Kawasaki ZX-9r ninja review – characteristics and photos

Kawasaki Ninja ZX-9R

The Kawasaki Ninja ZX-9R

This is a motorcycle in the Ninja sports motorcycle series from the Japanese manufacturer Kawasaki, produced from 1994 to 2003. There were five model incarnations in two main designs.

In the chronology, the Kawasaki 9R is connected to the ZX900 (Ninja, which was sold as the GPZ900R in many markets) as the type number corresponding to the frame numbers was ZX900A, ZX900B and ZX900C. This definition is practical to note because the latest version of the B-model is disguised as a C-model (caused by the exterior design change inherited by the future C-model).

Model history

ZX900B (1994) and ZX900B2 (1995)

ZX-9R model 1994
The first ZX-9R can be thought of as the ZXR750, incorporating a number of design features from the ZZ-R1100. The wheels are three-spoke die-cast aluminum alloy 3.5" x 17" front and 5.5" x 17" rear, front forks are fully adjustable 43mm inverted KYB - and a box-section free-swinging aluminum swingarm with fully adjustable monoshock The KYB with remote reservoir was a direct transition from the ZXR. The Tokico dual-piston rear caliper is no longer mounted using a torque arm, and the snap-in bars are mounted above the triple top clamp rather than below it. Tokico four-piston front calipers and 320 mm front discs were shared between the ZZ-R and ZXR.

The frame was a welded aluminum alloy double beam with a cast steering head and swingarm endplates, but with steel engine tubes and swingarm mounting endplates extending rearward to support the driver's seat and bolt-on subframe mounting, similar to the ZZ-R1100.

Engine capacity 899 cc. The crankcases, clutch and gearbox were carried over from the ZXR750, with a longer crank stroke and larger bore and taller block for more power. The cylinder head was very similar in appearance to the ZXR, but included a rocker arm control like the ZZ-R1100, instead of the direct actuation of the ZXR. The Redline was 12,000 rpm versus the Fireblades' 10,500 rpm. Induction was handled by 40mm Keihin CVKD carburetors, and the engine breathed through a 10-litre airbox fed by two air intakes on the nose of the bike, under one headlight, through ducts running rearward and through the frame rails near the handlebars. head, like on the ZZ-R.

ZX900B3 (1996) and ZX900B4 (1997)

Details change. Power increased from 139 to 141 hp. (105 kW). The rear suspension arms and rear spring were replaced, which improved handling. Rear wheel grab bars were added, the gearboxes were strengthened, and new Tokico six-piston front calipers replaced the previous model's four-piston units. The motorcycle's weight has increased to 241.7 kg (533 lb).

ZX900C1 (1998) and ZX900C2 (1999)

Engine bore, stroke and redline remain unchanged; everything else was completely new. The clutch was replaced from hydraulic to cable. The generator has been moved from behind the cylinder to a more conventional location on the left end of the crank. There was no balance shaft now. The valvetrain switched to direct valve actuation, and the cylinder head was wired to then-new ignition coils, replacing the more conventional remote coils and high-tension wires. Notably, the new engine also features a Hall cam position sensor on the exhaust camshaft. Cam position sensors are typically used in conjunction with electronic fuel injection. Since the ZX900C used Keihin 40mm CVKD carburetors, a cam position sensor was not required. Its inclusion may indicate that Kawasaki was planning to incorporate fuel injection into the engine in the future. This happened for the first time in 2000. ZX-12R Kawasaki's first fuel-injected sports motorcycle from 1981–1985. GPZ1100.[6]But this did not happen with this engine until 2003. Z1000, which uses the legacy engine of the former ZX-9R.

The frame lost the steel engine mounts, but also the bolt-on subframe and rear ride height control. The pendulum was a new free extruded design with a rectangular cross-section. The wheel sizes remained the same, but the wheels were of a new, lighter design. The brake calipers remained the same, but the discs became smaller and lighter, which did not affect stopping power. The rear shock has changed from a remote reservoir to a lighter, more compact combo design. The wheelbase dropped from 30 mm to 1,410 mm (56 in).

New 46mm KYB inverted forks replaced the heavier but stiffer 43mm inverted forks on the Model B. Some European testers criticized the front fork for flutter during hard driving, a phenomenon that was only addressed with the 2002 model.[7][ 8]

Overall, with a factory stated dry weight of 183 kg (403 lb), the Model C weighed less fueled than the first Model B weighed dry.

Visually, the new bike retains the rounded look of its predecessor but is sleeker, with a thinner tail section and smaller fairing. However, due to the smaller engine and shorter wheelbase, the fuel tank was wider and had a greater impact on the stance than before.

ZX900E1 (2000) and ZX900E2 (2001)

A dramatic new look was introduced for the 2000 model year, with distinctive dual headlights and a separate air intake replacing the C-model's single headlight and integrated air intake. The engine gained some horsepower from shorter 40mm CVRD carburetors, and the compression ratio increased to 12:2:1 via a shorter intake cam, which increased compression at startup. Further improvements were aimed primarily at handling.

The frame was made more rigid by increasing the front engine mount bolts, although this still left the ZX-9R with only one front engine mount on either side of the frame. Next, the rubber bushings in the upper rear engine mount were replaced with alloy ones. All of this combines to increase the engine's contribution to frame/engine block stiffness.

The swingarm axle and wheel axles were increased in diameter, again for greater rigidity. The increased offset of the triple clamps reduced the trail on the front wheel to make the steering more agile. The forks have been shortened to save weight, and the rear shock's upper mount has been redesigned to include ride height control.

ZX900F1 (2002) and ZX900F2 (2003)

Changes to the 2002–2003 ZX-9R Included a new tail fairing, one-piece front fender, loss of passenger rails and the B/C/E model H-bar bracket. Mechanical additions included an upper swingarm (claimed to be 20% stronger) and rear shock with side fluid reservoir, strengthened frame with repositioned strong engine mounts, increased trail and reduced fork offset, plus new Nissin four-piston calipers and 320mm discs. behind the front wheel. Minor modifications to the engine included a return to a B/C-style Keihin CVKD carburetor and a 10% heavier crankshaft offset by a reduced-diameter flywheel that reportedly helps the engine spool up faster, increasing low- and mid-range torque.

In 2004, the ZX-9R was replaced by the ZX-10R.

Specifications

Front wheel brake mechanism.

Rear wheel close up.

Very decent plastic.

Engine

Hidden somewhere under the lining is a 143-horsepower four-cylinder engine.

One of the most balanced elements of this technique.

The engine is capable of reaching 11,000 rpm, which is more than enough for city driving.

The owners of this device strongly do not recommend upgrading its engine , since as power increases, problems begin in the carburetor part due to accelerated wear of the emulsion tubes. However, the engine can be improved by retuning the carburetor and installing a new exhaust system. As for the air filter, there is no point in improving it either.

Those who want to improve the performance of their bike can change the standard muffler.

The engine here is quite balanced and powerful . It may not be suitable for track racing, but the motorcycle itself is not intended for it, therefore, for riding on a city highway, it has practically the same advantages.

Although for some, almost 900 cubic meters seems not enough, like the owner of the motorcycle in the photo below.

Kawasaki ZX-9r with zx-12-turbo engine.

Homemade kit for oil circulation.

Suspension

The quality of the suspension is good, but as standard, they are not configured in the best way.

The main disadvantage can be considered the presence of soft springs on the front fork , which are recommended to be replaced with stiffer ones. The rear shock absorber, on the contrary, is too hard, which is better replaced with a soft one.

Overall the bike has good suspension, but a bit of hand-holding is recommended to achieve perfection.

Light, nimble and quick to handle, the motorcycle has almost racing-like performance.

Transmission

This is one of the weakest points of the Kawasaki Ninja, since it is the gearbox that often causes problems.

This also applies to higher speeds, when, when switching them, the neutral speed is mistakenly switched on. There is a rather serious problem , since changing and improving the transmission costs a lot of money.

Brake system

The bike can be commended here as its brakes work well.

Rear brakes.

Front brakes.

Braking is quick but sharp, allowing you to stop even at high speeds. Front brake diameter 296 mm, rear brake diameter 220 mm.

Frame and body kits

According to reviews from owners, the rear part of the frame has shortcomings and can become deformed even when driving over normal bumps.

You should look at the license plate and fork frequently to identify distortions and bevels in advance. The frame in the rear, as well as in the front, must be perfectly flat.

Play

The 1998 ZX9r C1 was the first production motorcycle to run the quarter mile in under 10 seconds with a quarter time of 9.99 @ 136.8 mph.[9][10][2][11] A 1999 C2 clocked 10.06 @ 138.96 mph.[2] California only 1998 ZX9r C1 with "1 HP increase" less" ran a test quarter mile at 10.28 @ 135.32 mph.[1][12]Motor Cycle News posted a 1/4 mile time of 10.6 seconds.[4] Cycle World recorded a speed of 10.19 @ 137.90 mph from a 2002 ZX-9R F1.[13] For California greenhouse gas emission control (EVAP) models include two-stage exhaust catalytic converters,[14] two additional water pipes for fuel vapor recovery in the fuel tank connected to an under-tank carbon cylinder, an evaporative purge control valve built into the float equalization system Y-snorkel RAM air system reservoir, and carburetors with electronic fuel cut-off solenoids. The California EVAP ZX-9R was also selectively sold throughout the United States, including Illinois, Florida and New York. They emitted fewer pollutants into the atmosphere, thus using what would otherwise evaporate for greater fuel economy.

UK models, which were similar to those in the lower 49 states in that they were not equipped with California emission valves and equipment, included a P sub-variant of the ZX-9R, and were not properly marked with the year of manufacture. For example, the US 2003 ZX-9R F2, the latest ZX-9R produced by Kawasaki, may be labeled by the owner in the UK as 2004, 2005, 2006 etc, etc, etc... ZX -9R F2P depending on what year it was registered. Many UK-spec ZX-9Rs were also fitted with a carburetor heater plumbing as part of the engine cooling system. This purpose was reported to be to prevent carburettor icing, a symptom not reported by ZX-9R owners anywhere outside the UK.

It is known that Russia is the birthplace of elephants. Do not agree? Then go to any of the many motorcycle dealerships that sell used motorcycles and take a look at the selection. A couple of Enduras huddled forlornly in the corners, several “fresh” four-hundreds, and the main and main force in the struggle for the consumer’s wallet are various nine-hundreds and liters...

Bigger and more powerful Indeed, what kind of motorcycle is the speedometer of which does not show the remarkable numbers of 300 or, at worst, 280 km/h? Often, even “six hundred” cars are disgustedly rejected by a potential buyer whose entire motorcycle experience is equivalent to several trips on a “Java” a good ten years ago. Like, how am I going to drive this? I would like something more and more powerful...

It's not a question. Today we are testing three titans, and two of them, Kawasaki and Yamaha, were the most powerful models of the same manufacturers at the time of their debut. Moreover, companies positioned them on the market precisely as sportbikes. Standing somewhat apart in this series is the Suzuki RF900R, which even in the year of its debut (1994) did not lay claim to the laurels of an athlete, making up for its practicality and low price - the frame is made of steel. On the other hand, in terms of its technical characteristics and concept, it is very close to its opponents.

And therefore, fellow motorcycle riders, I’ll ask you to go to the gas station. This is where the first differences appeared. If Kawasaki and Suzuki indulge in full-fledged fuel level indicators, then Yamaha only winks with a reserve lamp.

Nine-year-old Japanese girl We are all biased, for example, I always liked the design of the RF900. Moreover, in relation to this model, many times I heard completely polar opinions about the external perception of the motorcycle. Either I really like it, or “what a freak!” There are no intermediate options. As for the seating position, be it the RF400 or the RF600, both models are absolutely no different from their 900cc flagship - I find them uncomfortable to sit on.

It seems that the handlebars are located quite high (unlike the Thunder Ace), and the tank does not suffer from excessively swollen sides, like the Kawasaki, and it is uncomfortable to sit on. But what lines, what a brake light, clearly ahead of its time by about twenty years, and yet the model, let me remind you, is almost ten years old. Don’t judge me harshly, but I was seduced, seduced by this nine-year-old Japanese girl... Perhaps we’ll start with her. A quick inspection of the chassis did not bring any surprises. Everything is ordinary, a classic front fork that does not indulge in any adjustments, four-piston brake calipers, a rear swingarm that also does not stand out with amplifiers and innovations. A typical Japanese motorcycle of the early 90s...

The very first hundred meters made me doubt the declared power. Hey, where are you, 135 horsepower? Is there some kind of fault holding my Japanese bays back? No, everything is in perfect order, no ambushes. The mechanics checked everything before the test. But how sluggish the acceleration is! I switch to the second, third... Along the way, I note that the box works very, very well... uh, no, it seems, I got carried away! The sixth one does not turn on.

I try again, same story! “What an insolent bastard who has become greedy with modern devices, a sixth to him. Maybe you could also use radial-mount brake calipers, my friend?” — the expert who had been sitting in me for the time being spoke up. - “Five-speed gearbox” - that’s a bore... I remembered, I remembered, just at that moment a Yamaha rustled past, followed closely by a green Ninja, oh, old lady, don’t let us down! Well, what else is this?! "Suza" began to thrash in an asthmatic attack, the speed limiter, however. The speedometer only shows 180, and damn, that’s where the speedometer actually ends.

Another internal Japanese modification. Okay, okay, stop twitching and being indignant. I already understood perfectly well that in terms of acceleration you have nothing to do next to either Kawasaki or Yamaha. But the wind protection is excellent, there’s even a glove compartment, but it’s not locked, but this isn’t Japan! So its practical value is not great. However, you can put a photo of your mother-in-law there, you will do a good deed - the thief will never climb into other people’s glove compartments again...

Meanwhile, the “barge” ahead with the proud name “Volga” on board, which someone, due to a major misunderstanding, called a car, missed a rather large hole between the wheels, which I didn’t even think about going around, it was a test after all. And here the Suza was rehabilitated, gently and imperceptibly, first the front fork and then the rear shock absorber processed what road builders coquettishly call small irregularities. Liked.

I had to find a bad road on purpose, and my initial impressions were only confirmed. The RF travels very comfortably over uneven surfaces, reliably isolating its pilot from various cracks and holes in the asphalt. A look in the rearview mirror, and - lo and behold! — instead of my own shoulders, I see in them the road behind me. A rare model can boast of this, another cent for Suzuki's piggy bank. There’s no one behind, it’s time to have some fun and at the same time test the motorcycle’s maximum braking capabilities. The deceleration is quite good, and, due to the peculiarities of the weight distribution, the rear brake is very effective, but we are unlikely to be able to stand on the front wheel, due to the same weight distribution.

Then let's try it differently, second gear, 8000 rpm on the tachometer, sharp release of the clutch, revs at the moment of squeezing up to 9000... but no, no “candles” for you! Extremely lazily, as if asking: “Why are you torturing the cattle?”, Suza unloaded the front fork. But you can't get rid of me that easily. Let's go, beautiful, to grind your steps in deep turns. Literally in the very first of them, the Suza happily broke down, immediately forcing us to straighten its trajectory and slow down. It feels like the wheels and frame have a life of their own, and are in no way connected to each other; it’s scary, though! And what was it that was grinding so hard from below? Bah, center stand? It’s a very convenient thing, so let Suzuki stand on it.

Mutant Ninja And for now I’ll saddle the most ambitious of our three. Judge for yourself: six gears, an inverted fork, a speedometer with the last mark of 300 km/h, the hard look of a bull terrier that has not been fed for a week... And what a name you got from the creators - “Ninja”; It really gives me goosebumps. Just why are you so green? No less than a mutant, because ninjas are supposed to be black... Oh yes, of course, branded Kawasaki Green. Literally from the very first minutes of meeting “Kava” is trying to completely dissociate itself from Suzuki.

The seating position is completely different; the tank, swollen on the sides, clearly fixes the legs, as you can no longer fidget on the RF. There is a pronounced forward lean, although, of course, this is still far from the inconvenience of modern sportbikes. Not otherwise, a dozen or two bears died in the nearby forest! For the second time today I watch the road in the rearview mirrors, miracles! But how little it sometimes takes to destroy the idyll. In this case, just click on the “start” button. Everything immediately began to tremble and vibrate, the engine began to make unimaginable sounds - a malfunction? No, everything is okay. Absolutely normal situation for Kawasaki. I had four of them before, and all of them, one way or another, worked in a similar way. This is already heredity.

In appearance, he is 100% an athlete, only slightly overweight. Well, whatever you want, the years take their toll. However, there will be no discounts for age. Still, 143 horsepower, even by modern standards, is quite a decent value. Therefore, dynamics first. Very decent acceleration and, unlike the RF900, which has very smooth thrust from low revs right up to the limiter, there is a pronounced pick-up after 8000 rpm. Without any measurements, it is obvious that the Ninja will leave the RF easily and naturally.

But, truly, the Achilles heel of many Kawasaki models, undisguised for decades, is the gearbox. The huge shift lever travels are simply indecent for a Japanese motorcycle. If I had not had other “green” ones before, I would have decided that there was a malfunction here. Although, bad luck has begun, the ZZR1100 family, for example, almost always gives its owners a headache with the second gear falling out. Yes, and “Ninja” also suffers from such a sin, but in our conditions this is practically a lost season - while you wait for spare parts. Not to mention the cost of repairs...

The brakes were frankly disappointing. It is not possible to achieve any significant deceleration even by applying very serious pressure on the front brake lever. But why not ABS? Moreover, this option is included in the “base” completely free of charge. There is a direct discrepancy between the dynamic and braking capabilities of the motorcycle. But in the same turn, in which RF openly gave up already at 80 km/h, “Kava” passed very confidently at a good 100 km/h. There is no trace of Suzuki’s “rubberiness” here. Very smooth and neutral behavior in corners. However, do not confuse the motorcycle with some GSX-R or R1.

Compared to them, the old Ninja is a complete behemoth. The vicissitudes of the road surface are conveyed to the pilot honestly and directly. Like, I’m not a refined RF tourist, but an athlete, albeit a little older, and therefore, the rider, get another portion of bumps and holes, otherwise, he’s relaxed, he doesn’t like the brakes, you see. But, thanks to the same bull terrier, and therefore wide, face, the Kawasaki fights off air flows very well. At one time, when the model was just born, meticulous German motorcycle journalists measured Kawasaki’s maximum speed at 283 km/h. Not bad even by modern standards.

Although I couldn’t get more than 260 km/h on the speedometer. It’s logical, because the gasoline and tea won’t be German. As for one of my favorite pastimes - riding in a "candle" - here the Kawasaki is clearly preferable to the Suzuki. With certain skills, the motorcycle allows you to climb into the “candle” even from second gear. And, despite the disgusting brake, it’s quite possible to put a motorcycle on the front wheel, unlike the same RF. All in all, a fun little green car. A kind of tangle of contradictions, like an all-season tire for cars - mediocre in the summer, and even more so in winter, an outsider compared to its studded counterparts...

Thunder Ace The Yamaha designers named their model modestly and not at all ambitiously. Indeed, “Ace”, and even “Thunder”: Ninja standing next to him turned even greener with anger. There's nothing to be done: as the Americans say, the only thing better than volume is even more volume. And in this sense, Yamaha is doing well - 100 points of superiority over its competitors. The highest power of the trio (145 hp) is a serious bid for victory.

As for the design, the conclusion is obvious - the motorcycle does not look outdated at all, even though the model is in its sixth year! Here competitors are at least two steps behind. The riding position is overtly sporty, with a significant portion of the weight resting on the hands, while the hydraulic clutch and five-speed gearbox come into clear conflict with the decidedly sporty riding position. However, as soon as you drive onto a free section of the road, all these nuances instantly fade into the background.

Acceleration dynamics are equivalent to modern liter sportbikes, no difference. Still, 100 cm3 of advantages is a serious argument; it is felt instantly on the road. And don't forget about the 20-valve cylinder head. A quick glance in the rearview mirrors and I breathe a sigh of relief. Still, there are lasting values ​​in this world, except for the shoulders, nothing is visible there... And they are not particularly needed, with such and such a motor! Powerful traction from the very bottom, a clearly noticeable “shelf” of pickup after 6000 rpm (the EXUP valve in the exhaust system is working hard), and so on right up to the limiter. Not bad, though.

The speedometer shows a good 280 km/h, and the Kawasaki is already lost somewhere. It's time to settle down! Who would have thought: the same four-piston brake calipers as the previous motorcycles, but what a huge difference. And if the Suzuki looks much worse compared to the Yamaha brakes, then the Kava seems simply faulty. Although, for the sake of objectivity, it should be noted that in its historical homeland Yamaha acquired reinforced brake hoses.

The motorcycle suspensions are tuned very well. There is a happy medium here between the comfort of the Suzuki and the rugged sportiness of the Kawasaki. As for handling, I knew everything in advance. The fact is that a couple of years ago, while riding on the track where the Russian Championship in road-circuit motorcycle racing is periodically held in Dmitrov, I had a lot of fun watching a man come to training on a Thunder Ace. His motorcycle looked funny between the R1 and FireBlade. But after a few laps the fun diminished sharply; “Ace” was third!

Of course, a lot depends on the gasket between the steering wheel and the seat, but I’m sure that even an experienced pilot would not be able to pull off such a trick on a Kawasaki, and certainly not on a Suzuki. The very first turns only confirmed my assumption - the motorcycle “stands rooted to the spot”, bending “with a knee” is not at all contraindicated for it. Although not everything is rosy here: Yamaha is still distinguished by unclear operation of the gearbox. And “Yamaha” engines are “famous” for their increased appetite for oil. Again, bad heredity is evident. After all, the same can be said about R1.

Debriefing There will be no exaggerations or interjections here. With a clear and unconditional advantage, the winner can be safely called the Yamaha YZF1000R Thunder Ace. A successfully found balance of power and handling, braking properties and comfort. Of course, this is one of the best models from the company. If only the gearbox worked properly... Those who value comfort more and are also inclined to travel, I think, will opt for Suzuki. The ZX-9R remains a group of true fans of this brand who do not accept any kind of criticism towards their favorites. But I would recommend that they order the gearbox parts in advance...

Recommendations

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