This motorcycle was intended to replace the Zephyr 750 from the same concern, however, oddly enough, it ceased production a year earlier than the famous classic model. Having existed on the market for only six years, the bike was never able to live up to the hopes of the designers, and there are a number of reasons for this.
This is a standard road bike. Many people are too used to naked road bikes, and they are certainly not too impressed with an option like the Kawasaki ZR-7. However, overall the motorcycle turned out to be quite good.
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Kawasaki ZR-7, neoclassic, 2001, 738 cm3, 76 hp, 170,000 rub.
Kawasaki ZR-7, neoclassic, 2001, 738 cm3, 76 hp, 170,000 rub.
When I first saw the ZR-7 - with its fast, light plastic shapes, huge brake discs and a hefty muffler "can" - I was amazed by its beauty and athleticism - like a street fighter! The design of this “quack” cannot be compared with the axe-hewn Honda CB750 or the inconspicuous Yamaha XJR1200. The only detail that stands out somewhat from the overall appearance is the power unit. A hefty “row” of air-oil cooling, richly striped with cooling fins and replete with right angles surrounded by smooth bends of the linings, it looks like an alien from the past (and, by the way, it is, but more on that below). But overall the device is perceived very harmoniously. The appearance of the “zeerka” makes it similar to the more modern generation of neoclassics, such as the Honda Hornet, Yamaha Fazer or Suzuki GSR600. That is why, from the first glance at him, I expected extraordinary agility, sharp control and a hooligan character.
Specifications
| Model | Kawasaki Zephyr 750 |
| Motorcycle type | road (classic) |
| Year of issue | 1990-2007 |
| Frame | steel duplex |
| engine's type | 4-cylinder, 4-stroke, in-line |
| Working volume | 738 cc cm. |
| Bore/Stroke | 66 mm x 54 mm |
| Compression ratio | 9,5:1 |
| Cooling | air-oil |
| Number of valves per cylinder | DOHC, 2 valves per cylinder |
| Fuel supply system | carburetor 4x 32 mm Keihin CVK |
| Ignition type | CDI |
| Maximum power | 71 hp at 9500 rpm (64.2 hp - at the wheel) |
| Maximum torque | 59 Nm at 7500 rpm (56.8 Nm at the wheel) |
| Transmission | 5-speed |
| type of drive | chain |
| Front tire size | 120/70-17 |
| Rear tire size | 150/60-17 |
| Front brakes | 2 discs 300 mm, 2-piston calipers |
| Rear brakes | 1 disc 230 mm, 1-piston caliper |
| Front suspension | 41 mm telescopic fork (non-adjustable) |
| Rear suspension | double shock absorber (all adjustments) |
| Seat height | 770 mm |
| Maximum speed | 202 km/h |
| Gas tank capacity | 17 l |
| Motorcycle weight | 202 kg – dry 220 kg – loaded |
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Kawasaki ZR-7.
Kawasaki ZR-7.
The same emotions are evoked by the position that the motorcycle invites the pilot to take: the “sofa” is moderately hard, quite wide and well-profiled; the footpegs, although not very high, are set slightly back and, together with the rather narrow steering wheel, form a slightly more comfortable seating position. but with a noticeable tilt forward. The pose does not make you want to bury your chin in the gas tank, but the roadster notes in the landing are obvious - it encourages you to “zig.” By the way, for me, 188 cm tall, the saddle is quite spacious: my knees fit into the stampings provided for them in the sides of the gas tank, and my feet found the footrests themselves. The upper body is also comfortable: the steering wheel is not far - not close, not high - not low - just right. The controls are located absolutely traditionally and fit your fingers as usual.
Pros and cons of the Kawasaki ZR-7
Kawasaki ZR 7 has the following advantages:
- Comfortable seating position that will suit most people.
- Powerful engine (73 hp).
- Easy gear shifting. Finding neutral is quite easy.
- An oil cooler mounted quite high. The component is well protected from contamination.
- Comfortable seating.
- Comfortable location of control devices (buttons and suction control directly on the steering wheel).
- Ergonomic steering wheel.
- Elaborate design of mirrors.
The model also has minor drawbacks:
- Stiff suspension. At low speeds, vibrations from uneven road surfaces are felt very strongly.
- Tubeless wheels on alloy wheels. Flying into holes and bumps at high speed is highly not recommended.
- Lack of wind protection.
- Low low beam coverage.
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The classic layout of the tidy is refreshed by white dials.
The classic layout of the tidy is refreshed by white dials.
While I was looking at the instruments and buttons, the engine was warming up, clearly, but not intrusively, rumbling its insides. The test motorcycle is equipped with a tuning exhaust system with a direct-flow “end” that produces a very pleasant and moderately loud sound - just right so as not to get lost in the traffic, but also not annoying on long hauls. Even this “amplifier” could not hide the noise of the engine itself - nevertheless, the “airs” are always “talkative”. In general, the sound turned out to be very rich and noble - in any case, there is a feeling of a “big iron” motorcycle, and not a “plastic coffee grinder”.
History of changes
During its development, this motorcycle has undergone a number of changes:
- 1998 - first appearance in the world, at the Munich Motor Show;
- 1999 – start of sales;
- 2001 – modification ZR-7S appeared;
- 2005 is the last year of production.
Even if the bike was not able to attract many with its characteristics and performance, its design was a great success. Even now, someone can be impressed by its simple but at the same time elegant shapes. This kind of exterior occupies an intermediate position between classics, nakeds, sportbikes and cruisers.
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The sound of the tuning “can” is not annoying with volume, but allows you to remind yourself in the flow.
The sound of the tuning “can” is not annoying with volume, but allows you to remind yourself in the flow.
Literally half a minute after the start, you can turn off the choke and get underway. I roll out of the yard, and this is where the inconsistencies in appearance and essence begin. The clutch works predictably and softly, but the clutch moment is spread over the length of the lever stroke. It’s strange, because usually the evil naked ones have it much sharper and clearer (am I definitely on a ZR-7, or did I get on a chopper by mistake?). I slowly roll along the Moscow streets, not yet clogged with evening traffic jams, switching gears, and again I am surprised: the clarity of the gearbox is almost perfect. The force on the foot is minimal, the stroke is small, and the gears are engaged unambiguously and quickly, without false neutrals and misalignments - unlike the “gear box” on some “Zizer” from the mid-nineties. Kawasaki has done serious work on bugs! The engine pulls quite smoothly from the very bottom, pleasing with a noticeable pick-up around 4500 rpm, the suspensions conscientiously absorb small and medium-sized irregularities, and handle large waves and ruts gently, without shaking the soul out of the pilot. In a word, the comfort in a quiet driving mode is such that you don’t want to go faster. Unfortunately (or maybe fortunately), not all of our lives are a walk, and not all roads are sleepy streets of residential areas. Someday they will end. I pull out onto a busy avenue and unscrew the handle to quickly join the traffic moving at a speed of over a hundred. At this very moment, that same abstrusely incomprehensible state mentioned in the title covers me completely and irrevocably. “Quack”, instead of shooting up to the speed of the flow in a matter of seconds, enthusiastically howling its insides, begins to slowly accelerate, like a train departing from the platform. It’s starting to feel a little uneasy - there are already trucks backing up behind us, and the “blue frog” and I can’t get into the flow! It’s clear that there was a pilot’s mistake, that is, mine. I overestimated the capabilities of the motorcycle, buying into the athletic appearance and impressive displacement, but the engine was not like a sportbike. While I was worried about such an unforgivable oversight, the tachometer needle reached o, and then a miracle happened - as if someone big and heavy (but a truck that had not caught up, for sure!) gave a weighty kick, and further acceleration became comparable to the ¾-liter modern engine. In general, there is nothing surprising in this behavior of the motorcycle. If you don’t lower the tachometer needle below 6000–7000 rpm, you can accelerate quite dynamically, however, all the engine’s already rather late-awakening enthusiasm fades closer to 8500 rpm. Although the red zone of the tachometer begins at almost 10,000 rpm, you literally have to work with the gearbox, catching the most efficient modes. What lies behind such a “cunning” characteristic of the engine? It's simple: the model was released in 1999, and was developed from a “clean slate” - that’s where such modern shapes and the swiftness of the silhouette come from.
But the engine migrated to the ZR-7 from the Z750 model already... in 1973! Of course, the engine was seriously redesigned, the cylinder diameter was increased, the piston stroke was reduced, modern ignition and power systems were installed, and even the K-TRIC system (Kawasaki Throttle Response Ignition Control), or simply a throttle position sensor that adjusts the ignition timing depending on their position, but, in fact, it’s still the same old man with two valves per cylinder and a very thoughtful character. This is the reason why the engine spins sluggishly and quickly “dies out”. Two-valve cylinder heads, especially on in-line engines these days, are more exotic than a desmodromic timing drive or V-shaped connecting rods.
But let’s not demand the agility of a panther from an elephant, or the power of something with “RR” at the end from a ZR. Of course, the motorbike allows you to “pult” if you really want to, but 750 “Japanese” cubic centimeters is not a “Dnepr with a cradle”. It reaches a hundred “quack” in just over five seconds, and the maximum speed is quite acceptable - more than 210 km/h, but neither frantic acceleration nor “low flights over the road” are not for this motorcycle. A classic chassis is not a modern aluminum duplex: in fast turns the bike begins to “float” slightly, and the complete lack of wind protection does not encourage such experiments. Obviously, the device was created specifically for riding, breathing evening air through the open visor of the helmet and carrying the owner on daily errands, and not at all for setting speed records and shooting at traffic lights. In general, if you do not demand from a machine beyond its capabilities, you will find a common language with it instantly. In the city chaos, “kvaka” feels like a fish in water. Both the engine and the brakes are more than enough for the pilot to feel confident in almost any driving situation.
Specifications
Technical characteristics of Kawasaki ZR-7:
| Model | Kawasaki ZR-7 |
| Motorcycle type | road (street, naked) |
| Year of issue | 1999-2005 |
| Frame | steel tubular |
| engine's type | 4-cylinder, 4-stroke, in-line |
| Working volume | 738 cm³ |
| Bore/Stroke | 66.0 x 54.0 mm |
| Compression ratio | 9.5:1 |
| Cooling | air |
| Number of valves per cylinder | DOHC, 2 valves per cylinder |
| Fuel supply system | carburetor, 4x Keihin CVK32 (with K-TRICK – Throttle Response Ignition Control) |
| Ignition type | digital |
| Maximum power | 76.0 hp (56.0 kW) at 9500 rpm – ZR-7, ZR-7S (Europe, North America) 72.0 hp (53.0 kW) at 9500 rpm – ZR-7, ZR-7S 2002-2003 (Japan) 67.0 hp (49.0 kW) at 9000 rpm – ZR-7S 2003-2005 (Japan) |
| Maximum torque | 63.0 Nm (6.4 kg*m) at 7500 rpm – ZR-7, ZR-7S (Europe, North America) 61.0 Nm (6.2 kg*m) at 7500 rpm – ZR-7, ZR-7S 2002-2003 (Japan) 57.0 Nm (5.8 kg*m) at 7500 rpm – ZR-7S 2003-2005 (Japan) |
| Clutch | Multi-disc in oil bath, cable drive |
| Transmission | 5-speed |
| type of drive | chain |
| Front tire size | 120/70ZR-17 (58W) |
| Rear tire size | 160/60ZR-17 (69W) |
| Front brakes | 2 discs, 300 mm, 2-piston calipers |
| Rear brakes | 1 disc, 240 mm, 2-piston caliper |
| Front suspension | 41 mm telescopic fork (adjustable), travel – 130 mm |
| Rear suspension | Pendulum Uni-trak with monoshock absorber (adjustable preload and rebound), stroke – 130 mm |
| Motorcycle length | 2105 mm |
| Motorcycle width | 755 mm – ZR-7 785 mm – ZR-7S |
| Motorcycle height | 1075 mm – ZR-7 1215 mm – ZR-7S |
| Wheelbase | 1450 mm |
| Seat height | 800 mm |
| Minimum ground clearance (clearance) | 130 mm |
| Acceleration to 100 km/h | 4.08 sec |
| Maximum speed | 201 km/h |
| Gas tank capacity | 22.0 l |
| Motorcycle weight (dry) | 203 kg – ZR-7 209 kg – ZR-7S |
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The potential of the front brakes is fully consistent with the phlegmatic character of the engine.
The potential of the front brakes is fully consistent with the phlegmatic character of the engine.
In contrast to the well-deserved engine, all other components of the Zeerka fully meet all the requirements necessary for the title of “modern city motorcycle”. The Kayaba fork and monoshock absorber, combined with a fairly rigid (in its class) frame and 17-inch cast wheels, do an excellent job not only with road surface defects, but also allow you to maneuver quite briskly in traffic. The motorcycle easily and naturally (again, by the standards of the class) takes turns, without requiring much effort from the pilot and without unnerving him with excessive sensitivity to irregularities, although, of course, to the detriment of control acuity. In principle, it will even allow you to “scratch” your knee sliders on the asphalt of the karting track, but, of course, not for the sake of record seconds, but only for pleasure and practice.
Video
Kawasaki ZR-7
- a classic motorcycle, first shown to the public back in 1998. However, the ZR-7 reached the assembly line a little later - in 1999, and stayed there for four years. This classic road bike, designed to replace the obsolete Kawasaki Zephyr 750 on the assembly line, did not become a hit, losing first place to its classmates like the super popular Hornet Hornet 600. However, we can say that the ZR-7 turned out to be a strong mid-ranger, worthy of competing for the wallets of motorcyclists . Without offering bikers anything new, this motorcycle is the most typical neoclassic, solid and unpretentious. When designing the ZR-7, Kawasaki designers and marketers obviously sought to reduce the cost and final price of the motorcycle. At least, this is what can explain the complete absence of any innovations. But don’t rush to write this down as a disadvantage - the traditional layout of this motorcycle has its advantages, and quite significant ones. Steel frame, five-speed transmission, air-oil-cooled in-line engine, chain drive, carburetors - what could be simpler? The only thing that stands out from this parade of traditional components is the magnificent suspension of the Kawasaki ZR-7. Kawasaki ZR-7 The engine of this motorcycle, developed on the basis of its predecessor - Zephyr 750 - is not so different from it. Even the famous oil appetite of the Zephyr has migrated to the Kawasaki ZR-7 in its original form - at high speeds the motorcycle noticeably eats up oil. What can you do - a design feature. The maximum speed of the motorcycle is 210 kilometers per hour. As for the ZR-7's engine performance, it's not very impressive—only 57 horsepower. But the engine is very torquey, producing 63 nm of torque, and thanks to this, peak power is achieved quickly in any gear, and the motorcycle pulls well from the very bottom.
The pluses of the bike include the already mentioned suspension - the progressive shock absorber at the rear and the 41 mm telescopic fork at the front work surprisingly well, providing good comfort coupled with normal handling. Of course, the Kawasaki ZR-7 is unlikely to be able to compete with its more modern and technologically advanced brothers in the sharpness of control, but this is not very critical for a city motorcycle. But we were pleased with the brakes - three ventilated brake discs help stop the not-too-light motorcycle quite effectively. The dry weight of the Kawasaki ZR-7 is 210 kilograms. Kawasaki ZR7 However, despite the fact that the ZR-7 is, first of all, a city motorcycle, it still belongs to the type of the most versatile motorcycles - classics, and on the highway it feels confident, compensating for some lack of power with excellent traction. And the modest consumption combined with a capacious gas tank means you don’t have to think about refueling too often. With quiet driving outside the city, you can achieve 5 liters per hundred, that is, the Kawasaki ZR-7 consumes even less fuel than, for example, the Kawasaki ZZR 400. And since the gas tank volume is as much as 22 liters, it is easy to calculate that the ZR-7 is capable It's easy to cover four hundred kilometers on one tank of gasoline.
Everything about this motorcycle can be described as “average”. Everything about it is average - engine, acceleration, consumption, maneuverability... But this is the case when average is more good than bad. The Kawasaki ZR-7 may not have any special zest unique to it, but it is good at a little of everything. And for the rider who wants to own a balanced and durable midsize motorcycle, the ZR-7 could be a good choice.
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The calipers front and rear are the same, but the efficiency of the rear brake is clearly not enough.
The calipers front and rear are the same, but the efficiency of the rear brake is clearly not enough.
The ZR-7, thanks to its softness and some thoughtfulness, will forgive the pilot those mistakes that even the practically standard Honda CB400 Super Four in this regard will not tolerate - the “best device for beginners” so beloved by everyone, and almost twice the displacement will guarantee that that after half a season or a season you won’t get tired of the motorcycle. What is not an alternative to the “four hundred”? It is precisely for this softness and complaisance (which the author, out of fear and indignation, called dullness and lethargy) that girls love the ZR-7 so much. After all, they often do not need either cosmic acceleration or footpegs cut off on the asphalt, and the power reserve of the “four hundred” is no longer enough, especially on a country road. By the way, for long-distance travellers, the “kvak” is no worse than any other “adult” tourist: the already mentioned softness and energy-intensive suspension and excellent ergonomics make it an excellent “long-distance driver”, you just need to install a windshield and luggage bags. Or you can just look for the ZR-7S modification, already equipped at the factory with a bikini half-fairing.
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Every more or less experienced motorcyclist is often asked the question: “Which motorcycle should I start with?” Don’t rush to recommend “sibikha” or “bandos”. There is a motorcycle in the world that will cope with the tasks of “giving the first experience” and “making you fall in love with motorcycles” even better than “four hundred”, because you can never have too many good motorcycles, and if there are “a lot of motorcycles” they are also soft and fluffy, like “zeerka”, then first love will most likely develop into a lasting union.
Work on the chassis of a motorcycle
First of all, we decided to pay attention to the restoration of the motorcycle frame and its further refinement. The chassis was partially assembled, all the necessary dimensions were taken, then it was disassembled again and installed on a motorcycle slipway, let’s look at it in more detail
We carry out both repair and straightening of motorcycle frames and modifications on a welding and assembly table with the necessary set of equipment, which ultimately ensures high accuracy (maximum deviation along the table plane 0.1 mm) and also allows for rigid fixation of individual points , in order to minimize leashes during welding. As a result, the converted stock tail was sawed off, and it was replaced by a subframe we made, fitted to the non-standard tank.
Tuning features
Every owner wants his bike to have a unique styling. To achieve this result, tuning is used. It can be external, engine tuning and chassis. External work includes painting, replacing fairings, handles, stickers, and mirrors. It is done mainly for “show-off” or to give the motorcycle an aesthetic appearance. A motor conversion is an improvement in the power output of a bike by replacing some of the factory parts with others or eliminating them if necessary. When the chassis is replaced, the wheels, brake system, clutch, suspension, or, in other words, everything that can improve its technical capabilities are replaced.
Tuning the appearance of the Kawasaki ER-6N. Profile view.
Video
The Kawasaki Zephyr 750 is a real long-lived motorcycle. Having first gone on sale back in 1990, it gained such popularity that even when it was replaced by a new model, it was produced in parallel with it, until it was removed from the assembly line in 2007. Another name for this classic motorcycle is Kawasaki ZR-750. Its successor was the Kawasaki ZR-7, produced since 1999. However, it was not for nothing that the Japanese continued to produce “Zephyr” with it, so beloved by many motorcyclists for its simplicity and reliability.
Throughout its production, the Zephyr 750 was produced without any changes. In creating this motorcycle, the designers were probably guided by the same principle that Honda engineers used when designing their Honda CB 750 - the simpler, the more reliable. This representative of the Kawasaki concern is made using technologies from the 80s, tested for decades. It is simple, even primitive, but extremely reliable and durable, and its resource is truly enormous. Not everyone, of course, likes such archaic motorcycles, but the ZR-750 has found its audience. Kawasaki ZR-750 The basis for the Kawasaki Zephyr 750 was a simple steel frame, in which a derated engine from the Kawasaki GPZ 750 sports bike was placed. The air-oil-cooled in-line four does not, of course, have stunning technical characteristics, but it regularly produces 71 hp. and 59 nM of torque, that is, comparable to the Kawasaki ER-6F still produced today, for example. Everything else is also simple - four carburetors, a chain, a five-speed gearbox. Nothing unusual. although the maximum speed for such a bike is impressive - more than 200 km/h.
Like the aforementioned Honda model, the Zephyr 750 not only looks like something from the distant past - it actually is, no matter what release date is on its paperwork. This is not just a retro styling, it is truly a motorcycle built using thirty-year-old technology, and in the best sense. Many motorcyclists are wary of modern motorcycles stuffed with electronics, and for them the ZR-750 would be an excellent choice. Of course, this approach to design could not but affect other characteristics of the motorcycle, which turned out to be quite rigid and heavy. The dry weight of the Kawasaki Zephyr 750 is more than 200 kg, and the classic suspensions, rather short-travel, do not evoke any emotions, they just exist, that’s all. What else can you expect from such a bike? But the brakes turned out to be excellent, they are more than enough. The front wheel has two 300mm brake discs with two-piston calipers, and they stop the motorcycle very effectively.
There’s not much to say about the sharpness of control; after all, the design of the motorcycle also goes back to the 80s, so it’s best to avoid reckless maneuvers and crazy slalom between cars on the Zephyr 750. However, due to its small width, it can easily squeeze into the aisles, and the straight, classic fit does not tire your back, arms, or legs. A 17-liter gas tank is enough for approximately 250-270 kilometers of highway driving at a speed of 120 km/h. The Kawasaki Zephyr 750 is suitable for those who value motorcycles, first of all, simplicity and the ability to repair them themselves, as they say, “on the knee.” Not everyone likes new, predatory-looking devices like the Yamaha MT-09, some like the good old classics, and the ZR-750 is its bright representative.
