More details on the ZX-9R

AT first glance Kawasaki’s 2002 ZX-9R looks pretty similar to this year’s bike – but looks can be deceptive because it actually boasts more than 130 changes.

With Suzuki’s GSX-R1000 the undisputed champion and new challengers from Yamaha and Honda coming soon, the ZX-9R was set to be swamped by its rivals – but Kawasaki hopes its latest revisions will help it keep up.

The ZX-9R faces a tough challenge. While 900cc was the benchmark when it was originally introduced in 1994 to compete with the FireBlade, now the best bikes are nudging the 1000cc mark, and even Honda’s legend is going to 954cc next year.

That puts the 899cc Kawasaki at a disadvantage from the start – but the latest changes mean it will get some punches in before the fight is over. The engine, chassis and, believe it or not, the styling have all been revised for next year.

Mechanically, it has received many of the same modifications as the 2002 ZX-12R. The main change is a heavier crankshaft to increase inertia. Along with a new exhaust collector and new carbs – no, there’s still no injection – that should make the motor torquier than ever, particularly at the bottom end. It should rev more smoothly and Kawasaki insiders reckon it’s even quicker than the current bike out of corners.

Despite the heavier crank, the engine’s top-end power is identical at 144bhp. That won’t match the best of the opposition, but coupled with the smooth torque and power delivery it should make the ZX-9R the easiest in its class to ride fast.

Handling improvements should help, too. The frame might look the same, but the firm has drawn on its WSB experience to make the twin-spar alloy frame stiffer than ever by redesigning the internal structure.

A pair of new engine mounts, which are welded on rather than made of rubber, grip the engine more firmly, allowing some of the stresses which usually act on the chassis to be absorbed by the motor.

Take a closer look and you see the ZX-9R also gets a stiff, race-style braced swingarm for the first time – again improving rigidity.

A further handling bonus comes in the form of totally reworked suspension. The forks get stiffer springs and new damping, and the offset is reduced from 30mm to 28mm to quicken the steering. At the back, the shock gets a new linkage to help put the power down more easily out of corners.

The front brakes switch from six-pot calipers to four-pot versions, reducing unsprung weight to allow the suspension to work more efficiently.

Now for the bit you might not have noticed – the new bodywork. The seat unit is slimmer than the old one to give a lighter, sportier look. It’s supported by a new subframe and there’s a pillion seat cover, too. The mudguard is also reshaped for better aerodynamics.

Three colour options will be available when the bike goes on sale next year – green/black, blue/black and silver/black, while Americans will be offered a gold/black version, too. Expect the price to remain close to this year’s £7995.