ZXR 750 Kawasaki
Discussion
Hi chaps
As this is my first bike i'm just wondering if anyone has any information or articles etc online about the bike?
It's a 1994 M reg and after much thought have decided to keep it for a year to get some experience on, despite the pull of a Mille being stronger than that of the sun!!!!
So, any hints, tips, popular mods, it's completely standard and well serviced.
Dave!
As this is my first bike i'm just wondering if anyone has any information or articles etc online about the bike?
It's a 1994 M reg and after much thought have decided to keep it for a year to get some experience on, despite the pull of a Mille being stronger than that of the sun!!!!
So, any hints, tips, popular mods, it's completely standard and well serviced.
Dave!
Hi. Just found this info on the web. Hope it helps. Mark.
Modifications
"Our ZXR was totally standard when we got it, but without really noticing we made a few changes.
The brakes were rubbish when we got the bike - way too much lever travel and not much power when they did start working. We replaced the pads with Ferodo Supersport, which made it worse, so we switched back to some Kawasaki genuine pads, which seem to offer more bite. We replaced the brake lines with Goodridge hose, but although the brakes did work eventually they still had far too much lever travel. In the end, our friendly bike shop found that the pistons were retracting too far, and very kindly swapped our calipers with a new set discarded from one of the race bikes he prepared. After that, the brakes are as good as any I've used.
The midrange was quite disappointing, so a stage 1 tune was in order. Posessed of a social conscience, we chose to fit a Dynojet stage 1 jet kit with a K&N filter, but to retain the standard can. Although we knew we wouldn't get the best from the kit, Dynojet's blurb said we could still expect a better midrange and improved throttle response. Well, it was awful. Nick, having fitted many of these kits in the past, couldn't get rid of a huge rich patch which didn't just give a hole, it was a chasm in the torque curve. It totally bogged between 7 and 8,000rpm. After two days of fiddling Nick phoned Dynojet and was told to his amazement that the kit would not work with the standard can. That left us with three unattractive options: put up with the bike as it was, remove the kit, or fit a race can. In the end we chose to fit the can, and got a "relatively quiet" carbon race can made by Rhino Dyno in London.
Bloody Hell! If that was relatively quiet, I'd hate to hear a loud one. Amanda was at home once and heard me coming from five miles away ... anyway, it was a gorgeous throaty sound through the carbon can, and the midrange improved beyond all recognition. With the stage 1 tune, the ZXR was quicker throughout the rev range than a friend's standard ZX-7R, especially at the top end. I loved it!
The suspension was notoriously hard, but despite being under 65kg I find it OK on smooth roads - in fact I increased the preload to reduce sag and quicken the steering a bit. On bumpy roads, I just used my legs to lift in the saddle a little and absorb the bumps like that - you gotta ride the thing anyway, you can't just sit there like a blob! Unfortunately, Amanda couldn't touch the floor properly, so we didn't tend to swap around much.
The gearing was reduced by the use of a 46 tooth rear sprocket (instead of the standard 44 tooth). It revved a bit higher for a given speed (top gear became 6,000rpm @ 80mph), and the gears were a bit closer together. Essentially it's like losing the old 6th gear and gaining a new (lower) 1st gear."
Modifications
"Our ZXR was totally standard when we got it, but without really noticing we made a few changes.
The brakes were rubbish when we got the bike - way too much lever travel and not much power when they did start working. We replaced the pads with Ferodo Supersport, which made it worse, so we switched back to some Kawasaki genuine pads, which seem to offer more bite. We replaced the brake lines with Goodridge hose, but although the brakes did work eventually they still had far too much lever travel. In the end, our friendly bike shop found that the pistons were retracting too far, and very kindly swapped our calipers with a new set discarded from one of the race bikes he prepared. After that, the brakes are as good as any I've used.
The midrange was quite disappointing, so a stage 1 tune was in order. Posessed of a social conscience, we chose to fit a Dynojet stage 1 jet kit with a K&N filter, but to retain the standard can. Although we knew we wouldn't get the best from the kit, Dynojet's blurb said we could still expect a better midrange and improved throttle response. Well, it was awful. Nick, having fitted many of these kits in the past, couldn't get rid of a huge rich patch which didn't just give a hole, it was a chasm in the torque curve. It totally bogged between 7 and 8,000rpm. After two days of fiddling Nick phoned Dynojet and was told to his amazement that the kit would not work with the standard can. That left us with three unattractive options: put up with the bike as it was, remove the kit, or fit a race can. In the end we chose to fit the can, and got a "relatively quiet" carbon race can made by Rhino Dyno in London.
Bloody Hell! If that was relatively quiet, I'd hate to hear a loud one. Amanda was at home once and heard me coming from five miles away ... anyway, it was a gorgeous throaty sound through the carbon can, and the midrange improved beyond all recognition. With the stage 1 tune, the ZXR was quicker throughout the rev range than a friend's standard ZX-7R, especially at the top end. I loved it!
The suspension was notoriously hard, but despite being under 65kg I find it OK on smooth roads - in fact I increased the preload to reduce sag and quicken the steering a bit. On bumpy roads, I just used my legs to lift in the saddle a little and absorb the bumps like that - you gotta ride the thing anyway, you can't just sit there like a blob! Unfortunately, Amanda couldn't touch the floor properly, so we didn't tend to swap around much.
The gearing was reduced by the use of a 46 tooth rear sprocket (instead of the standard 44 tooth). It revved a bit higher for a given speed (top gear became 6,000rpm @ 80mph), and the gears were a bit closer together. Essentially it's like losing the old 6th gear and gaining a new (lower) 1st gear."
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