The following is a re-edit of a piece posted by MotorMartin on DriveTribe under The Junk Yard banner run by Tony Yates, perhaps better known as @Xinterceptor.
There are few bikes from the late eighties that are still instantly recognisable today, even less when you discount enthusiasts and fans of a particular make and model, it surely one of the few has got to be the Kawasaki ZXR750 H1, for some, the zenith of sports bike design. Certainly, when you consider which model the H1 replaced in Kawasaki’s range at the time, the GPX750 and what you had was a bike that was very much of it’s time. The GPX was a study in mid eighties sports bike design, an era when the engine was still a development above and beyond the chassis but the ZXR was a bike that was very much looking towards the future. A future that included the all new, production based, World Championship that is perhaps better known by it’s distinctive initials, WSBK.
As a provisional licence holder in the summer of 1989 the sense of excitement was palpable with every picture of the all new ZXR750 that was released. After all, here was a bike that already looked like it was doing 100mph and in Kawasaki green, looked absolutely stunning.
Taking a step back for a moment and we can see that the H1, the ZXR ground zero, was tested and developed during the 1988 World Endurance series where a prototype racer called the ZXR-7 was raced by the factory Kawasaki team. This bike was effectively a GPX750R with a hand-built frame, unique fairing and seat unit and built to test out Kawasaki’s ideas for their all new racer and road bike.
What we ended up with then was a bike that could trace it’s development back to the World Endurance Series with its aggressive twin headlight fairing and colour scheme, that incredible looking, for the time, large section aluminium beam frame and swinging arm whilst resting on a pair of sporty 17 inch rims and sticky rubber. And the crowning glory? Those legendary hoover pipes channeling air from the front of the bike, through the top of the tank and into nothing at all but as they look so great I think we can all agree to give Kawasaki that one.
A typically late eighties sports bike stance of high, rear set foot pegs, large tank and a long stretch to the low clip ons gave a direct link to the superb front end, a common feature of the ZXR and one that continued throughout it’s different designations, but a commonly held opinion from road riders and journalists alike suggested that the rear shock was just too hard and that translated into an overly uncomfortable ride quality on the highways and byways of this green and pleasant land of ours. Riders though loved the Green Meanie as it encompassed those qualities that encompassed Kawasaki’s core philosophy already seen through such iconic machines as the H1 500cc air cooled 2-stroke triple of 1968, the Z900, an air cooled four cylinder 4-stroke from 1972 and the mammoth, 1300cc liquid cooled six cylinder behemoth that was the Z1300. Quite a back catalogue I’m sure you’ll agree.
Producing a healthy 107bhp at 10,000rpm and 49lbs/ft torque at 9,000rpm from its revvy liquid cooled, 16v, inline four engine, the Kawasaki was only marginally help back by it 205kg weight, heavy even for 1989. This weight though helped to cement the ZXR’s reputation as a true racer for the road, relying, as it did on the extra pounds helping to keep the 750 stable and and glued to the road. An excellent trick to pull off and with that race developed frame keeping the wheels and suspension in check, the Kawasaki provided a masterclass in handling to those lucky enough to have one in the garage. With showroom sales already strong and the ZXR setting the benchmark for inline four road bikes, it came as no surprise that in 1993, the Muzzy Kawasaki team, with rider Scott Russell took to the world stage and cemented the ZXR’s place in history with that years WSBK Championship Title.
After the incredible success that Kawasaki achieved through both sales and racing it was inevitable that a lightly revised H2 edition was released in 1990, just one year later, a edition that accentuated the positives already present within the 750 whilst improving on the areas that were deemed necessary, although, much to everyone’s surprise, that hard rear shock was still present and correct.
As with most modern motorcycle manufacturers, Kawasaki worked constantly to improve their sports bike flagship and as such, the ZXR750 J edition from 1991, was an updated version of the Kawasaki ZXR750 H1 and H2 models that had preceded it, featuring 43mm upside down (USD) forks, lighter, a diamond section alloy chassis, new short stroke engine and 38mm constant velocity carburettors. Rather surprisingly, both now and at the time, was the decision to restrict the J model to just 100bhp due to an proposed upcoming European wide 100bhp ban arriving around the time the J model was launched. Despite the bleak outlook for motorcycling in general, this was perceived as the thin end of the wedge after all, the BHP ban was scrapped and never came into force meaning that although the J model had less BHP then the earlier H models (107bhp) and the later L models (118bhp), the J model had good mid range power due to the lower brake horse power.
The J model’s unique selling point however, was the brave decision made by Kawasaki to ignore the fashion to provide the public with their sports bikes adorned in the most horrendous shell suit graphics, I’m looking at you Suzuki, as the ZXR750 J1 model could be bought in the traditional and expected green/blue/white or a gorgeous blue gitane unspoilt by garish stickers and for that reason, it looked superb. The J2 model of 1992, continued with the tradition of making small improvements to the previous edition with minor suspension modifications and a softer rear shock and this time was available in green/blue/white as before or another stunning single colour option of wine red.
Before the ZXR750 motored aggressively towards the final curtain, it’s swan song was to be the L1, 2 and 3 models starting in 1993 and running until Kawasaki’s replacement 750 arrived in 1996.
The L1 was an improvement on the J2 in almost every way although to the dismay of many, those iconic hoover pipes finally disappeared from the ZXR to be replaced with a dedicated ram air system that left a gaping hole to the left of the headlights. To take advantage of the extra induction roar, the ZXR750 L1 included new pistons, cylinder head and cams to boost the midrange whilst top end power increased to 118bhp at 10,500rpm, making up for those two years of self imposed 100bhp limit. As well as a variety of chassis improvements and a further attempt to soften the, still solid, rear suspension, that was pretty much it for the venerable 750 until its much anticipated replacement arrived in the form of the Kawasaki ZX-7.
So here’s to the stunning ZXR750 in all it’s guises. The last of the international playboys perhaps. Gone, but by no means forgotten.
Where will you go?