handshake, courtesy of its Superbike-style handlebar. Footpegs are moderately rearset, but do not detract from the comfort quotient in the least. This is a big man’s motorcycle, where 6-foot, 200-pounders will feel right at home, but where smaller riders are also tolerated. Mirrors, gauges, fuel cap, even the cam covers look Z-l issue, albeit with a ’90s sort of flair. And the paint-we’ve never seen a Kawasaki so nicely finished.
Fire up the 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 5000 rpm on up with a healthy top-end rush. With 87 horsepower propelling the I 100’s 556-pound dry weight, the ZR’s acceleration is on par with the best 600cc sportbikes. Our test bike recorded an l l .88-second/1 14-mph quarter-mile and 140-mph top speed-pretty respectable numbers for an unfaired, “old-tech” motorcycle.
It’s also smooth, thanks to its gear-driven counterbalancer, 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 ear 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 testbike had some miles on it. Our ZR, in fact, seemed to work better each mile that we rode it.
Considering that it’s an 1 100-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 through the twisties, and provides just enough forward lean to let the rider brace himself against the windblast. Steering is light and neutral-feeling, though not to the extent of the Zephyr 750 (called the ZR750 for ’93), which not only is lighter but also has a smaller-diameter, 17inch front wheel. The 1100 uses an 18-incher up front.
There’s plenty of ground clearance, too, thanks to the rearset footpegs, tucked-in exhaust and centerstand, and excellent forkand shock-spring rates. The twin rear shocks, especially, are impressive. Adjustable four ways for rebound and compression damping, and five ways for spring preload, the shocks offer a setting for any situation. Want a supple freeway ride? Turn the compression damping down to number one and 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-triggerhand 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’s Phillips-head screwdriver into bosses on the shocks’ 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, which causes the fork to bottom, the front end to chatter and the tire to howl in brief, rapid bursts. Raising the fork oil level or changing to heavier fork oil would likely improve matters, 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-l l, are excellent, though-true one-finger stoppers.
Available in showrooms by the time you read this, the new Zephyr, er, ZRl 100, is an excellent motorcycle, as polished and capable as a standard-style bike can be, which 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 ZRl 100 worth its asking price, a heart-stopping one dollar short of seven grand? That, folks, is for you to decide. Certainly, a number of motorcycles possess equal or greater performance and sell for a lot less. And there are some-Kawasaki’s own ZX-l 1, 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, possess the ZR’s blend of ’70s styling and ’90s performance. Few motorcycles are this versatile and this much fun to be around. And none so closely embody the spirit of the original Z-1. That alone makes the ZRl 100 unique and worthy of consideration.
KAWASAKI ZR1100
$6999
EDITORS' NOTES
DURING A TOP-SPEED RUN ABOARD THE fairingless ZRI 100 at CW's secret test site deep in the Mojave Desert, I was briefly transported back in time. Straining against the 140-mph blast of hot air, with the chin strap of my helmet digging deeper into my clenched, sweaty jaw, I gained per sonal insight into the freedom, thrill and physical demand experienced by open-cockpit warriors of decades past. I imagined men like WWI flying hero Eddie Rickenbacker and ex-Kawasaki Superbike star Eddie Lawson-both of whom scored their share of victories in the days of the wind-in-the-face ace.
Well, the modern-day fighter jock scans the horizon through a plexiglass canopy from his pressurized cockpit, Lawson has moved on to race in GPs, and fully faired streetbikes are now the norm. But for those of us with a touch of Rickenbacker or vintage Lawson in our veins, the ZR1100 is a refined blast from the past.
-Don Canet, Associate Editor
Do YOU BELIEVE, AS I DO, THAT A motorcycle’s engine should be seen rather than just heard? Do sportbikes swathed in multi-striped plastic, twowheeled land yachts sporting everything but running water, and clumsy Paris-to-Dakar lookalikes fail to strike your fancy? Do you want a motorcycle that will tour the continent, take to the twisties like a frightened jack rabbit and serve as a daily commuter? If so, take a close look at, and a long ride on, Kawasaki’s new ZR1100.
True, other standards exist. But none possess the ZR’s excellent combination of comfort, all-round performance and classic good looks. If this sounds too good to be true, there is one catch: The big ZR costs almost $7000. That’s a serious chunk of change, but from where I sit, the ZR1100 offers a lot of bike for the buck. Now, if Kawasaki would only paint it Sea Foam Green Metallic, just like the old ZlRs, I’d be first in line.
-Matthew Miles, Associate Editor
STANDING AT THE LOOKOUT ATOP Mulholland Highway, looking down at the serpentine road below, I can’t help but recall the first time I came here, eight years ago. Twenty-two years old and new to Southern California, I arrived on my Yamaha SR500 to hone my riding skills in this sportbike mecca.
A lot has changed since then. I’m a bit heavier, my hair is shorter, I’m a better rider than I was back then. And motorcycles have changed at least as much as I have.
It’s odd that I should be having these thoughts. I’ve been here lots of times and never been given to reminiscing. Am I getting old? Or has this ZR1100 opened the floodgates of my mind, releasing nearly a decade’s worth of memories, of past motorcycles, great rides and riding buddies? Is it possible for a motorcycle to bring all that back in sharp relief?
Maybe, maybe not. But in those few moments there on that hill, I forever became a fan of the ZR1100.
Brian Catterson, Managing Editor
