by evan williams
Nearly two decades ago, Superbikes were not as they are now.
Today's Superbikes combine power, grace, and handling in a Muhammad Ali-like combination. Not only are they more powerful than most bikes, but they handle better, and stop quicker. They do everything very well and have few weaknesses.
If we turn back the clock two decades, we'd see a very different Superbike. The capacity limit for Superbike then was huge: 1025ccs, and the bikes were naked. In those days, Superbikes were a support class to the old F1 two-strokes, and were brutal beasts closer to the mauler style of Sonny Liston than Ali. Superbikes were heavy and recalcitrant, and had to be fought as much as ridden. Flimsy number plates, slicks, cut-down seats, oil coolers and slicks were among the few differences between the Superbikes and their streetbike cousins. Those were the days of backbone frames, two-vales per cylinder, and spinning the tire getting onto the back straight at Riverside. Of Cooley vs. Lawson, "Pops" Yoshimura, chain-driven cams in the center of the block, a new guy from the dirt track world named Muzzy. Wayne Rainey on a green bike, twin rear shocks, the old Laconia, a Pridmore named Reg.
Many, including the author, miss those days.
The good thing is we can relive them in our own special way aboard the new Kawasaki ZRX1200R. Kawasaki's latest version of their open class musclebike gains 1000ccs and more power for 2001. And unlike last year, the bike is available in California trim, but retains the same way-cool retro styling reminiscent of the Eddie Lawson replica from the early 1982.
The engine, based upon the ZX-11 unit, is no retro mill. It utilizes current technology like 4-valve heads, modern lubrication, a computer-controlled ignition, and Keihin 36mm carbs. While it effectively emulates the old air-cooled engine's massive torque, it does so with all modern conveniences and reliability. This year's motor provides 13% more power than last year with the aid of a 3mm wider bore and a new cylinder head.
The chassis provides an upright riding position for riders that prefer a standard-type riding experience. Unlike the 70s and 80s bikes and their suspect handling and stopping power, turning and braking aren't sacrificed in the new ZRX. A 25 degree steering head angle and 43mm cartridge-type forks hold the front end to the road. The forks have a 12 way adjustable rebound and compression setting as well as a preload adjuster. Oh, what we would have given to have on our old KZ1100s back in the day!
The rear retains the twin shocks, but modern units that are adjustable four ways for compression/rebound and five ways for preload will keep the braced swingarm where it needs to be.
Bringing us back to reality from Walter Mitty fantasies of stuffing Spencer at Pocono, circa '81 are the massive modern brakes. Six-piston calipers grab the twin 310mm discs. Modern rubber, 120/70ZR17 on the front, 180/55ZR17 on the rear, helps modernize things as well.
Like to ride, but don't like to pull over? The big Kawasaki has a 5.3 gallon tank.
One of the hallmarks of the old Z1-KZ era was the aftermarket customizing of the bikes. You could do just about anything you could conceive to the old big bore Kawas, from stripped-down race replicas to interstate dressers. While this machine is great stock, we can see ourselves going wild creating a custom Kawasaki beast; Muzzy pipe, all-green paint, ELR stripes, etc.
Along with rave reviews from the print cycle mags, Consumer Reports gives the ZRX a "Best Buy" rating. Plus, Eric Bostrom's tuner Al Ludington rides one. That seal of approval is good enough for AMA Soup.
If you like to relive a bit of the past but want modern conveniences, want a stylish and customizable bike, or if you just like big bore machines that don't require time at the chiropractor's office, the ZRX1200R by Kawasaki could be for you.
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