Kawasaki ZZR1400 2012 – beware the beast within…
The 2012 ZZR is a long, sculpted, shimmering green monster of a bike; a metaphor for all that opponents of motorcycling hate; tyre burning power, naked aggression, court-summons speeds and a certain rebellious cool.
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The name is spoken of with respect – even awe – among experienced and inexperienced riders alike – it is the most powerful production motorcycle in history after all. But is the reputation as the big bad boy of biking really deserved? What’s it like to ride and, more than that, to live with every day? Comfy? Good range? Is the build quality any good? Should you buy one? We were surprised by what a day’s testing and a chat with the UK dealer who sells the most revealed. |
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Today’s ZZR has a long heritage harking back to the great air cooled Z1. True, the first designated ZZR 1400 didn’t appear in showrooms until 2006, but when it did, it was as though Kawasaki’s long commitment to large, record-breaking engines and obscene levels of power had come finally to a culmination.
The 2006 model was classic Kawasaki; a raw-engined, chain-driven blaster. After the ironing out of a few niggles (low end power on early models was a bit weak for instance) the later 2008-2010 models (see pic., right) were just great. Loads of power but very easy to ride. We’ve just bought one a gorgeous candy Lime Green 2009 as our office bike. |
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That most mighty of engines..
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In 2012 however, the Big Zed underwent some significant changes. These include a revised engine with capacity increased from 1,352cc to 1,441cc – Kawasaki claim a belting 200bhp @ 10,500rpm and an even more stonking 210bhp @ 10,500rpm with the addition of RAM air, finally knocking the ‘Busa into the long grass and becoming undisputed king of outright bhp. To tame all that power and also keep up in the techno arms race, Kawasaki have wisely added KTRC – Kawasaki’s traction control and adjustable power modes. The frame has been stiffened and a longer swing arm helps keep the front on the deck. Styling has been revised but essentially around the same theme as the earlier bikes. |
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Measured output of the 2012 model is actually just under the magic 200 – but still a whopping 197bhp, or, if you really are mad, a cackle-inducing 207bhp on the ram air ‘performance’ version. The increase over the older bike has been achieved partly by upping capacity from 1352cc to 1441cc, yet its important to note that this has been done by increasing stroke rather than bore.
Its more than just a mild makeover though…you could almost say it’s a brand new engine – so much has been changed. Compression has been raised, pistons lightened and the head gas flowed. There are also some cunning bypass holes key to the power hike by minimising pumping loss. |
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Double ton?
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Peak torque has been significantly boosted this year, and now reaches an astonishing 119.84 lbs. /ft. (a benefit of stroking rather than boring out the motor to get the extra capacity). This, together with revised gearing, is enough to propel the 239kg beastie from 0-60 mph in not much more than two and a half seconds. It keeps pulling on and up to a top speed that, with the ECU restrictor turned off, does a visor-bending 200 mph. Double ton – right out of the box – or as close as makes no difference.
But you knew that. Everyone does. It’s already a by-word for glorious, aspirational biking excess and a milestone achievement in two wheeled engineering. |
Looks
Looks stay recognisably ZZR; long, low, flowing yet somehow angular. But they have become a tad sharper and more shark-like, with deeper side fins (aimed at dispersing heat, rather than reducing drag) and a more aggressive nose. Seat and tail section are also new. Screen remains small and low with a larger version available. For our money we’d fit an adjustable MRA.
Wheels are a good looking black painted alloy and the aluminium frame is likewise anodised black. This makes the fabulous metallic green colour of the painted sections really stand out, emphasising the forward crouching stance and flowing lines.
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The Elephant in the Room…Unfortunately the huge exhausts remain the pig-ugliest of any to leave a bike factory – REAL mingers. WHY on earth did they inflict this on the bike after the old model’s slimline stainless jobs?
As for the mirrors – shaped like something resembling reptilian eyes, while they look cool, they need to be carefully adjusted if you want to avoid looking at your elbows. However others disagree so perhaps the jury is out on this point. |
However we do think that replacement cans will be high on any buyer’s wish list (to improve looks, save weight and create space for side luggage). Bar risers would also be nice (why aren’t bikes adjustable from stock anyway in this and other parameters?).
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But is the 2012 bike actually better than what went before? In the real world more power is only likely to enhance bragging rights at your local watering hole and while handing may be marginally improved – the old bike was pretty good at hassling round curves anyway. The most useful changes are electronic and safety orientated in the form of the two digital angels recruited by Kawasaki to watch over every rider; the outstanding KTRC 3-mode predictive traction control system is one of these – a world leader in terms of intelligent response. Modes 1 and 2 maximise acceleration, while 3 is an out and out safety mode for wet weather or greasy driveways. This can all be switched off (you rebel, you). |
 The earlier model – this from 2009 |
Guardian Angels
The second invisible helper is a brilliant ABS set up – which unobtrusively complements one of the finest sets of radial brakes we have ever experienced. Throwing out the Titanic’s anchor would not stop you any faster, while the new slipper clutch keeps everything stable at the rear.
Improvements in economy and ride have also been delivered, the former by means of a power mode button, which improves fuel efficiency by up to 20% if you are feeling angelic, and the latter by revised frame and suspension. Engine vibes have been smoothed out by a second balancer shaft. The older model did have a tingle through the bars so this could be a benefit over long distances.
Some reviewers have claimed chassis changes are aimed at delivering a sportier ride, but we disagree. For a start, one of them is a longer swing arm, not what you’d do if you want the bike to be more flickable. To us these changes signal a rational response to the needs of their buyer demographic. The bike is built not just to blast down the B roads on a Sunday, but also increasingly to tour; it now has a greater range, smoother engine and smoother ride. Cornering is no sharper, but the feel is a tad plusher and more conducive to getting the miles in. Equipment levels are also up, with the on board dash having a more accurate fuel gauge and range to empty indicator as well as an ambient air temp.
Improvements in economy and ride have also been delivered, the former by means of a power mode button, which improves fuel efficiency by up to 20% if you are feeling angelic, and the latter by revised frame and suspension. Engine vibes have been smoothed out by a second balancer shaft. The older model did have a tingle through the bars so this could be a benefit over long distances.
Some reviewers have claimed chassis changes are aimed at delivering a sportier ride, but we disagree. For a start, one of them is a longer swing arm, not what you’d do if you want the bike to be more flickable. To us these changes signal a rational response to the needs of their buyer demographic. The bike is built not just to blast down the B roads on a Sunday, but also increasingly to tour; it now has a greater range, smoother engine and smoother ride. Cornering is no sharper, but the feel is a tad plusher and more conducive to getting the miles in. Equipment levels are also up, with the on board dash having a more accurate fuel gauge and range to empty indicator as well as an ambient air temp.
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The importance of the touring market to ZZR sales is supported by Bristol Kawasaki, who sell more of the Big Zeds than anyone else in the UK. They confirm that most are bought, not just for thrashing down the urban drag strip, or for the occasional trip to the track but, increasingly, for long trips away. Owners typically fit bar risers, taller screen, top box and crash bungs, sometimes along with heated grips and hugger. A set of side racks is available to add GIVI hard side cases. Together with tiny changes made by Kawasaki (lower foot pegs for less cramped position, luggage straps and softer seat) these morph the bike into the most astonishingly comfortable yet insanely fast continent-crosser ever made. The older bike was great, this is even better. |
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Having done some research and chatted with the guys at Bristol Kawasaki, your intrepid tester couldn’t wait to sling a leg over the beast. Pulling away into traffic, the first impression was just how easy the thing is to ride. Non-threatening, responsive, light and with a wonderfully controlled power delivery in the lower revs, I soon found myself filtering through ever narrow gaps, nipping in and out like a fighter among bombers, exploiting the bike’s natural agility, acceleration and phenomenal braking. |
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A guy on a ‘Blade tried to keep up for a while but then thought the better of it. No heroics were involved on my part – it just inspires you to ride hard but well. Things only got better as I headed out of town. Soon me and the big K were in open country. Time to give the bike its head. The box is wonderfully light and positive (barring the almighty ‘clack’ into first). You soon begin to see how the whole machine is much more than the sum of its parts. It all comes together so well and so effortlessly; delivering fast, accurate changes and precise steering. The result is instant response to rider input from steering, engine and brakes. It’s not like riding on something, more like sprouting wheels and flying along the road yourself. Within an hour I felt I’d known the big K all my life.
Overtaking was became a predatory joy. Sight the quarry, close fast and devour in a flick of the wrist, riding a jet of acceleration that can only be compared to having an almighty hand grasp the machine and propel it forward. Not only was the sensation of power and speed intoxicating, it was so smooth and so easy. Time to do it again, and again, and again.
Overtaking was became a predatory joy. Sight the quarry, close fast and devour in a flick of the wrist, riding a jet of acceleration that can only be compared to having an almighty hand grasp the machine and propel it forward. Not only was the sensation of power and speed intoxicating, it was so smooth and so easy. Time to do it again, and again, and again.
The beast within..
And here we have one of the bike’s greatest dangers; and it’s a paradox; the ZZR is so smooth, so controllable, so safe-feeling, that it flatters the rider. It’s just too easy to become over confident, speeds creeping up as you make overtakes you would never have dreamt of on any other machine. The world becomes a video game, or appears to.
The high speed rush is a drug, and like all drugs, can be addictive. For those without the necessary self-restraint, advanced skills and experience, this could easily lead to jail or worse. It’s ironic that it’s the very safety aids and sophisticated electronics designed to improve safety that are partly responsible. You go faster because you can – and its all made so easy. Too easy perhaps.
This is because the technology is so good that it delivers a feeling of nigh-on invincibility. The rider finds it all too easy to raise the ante accordingly. Other machines are fast and arguably more dangerous, but it’s the sweet seduction of inner perception brought about by this most excellent engineering that could actually be a flaw here. The beast is not in the ZZR; it’s within the rider, and that means all of us, somewhere.
The high speed rush is a drug, and like all drugs, can be addictive. For those without the necessary self-restraint, advanced skills and experience, this could easily lead to jail or worse. It’s ironic that it’s the very safety aids and sophisticated electronics designed to improve safety that are partly responsible. You go faster because you can – and its all made so easy. Too easy perhaps.
This is because the technology is so good that it delivers a feeling of nigh-on invincibility. The rider finds it all too easy to raise the ante accordingly. Other machines are fast and arguably more dangerous, but it’s the sweet seduction of inner perception brought about by this most excellent engineering that could actually be a flaw here. The beast is not in the ZZR; it’s within the rider, and that means all of us, somewhere.
Worth Buying?
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So should you buy one? Well that’s a personal question, but if you think you have the self-restraint, road craft and ability needed, then it’s a sensational gift to give yourself; in many ways the new ZZR is all a large capacity fast road bike should be. Its also a versatile toy; it can commute, tour, blast on a Sunday or just stop and be stared at. It is also a genuine improvement over the older model.If you’ve got the cash to splash then it is the better one. You shouldn’t have to pay the asking price, but on the other hand dealers won’t be likely to haggle far either. The bike is selling and they know it. If you want some good impartial advice you could try a number of good forums, including the great ZZR International: Here. |
What about the second hand? This could be the best choice of all. While the new ZZR is improved – especially in terms of safety – the older one is still absolutely fabulous. We also did detect a slight drop in build quality between the 2009 and 2012 bike. Surfaces seemed easier to scratch on the new model and some of the plastics had begun to fade at an incredible 500 miles. Our own 2009 however still looks mint with a lovely depth to the candy lime paint job that equals anything Honda or BMW can do. The new exhaust on the new bike however, with its black painted surface is easily marked by boots and soon looks scruffy. Paint work on the earlier bikes just does seem deeper and more lustrous.
A low miler 2008 can be had for not much money – about half the cost of a new bike, and will still be a fabulous experience. The new machine is great and technically superior, but then its a personal question as to whether these improvements are worth an extra costs. the difference is significant, the money saved by buying a 2009 roughly equals that of buying a second winter bike or of course of enjoying the older one on several good trips abroad . That really is a question that each prospective owner would have to answer for themselves.
Living with it..
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Living with it is likely to relatively easy. Reliability should be good, servicing costs are reasonable and fuel consumption is remarkably frugal considering the power on tap. You might want to invest in a centre stand for chain adjustment (not included) though, and you may as well get friendly with your local tyre depot.
Depreciation on big Kawa’s is usually bad in the first 3 years, but after that, the solid demand for second hand bikes of this sort of performance levels kicks in and they hold value well. Build quality of the 2012 seems to have taken a small backward step after a number of years of solid improvements. If you buy one, best to order a can of ACF 50 at the same time. |
Buying It…..
Check out the brilliant ZX14R forum by clicking above..
Whether you buy new or second hand however you’ll struggle to find such performance available anywhere else for the money. This is a beautifully accomplished bit of engineering that is an utter delight to ride and own, and a real candidate for the best bike ever made. If you want to know more try the ZX14R.co.uk Forum.
Vital Statistics
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Engine
Power Weight Drive Acceleration Top Speed Fuel capacity Fuel consumption Service intervals Cost Now BBM Overall Rating |
1441 cc. liquid cooled DOHC in line 4 cylinder
197 / 207 bhp / 120 ft/lbs 239kg Chain 0-60 mph 2.4 seconds (quarter mile in 10 seconds) 200- mph (ECU modified) 22 litres 46 mpg 7,500 miles £11,699 **** (.5) |