ZR-7 review
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http://www.motorcyclistonline.com/roadtests/zr7s/index.html
Kawasaki ZR-7S
Poor man's retro bike? Beginner bike? World's cheapest sport-touring
bike? Yes, yes and yes
Here's a "beginner bike" we can all get behind-except upon slightly
closer examination this particular Kawasaki isn't really a beginner's
bike at all. It can be, but it doesn't have to be. In an era of niches
within niches, this one's just a simple, easy-to-use little motorcycle
that doesn't ask for nearly as much as it gives back. An unassuming,
shy thing, it was easy for the ZR-7S to get lost in all the SV650
bargain/performance-bike hoopla upon its introduction last year,
because both bikes are at approximately the same price point. Really
though, price is about the only thing these two have in common. And
now that Kawasaki has added the frame-mounted fairing and the "S"
designation, the bike's course has shifted even further from the SV's.
If the SV650 (particularly the new, faired "S" model) is a poor man's
Ducati, then you can think of the ZR-7S as a poor man's Suzuki Bandit
1200S-a sporty/comfy bike that does everything but wash the dishes.
There's a Bandit in the ZR's price range, too, but the Bandit's 600cc
motor is wheezy next to the ZR's 738cc engine. (The little Bandit
makes a couple more peak horsepower-72.9 hp vs. 65.6-but the ZR makes
43.8 foot-pounds of torque at its 6000-rpm peak to the Bandit's 38.6
foot-pounds at 9000 rpm.) CB750 Nighthawk you're thinking? Hardly.
That relic still rides on bias-ply tires, has no fairing and, in
general, looks like a cheap model of itself. Katana 750 then? After
you, for $7299. Nay, the ZR-7S is an army of one.
The ZR-7S weighs 520 pounds with its 5.8-gallon fuel complement-almost
100 pounds more than an SV650. So even though the ZR's a frisky
back-road tool, the extra weight it carries in the form of a standard
centerstand, a big thick seat, nice passenger grabrails, bungee rails,
etc., sort of aims it in a more sport-touring/commuter-bike direction,
and in that niche the ZR excels like few econo bikes we can recall. As
a matter of fact, the ZR's one of the best commuters in the paddock
thanks to said seat, a rubber-mounted engine, standard-bike ergos
including a high and wide handlebar, decent wind protection-and 48 mpg
gives it 250-mile range, a feat none of the expensive luxoboats can
accomplish.
That old air-cooled four-banger won't be mistaken for a modern
16-valve version, but it does produce a bit more torque than the
current 600s, and it does it at 6000 rpm instead of at 10,000-which is
not at all a bad thing on the street. Lug it down to 2000 rpm in top
cog (fifth), roll it on and the ZR digs itself smoothly out and away,
which makes threading your way through the cars a walk in the park.
Kawasaki's throttle-position sensor keeps things fairly smooth and
flexible. Rolling along at 70 or 80 mph, the engine's rubber mounts
keep vibration at the grips to less than that of a current CBR600F4i,
for instance, and the little engine's right at the base of its
powerband. From there it pulls hard enough up beyond 120 mph or so to
leave any car eating its dust even if it lacks the arm-stretchability
of a Suzuki Bandit 1200 or Kawasaki ZRX1200R. (And why do we keep
saying "little" anyway? Remember when the sohc CB750 was huge?)
Suspension is on the soft side, but pretty well damped (the shock
could use a little more damping in both directions, though the fork's
good), and together with the excellent seat and ergos, long-distance
running is not at all out of the question. And we've definitely been
around the block enough times to know better than to tour on most of
the other "beginner bikes" in the ZR's price range. For another
$609.95, Kawasaki will even sell you a set of hard saddlebags with
custom mounting hardware and rack.
The ZR's ergos also make careening around swervy back roads an
exercise in humility for riders of real "sportbikes," as there's
really nothing to keep a good ZR rider from hanging with the
pack-well, except long straights or maybe a few thousand feet of
altitude. Even then, there's enough juice in the little beast if you
keep it spinning above 7000 rpm or so, to stay in the draft. Steering
is completely linear (probably because of the wide bar), and the
suspension's good enough to keep bumps from throwing you off-line. The
tires are sticky enough and footpegs high enough that you can carry
heaps o' corner speed on the little ZR (and just low enough to throw
lots of sparks in your buddys' faceshields). The front brake's weak
enough that you'll soon learn to use the rear; pretty soon you're
trail-braking into apexes like you know what you're doing. Matter of
fact, the ZR would make an excellent trainer for the aspiring novice
squid. Bikes that emphasize handling over horsepower will teach you to
ride-especially ones with modern wheel sizes (17 x 5-inch rear) that
allow you to fit even stickier tires when the perfectly good
Bridgestone BT020s are shagged out.
Weak areas? The gearbox is a little imprecise, and shifting can be a
bit rubbery. Can't think of anything else. The S lists for $5999, but
dealers we spoke to say they're not exactly flying out the door. We're
talking discount. Your insurance agent will like your ZR-7S, too. And
unlike most of the other moldy items in the bargain basement, this one
doesn't have "skinflint" written all over it; you get a stainless
exhaust, an oil cooler, adjustable levers, a bright headlight and an
overall reasonably high level of put-togetherness. It's an inexpensive
bike, not a cheap one. Two thumbs up.
--
Something horrible is happening inside of me and I don't know why.
My nightly bloodlust has overflown into my days. I feel lethal,
on the verge of frenzy. I think my mask of sanity is about to slip.