Kawasaki ZZR600

A great reflection of a motorcycle's success is its ability to sustain interest in this ever changing world where sales success can be fleeting with a fickle public.

To remain virtually unchanged for a decade, while maintaining popularity and steady sales in the cut-throat 600cc Supersport market is testimony to performance, appeal and longevity. Such is Kawasaki's long-standing ZZ-R600 - once the benchmark to which others aspired.

Much has changed in the marketplace since the ZZ-R's worldwide release back in 1989. Since then the mark has been raised to where we now have the ZZ-R's sister, the ZX-6R, along with Yamaha's YZF-R6, Honda's CBR600 and Suzuki's GSX-R600 setting new standards. This has seen the likes of the ZZ-R somewhat 'forgotten'.

But after sampling the 2001 model over some of the best riding roads in Australia, not to mention boring freeways and the drudgery of city traffic, the ZZ-R600 can still hold its headlight high in, arguably, the most competitive of classes.

D1 DEBUT
The original ZZ-R600, dubbed the D1, first saw the light of Australia in early 1990, with the E model entering the market in 1993. The 2001 model is designated the E9.

Although not the first 600 available on the market, the ZZ-R600 was the first to sport an all-aluminium twin-spar perimeter frame. With an engine putting out 100ps, the ZZ-R offered comfort, quick acceleration, good handling and a claimed top speed of almost 250kmh.

It is only in the last four years that the latest crop of high-performance 600s have improved to put out over 105ps, not leaving the ZZ-R too far behind. In fact some overseas reports have the ZZ-R just shaded by the 2000 CBR600 in acceleration comparos!

A few of the early model ZZ-Rs made it on to Australia's racetracks with three of those riders now on the international stage -Troy Bayliss, Dean Thomas and Damon Buckmaster. Back in 1993, the first year of the Supersport class at national level, the trio punted their ZZ-R600s around at a much faster rate that the design boffins had originally anticipated.

Since the ZZ-R's launch there have been no major design changes and the "don't cruel a good brew" philosophy continues with the 10th model, a two-tone blue colour scheme and heavier front fork springs the only alterations to an already proven and successful formula.

This surprise in a small package followed six sportstourers around the high country of south-east Australia during AMCN's annual Tour of Duty (see Vol 50 No 12 bumper Yearbook issue, on sale December 22), bringing a smile of surprise to the dial of all who sampled it.

OUT OF THE CRATE
Normally a testbike has posted enough running-in kilometres to cop some stick straight off, but the gang at Kawasaki Australia added spice to the recipe by pulling a ZZ-R600 straight out of the crate for yours truly. After a pre-delivery and ride check I had a brand-spankers ZZ-R with just over 100km on the dial for my trip with the 'big boys'.

The trip south to our rendezvous point at Delegate near the New South Wales/Victoria border was the usual speed-limited 'joy', but for a change I was governed by running-in limits, not speed signs.

It had been a very long time since I felt the twin-edged blade of running in a new bike - the joy of being on a newly constructed motorcycle requiring low revs in that critical period when the natural journo instinct is to open the taps and give it the berries.

Obviously, day one's running-in didn't give me much of a chance to test the liquid-cooled, 599cc, DOHC, 16-valve, in-line four-cylinder engine in the upper reaches, but what the lower rev limits allowed was a taste of the ZZ-R's surprising bottom-end torque.

Fortunately, by the time that adrenalin-inducing sign of Brown Mountain appeared the ZZ-R was ready for a little boogie up the infamous snotty bit of bitumen. It was here that the ZZ-R's limited ground clearance became evident, along with a good bit of grunt and the lovely howl of the twin ram-air induction engine.

BRIGHT SPARKS
Unlike its sports orientated cousins the ZZ-R has a centrestand, and this sparks when the pressure is applied. The lefthand exhaust bracket bolt grounds as well, but that can be negated if it is turned 180 degrees.

The pegs even came in for a little treatment in my Brown Mountain boogie, demonstrating that the ZZ-R can be pushed pretty hard. It does have a tendency to bottom out a bit when hitting bumps, the standard suspension settings being a bit soft. If flung in too hard the centrestand can jack the rear off the ground, which leaves a Brown Mountain of a different kind!

The 41mm conventional front forks sport heavier springs for 2001, with spring preload and rebound damping adjustment unchanged from the previous model (with the Uni-trak rear featuring the same adjustment).

The twin four-piston Tokico calipers offer excellent braking, but even with the stiffer springs the front tends to dive hard under severe braking. With a bit of adjustment and some heavier oil that should disappear.

DECEIVING MIDDLEWEIGHT
The Bridgestone Battlax B50s fitted to the testbike offered excellent grip in all conditions. The stability and handling of this deceiving middleweight gives confidence in knowing where both ends are at any time. The wheelbase of 1430mm combined with a rake of 24.5° and 96mm trail is an excellent compromise which provides a great combination of sports and relaxed riding, without being too aggressive.

The ZZ-R's riding position is surprisingly comfortable, although those of a long, streaky nature may find legroom a bit cramped. With a measured seat height of 750mm, those of medium to diminutive stature will love it.

The well-padded seat gives the glutes a comfy cushion, making the long haul on the boring straight highways easier to bear.

Fuel economy is another big plus, with the 18lt tank (4.2lt reserve) returning figures of 20km/lt on the open highway. However, this dropped to 12.8km/lt during a spirited strop from Adaminaby to Corryong, some of it two-up with Mr Port giving Mrs Port the ride of her life! Reserve was needed at 177km.

Four 36mm carbs feed the go juice to the 64mm x 46.6mm bore and stroke powerplant, while twin two-into-one-into-two pipes extract the gases with a lovely chorus (for standard) as the 14,000rpm redline approaches.

NICE TOUCHES
The instrument panel is well laid out, featuring an analogue speedo and tacho, trip meter, odometer, digital clock, fuel and temp gauge. The mirrors are excellent as well.

The ZZ-R styling is easy on the eyes, with the new two-tone blue paint job even more eye-catching. And besides looking good, the full fairing offers good wind protection too.

Other handy features are a lockable dash compartment and eight luggage securing hooks (with four cunningly hidden under the side panels on the rear subframe out of sight, thereby stopping the ocky straps from rubbing on the paint work).

The ZZ-R may give away over 30kg to its sportier peers, weighing in at a claimed 195kg dry, but its other attributes make it a boon to a rider at all levels - male or female.

The baby sibling of the awe-inspiring ZZ-R1100 may no longer be at the sharp end of Supersport performance, but this 'new' model still boasts the qualities that make a bike a fantastic package for a rider who is not after the head-down, bum-up attitude of a full-on sportsbike.

Considering the ZZ-R600 had roughly 40 percent less capacity than its riding companions during this year's ToD, the $12,190 (plus ORC) ZZ-R was certainly not embarrassed during the 1500 kilometre excursion.

Strange how a state-of-the-art sportsbike of 1990 has become a competent sportstourer for 2001... Mark Bracks. Photos: Stuart Grant

Note: Kawasaki's 2001 ZZ-R600 went on sale on November 27, with a 24 month, unlimited kilometre warranty and 12 months membership to the Kawasaki Riders Club included in the price.

SECOND THOUGHTS

Often when you focus your efforts on the latest and greatest, it's easy to overlook the long serving, hard working - the old reliable of the clan. Kawasaki's ZZ-R600 is a perfect example.

It's been on the payroll for 11 years now, and though it's clearly dated when outright performance is taken into consideration, the ZZ-R is more than capable of holding its own.

Sure the ground clearance is lacking compared to any 600 currently available, the engine doesn't produce the same power or rev as hard, and the suspenders are softer than the esteemed Ed's waistline, but the ZZ-R600 will still get from point A to point B in relative comfort - and quite quickly to boot. A fast fang along Elliot Way in the Snowy Mountains with my other half on the pillion seat was proof enough.

Ride it for what it is, a sportstouring 600 rather than a Supersport contender, and you'll arrive with a smile... Martin Port