Kawasaki
NEW FOR '93 KAWASAKI
A QUARTET OF NEW ZXs TO GO, PLEASE
ZX-7
"WE KNOW OUR CUSTOMERS," SAID THE Kawasaki rep, "and we know what they want. With sportbikes, it's pretty clear: They want radical styling and they want blazing straight-line performance."
If he's right, Kawasaki should do quite nicely in the sportbike market in 1993. The reason? Kawasaki is set to offer substantially revised versions of its ZX-11, ZX-7R, ZX-7 and ZX-6, a group of sportbikes that have proven themselves worthy in the all-important areas of styling and speed.
me 199.3-model revisions are tar trom simply cosmetic: new frames, reshaped bodywork, re designed ram-air intake systems and breathedon engines are involved. That Kawasaki chose to extensively update four machines in one model year is interesting, especially in these days of shrunken R&D budgets. Whatever the reasoning for this shotgun approach, it's clear that Kawasaki is after a bigger chunk of the American sportbike market in 1993.
ZX-11: NEXT STOP, 180 MPH
Introduced in 1990, the smooth, comfortable and devastatingly powerful ZX11 demonstrat ed velocity abilities only dreamed about just a few years earlier. Yet for 1993, Kawasaki is looking even higher, with a reworked, resculpted ZX11 that's rumored to push its speedometer needle well past the 176-mph posted by earlier ZX-1 is.
ZX-7R
ZX-6
If those numbers prove true, the added thrust will come not from extensive engine mods-there aren't any-but from the 11 `s revised bodywork and dual ram-air intake system. Kawasaki says that besides being more slippery, the updated fairing and bodywork offer improved wind and weather pro tection over orevious versions.
Details about the big ZX's dual ram-air system were sketchy at presstime, though Kawasaki did say the new sys tem does indeed contribute to the 11 `s higher speed poten tial. Kawasaki wouldn't divulge top-speed numbers, but sources close to Kawasaki's R&D operation tell us the ru mored 180-mph-plus numbers are for real.
There's also a new all-a1un~num frame, which Kawasaki calls a "Y-shape" design. Similar in basic design to the older-style ZX11 frame, the new pressed-aluminum-sheet, twin-spar frame yields more conservative geometry specs: wheelbase is now .6 inch longer, rake is one-half degree less steep, and there's .2 inch more trail. The old ZX-l 1 had no real steering or stability problems, so more conservative chassis specs are a bit surprising. Our guess is that the changes were deemed necessary to handle the 11 `s higher top-speed potential.
Suspension and brakes remain basically as before, though wheels and tires garnered attention. All-new Dunlop D203s mount to stronger 17-inch rims in 3.5-inch front and 5.5inch rear widths. New switchgear, a redesigned instrument panel and an anti-theft ignition switch complete the cockpit package, while rich burgundy paint-accented by chromed badgework-coats the exterior. As of presstime, prices had not been set for any of the new Kawasakis, but expect the ZX-l l's sticker to be higher than the $8499 of the old-style 11, which will be sold alongside the new bike in 1993.
ZX-7: MORE POWER, BETTER SUSPENSION
Last year was a tough one for the ZX-7. With an engine capable of 90 rear-wheel horsepower, the 1992-model ZX-7 gave up 14 ponies to Suzuki's GSX-R750, yet cost $300 more, a deficit most customers found difficult to ignore.
For 1993, Kawasaki has bumped up the ZX's power pro duction significantly by utilizing a ram-air induction system, as well as the high-power pistons and camshafts found in last year's ZX-7R. The power difference is rumored to be dramatic; one Kawasaki source says the new ZX-7's engine performance eclipses that of the `92 R-model, which pumped out a class-leading 106 horsepower on the CW dy namometer. A reprogrammed digital ignition, undercut transmission gears, a revised clutch and a slightly taller final-drive ratio round out the powerplant changes.
To handle the additional thrust, and to allow the ZX-7 to cut deaner holes in the air, Kawasaki engineers equipped the bike with a redesigned frame and reshaped, more aerodynamic bodywork. The new frame/swingarm assembly is both lighter and more torsionally rigid than last year's, a fact racers will appreciate. Frame geometry is identical to last year's.
The 7's new body is patterned closely after those fitted to Kawasaki's works endurance racebikes. There's no dramatic visual difference compared to last year, though a closer look reveals a smaller, more sharply angled snout and wind screen, and a reshaped fuel tank/sidepanel assembly that's a bit narrower in the midsection.
Criticized in the past for its harshness, the ZX-7's suspen sion has been recalibrated, with a revised linkage ratio, and plusher damping and spring rates. Wheels, tires and brakes are unchanged except for slightly revised front calipers.
ZX-11
ZX-7
ZX-7R: SUPERBIKE STARTER
The ZX-7R, Kawasaki `s limited-edition, street-legal Su perbike racer, takes the standard ZX-7 package and goes a number of steps further. In addition to the new frame and bodywork detailed above, the R-model adds a solo seat, fully adjustable and higher quality suspension components, an alu minum fuel tank, Michelin radials, 39mm flat-slide carbure tors, a close-ratio six-speed transmission and an adjustable swingarm pivot. Last year's 7R cost $2500 more than the regular ZX-7; look for a similar price difference in `93.
ZX-6: WORLD'S FASTEST 600?
The rumors were true-there is a new ZX-6 for 1993. But it's not the machine many predicted. Rumors pegged the new 600 as a repli-racer design that mated an updated ZX-6 engine with a lightweight ZX-400R rolling chassis, some thing that would give CBRF2s, FZRs and GSX-Rs real fits on the racetrack.
As it turns out, Kawasaki's reworked ZX-6 takes a slight ly less radical path, following in the footsteps of its prede cessor in terms of design and mission, and aimed squarely at the streetbike rider, though it looks as if Team Muzzy will campaign the new bike in the AMA 600cc supersport wars in 993.
ZX-7R
Like the ZX11, the new 6 gets reshaped, more aerody namic bodywork and a lighter, stiffer all-aluminum frame. Wheelbase has shrunk a whopping 1.2 inches, though rake and trail numbers are identical to last year's. The riding po sition seems very similar to the current ZX-6-also on sale for'93-so comfort levels should remain high.
The engine, based on the current ZX-6, gets lighter pis tons, rods and valve gear for less reciprocating mass and quicker throttle response, and a half-point boost in compres sion, from 11.5:1 to 12.0:1. A dual ram-air system is uti lized, while valve timing has been juggled for more peak power. If the rumors of increased horsepower are accurate-and reliable sources tell us they are-Honda may have trouble maintaining its fastest-middleweight title.
Aside from the new frame, the rest of the rolling chassis remains basically as before. Two changes worth mentioning are the use of Michelin radials with a higher speed rating, and a change sure to elicit applause: a revised driveline damper system designed to eliminate the lash that plagued previous ZX-6s.
Motorcycle marketing is a tricky business. It's never easy to figure out what customers really want, and mistakes can cost millions. But if Kawasaki has correctly pegged its cus tomers' desires, and if its 1993 offerings perform as well as rumors suggest, then Kawasaki stands to have one heck of a sales year on its hands.
The R-model's inverted 41mm fork, cast aluminum wheel and dual disc brake assembly are basically unchanged for 1993. Huge rotors are radially drilled this year. Tire is a Michelin TX-11 radial.
ZX-6
