| I remember it well. The year was 1997, I was running about on a knackered old VFR400 with go-faster stickers and a chain that I never did find out how to adjust. At the time, I had a summer job working for a local Kawasaki dealer. They had a ZRX1100R demonstrator which had to be running-in, and I needed reliable transport. The ZRX was the first big bike I ever rode... I loved the old Kawasaki ZRX1100. The ZZR1100-derived engine was an absolute gem and the Eddie Lawson replica styling looked awesome. With a silver paintjob highlighting the bikini fairing and a butch swinging arm, subtlety was never part of the ZRX equation. However, like most things, the ZRX has been forced to grow up. So... enter the ZRX1200S – a bigger, heavier and more polished ZRX for the year 2001. To be honest, its not actually any bigger, its just that the new half-fairing gives that impression. It is not much heavier either, weighing in at 223kg compared to the 1100's 222kg. One thing that can't be disputed though is that the 1200 is a more polished and rounded motorcycle than its predecessor. Kawasaki has significantly modified the ZZR1100 mill – already one of the best motorcycle engines ever made – by upping the capacity to 1164cc and raising the power output to 124bhp. Despite this rather hefty figure, the ZRX is softly tuned and the motor puts out plenty of low-down grunt. The most notable difference between the 1200 and the old ZRX1100 is the addition of a half-fairing. Unfortunately, it looks as if this was an afterthought and it isn't particularly well finished, although it does the job and transforms the ZRX into bike capable of grinding out long distances with ease. A bikini-faired ZRX (designated the ZRX1200R) is still available for real retro-heads and, for my money, it looks miles better than the S. The choice is yours – looks versus practicality. Kawasaki has also made a number of changes to the old ZRX chassis. Most notably the wheelbase, which is 15mm longer, a meatier swingarm and a wider rear tyre. A host of other geometry changes have been also carried out to improve the balance and poise. OK, so Kawasaki has improved the bike, but what does it ride like? Well, first impressions are always important and when climbed aboard the Zed for the first time I immediately felt at home. The seat height is surprisingly low, but the upholstery itself is wide and comfortable – not just for the rider but for a passenger too. The bars are high and wide giving a majestic, upright riding position that allows the rider to peer above cars. You really feel part of the ZRX experience and not just plonked on top and taken along for the ride like you do with some race replicas. The analogue instrumentation is typical Kawasaki, large and easy to read. A fuel gauge is included on the console, which is a bonus, but the omission of a clock earns it a black mark. Turning the key and thumbing the starter brings the ZRX to life with a familiar Kawasaki growl. Snick it into first, let out the clutch and you are surprised that it doesn't feel all that powerful – gutsy maybe, but not really powerful. It's a lie of course, because the ZRX is extremely powerful. I christened it "the tractor", not in a derogatory way but because it has a motor that feels like it could pull up trees. Kawasaki has dug deep into a heritage of building outstanding engines and, as a result, the ZRX has arguably the widest powerband of any bike I've ever ridden; it simply drives hard from tickover to redline – no fuss, no drama. This on-tap power makes it a joy to ride even when you're not really in the mood. On the road it feels neutral and well poised. Fast A-roads are the ZRX's natural territory and on the right stretch of tarmac it's a lot of fun. Sportsbike magazines have complained about the ZRX's weight. For track riding this is probably true, but ironically it is that same lardiness which aids stability on bumpy roads and helps to keep the bike totally composed. The suspension is fully adjustable at both the front and rear; so most riders should be able to adjust it to suit their style and the types of road they usually ride on. It mightn't be a true sportsbike in the way that a GSX-R or even a Fazer is, but for most of the people, most of the time... Around town isn't really the ZRX's natural domain, but it is an environment in which it is surprisingly capable. The aforementioned riding position provides great visibility, and the torque-endowed engine is a godsend in traffic. It's also got a turning circle that belies its wheelbase and a pair of mirrors that actually work. I would have no qualms about commuting daily on one. Motorway riding is also easy. That ugly-as-sin fairing does its job by deflecting wind and rain and it would be possible to sit comfortably at – or above – the legal limit for long distances. Fuel consumption could be anywhere between 30 to 50 mpg depending on how much you abuse the throttle, but somewhere around 40-45 is the norm. It's such a competent all-rounder that I could genuinely see myself riding one of these for work, rest and play. It isn't outstanding in any one area, but then neither does it have any glaring faults. Kawasaki has produced a bike that can commute, scratch and tour in equal portions, making the ZRX1200S a genuine Jack of all trades. Perhaps this smorgasbord of abilities will hold it back in the marketplace; after all you know what they say about Jack. Maybe that's unfair, because I really liked the ZRX1200S. However there are plenty of other musclebike alternatives available and Kawasaki's main competition comes from the Suzuki Bandit 1200 and Yamaha's new Fazer 1000. All three bikes have their own strengths; the Bandit is raw and cheap while the Fazer purports to be sporty and sophisticated. The Kawasaki competes by being a more relaxed option and is none the worse for it. That said, if there was one piece of Eighties memorabilia I would have liked to have seen on the ZRX, it is a centre stand (remember them?). It is not something I usually care too much about; probably because home maintenance isn't a concern for me. However, with 83lb/ft of chain-stretching torque on tap I will make an exception for the ZRX – not everybody wants to buy a paddock stand simply to adjust a chain. Parked in the high street, the 1200S doesn't turn heads in the same way that a Bandit, or even its bikini-clad brother does. While the ZRX1200R looks like the machines Eddie Lawson and Wayne Rainey used to race at Daytona all those years ago, the half-faired S looks more like an early Eighties Z1000 with a FireStorm fairing bunged on as an afterthought. It doesn't have much in the way of an image, but I guess it's what traditional motorcyclists (whoever they are) would call a proper motorbike (whatever that is). If the styling has been affected by the fitting of a fairing then there's no denying that the cycle parts look fantastic. That swingarm appears to be the sort of construction companies like Metamachex used to make, while the gold-coloured six-caliper front brakes also look like the sort of accessory any self-respecting Eighties Zed owner would fit. With those six pots grabbing hold of 310mm discs I had expected the ZRX to come screeching to a halt on its front wheel. As it turns out they're not as powerful as they look, but they do an effective job and provide plenty of feedback. At the rear, the fully-adjustable Kayaba shocks complement the bike's look and work well. Who says twin-shocks are dead? The Kawasaki's an absolute bargain at £7,280. Now consider this; it is classified in insurance group 13 (compared to 16 for the Fazer) and it doesn't take a genius to realise that there aren't many other bikes that give as much bang for your buck as a ZRX1200. The Kawasaki's well-behaved nature and do-it-all capabilities make it an ideal first big bike – or a bike for those who have become disillusioned with race replicas. Simple design, it appears, never goes out of fashion. |
| Has our perception of bikes become influenced by magazines that worship at the altar of high performance and racetrack handling? |
| Rider's Paul Taylor went out into the real world and rode Big K's ZRX1200S on imperfect roads on grey days... |
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