Motorcycle specifications Kawasaki1200 ZZR 2006 Focus on tourism

it's new, but instantly recognizable. Shapes and curves mingle in an imposing template where ZZR genetics live on. The myth has guided the designers' pencils, bringing a piece of Kawasaki legend into the 21st century. We've kept the good old recipes, with a sturdy, redesigned perimeter frame, a big carbureted 4-cylinder that's gained 112 cc, watts and torque, and a new exterior that doesn't betray the ZZR spirit. Classier, more imposing, the new look (reminiscent of the Triumph Trophy) seems less aggressive than that of the 1100.

is this deliberate? The 1100 was Kawa's big sports bike when it was born, the one that broke the 280 barrier in the early 90s - today, that role has devolved to the ZX-12 R; the ZZR has been repositioned as a sport-GT. In keeping with the softer lines, the riding position has been gentrified: the rider is less supported, and the legs are less curled up. This doesn't mean, however, that you don't have to worry about getting used to it. This is a big, heavy machine. It has gained 8 kg (now 280), and with the legs further apart and the saddle raised, you have to be careful. And smoothly on the torque of the big distiller. Well-known and recognized, the Kawa block doesn't display any technological profligacy to express itself lavishly: big torque and sensations, that's its ambition. Those who knew the big-hearted factory 1100 will be delighted to rediscover the bearded, bear-like tone that enchants against the bland, yet hyper-efficient blocks of the modern era. Before the mid-range, the mill remains quiet, scraping away at its voice. Expressive, it pushes from 4500 to 8000 rpm with striking ease. Nearly 12 mkg are on hand to ensure hellish acceleration. After that, it spits out huge watts, propelling the ZZR like a cannonball. All with a gut-wrenching roar. It pushes, it vibrates, it expresses itself, it rages, it lives! It's not a serious GSX-R VVVrrroouuiippp, but a furious, angry BBBRRRVVVOOOOUUPPPPPPP. Even the French version benefits from this low- and mid-range behavior. Only the firepower is attenuated at the top of the needle - but the essential sensations are preserved. Although smooth, the gearbox is not as quick and precise as a modern selection. With its new front axle, the 1200 engages more delicately on corners, but the suspension lacks a certain rigor when the road is no longer a billiard table. You have to bring it into the bend smoothly, then let it get its footing, and sit it down as you come out of the bend, having to play with a throttle that lacks precision. Not to mention the considerable weight, which needs to be held with a firm hand. The ZZR can't be tamed by just anyone.

it's more at home on long curves and high-speed routes. Because protection isn't bad on this machine. The double-curved bubble protects the rider at speeds of up to 180 km/h, in very decent comfort. Where the ZZR also marks time is in its equipment. The new dashboard contains the same information as before, and lacks a second instrument cluster. The Kawa has also lost the practical retractable lugs at the rear and the storage compartment in the fairing. And will you believe me when I tell you that you can switch to reserve manually? The passenger will be less comfortable than on the 1100, sitting higher up and holding on to handles that are less effective than the roll bar on its predecessor. The ZZR isn't a bad bike, but it's out of date. Weight reduction is essential, the equipment list needs to be extended, and dynamic behavior also needs to be upgraded. Nevertheless, the 1200 has a thunderous character, increasingly rare in the 4-legged machines of the Motardus Sapiens Radicalus era.

M.B
(manufacturer's photos)