Kawasaki Zr-7
Kawasaki ZR-7
FIRST RIDES 2000
Lotta bike for the buck
FORGET WHAT YOU THOUGHT about boring old-style standards. Kawasaki’s new-for-2000 ZR-7 is further proof that standard-style motorcycles don’t have to be sedate.
In fact, the thing is downright sexy, especially in Candy Lightning Blue.
And while the ZR’s minimalist styling is on the sporty side, its upright riding position is beyond comfy. Plus, its $5699 asking price beats Honda’s $5799 Nighthawk 750, and Suzuki’s $5749 SV650 and $5799 Bandit 600.
Not to say that the ZR is cheap. On the contrary, it comes with conveniences often missing from similarly priced bikes, such as a centerstand,
helmet lock, easily adjustable handlebar and bungee-hook brackets. These, by the way, reside beneath a svelte tailsection borrowed from the ZX-6 sportbike.
Another feature in the ZR’s favor is its enormous yet shapely gas tank. With a fuel capacity of 5.8 gallons, the ZR can knock off almost 200 miles between fill-ups. Combine this with Kawasaki’s optional set of Givi hard saddlebags and you’ve got a bargain sport-tourer ready to go.
Don’t laugh; it’s a legitimate suggestion. Especially since the wellpadded saddle is so comfortable (at just 31 inches from the ground, it’s relatively user-friendly, too). Furthermore, the reach to the footpegs and handlebar is neither cramped nor stretched. It’s just right. Enough with the ergos, though, and on to power. The ZR’s comes from an air-cooled, dohc, 738cc inline-Four. A familiar engine, it’s almost identical to that of the retro-styled, dual-shock Zephyr 750 sold here in the early ’90s. Interestingly, that bike’s engine was itself a revamped version of the powerplant from the then-decade-old KZ750. But as one curbside observer put it, “A good engine never goes out of style.” Latest updates include the addition of an oil cooler and the ubiquitous K-Tric throttle-position sensor, standard fare on all Kawi sportbikes, as well as select cruisers and some off-roaders. With these exceptions, the ZR’s engine specs remain the same as the Zephyr’s,
says Kawasaki, right down to the gearing on the smooth-shifting fivespeed transmission.
We suspect otherwise, because the ZR nets a 12-horsepower gain over the Zeph, more than is attributable to a few tweaks and eight years of technological advances (piston coating, exhaust design, etc.). In any case, the buyer wins. When strapped to the CW dyno, our ZR testbike made 70.6 rearwheel bhp at 9150 rpm, and 46.3 footpounds of torque at 6000 rpm. These numbers give the ZR bragging rights over some fellow standards. For example, Suzuki’s SV makes 64.2 bhp at 9000 rpm, and 42.3 ft.-lbs. of torque at 7200 rpm.
Even so, the Suzuki fared better at the dragstrip. Top-gear roll-on times for the ZR were 4.1 seconds from 4060 mph, and 4.2 seconds from 60-80 mph; the SV’s were quicker at 3.2 seconds from 40-60 mph, and 3.9 seconds from 60-80 mph.
Quarter-mile performance was likewise. The ZR cantered through the traps in 12.4 seconds at 105 mph, while the SV galloped through in 11.8 seconds at 110 mph. Still, not a poor showing considering the 472-pound ZR outweighs the SV by about 80 pounds.
And anyway, nobody expected the ZR to run in the 10s; it wasn’t intended for that. It’s not a sportbike, it’s an all-’rounder. As such, the zippy bike dashes in and out of traffic on surface streets, and with its 57.7-inch wheelbase, maneuvers easily through parking lots.
But the ZR isn’t just for errandrunning. Even minus a windscreen, it’s quite freeway-capable. Because of the forward-canted seating position, windblast doesn’t get irritating until indicated speeds of 75 or 80. What also works well in this environment is the suspension; both front and rear are ultra-plush. No jarring jolts from freeway expansion joints, just smooth sailing on the slab. The same holds true for vibration. While the engine’s presence is certainly felt, the mirrors remain relatively clear, and feet and fingers are in no danger of napping.
Off the highway, the ZR’s compact build and easy steering are great on your favorite backroads. The suspension is a little on the soft side once the pace increases, though an easily accessible rebound-damping adjuster helps remedy that somewhat. Nonetheless, the bike can still be flicked pretty effortlessly into and out of tight ess turns, while faster sweepers generate grins galore. You are the bike, and it is you.
Stopping the ZR up front are a set of 300mm Tokico rotors gripped by twopiston calipers, with a 240mm disc and two-piston setup in the rear. Firm-feeling without being grabby, they worked equally well in all circumstances, including the requisite panic stops while running the gauntlet to work.
Overall, then, the ZR-7 is a versatile bike that can be imbued with all manner of personalities. In other words, it’s a standard with allusions to grandeur.
-Wendy F. Black
