(To write and share this experience requires some efforts on my side. My only hope is to get some feedback of what you think especially those with biking experience. Appreciate if u leave some comments before leaving)
After 240km town riding in the last 1 week, I finally get a chance to take the ZZR out to the canyons. I just have to know more about the bike right away although I certainly aware that under run in conditions, true performance will not be seen just yet. This is something I learnt with the new GSXR1000 K5 during its run in stage - before the unique air induction growling revealed itself :-). Thus, this test is all about bottom to midrange power and handling.
The Kulim/Grik/Banding route consists of 3 phases. (Although the last phase was not planned at all -Grik/Banding) 1st phase, a 2 carriage way traffic filled straight route of 60km, followed by 40km of large twisties and finally the short and winding road of about 35km. The return trip will follow the same route.
Tasik(Lake) Temenggor. Located within hilly terrain, accessible through mountainous twisty roads. Pulau Banding (Banding Island) is linked by 2 bridges within the lake. Paradise for nature lovers. Playground for bikers.
Once on the saddle I felt a slight short of leg reach to the ground eventhough it actually is 5mm lower in seat height compared to Hayabusa. Strangely, Kawasaki claimed to have a narrower seat too. Perhaps the foot peg is in the way of the shortest leg distance to the ground that you have to move the foot few inches back/front.
Once on the road and trying to get to the front of the traffic, the throttle response feels mushy but 'sorted' below 3.5k RPM in 6th gear. This is more so when I gave a handsful of throttle at 3k RPM. At that instant, the bike is analogous to Starship Enterprise trying to channel all power before jumping to lightspeed right at 3500 RPM. This might be undetectable at lower gears. As such it needs a downshift or better still, half clutch solution, when overtaking at crawl speed in 6th. The only bike which excels in this is the Gen1 Hayabusa which I had literally rode in 6th gear around town. Perhaps the ZZR drive by wire throttle control regulates low end power in such a way to tame urban cruising.
As the traffic cleared, the bottom end test began. I started off by scanning for flat spots (my favorite test back in the 600-750cc & carburator days) Instead of finding one, I couldnt stop smiling when accelerating beyond 3800rpm. Its something the Hayabusa and the K5 can't match. It didnt even have to reach 5000rpm to impress me... Can't wait till its fully broken in. Its also worth mentioning that the engine feels as smooth as a scooter even during hard acceleration.
(updated 9th April '12) The recently published dyno curve (April www.sportrider.com) comparing the Gen2 Busa to the ZX14R, truly supports my seat of the pants dyno :-) assesment in the last paragraph. Based on the curves, ZX14R really shines after 5000 RPM.(end update)
To scrub off the speed, there's hardly any engine braking, a trait that is shared with the Gen2 Hayabusa. Downshifting is actualy needed and applied more frequently in the tight corners in the 3rd leg of the test. here, the slipper clutch worked really well with a very solid feel and no delay in enggagement for now (at speed ~ 140km/h only downshift to 3rd). For drag racers there is a blinker (similar to shift light) for clutch release at a preset RPM. The binders are superb with radial masterpump and calipers, offering grip and feel unsurpassed by the Gen2 Busa with Brembo RCS19 mastercylinder using EBC sintered pads. It still offers 6 grip settings. The best part of it all is the ABS (only for ZZR and non standard on ZX14R).
Standard suspension setting is on the softer side as factory default is set on the softer half. Even so, in no codition did the bike wiggled its rear during hard corner exits or the front end dived excessively under hardbraking at corner entry. However, the front end feel is vague although not totally unusable. The bike feels heavy when flipping side to side. This is especially so during pre twisty zig zagging to warm up the tires, which should be easily remedied when the 40lb rocket booster exhaust cannisters are jettisoned. Cornering feels solidly planted but needed more time to settle in due to the pendulum effect of the heavy cannisters (similar to the Gen2 Busa). A plus point, the shorter reach to the handle will make it easier for midcorner adjustment as well as body shifting. This posture also offers good traffic and trajectory visibilty compared to its GT competitor. As for those reasons, cornering on this bike will be easier with enough acclimatization. This is later proven when 'hard' corners on board Hayabusa turned into a fiesta on board the big Ninja. In the straight line or touring mode, the soft suspension offers muted road bumps sensation. The badly laden tarmac surface between Grik to Banding have been hazardous at times when riding the Hayabusa and even the 954 (overshot after landed into a pothole back in 2002). However, it turned up to be a smooth ride on the ZZR.
I stepped into a hotel coffee house overlooking the man made lake at the destination contemplating the different kind of ride the bike has offered. Its smooth engine and supple ride offers great touring capability while power delivery and solid cornering feeling welcome aggressive riding. Perhaps with a minor suspension tweaking, it may become a worthy track circuit contender. With this impression, the ride back became more exciting as if the bike rewarded me for giving my trust.
A relationship built on trust (or is it thrust ?)
500km .. to soon for a top speed run
I passed the first 500km mark at the end of the trip. It means that the engine rev limit can now go up from 4000(120kmh) to 6000rpm or 170kmh. (now I learned that it is 500miles in the manual not 500km)The road in front of me finally opened right at the red light. With a short weaving to be at the front, I whacked the throttle wide open and like a kid watching porn for the first time, I listened and watch for what's going to happened next. The tachometer jump and the shift light lighted up for the first time (set at 7.5kRPM = lowest setting). The soft exhaust note got ripped apart into a kind of hypersonic roar. I remembered I was clasping fist to hold tight to dear bike as it was jolting my arms while I am pulling my torso on the tank. I was shifting gears real fast to avoid hitting the redline and in no time I reached 9kRPM in the top gear and moving about 250km.h.....easily, no drama. I was all smiles and that wrapped up my day.
The new hope....!
After 240km town riding in the last 1 week, I finally get a chance to take the ZZR out to the canyons. I just have to know more about the bike right away although I certainly aware that under run in conditions, true performance will not be seen just yet. This is something I learnt with the new GSXR1000 K5 during its run in stage - before the unique air induction growling revealed itself :-). Thus, this test is all about bottom to midrange power and handling.
The Kulim/Grik/Banding route consists of 3 phases. (Although the last phase was not planned at all -Grik/Banding) 1st phase, a 2 carriage way traffic filled straight route of 60km, followed by 40km of large twisties and finally the short and winding road of about 35km. The return trip will follow the same route.
Tasik(Lake) Temenggor. Located within hilly terrain, accessible through mountainous twisty roads. Pulau Banding (Banding Island) is linked by 2 bridges within the lake. Paradise for nature lovers. Playground for bikers.
Once on the saddle I felt a slight short of leg reach to the ground eventhough it actually is 5mm lower in seat height compared to Hayabusa. Strangely, Kawasaki claimed to have a narrower seat too. Perhaps the foot peg is in the way of the shortest leg distance to the ground that you have to move the foot few inches back/front.
Once on the road and trying to get to the front of the traffic, the throttle response feels mushy but 'sorted' below 3.5k RPM in 6th gear. This is more so when I gave a handsful of throttle at 3k RPM. At that instant, the bike is analogous to Starship Enterprise trying to channel all power before jumping to lightspeed right at 3500 RPM. This might be undetectable at lower gears. As such it needs a downshift or better still, half clutch solution, when overtaking at crawl speed in 6th. The only bike which excels in this is the Gen1 Hayabusa which I had literally rode in 6th gear around town. Perhaps the ZZR drive by wire throttle control regulates low end power in such a way to tame urban cruising.
As the traffic cleared, the bottom end test began. I started off by scanning for flat spots (my favorite test back in the 600-750cc & carburator days) Instead of finding one, I couldnt stop smiling when accelerating beyond 3800rpm. Its something the Hayabusa and the K5 can't match. It didnt even have to reach 5000rpm to impress me... Can't wait till its fully broken in. Its also worth mentioning that the engine feels as smooth as a scooter even during hard acceleration.
(updated 9th April '12) The recently published dyno curve (April www.sportrider.com) comparing the Gen2 Busa to the ZX14R, truly supports my seat of the pants dyno :-) assesment in the last paragraph. Based on the curves, ZX14R really shines after 5000 RPM.(end update)
To scrub off the speed, there's hardly any engine braking, a trait that is shared with the Gen2 Hayabusa. Downshifting is actualy needed and applied more frequently in the tight corners in the 3rd leg of the test. here, the slipper clutch worked really well with a very solid feel and no delay in enggagement for now (at speed ~ 140km/h only downshift to 3rd). For drag racers there is a blinker (similar to shift light) for clutch release at a preset RPM. The binders are superb with radial masterpump and calipers, offering grip and feel unsurpassed by the Gen2 Busa with Brembo RCS19 mastercylinder using EBC sintered pads. It still offers 6 grip settings. The best part of it all is the ABS (only for ZZR and non standard on ZX14R).
Standard suspension setting is on the softer side as factory default is set on the softer half. Even so, in no codition did the bike wiggled its rear during hard corner exits or the front end dived excessively under hardbraking at corner entry. However, the front end feel is vague although not totally unusable. The bike feels heavy when flipping side to side. This is especially so during pre twisty zig zagging to warm up the tires, which should be easily remedied when the 40lb rocket booster exhaust cannisters are jettisoned. Cornering feels solidly planted but needed more time to settle in due to the pendulum effect of the heavy cannisters (similar to the Gen2 Busa). A plus point, the shorter reach to the handle will make it easier for midcorner adjustment as well as body shifting. This posture also offers good traffic and trajectory visibilty compared to its GT competitor. As for those reasons, cornering on this bike will be easier with enough acclimatization. This is later proven when 'hard' corners on board Hayabusa turned into a fiesta on board the big Ninja. In the straight line or touring mode, the soft suspension offers muted road bumps sensation. The badly laden tarmac surface between Grik to Banding have been hazardous at times when riding the Hayabusa and even the 954 (overshot after landed into a pothole back in 2002). However, it turned up to be a smooth ride on the ZZR.
I stepped into a hotel coffee house overlooking the man made lake at the destination contemplating the different kind of ride the bike has offered. Its smooth engine and supple ride offers great touring capability while power delivery and solid cornering feeling welcome aggressive riding. Perhaps with a minor suspension tweaking, it may become a worthy track circuit contender. With this impression, the ride back became more exciting as if the bike rewarded me for giving my trust.
A relationship built on trust (or is it thrust ?)
500km .. to soon for a top speed run
I passed the first 500km mark at the end of the trip. It means that the engine rev limit can now go up from 4000(120kmh) to 6000rpm or 170kmh. (now I learned that it is 500miles in the manual not 500km)The road in front of me finally opened right at the red light. With a short weaving to be at the front, I whacked the throttle wide open and like a kid watching porn for the first time, I listened and watch for what's going to happened next. The tachometer jump and the shift light lighted up for the first time (set at 7.5kRPM = lowest setting). The soft exhaust note got ripped apart into a kind of hypersonic roar. I remembered I was clasping fist to hold tight to dear bike as it was jolting my arms while I am pulling my torso on the tank. I was shifting gears real fast to avoid hitting the redline and in no time I reached 9kRPM in the top gear and moving about 250km.h.....easily, no drama. I was all smiles and that wrapped up my day.
The new hope....!
03/04/2012.
ReplyDeleteThanks for your insight mate.
Yes indeed it certainly hold its own that's for sure..
Tell me i'm considering getting a 2012. ZX14R, & for a relatively big bike that it is, is its handling prowess a lot better then what it should be for a big bike of this caliber?.
What is the weight distribution like please, is it well centered?. (Not top heavy).
Also what's the difference between the 'ZZR1400 & the ZX14R'
Thanks for your time.
Regards
Lucas.
PS. Acquiring after market pipes, would help significantly regarding more bottom end grunt, it would become (next to) more like 'V-twin snappy power' off the mark yeah?.
I know it's more linear type power but having that extra 'oomph' off the mark sure goes a long way. For example The ducati 848 would still have more bottom end grunt then the ZX14R I presume?
But the 2012 ZXR1400 does have more grunt down below compared to its predecessors?.
Cheers.
Lucas - One need to counter steer at corner entry to get the most out of this bike. Once there, it feels planted. Its a thing of the past once u get used to it. Definitely better than others in its class, Busa Gen1 and 2. I bet with few suspension tweaks, it will turn much faster.
ReplyDelete848 make about 50lb at 3krpm. The 14 kicks out 70+, as much as the CBR1000 at max torque. I guess, due to the increasing torque (flat for 14) between 3-4krpm, I guess the 848 will feel very strong comparatively.
Its call ZX14R in the US and ZZR1400 in Europe.
I think, there are 2 reasons why it has less grunt in standard form. 1.It needs weaker bottom end at low gears to avoid sliding/willie 2. Gas consumption. I tried to give a handsful of gas and I scare myself. Didnt notice this when I was on the Busa. I am sure the 3.5k weak spot can be remedied easily with a power commander.
Thanks for taking your time.
Thanks mate.
DeleteI appreciate your cooperation.
Please I insist we'll go for a motorbike ride one of these days..
I'll ride up from Australia all the way up to Malaysia.
What is the riding environment / terrain like up in Malaysia, do you head up to Thailand as well? ;-).
Certainly, it will be a pleasure to ride with you one of these days.
DeleteMalaysia has great places for riding. For me its the best place to ride in South East Asia. The country is fully linked with highways on the West coast and B roads on the East coast. In the middle, there is the Tahan mountain range where the twisty roads are.
This roads cross the mountains at the northern, central and southern parts of Malaysia. Each one is at least 150km long. The tests were done at the northern region. In fact, the route here borders with Thailand. It is only 45 minutes to the closest Thailand border town from where I live. I used to ride to Thailand just to have breakfast before riding back home.