‘01-’05 Kawasaki ZRX1200R.(SMART MONEY).

By Charles Everitt.
Motorcyclist 1316 (Nov 2006): p91(1). From Student Edition.

Of all the big bikes that have paid homage to the UJMs (Universal Japanese Motorcycles) of the 1980s–Honda 919, Suzuki Bandit 12005, Yamaha FZ1, and so on–Kawasaki’s ZRX1200R has the most enthusiastic owners, hands down. The 919 (the only one of these four still offered as a current model) has the edge in sheer versatility, the Bandit’s ace was pure value, and the FZ1 channeled some of the raucous spirit of the first-gen R1. But it was the Z Rex that won riders over with its “civilized brute of an engine,” as we said in our July ‘01 issue. The 1164cc liquid-cooled, inline-four combined 113 peak horsepower with 80 lb.-ft. of torque (70 lb.-ft. from 3500-8500 rpm, yee-ha!) to put huge smiles under riders’ helmets.

The Z Rex’s predecessor was the ZRX1100, sold in this country in 1999-2000. Kawasaki styled it to evoke memories of the ‘82 Eddie Lawson Replica KZ1000R and powered it with a retuned version of the then-mighty ZX-11’s engine. With a 3mm-larger bore and 1.4mm-longer stroke, that 1052cc engine became the 1164cc ZRX1200R. Pumping out 113 bhp at 8500 rpm, it was only 4 bhp down on the class bully, the FZ1, but 11 up on the Bandit and 10 up on the 919. With a quarter-mile time of 10.70 seconds at 125.78 mph, the revamped Z Rex was the quickest of the bunch and reigned in 60-80 mph roll-ons.

The 1200 could have been even more formidable if not for its weight problem. At a portly 544 pounds wet, it’s 59 pounds heavier than Honda’s 919. That weight, plus the bike’s soft suspension, made the Z Rex a handful for charging down bumpy backroads. Once the foolishness of imitating Lawson became apparent and the rider resumed more normal duties, the chassis stayed sufficiently composed while he indulged his right wrist in stretching the throttle cable.

For the most part, the ZRX displayed the very same anvil-like reliability of its four-stroke forebears. There were niggles: plug caps came loose, as did tail-section fasteners, the bike would too easily roll off its treacherous sidestand, and fork seals occasionally sprung leaks, but usually only after owners had used the monstrous midrange to hoik an excess of mingers. And Kawasaki issued a single recall about a section of wiring harness above the headlight being incorrectly routed.

Most such potential problems should have been taken care of on a used bike, so a new owner can concentrate more on riding–or on the details. Apparently, the hot setup is to have the suspension brought up to more modern specs; ‘01-’03 models are the best choices for such mods because Kawasaki went to sealed and non-rebuildable fork cartridges for ‘04.

A well-looked-after ‘03 model should go for a little more than five large. It’s difficult to imagine a more entertaining motorcycle to spend your long green on than this big, fast, green–or black or red–Wayback Machine. And when you twist the throttle to dip into the massive torque reserves, and you can’t wipe that smile off your face, don’t blame us.

CHEERS

There’s a reason owners say, “It’s the best bike I’ve ever owned.” A superb all-rounder, arguably the best reinterpretation of the ’80s UJM

JEERS

Heavy enough to measure its gravitational attraction, budget suspension

WATCH FOR

Loose spark plug caps, loose fasteners, leaky fork seals

VERDICT

Superbly strong midrange power. Just try to keep the front wheel on the ground!

VALUE

(’01) $4490

(’03) $5215

(’05) $6070