2000 Kawasaki ZRX1100 Parts & Accessories
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I've owned this bike since it had 1300 miles. I don't think the forks had ever been apart or had their oil changed.
That meant it was a fuel issue. Transfers of personally-identifying information may also be made where necessary for the establishment, exercise, or defense of legal claims.
1999 Kawasaki ZRX 1100 specifications and pictures - I've owned this bike since it had 1300 miles.
Rear Suspension Dual shocks, adjustable preload, compression and rebound. It replaced the Zephyr 1100. They also were considered Universal Japanese Motorcycles. There's no mistaking the lime-green paint with blue and white stripes, the swoopy tail section, the piggyback shocks and the bikini fairing. Flashback to 1981, when superbikes were 1000cc, made 145 horsepower and wobbled enough to make spectators back away from the fence. The Kawasaki team was a comparative ball-peen, but they had the tenacious Eddie Lawson riding and a new guy named Muzzy running the show. The championship zrx1100 down to the wire at the season-ending Daytona round, and Lawson emerged victorious over Cooley and Spencer in a fabulous David vs. Performancewise, the R-model was a hit. Substantially lighter than the standard J-model, at 514. The S-model was a true superbike racer-from its big front brakes on magnesium wheels to the twin-plug head and smoothbore carbs-and it pumped out almost 140 horsepower. In fact, both Lawson and new recruit Wayne Rainey used the S-model superbikes in 1982, with Lawson winning the title again. A lower compression ratio 10. Cosmetically, the valve cover has been polished to emphasize the dual-overhead-cam layout, polished cylinder fins have been added although water-cooling is usedand the engine side covers have polished fins as well. The end result of the tune-down is a motor that makes more than 60 foot-pounds of torque from as low zrx1100 3000 rpm, peaking at 71. The engine is housed in a double-cradle tubular-steel frame, which has a removable aluminum downtube to ease engine removal. Stopping power is modern, with twin six-piston calipers working on 283mm discs up front, and a single disc at the rear. Once warm, carburetion is excellent, with only a hint of the lean spot remaining. Clicking into first gear is a bit clunky, enough to make the bike lurch when it's cold. Once broken in, the five-speed box worked great, and we can't say enough about Kawasaki's neutral finder. The monster low-end torque and the slick shifting tranny make it easy to beat traffic from lights while only using the bottom third of the zrx1100. The 25 degrees of rake and 104mm of trail make for light steering, especially considering the gauges and fairing are mounted zrx1100 the fork. Low-speed maneuvering is a little tricky though; the big Kawi is a bit of a porker at 545 pounds wet and the center of gravity feels fairly high. A real handlebar and a wide, softly padded seat make zrx1100 a fairly upright seating position, which is comfortable for about 40 minutes. After that, the forward-sloping seat results in a sore butt and the taper of the bar puts excess pressure zrx1100 your outer wrists. The passenger seat is quite comfortable, although the rear pegs are set zrx1100 little high for long legs. The mini fairing does a surprisingly good job of providing wind protection, with the upper chest blast being easily manageable up to approximately 80 mph, at which point it's wise to start crouching down a bit. Handlebar-mounted mirrors provide a good view, but because they are mounted more rearward than if they were on the fairing, their placement is beyond the rider's peripheral view and you have to turn your head quite a bit to use them. At highway speed, they along with the bar start to buzz and the reflection gets blurry. Shock and fork adjustments are easy to make. The shocks have a stepped ramp for preload adjustment, along with four-position dials for both rebound and compression damping. It takes only thirty seconds to get the rear boingers working quite well for either a soft freeway ride or a twisty mountain road. The fork has familiar threaded preload adjustment, along with damping adjusters which require a screwdriver. Attempting to stiffen things up with the adjusters results in a harshness over small bumps, and still not enough high-speed damping to cope with large dips. The fork is fine for smooth city streets or freeways, but it could use thicker oil and heavier springs to better tackle the rough Los Angeles urban jungle and bumpy zrx1100 roads. Front binders are nothing short of spectacular, with the six-pot calipers providing lots of bite along with great feel. However, sudden application causes significant brake dive with the soft fork. This is a bit unnerving, especially if a panic situation occurs. The rear brake is also excellent, providing enough stopping power to slow things down, but not enough to lock the wheel too easily. Once above parking-lot speeds, the 1100 seems to shed about 75 pounds off its wet weight, and can be tossed into turns easily. It's only when the road gets rough that the soft suspension puts an end to the party, as this sets off a wallow in the chassis which is fairly disconcerting. The torque of the motor makes for great corner exits, and with the upright riding position there's a heightened sensation of the power. It's only when the zrx1100 opens up and triple-digit speeds are approached that the lack of top end comes into play. Above 8500 rpm there's not much action, and with only the small fairing to help with aerodynamics, it makes keeping up with the sportbike crowd difficult. That's not what this bike was meant for though, and it would be tough to trade off the monster torque that's so much fun around town and at reasonable speeds for a burst of top end that would be used only once in a while. And it's hard to stop yourself from turning around to ogle this bike as you walk away from it in the parking lot. I walk over for a better look, certain I'll be wowed. I could own one of these. It looked way too cool with that swingarm, those Dymag wheels and huge discs. Of course there was no way I'd ever be able to own one, but it was nice to dream. I'm still a stupid kid at heart, and I still think the S-model is one of the greatest bikes ever. I always get a zrx1100 when I ride the 1100, because I start thinking of the big 1000cc superbikes, and it's probably as close as I'll ever get to zrx1100 teenage dream. And it works great to boot. While it's not on par with current sportbikes, Kawasaki has zrx1100 wonders with twin shocks and a tubular steel frame, and the torque spread of the motor makes it a blast to ride. Still, it's a great bike. I just wish there was some way to sit and stare at it while I'm riding. Zrx1100 Kawasaki's big powerplant, braced swingarm and scalloped seat bring back memories of one of my all-time favorite roadracing photos: Eddie Lawson in a full-lock slide as he powers the big Kawasaki out of a left-hander. I'm not a big fan of the five-speed tranny, though. But everything else is topnotch. The suspension's full adjustability is a welcome modern update and the six-pot front binders provide good stopping power. Utilizing their extensive experience with beefing up Kawasakis of various pedigrees and displacements, the surgeons at Dr. The torque climbs to 91 foot-pounds at 3500 rpm then remains nearly billiard-table flat up to the rev-limiter, while the horsepower graph is so linear it looks like a misprint. This translates into a descriptive phrase we thought we'd never use: usable mondo horsepower. The Doctor Suda accessories catalog is available, although much of it is printed zrx1100 Japanese. We'd suggest making inquiries via fax, unless you're fluent in Japanese.
2000 Kawasaki ZRX 1100
To protect your privacy and security, we will take reasonable steps to help verify your identity before granting access or making corrections. For instance, there is a breather apparatus connected from the top of the cam cover to the airbox. Attempting to stiffen things up with the adjusters results in a harshness over small bumps, and still not enough high-speed damping to cope with large dips. It still ran great around town but wouldn't even hit 70mph without choking. According to Dynojet's instructions, that size jet should be used with pod-style filters, which I'd been thinking about using anyway. If a third-party sponsor beyond our control will obtain information that you supply us, we will notify you at the time we collect the information from you. No airbox meant this had to go. Since when it ran, one cylinder fired, my first thought was bad coils. You can list all and also sign up for e-mail notification when such bikes are advertised in the future. You have to loosen both to get enough room to wrestle the carbs out, and even then there's only about a half-inch of wiggle-room. Ask questions Join the group or the general group.
