Full Test of the Revamped-for-2000 Kawasaki ZX-9R—From The Archives

This article was originally published in the April 2000 issue of Sport Rider.

It's interesting to watch the reaction of some manufacturers to complaints about their latest motorcycles. Some will simply look at you with a smug look of disdain on their faces, wondering how you can question the superior engineering of their machines. Others will get us all excited with pre-release ad-speak of major improvements to their latest model, only to disappoint us with revamps that somehow miss the boat as far as our complaints were concerned. But then there's Kawasaki.

When the first generation ZX-9R made its appearance back in 1994, we were impressed with its mondo motor and stout chassis; but we didn't sugarcoat the fact that it could've stood to lose a few pounds. Then the next edition made its debut in '98, and it had all the ingredients that we'd asked for. The newer ZX-9R was lighter, smaller, and faster than its predecessor, and we were all set to proclaim it SR's Bike of the Year. Unfortunately, the suspension fell just short of the standards set by the rest of the bike, slightly tarnishing what could've been a fantastic machine.

So what does Kawasaki do to the ZX-9R for the new millennium? They give it more power, an improved chassis—and revamped suspension. Ask and ye shall receive, says Kawasaki. But will this finally be the year that Team Green finally puts it all together?

One thing we weren’t exactly crying out for on the previous 9R was more power, but Kawasaki—in their infinite wisdom—decided that there’s no such thing as too much power. Up top, a brace of all-new Keihin CVRD 40mm carbs utilizing flat-design vacuum slides breathes through larger, relocated ram-air ducts sitting below the new “cat-eye” dual headlights on the redesigned front fairing, feeding a redesigned cylinder head that boosts the compression ratio to 12.2:1 (from the previous 11.5:1). The intake ports are longer, with an accompanying longer bridge between the two intake valves, which, combined with the new intake camshaft profile and timing, is designed for increased midrange torque. Spent gases are exhaled into larger diameter (35mm vs. 31.8mm) and longer (50mm) head pipes for smoother and better top-end power.

That new cylinder head rests upon new electro-plated aluminum cylinder bores, which sheds some weight and more heat. Other minor engine improvements include a new 16-bit CPU and more accurate ignition rotor, thicker and stronger piston pins, lighter clutch gear and camshafts for less rotating weight, and a revamped transmission that sports a new shift drum, and re-shimmed gears with undercut engagement dogs for third and fourth.

It seems Kawasaki engineers were designing much of the new 9R with an eye toward racing, judging by many of the new chassis updates. The main frame spars are 10mm taller than the previous version, and the steering head pipe measures 12mm longer; both changes bolster chassis rigidity. The aluminum rear sub-frame is now detachable, and the swingarm is formed from internally-ribbed box sections for identical strength with less weight, while both axles and swingarm pivot have been enlarged from 20mm to 25mm for the same reason. The rear ride-height adjuster is now a threaded screw-type instead of the previous version that required shims to alter chassis attitude.

Some changes were in store for the suspension also, with the fork damping rates modified to work with triple clamps with 5mm less offset (30mm from 35mm) for more trail, which enhances stability and front-end feedback. The rear Uni-Trak single shock features a more linear linkage ratio, which is what most racebikes are now using; the travel is stiffer initially, then softens up a bit towards full bump to handle the big hits better. Running gear received some mods too, with the front brake rotors growing to 310mm from 296mm, while the rear rim widens a half-inch to 6.0 inches, with Dunlop D207 Sportmax rubber all around.

All righty then, enough reading of the press kit. The big question burning a hole in your retina after slogging through all that tech-speak is: Have all these changes added up to a better Niner? And the unequivocal answer is: R1 riders had best be checking their mirrors.

One aspect that has remained the same is the 9R’s extremely hospitable street manners. Cold morning warm-ups are quick, and throttle response is crisp and immediate. The riding position is planted squarely between aggressive sport-tourer and all-out sportbike; the ergos are spacious and upright enough to keep from pounding you on long rides, yet you remain canted forward sufficiently to feel natural whilst strafing apexes. The transmission is like shifting through butta, and clutch engagement is smooth, light, and progressive.

Although the windscreen angle is definitely more aggressive than the previous generation, wind protection is still excellent, and the mirrors provide a decent rearward view. Vibration while cruising on the highway is subdued— with only a slight tingle coming through the bars at 70 mph—and the seat is broad enough to provide good support if you slide back a tad. Fuel range is very good also, with the five-gallon tank often averaging approximately 175 miles (give or take 15, depending on your throttle hand); all in all, an excellent bike to load some soft luggage onto and head away for a long weekend ride.

The engine modifications have definitely given the 9R motor a far more sprightly character. There’s much more low-to-midrange torque on tap, and it revs with such willingness that you almost have to rein the engine in while just launching from stoplights. Highway roll-ons require less shifting, with a nice solid hit at 5000 rpm that allows you to shoot gaps between meandering four-wheelers with little effort.

However, it’s when you get into the canyons and start to really wind up some throttle that you come to appreciate the midrange increase. The new 9R literally leaps off of corner exits, and the added acceleration gobbles up straights with far more enthusiasm than before; second gear wheelies are literally a tug on the bars away. There’s plenty of forward motive power below 8500 rpm, and it transitions nicely into a serious rush of speed once past that point.

The dyno chart may show that there’s no increase in top-end horsepower between new and old (actually, just a tad less), but the jump in midrange power is substantial, with an average advantage of six to nine ponies over the previous 9R on up to the new model’s 10,500 rpm power peak.

There is one fly in the ointment, however. Due to what we surmise to be overly lean jetting down low, the Kawasaki suffers from a bad case of abrupt on/off throttle response when getting back on the gas from a high rpm (5000 rpm and above) overrun. It literally feels like the ZX-9R has fuel injection, since the carburetion is crisp and lively anywhere above closed throttle. Unfortunately, it does require some careful throttle control in the tighter sections to keep the abrupt response from slightly upsetting the chassis in mid-corner, and even then it still manages to make its presence felt in the lower three gears. We’re going to try and fiddle with the low-end carburetion to cure this, and will let you know in a future issue of our results.

The big news, however, is the vastly improved chassis and suspension manners. The added trail obtained from less offset in the triple clamps is readily noticeable, and it imparts much better front-end feedback than the old 9R. The Dunlop D207 Sportmax front tire feels much more planted during banzai corner entries, and communication between rider and the tarmac/rubber interface is much clearer. Helping in this regard is the vastly improved front fork damping and spring rates. The new 9R’s plush yet firm fork action makes the old 9R’s suspension feel almost primitive in comparison.

The same can be said for the rear, too. Where the old Niner would often pound you over hard-edged bumps, the new 9R’s rear suspension simply absorbs them with little fanfare, keeping the chassis well under control and the rear Dunlop’s traction constant. Much of the bump’s initial “hit” is damped out before it gets transferred to the rider, reducing the distraction and allowing him to concentrate on more important cornering tasks. Combined with the improved front-end feel, the revamped suspension literally accounts for just as much added speed as the beefed up power­plant. Corner entry and midcorner speed rise dramatically due to the in­crease in rider confidence, paying added dividends when the time comes to use the extra power of the new motor to blast off the corner exit.

Initial turn-in effort is only slightly more difficult than the old model, but once the line is chosen, the new Kawasaki carves with pinpoint accuracy. Midcorner line changes are easily accomplished, and with the 9R’s ample ground clearance, tightening your line is not a problem.

When the next corner appears and you need to bleed off all that energy, grabbing for the 9R’s new binders eases that task also. While there is not a great deal more power than the older brakes, the biggest improvement comes in the 310mm discs’ superior modulation and feel. There is still that crisp “bite” of sintered metal pads that we’ve come to know and appreciate from Kawasaki brakes, but now with less lever effort and an additional margin to the point of wheel lockup to play with, hauling the big Niner down from speed becomes much easier.

Geez, can you tell we like the new ZX-9R? We felt that the missing link in last year’s model was proper suspension action and chassis feel, and now Kawasaki has answered the bell. It was easy to just look at the surface when the first photos of the Y2K Niner came out, and dismiss it as just a tarted-up version of the old machine. But one ride will convince you that nothing could be farther from the truth; this bike flat rocks.

Of course, the new 9R is going to be up against some pretty stiff competition this year, what with the improved Yamaha YZF-R1 and all-new Honda CBR929RR making their debuts also. But judging by what we've ridden so far, the contest is far from being an easy call. Make no mistake, the new ZX-9R is very capable and ready. And as soon as we can round up the rest of the contenders, the mother of all open-class battles is sure to begin. Damn, ain't it great to be a sportbike fiend these days?

Suspension Settings:
FRONT: Spring preload: 2 lines showing; Rebound damping: 3 clicks out from full stiff; Compression damping: 8 clicks out from full stiff.

REAR: Spring preload: 6 turns out from full soft; Rebound damping: 2 clicks out from full stiff; Compression damping: 10 clicks out from full stiff.

SR Opinions:
I'll come out and say it: I loved the '98 ZX-9R. Kawasaki took big steps towards making the Niner live up to its potential. How do I feel about the 2000 model? The first thing cognizant sport riders will notice is the more aggressive race face the Nine wears, and the bike is not all looks. For example—the midrange, you know, where most streetbikes spend the majority of their time—well, the Y2K ZX-9R has midrange in spades. Roll on the throttle, and the bike leaps forward out of the corners. And the Nine lacks the "committed" riding position of most of the other open classers, yet in the real world ergos don't interfere with serious back road thrashing—or track days. Speaking of spirited riding, the upgraded suspension brings even more fun to the party. Gone are the days where twisty adventures are limited by flaccid dampers.

Ah, but the bike isn’t perfect—yet. The abrupt throttle response can be overlooked in urban environs, but on tight’n’twisties, going from off-throttle to on-smoothly requires much more attention than it should.

Still, rest assured all you Kawasaki faithful, this year you can wear your green and not be accused of it being envy. The 2000 open class conflict is going to be interesting! —Evans Brasfield

You know things are tough in the open sportbike class when a motorcycle as unbelievably capable as the ZX-9R gets relegated to third place when the votes were tallied for last year’s Bike of the Year shoot­out.

I’ve always felt that the Kawasaki’s suspension was the weak link in its impressive performance resume. The 9R would get a tad unruly when pushed hard through imperfect cornering tarmac, with what felt like an over abundance of hi-speed compression damping causing the bike’s rear to kick up over sharp bumps. Feedback from the front-end was always vague, during aggressive corner entries also.

But that issue has been addressed with the new Niner. The new spring/damping rates and the revamped rear suspension linkage ratio make for a far more controlled ride through the gnarly sections at speed. The increased front-end trail is readily noticeable, providing far better traction feedback without increasing the turn-in effort drastically. Put succinctly, the new Niner flat out rocks.

Yes, the carburetion is not perfect in on/off throttle transitions. But that's a far easier (and cheaper) fix than suspension mods. With the new R1 and CBR coming down the pipeline, this year's open-class shootout is gonna be a tough one to call.
—Kent Kunitsugu

Want another ZX-9R review? Check out the 1996 Muzzys Kawasaki ZX-9R Ride Review