Speed Kings

Speed Kings

Kawasaki ZX-14 vs. Suzuki Hayabusa 1300 Limited

DON CANET

ARE YOU DISCIPLINED? IF YOU’RE LIKE US, CHANCES ARE YOU JUST red-lighted the start and already glanced ahead to the data panels to find out how far Kawasaki’s new ZX-14 has bumped the performance bar. Now that the comparative performance results are out in the open, we can get on with the business of how the world’s most powerful sportbikes stack up out on the open road.

Not so fast there, Speedy; first take a deep breath and a moment to revel in amazement that 170 rear-wheel horsepower and 9.7-second quarter-mile potential is being mass-produced in Japan and sold here for a mere $11,499. With Kawasaki’s long-awaited answer to the Suzuki Hayabusa comes proof that the Speed Wars are alive and well. Rumors have an all-new Hyper-Busa in its late stages of development, soon to fuel the fire that burns in the belly of all who believe that excess is never quite enough.

KAWASAKI

ZX-14

$11,499

Price Dry weight. Wheelbase. Seat height Fuel mileage.. 0-60 mph 1/4-mile $11,499 531 lb. .57.9 in. ....31.8in. 31.2mpg 2.5sec. 9.78 sec. @ 146.39 mph Horsepower..... 170.2 bhp @ 9670 rpm Torque 103.8 ft.-lbs. @ 7770 rpm Top Speed 186 mph A Bench-race bragging rights A Mr. Smooth motor A King o' the quarter-mile "owns v Takes power restriction too far? v Side "gills" straight outta the `80s v Aftermarket not as strong as Bus~i..yet4

It was evident when riding the ZX-14 back-to-back with our pearl-white Limited Edition Hayabusa ($200 more than the regular `Busa) that Kawasaki had its sights set firmly on Suzuki's sultan of speed when developing the new Ninja. The two bikes are similar in several areas and nearly identical in weight, wheelbase and riding position Each is powered by a large-displacement, 16-valve inline-Four, with the 1352cc ZX taking the size-does-matter approach to the `Busa's 1299cc. Both channel power through a positive shifting six-speed gearbox, and each has a clutch pack that's proven robust enough to endure repeated dragstrip abuse. These beasts of ferocity are both fed by electronic fuel injection systems featuring an ECU-controlled second

ary-throttle valve that smooths on-throttle abruptness and overall power delivery Power junkies will likely convulse upon learning that the engine-management computer found on both these bikes not only limits peak revs in top gear to restrict maximum velocity to the industry's self-imposed 186-mph speed treaty, but also tempers tire-torching torque output in the lower gears It's a bit like having Big Brother aboard (see "Metered Power" sidebar). But in all honesty, without such measures in place would either company have the nerve to offer such a powerful bike to the general pub lic? Have we entered an era where skilled software hackers will become the most sought-after performance tuners? Suzuki's torque-taming trickery is more subtle and less involved than Kawasaki's, allowing greater low-rpm grunt that can clearly be felt when throttling the `Busa at base ment revs. All bets are off, however, once the ZX-14 mill spins past 6000 rpm or so, unleashing a rush of power and hard acceleration unlike any production bike we've ever ridden The Ninja isn't lacking off the line, either, evident by a 2.5-second 0-60 mph time achieved by feathering the clutch during a hard holeshot.

While both bikes have hydraulic clutch actuation, the Kawasaki's unique radial-pump master cylinder offers unparalleled feel and linear engagement that makes easy work of achieving super-fluid launches. A programmable shift light located on the ZX dash doubles as a launch-rpm light, yet another indication of Kawi's quest for dragstrip dominance. While the `Busa also consistently gets off the line with authority, the ZX sets the standard for ease of use. Thank the electronics for that.

For all the power and performance these bikes possess, they offer a high level of refinement for everyday use, too. Both take extremely well to casual-cruise riding, with shortshifts exploiting their meaty low-range torque delivery. Control operation is very smooth on both machines, the `Busa requiring a bit less effort at the clutch and with lighter throttle-spring tension. With a bit of polished technique, near-seamless upshifts can be made on either bike while droning along, a nice bonus as both offer pretty decent passenger accommodations-well, as far as sportbikes go.

SUZUKI HAYABUSA LIMITED

$11,299

Price...........$11,299 Àlps Dry weight........ 532 Ib. ▲ Big balls off the bottom Wheelbase........58.5 in. ▲ We’ve grown accustomed to Seat height.......31.5 in. the styling Fuel mileage____32.1 mpg A Legendary status 0-60 mph.......2.6 sec. 1/4-mile.......9.98 sec. ^Downs @ 143.12 mph ▼ Bitbuzzy Horsepower.....160.4 bhp T After seven years, time for a @ 9530 rpm change Torque.......97.9 ft.-lbs. @ 6900 rpm Top Speed.......183 mph

The Kawasaki has an auto high-idle feature during cold starts, while the Suzuki retains an old-school bar-mounted fast-idle lever. The ’Busa’s instrument cluster also seems dated after viewing the large LCD multi-function trip-computer display nestled between the Ninja’s analog tachometer and speedometer dials. The 14’s sleek aero-shaped mirrors are also more modern in appearance than the ’Busa’s rectangular ears and offer nearly as good rearview coverage.

While both have well-padded and very spacious saddles, the slight forward slant to the Ninja seat drew complaints from one tester who preferred the Suzuki’s flatter bench. The Kawi’s tank is narrower at the knees along with a slightly shorter reach to the bars that gives the bike a more compact overall feeling. The ’Busa’s broader fairing offers a little better wind protection, but its tinted windsrceen is more difficult to fully tuck under and its wavy optics distort your view of the road. Ducking behind the smoked screen on the 14 presented no such problems and made wringing the bike out during top-speed runs that much more pleasant.

The ZX reaches its top speed notably quicker than the Suzuki, knocking on its rev-limiter at 186 mph with authority while the Suzuki seemed to strain a few ticks shy of the same mark. Both bikes offer superb stability at speed, maintaining a steadfast confidence even when approaching terminal velocity. The Ninja also holds a slight edge in handling composure and steering neutrality when pushed on curvy roads and is also better in trail-braking corner entries. Its suspension offers more compliant absorption of backroad bumps and freeway joints.

Thanks to its solidly mounted bars and pegs, the Ninja enjoys a bit of an advantage in sporting situations that require assertive input from the rider. The Suzuki’s rubberized counterparts are a necessity due to its higher level of engine vibration. While the counterbalanced Suzuki does hum along reasonably smoothly at an indicated 80 mph (4200 rpm in top gear), it becomes buzzy once revs rise above 5000 rpm. Kawasaki’s use of twin counterbalancer shafts has done an amazing job of quelling vibes through the rev range to the point it’s hard to believe this is even a large-displacement engine. This smoothness combined with the suspension compliance makes the big ZX an easy pick for long-distance duty.

So, sorry Suzuki fans, but whether your destination is a quarter-mile distant or halfway across the country, the bike of choice is obvious.

Of course, while there’s something to be said for owning the outright quickest bike built, the fact remains that either of these roadburners offers more than enough performance headroom for most any speed addict. It may come down to a preference for the ZX’s Testarossa ribs and Top-Flite dimples flanking its dash, or to the ’Busa’s bird beak and sensuous tail bump. Both have their own brand of offbeat styling cues, but no apologies are forthcoming from owners of machines that leave all others in the dust.

With Kawasaki back on top, we can count on Suzuki taking up the chase with an even better ’Busa just around the bend. After all, one gets accustomed to sitting on the throne, and the Flayabusa had quite the reign.