Kawasaki ZR-7S test

Intro: THE TROUBLE MAKER

This is nothing less than a consecration for the Kawasaki ZR-7, which takes its place as the brand’s bestseller with 2,967 units sold in 2002, or a progression of 7% compared to 2001. And since that alone is obviously not enough, it has come to play the troublemaker in a hard fought market. The roadster market, largely dominated by two benchmarks : the Yamaha 600 Fazer, uncontested queen of the segment, and the Suzuki 600 Bandit. So what is the recipe for its success that is what we wanted to discover during this test.

Esthetique: COMPLETE

Launched in 1999 in a skeleton version, the ZR 7 soon attracted attention and went into the top 15 for sales in France within the first six months of 2000. All it lacked was some semi-careening to make it more convincing against the competition : that happened in 2001 and the ZR-7 was joined by a ZR-7 S, which attracted a wider public. The instrumentation is legible and well finished, it’s a pity though that there’s no clock. Kawasaki has preferred to add a petrol gauge. The controls are functional but still lack warning lights. It’s when it comes to storage that things are not so good. Under the saddle there is only room for the smallest of us to be stored. Bigger versions take a lot of fiddling to get in. And then there is only just space left for some waterproofs. The ZR-7 makes up for that elsewhere though, the petrol cap is mounted on a hinge and is perfectly integrated and the two lateral and central stands simplify its use and the maintenance.

Motorization: A NEW AIR

The engine is none other than the good old four cylinder from the defunct Zephir, redesigned and painted black for the occasion.
With a cylinder capacity of 750 CC it develops 76 horsepower at 9,500 revs and 6.4 mkg of torque from 7,500 revs. The riding position is an ideal compromise for the segment mid-way between sporting and comfortable. The footrests are relatively low and allow the rider’s legs to wrap perfectly around the fuel tank. And that is where the ZR-7 is totally different from its competitors although they have torque values that are more or less identical they are at engine regimes 2,000 revs higher.
The result is that the Kawa replies present from low revs and expresses itself fully right up to the edge of the red zone. An advantage compared to a 600 Bandit that needs to be whipped continually below 5,000 revs without which the cavalry remains firmly in the stable ! It has to be said that in going from the Zephir to the ZR-7, the engine has had an electronic regulation system added to the fuel feed system on each carburettor and a 4 in 1 exhaust instead of 2 silencers. All with the aim of increasing the torque at low and middle revs. And they have certainly achieved their objective. The engine is full, it picks up and accelerates frankly and that incites you to drive it fast. Thus, the ZR-7 manages to upset the benchmarks of the market, by offering virtually identical performance to a Suzuki 600 Bandit. The 0 to 100 kph is swallowed up in 4 seconds and the 1,000 metres from a standing start covered in 23.6 seconds.
Only the 600 Fazer remains a notch above the others with a few tenths of a second less.

On the road: WELL BALANCED

When it comes to the brakes, there is a single disc at the back and two discs in front with a diameter of 300 mm and 2 piston callipers – which is a long way from the 4 pistons per calliper that the Fazer has inherited from the R1. To use all this vigour fully, the cycle part of the ZR-7 is at your service. It proves to be extremely rigorous. Agile and lively, the ZR-7 has nothing against leaning into corners and does so with disconcerting ease. The Bridgestone tyres that are mounted at manufacture ensure first-rate grip and definitely have something to do with this. With this cocktail the Kawa is able to offer unbeatable polyvalence ; especially since it has adopted the semi-careening. The protection provided is perfectly correct up until speeds that are severely reprimanded by the boys in blue.
To this face-lift has been added a new adjustment of the rear shock absorber. Adjusted on the soft side on the so-called " Naked " version, which has no windscreen, this is more comfortable. This too improves the polyvalence of the bike, especially when you are travelling as a couple. In the city the ZR-7 shines through its handling and by the availability of its engine. Exactly where the Bandit and the Fazer fail cruelly because of their lack of torque at low revs that makes them seem almost lymphatic. The disappointing thing about this bike though is its braking. Not that it’s particularly bad, far from it. It’s more that it doesn’t seem to be in sync with the performance of the bike.
The attack of the front brake would merit more frankness and the bite that follows, more vigour. On this point, there is no need to underline that a Yamaha 600 Fazer would have brought you up short long before. With a sale price that will make the competition pale, the Kawasaki ZR-7 adds yet another cord to its arc. For 6,479 Euros or 380 Euros less than a 600 Fazer for 150 cc more, what’s more, you can offer yourself the polyvalence of a bike that is also full of character.
A very full engine, a dynamic and fun cycle part, comfort and correct protection, all for a reasonable price: that is the recipe which seems to succeed for this Kawasaki and we have no problem understanding that. All that is needed is the icing on the cake. Graft on the brakes from the Fazer and a clock.