Kawasaki ZZ-R1200

To be honest, I didn't know what to expect. I had managed to sneak a look at a new Kawasaki ZZ-R1200 in the flesh before I attended the recent national launch, and to me it looked awfully big. And heavy.

In fact at first glance it didn't look too much different to the old 'King of the Road' it is replacing, the ZZ-R1100 - similar body panels, stance and size.

I was therefore a little sceptical of Kawasaki's claim that the new machine represented the birth of a fresh concept - "Supersport Touring" in Kawasaki PR speak.

Well, having now ridden it I realise that once again Kawasaki has gazumped me, because the ZZ-R1200 is a spectacular motorcycle, and comfortable with it.

I was caught out by the fact that merely looking at the bike gives very little hint of the simply monstrous power the 1164cc engine cranks out, or the 'light on the feet' feel the chassis exudes - at any speed.

This bike takes up right where the ZZ-R1100, a bike that twice won Motorcycle News' Motorcycle Of The Year award, left off - only faster (believe it or not) and much better behaved when you crank it over, something owners will be making up any excuse to do!

HEAVYWEIGHT TOURER
I was right about the 'heavy' assumption, as the bike tips the scales at 236kg (claimed dry), although the only time I noticed the weight was lugging the thing off its side/centrestand.

Besides, a bit of weight on a roadbike can in some conditions be a good thing, and in this instance it contributes to the ZZ-R's all-round solid feel. However, that weight can only be an asset if the suspension is up to the task, and that it is.

The new suspenders are definitely on the firm side, particularly at lower speeds, presumably because the bike has to cope with the forces it is capable of generating when speeds pick up.

While it is hardly uncomfortable at these lower speeds, the 1200 feels better and better the faster it goes - the suspension starts to really work.

By the end of the launch, none of the journos present had scraped so much as a hero knob, and it wasn't for lack of trying! This as much as anything proves the quality of the suspension package - soggy suspenders on a big bike would have the bike decking out through bumpy corners, and there were plenty of those.

The forks are preload adjustable, while the rear shock has rebound adjustment as well as a handy remote pre-load adjuster which is easily turned by hand. There is also a 10mm nut, to allow adjustment when the optional panniers are fitted.

Whether it is the extra weight of fully-laden panniers or a pillion passenger, the remote preload adjustment makes adapting the bike a cinch. It's a handy feature for a bike that can play a number of different roles.

Unfortunately the optional panniers were still in transit to Australia from the factory so I wasn't able to sample them, but they are sure to add to the touring abilities of the big 12.

The steering belies the ZZ-R's size, the bike holding a chosen line with aplomb, whilst still allowing the pilot the option of direction changes mid-corner if need be. Of course, it's no ZX-6R, but it is still nimble enough to eat up even the twistiest roads without the word 'barge' entering the rider's head, and a significant step (or two) ahead of the ZZ-R1100.

SLEEPING BEAUTY
Another contributing factor to the ZZ-R12's planted feel are the excellent Bridgestone BT020 tyres. In 120/70ZR17 and 180/55ZR17 fitments respectively, the rubber never put a foot wrong, and appeared to wear well over the two days, though obviously a more thorough test will be needed to comment conclusively on wear.

I found the riding position suited me quite well at 178cm, with not too much weight on my wrists, but enough

forward weight bias to feel the front wheel's movements - something of a comfort at the speeds this bike is capable of!

In fact on a heavily policed section of the Snowy Mountains Highway on the launch's road route, I was that comfortable I reckon I could nearly have fallen asleep! That's the first time that's happened to me on two wheels, and is a direct result of sticking to a 'safe' speed of 100kmh on a wide open section of road capable of safely accommodating higher speeds. Anyway, I digress.

The bike's engine was ticking over at just 3500prm at that speed, and despite the static riding position for over an hour, the wide seat never looked like growing teeth - I suffered no numb-bum what-so-ever over the two days.

Incidentally, I don't doubt Kawasaki's claim of 155ps from the liquid-cooled four - the engine is VERY strong.

Regardless of the revs, the engine caburates perfectly - rolling the throttle fully open at 40kmh in top gear resulted in instant response, with no jerkiness or coughing. It just went, and justifies Kawasaki sticking to carbs instead of the going the fuel-injection route.

Having said that, the engine really clears its throat with around 3500rpm on board, and that's where the seamless run to what seems an impossibly high rev-limiter begins.

By this stage the engine is positively screaming. This thing hammers. It's not quite on the same level as Suzuki's Hayabusa or Kawasaki's own ZX-12R, but it's damn close, and considerably cheaper to boot.

The engine builds speed smoothly, with a grunty mid-range morphing into top-end power - there is no real discernible power step as such. This is of course spot on for covering large distances quickly, effortlessly and efficiently. And I mean efficiently.

MEAN GREENIE
The best fuel consumption figures recorded over the launch were an astounding 20km/lt, with a worst of 17.5km/lt. Kwaka engines have always seemed to have a knack of doing that, and on a bike as comfortable as this one, it means covering big distances quickly is something this bike is capable of doing - the 23-litre tank equates to a possible range of over 450km!

The accurate fuel gauge kept me well-informed of how much there was to go - in fact the comprehensive dash layout is easy to read and has everything needed for a trip on the road.

Stopping the momentum the 12 builds can't be an easy task, but the twin 320mm discs and four-piston calipers create effective retardation, thankfully with feel-a-plenty.

I say thankfully, because pulling up the big girl in a hurry has everything squirming as the front tyre digs deep to complete the stop. It is actually quite an exciting time to be aboard, but the ZZ pulled up time after time without complaint and no scares.

The bike's finish is excellent, although as good as the black model looks, it would be nice to also receive the silver version here in Australia - one of the problems associated with being part of a small market such as ours I suppose.

The large fairing and screen combine well to keep the elements at bay, and the large mirrors offer a clear view of where you have just been.

Tying down luggage won't be a problem, but serious tourers will probably snap up the pannier option when it becomes available in June. Kawasaki indicates the panniers will be around $1600 fitted.

Pillions won't be disappointed either, with big, chunky grab rails to hang onto (very tightly!) and a comfy perch.

TO END...
In summation, I reckon the ZZ-R1200 is sure to be a winner for Kawasaki. It has all the qualities required to make an impact in the market place - big power, comfort, fuel economy and practical features in spades - and all for $17,990. That's $500 under both Honda's CBR1100XX and Triumph's Trophy 1200, which both come in at $18,490.

I really enjoyed my time aboard the ZZ - it felt comfortable in all the situations I encountered, plus it was an absolute hoot to ride. Whichever way you choose to ride it, the ZZ-R can deliver!