THE
TEST #2 (KWAK12 vs HAYABUSA vs KWAK9R vs BLACKBIRD)
KAWASAKI ZX12R
LIKE
SITTING on top of a Japanese bullet train, right at the front, above the driver,
with the world tunnelling towards you. The ZX-12R is dominated by a gutsy,
ballsy Kawasaki motor and, let's face it, if there's something that the firm
does well, it's build engines with plenty of power and loads of character.
The ZX-12R has both in spades.
The motor shares the
same bore and stroke ratio as the ZX-9R and the same narrow valve angles (12°
intake and 13° exhaust) as both the 9R and 6R. But despite borrowing some good
ideas from its little brothers, this motor is all new.
Big, 46mm throttle bodies
with eight sensors deliver the right amount of squirt for your twist of the
throttle. And you can see them, too, laid bare on the side if the bike. It
seems Kawasaki wanted it that way to emphasise the pared-down and slightly
racey feel, but some might think that only serves to make it look like an
unfinished prototype?
We recorded a top speed
of 181.52mph, only 0.18mph down on the Busa. Interestingly, though, power was
6.7bhp up on the Suzuki.
These figures are vital and interesting but, ultimately, irrelevant on the
road. All you really need to know is this:
the 12R gives you that special 'whoosh' feeling you'd expect of an accomplished
hypertourer in a much better looking package than the Hayabusa.
The motor will pretty much pull from anywhere in the rev range, but hit 5000
revs and you'll shoot forward quicker than a "roided-up baboon after a
'phet and piss-covered peanut" (copyright Dan Walsh). There is some
jerkiness at around 60-70mph when exiting corners at which point you also
experience a lot of vibration.
Whatever
part of the rev range the 12R was working in, it never seemed strained or
overworked, just oh-so-sweet and punchy. Sounds gorgeous, too, as a good Kawasaki
should. In fact, both this and the 9R were the ones to follow if you wanted
to hear a sound to stir a motorcyclists' soul.
The power curve on the dyno is straighter, cleaner and higher than the Busa's -
less torque, of course, but you can still feel that precise climb to an
incredible 157.5bhp. If you're trying for a big bhp figure on your 12, then
please remember... our Dan's been observing the running in restrictions so
we've now got a very healthy power figure.
The gearbox was crisp and
precise, but we sometimes had difficulty finding neutral. Strange, as Kawasaki's
Positive Neutral Finder normally makes it a cinch.
So, it'll provide
momentum from everywhere and a good kick from 5000 revs up, but we found a slight
problem with the power delivery on this particular 12R. There's a small but
discernible lag between opening the throttle and getting power down to the
ground.
Some found the lag more noticeable when the engine was cold, so much so that
the occasional application of too much throttle to compensation led to the rear
spinning up. The 12R's sportier steering geometry with its short wheelbase -
the shortest on test - means a spinning rear wheel is harder to control than on
the heavier, longer Busa.
While the 12R carries its fuel low down under the seat, the Busa's centre of
gravity still seems more advantageously placed for better handling.
The ZX-12R has a tall, thin appearance to the Busa's squat, brutish looks. The
12R's height and narrowness is a result of its frame, which actually isn't a
frame, it's a box. Or to be correct, a monocoque - a metal box, from which
hangs the subframe, headstock and motor. The purpose of this is to achieve a
much skinnier cross-section as narrower things cut through air easier. Especially
at around 200mph.
The geometry is
interesting. The 12R has 23.5° of rake and 93mm of trail. To illustrate how
sporty that is, the 9R has 24° of rake and 97mm of trail and the FireBlade
(perhaps the quickest turning supersports bike of them all) has 23.8° of rake
with 94mm trail. But obviously it's tamed by a comparatively long wheelbase. In
terms of geometry, the 12R should be a great handling, quick turning machine,
but it's the Busa that's more stable and predictable.
In most riding conditions
the 12R was stable enough. It held its line and rattled our fillings less than
its softly sprung little brother, the 9R. But it reached its limits long before
the Busa. Ironically, the Busa felt soggy at low speeds, perhaps thanks to its
steering damper. The 12R suspension felt fine, if a little soft, as standard. If
you want to fiddle, you have preload, compression and rebound adjustment both
front and rear.
The brakes are standard Kawasaki fare, heating up and losing their edge when
really pushed, 70-0 in 2.68 sees is damn good - better than our R1 last month.
Ergonomics
on the 12R leave a little to be desired. It's comfy enough, bars not too low,
pegs not too high, but Dan says our long termed has a seat with a crown in
the middle, which makes long distances a pain. The vibration creeps up on
you, too, starting off as a not-unpleasant tingle in your nethers, but soon
finds its way into your other extremities.
Overall the finish is a
distance behind the Honda but on par with the other three. There are some
annoying points, like the exposed fuel-injection pulleys at both sides, exposed
wires in the inner fairing and more exposed wires/ connectors around the engine.
The mirrors worked, but got viby at certain revs. You could see plenty in
them, but their looks were are matter of taste.
The cockpit is good (though
you still have to duck a bit to see some idiot lights): LCD dash with two
trips, clock, fuel gauge (which starts heading downwards 10 miles after a
fill-up), a tacho and a super cool 220mph analogue speedo. Cool, maybe, but
surely a digital speedo would be better?
Little niggles include the heel guard being positioned on the side so that
you still end up resting your heel on the exhaust. Also, the end-can is so
big and upswept that putting on a set of sporty panniers could lead to the
zorst burning a hole in them. Oh, and where's the grabrail?
And so back to that running-in period. Why? Surely there's nothing wrong with
the motor? Probably not, but we guess that Kawasaki doesn't want owners, eager
to find that top-speed holy grail, overdoing it too early on.
SUZUKI
GSX1300R HAYABUSA
THE
MOST INTIMIDATING of any of the machines in this test. Suzuki's long and low-slung
Hayabusa is mean and moody in black and gunmetal. Riding it is like grabbing
a surface-to-air missile by its fins and aiming the mother at a distant target
that very quickly looms up close and personal.
Intimidation comes in the shape of a 1298cc motor - the biggest in this test.
It spins up easily and makes monster power and torque. Torque is probably
the key to the Busa's fearsome reputation.
The Suzuki provides a stunning 93.21b-ft between 6000 and 7000rpm. Lovely,
so easy to use. Despite the power curve losing out to the 12R on both ultimate
pose (what's 7bhp among friends?) and shape (being a little lumpier and less
linear), the Busa's extra torque is welcome when you ride. Torque, after all,
is what you really make use of on these bikes. Just try hitting the rev limiter
on this bike in fifth on the road. On second thoughts, don't. The Busa's extra
gut strength is a direct result of having almost 100ccs more than the 12R.
The Hayabusa motor is based on the older GSX-R1100's. So, while the more modern
12R beats it in the power stakes only just, the extra cubes help the Busa
to lick and seal the torque envelope on the 12R.
A slightly bulbous shape means the Suzuki looks pretty damn cumbersome and,
at low speeds, it even feels it. This is probably because the factory-fitted
steering damper robs the front end of feel.
But get a hurry-on and things start to gel. Stuff it into a comer and the
Busa will do as its told, and carry more corner speed than you think it should
(or could). Eventually you will forget what sort of bike this is. Is it a
hypertourer? Is it hell. Show it a corner and watch it salivate.
Correcting your line? No problem, and you can cane it hard out of a turn and
get a great feel for what that rear Bridgestone is up to (sticking, mostly,
although Andy reckons the Dunlop 207s are good on the Busa, too, helping to
sharpen up the handling even more).
As mentioned previously, despite being longer, heavier and having a slightly
more relaxed geometry than the 12R, the Busa's low-slung nature means it feels
a little sportier than the lither 12R. Maybe this length and stability helps
the Busa's easier launches and quicker 0-60? The suspension is very firmly
damped (compression especially), which makes for a choppy ride, but helps
it feel much more connected to the tarmac when pushed hard -unlike the 12R,
which is just as planted but seems to rob the rider of a little feedback.
Andy reckoned the factory suspension settings were pretty much spot on for
him, and he's a big guy. Overall, on standard settings, the suspension was
the best of the four machines tested here.
The chassis is what gives the Busa its solid looks. The big frame rails wrap
around that 1300cc motor, emphasizing the width of the machine. And just take
a look at that swing-arm, which provides tons of bracing to cope with all
that power and prevent any flexing. But if you ever do get this bike to complain
in a corner, then we think you'll probably find that it's time to back off.
In
a straight line, just like the 12R, it is monumentally fast - too fast for
many people. Anything less than puritanical use of the fun handle and you'll
be going to prison. For a long time.
Andy has had most experience of the three main competitors here, and he rated
the 12R motor as the sweetest, saying that the Busa felt a bit harsher the
closer it got to the redline.
Redline? Redlines on any of these machines are probably best approached down
Bruntingthorpe Proving Ground's two-mile runway, where the Busa took the speed
honours by just 0.18mph - aerodynamics, perhaps? Gear selection was a typical
mixture of precise Suzuki engagements from a sloppy-feeling lever with no
complaints when short-shifting either. There's a much higher ratio in top
than on the 12R, though, as there's a 15-20mph difference at 5000rpm.
All that engine means it's going to wreck tyres. In pre-launch testing it
was rumored that Suzuki was getting through a rear every 500 miles. When launched
last year there was an initial shortage of the rear 190 Bridgestones (well,
more of a 198 on a 190 rim if you actually measure it). With such a reputation,
it's a wonder that you could go touring on the Continent without taking a
wad of travellers' cheques for new rubber. Meanwhile the Blackbird will easily
get 3000 miles from its Michelin Macadams.
Being
so low slung, some may find it a little hard to get beneath the screen. In
fact, unless you're tiny you can't see some of the idiot lights at the top
of the dash without ducking behind the bubble. Andy found a double-bubble
screen helped no end on his bike and also reported some leg cramps after particularly
long training days in the saddle. The display is very useful, incorporating
a clock, two trips and, most notably, a miles per litre option on both trips,
but wouldn't miles per gallon be more useful for us Brits? Mirrors are better
than the 12R's but not as good as the Blackbird. You get good, wide vision,
and they're vibe free.
Finishing on new Hayabusas is pretty good, but put some miles on them and
they seem to suffer. Our machine had a good few thousand on the clock and
it looked pretty shabby in a number of areas. Nuts and bolts in particular
seem to corrode very quickly indeed. You really need to look after your Busa
if you want it to stay anywhere near as good looking as the Blackbird.
What you do get on this fine machine is a back torque limiter, otherwise known
as a slipper clutch. When you're hustling on big sportsbikes (twins or big-bore
machines in particular) you sometimes can go down a gear a little too early and
lock the rear. This isn't such a much of a problem on a smaller machine, but it
could be pretty unsettling on something as big as this. The back torque limiter
works by sapping some of the power from the rear wheel so that it won't lock up
quite as easily. A very handy feature on one hell of a handy motorcycle.
HONDA
CBR1100XX BLACKBIRD
WITH
THREE YEARS of development behind it, it's no wonder the Blackbird felt like
the most refined machine here. Released in 1997 as a ZZ-R1100 beater, it wiped
the floor with the opposition and set new standards in the class.
Then, as the world waited for Suzuki's GSX1300R Hayabusa, the Blackbird was
quietly improved with fuel-injection and minor mods to become a better machine,
albeit one that was shunted out of the limelight.
That's a shame, because the CBR is a superb machine, it's just that it does
things a little differently to the others. While the 9R is buzzy, harsh,
exciting and the ultimate sportsbike in this test and the 12R and Busa tread
either side of the sports/touring line in their respective flagship positions,
the Blackbird is brilliant without being balls-out. Everything about it feels
more relaxed, even the motor.
'Relaxed' may not be the right word to describe a motor that pumps out
129.4bhp, but in this company that's how it feels. At least enough to get a lot
more mileage out of the rear 180-section tire (which looks laughably narrow
compared to the 200-section on the ZX-12).
Another advantage of less power is that the Blackbird doesn't intimidate in the
same way that the 12R and the Hayabusa do.
While the 12R serenely pumps out a class-leading bhp, the Blackbird spews a
respectable total bhp and a likewise hat-doffing 77.71b-ft of torque (remember
that the gruntmeister 996SPS 'only' puts out 731b-ft at 7000rpm).
Despite being the least powerful by some way, it still excites like a big-bore
bike should and no-one criticised the motor when it was on the boil. The early
Blackbird suffered because, while it was a big bike with a big heart, you still
had to prod the gear lever to overtake. A gaping hole at 5000 to 6000rpm was
just where you didn't need it and meant that motorway overtakes at 80-90mph
required a downchange.
Not
anymore. Honda's PGM-FI fuel-injection system has done away with the hole
and replaced it with more drive, although many report higher back-wheel figures
for the carburated machines and a fiddle with the needles can get rid of the
flat-spot.
Andy, who, like me, had
a pre-injected CBR, was more than impressed. "Much improved on the old
model," he said. "The motor has been made much smoother and responds
well to the throttle, making the Blackbird a real treat to ride."
There is a downside to
the fuel-injection system but this is only apparent at slow speeds. The engine
responds jerkily when trickling through town in first/second on partial
throttle openings. The same happens during hamfisted roundabout exits. Maybe
the pay-off for filling the mid-range hole is fuel-injection brain problems
with inconsistent throttle openings - the norm during low speed work.
After
three years, one thing we can categorically say about the motor and the bike
is that it's bulletproof. Our sister publication Performance Bikes rode one
of these pretty much flat out to the south of France and back - around 2000
miles at speeds approaching 180mph, with no problems.
One thing that does let
this machine down in this company is the suspension. The front forks are too
soft and you can't adjust them. It's a similar story at the rear, which is only
adjustable for rebound. To be fair, the rear isn't such a problem. But, you
have to wonder how it will fare if you plonk a pillion and big panniers on the
back. Speaking to owners and experts, a 4mm spacer placed between the shock and
linkage can improve turn-in and ground clearance. But unadjustable suspension
hints at cost-cutting.
Soft suspension doesn't affect handling too much one-up. But bear in mind this
bike is a generation behind the 12R and the Busa and certainly more relaxed
than the 9R.
Yes,
it's the heaviest (223kg) and the longest (1490mm) and it has the laziest
steering geometry, so you know it's not going to set the world on fire in
the twisties. Some testers felt like it was understeering compared to the
others, but all said it was solid, stable and predictable.
The only time the CBR felt like it was going to tie itself in knots was when
that soft front-end hit bumpy roads. Then we wished no prayed for adjustable
forks.
And now on to those linked brakes. Only one tester liked them - Andy. At the
other end of the scale, trials rider John hated them.
On the initial pull of the lever you get good braking, the front dives on those
soft forks, then the weirdness starts. Instead of more of the same, which would
put these brakes up there with the best in this test, the front unloads a
little (remember you've only got four of the six front pots working), before
both front and rear squats as two of the six rear pistons come into play. The
overall feeling is one of reduced braking on the lever only. Add in a dab of
the rear and things get a little better as far as total stopping, but you end
up being confused as to just how much you can get away with on the limit, such
is the feeling of vagueness.
Proof of the pudding was that John braked slower from both 100 and 70 on the
Blackbird than any other machine.
A few years ago Castrol Honda's works RC45s had 'Dual CBS' logos on the sides
of the V-fours. Rumour was that after a number of tests the racers hated it and
it was removed, but the logo remained to give kudos to the concept.
Some people (even experienced riders like Andy) like the set-up. That's cool,
it's a matter of taste, but generally Dual CBS seems to benefit less
experienced riders, not those who want to control front and back brakes
independently.
Having ridden with the system on the VFR (which wasn't so obtrusive), I'd say
the system doesn't work quite so well on a heavier bike.
Whatever, if Honda would only make this system an option, or give it an on-off
switch, we'd all be happy.
It's the comfiest of all of these bikes and the one many would choose for a
jaunt around Europe. The mirrors work very well, giving a wide view (even with
a jacket over leathers), but the dash is sober and uninspiring. Sure, the 12R
may be a better bike, but the Blackbird is a grand cheaper and better finished.
It exudes class and will probably still look very good when all the others are
fading.
KAWASAKI
ZX9R
YES,
WE KNOW the ZX-9R isn't really a hypersports tourer, but bear with us.
It's here for two very valid reasons. When we tested the new-rbr-2000 ZX-9R El
back-to-back with the latest Yamaha YZF-R1, Honda CBR900RR FireBlade and Honda
VTR1000 SP-1 (May 2000), we found that it felt long, big and slow-turning
compared to the opposition. On the track, the handling felt a generation behind
the others.
Then road tester Martin Child rode the ZX-12R and - like many who've ridden
Kawasaki's flagship - questioned the need for a ZX-9R when the 12R had a sporty
enough edge.
Kawasaki has been stung by this criticism, which is fair enough as the ZX-9R is
a very fine sports motorcycle. But so badly stung were the UK importers that
the talents of British Superbike star Steve Plater are now used to race a
factory ZX-9R in the British Superstocks Championship. That shows how important
the 9R is to Kawasaki UK. The firm is willing to pay big bucks and risk injury
to a contender in the Superstocks series to raise the profile of the ZX-9R
Ninja.
At the time of writing his first outing netted the machine a superb second
place after leading for some of the race. So the ZX-9R is here to validate its
worthiness in the Kawasaki range, identify its suitability for the sports
touring role and act as a benchmark for these machines' sporting bents.
In whatever class we've measured the 9R, all the testers remember the motor.
Where the 12R is mind-blowing, but ultimately under-stressed, the 9R takes you
on a thrilling, wild ride to its peak power of 127.4bhp. All the testers used the
word 'harsh' when describing the motor's characteristics
and then followed up with 'exciting' and a bloody great big smile. Sure, it's
down on power in this company (but so are most 'hot' hatches) but the way it
makes what it does makes you smile.
It's similar to the 12R in many ways, especially in how it sounds exciting and
rorty and with more of that ram-air intake roar. Follow this or the 12R too
close and you get a kick in the face as if you've just tugged at the nuts of an
angry billy goat.
It feels like a proper sportsbike next to the others. Like an E-type to an
executive XJS. Compact, tight, squat, short and stable. An A-road interceptor
missile rather than a motorway scud. The 9R growls and hunts at idle with real
menace and sucks oxygen harder than an asthmatic Jacques Cousteau with a
half-empty aqualung, so hard you can almost feel it gulping away ahead of you.
It was certainly the most involving ride of the four bikes here on test. We
didn't experience any of the neutral selection problems we got with the 12R,
although on a couple of occasions, rapid, clutchless up-changes ended up in a
false neutral, meaning we had to grab the clutch and try again.
Turn-in on the 9R was quicker than the competition in this test, as you would
expect of a sports machine with comparatively sharp steering and the shortest
wheelbase. It also felt like a featherweight by comparison, weighing a full
40kg less than the porky Blackbird. It's something you notice as soon as you
climb aboard and take the 9R off its sidestand.
It
felt that much shorter, too. Rather than having a substantial part of motorcycle
ahead of you, as you do with the other machines, it feels like there's just
a tiny screen between you and the fast-approaching horizon.
Problems came with the suspension, which seemed way too soft at the front, more
so even than the Blackbird. It felt a bit oversprung and underdamped, but after
adjusting preload, compression and rebound damping, we dialled most of it out.
This was the one bike that Andy didn't have a lot of experience on, so it was
interesting to see just how big his smile was after he rode it.
"I was very impressed with the 9R. It's a cracking bike for fun and distance.
Great looks and handling make this a worthy contender in the big sportsbike
stakes, surely? Who would need an R1?"
The brakes on the 9R were surprising in this test. Previously, Bite-tested
ZX-9Rs, including our C2 long termer, have had marginal brakes whatever brand
or compound pads we tried. But these El anchors felt bloody good, making us
feel we could haul the 9R up quicker than any of the others. Sure, it's the
lightest here at 183kg, but we weren't expecting the massive haul-ass figures.
The Rl we tested last month pulled up in 3.29secs with racer Dave Redgate on
board. Rl brakes rock, but John 'trials man' Pearson pulled up from the same
speed in just 2.02 sees. Un-bloody-believable - apart from the fact that we
measured it and we know it's pukka. Not a lot of back wheel hop, either,
according to our data-logging. Trials obviously seems to be the thing if you
want machine control. Our figures from 100-0 were similarly impressive, just
3.48 sees. Let's get this boy on an Rl with their one-piece anchors. John and
every one of the testers voted the 9R brakes in first place, so maybe it's no
wonder.
On
some practicality fronts, the 9R actually outdoes its rivals. It has useful
space under the rear seat - more than the 12R and the Blackbird. It also has
two good side grab handles, where the 12R has none. One thing it doesn't have
is bungee hooks. John was particularly upset about this for some reason. Instead
it has a pair of loops which you can pluck out from under the pillion seat
and use them to secure a couple of bungees. Not ideal, but they do work.
Finish on the ZX-9R is good - better than its bigger brother. The paint is
deep, especially the handsome blue, and the cockpit well laid out with a trip,
clock and temperature gauge.
John reckoned it looked sleek and aggressive, but then he was wearing matching
blue leathers.
So the ZX-9R's a superb bike, but it's simply not playing the same game as the
others. Put another way: ZX-9R plus minor engine and chassis mods equals 140bhp
and handling to match in a usable package - but in the comfort, equipment and
stability stakes it doesn't fit into the hypersports tourer class. Instead,
what you get for your money is simply a characterful, potent and, quite
possibly, very underrated sportsbike.
Performance
criteria for the test are all out of 20 making a maximum possible 100
| Kawasaki ZX12R | SUZUKI Hayabusa | Honda Blackbird | Kawasaki ZX9R |
|
ENGINE & GEARBOX
18/20 |
ENGINE&GEARBOX
18/20 |
ENGINE&GEARBOX
16/20 |
ENGINE
& GEARBOX 16/20 Excepting the R1, this is the mother of all sportsbikes motors. But in this company the war is won by machines 300cc or more bigger. Shame, as the 9R has a strong, beating, heart. |
| CHASSIS
16/20 Felt better at low speed than the Busa until riders were fully acquainted with it. Lightest, sharpest, shortest, which means that it has to share the honors with the Hayabusa. |
CHASSIS
16/20 Same score as the 12R thanks to a weight, wheelbase and rake/trail defying feeling at hustling speeds. Nice, solid feel. Shame about that steering damper at tow speed, though... |
CHASSIS
15/20 Predictable, positive but slightly ponderous. Get that 4mm spacer in the rear shock, let Maxton (01928740531)look at the forks, remove the long hero blobs, then enjoy the above average handling. |
CHASSIS 15/20 |
| VALVE
15/20 Most expensive and very few rough edges. Scores highly thanks to its fairly good finish and the fact that it has more power than a sports coupe and better performance than a Ferrari... |
VALVE
16/20 Surges ahead of the Kwak by being around 700pounds cheaper. And it's faster, so many will see it as cheap speed compared to the 12R, which takes the circumference of the globe to be run in... |
VALVE17/20 A quality motorcycle for the money. Rumours are that costs were cut on the fuel-injected version (thinner headstock and unadjustable suspension) but still a lot of quality bike for your cash. |
VALVE
17/20 Same score as 'Bird because it's cheaper than theHonda, but only just. You weigh the sporty 9R up against the better finished and more stable CBR1100XX.You pays your money... |
| FINISH
17/20 Not as good as it could be with a few exposed wires, but thankfully for Kawasaki, the Suzuki's finish is even worse. Paint nice, but raised tank logos are more touring rather than sporty. |
FINISH
15/20 New Busas are nice Busas. Check one out after 4000 miles, though, and you'll see what we mean. Nice paintwork, but you need to spray bolts, alloy, brackets and fasteners regularly with WD to keep it tip-top. |
FINISH
18/20 Best here by a fair way. Deepest paint, nicest alien bolts (which matched the rear profile of the end cans), classy, if sombre clocks, big polished ally pipes, comfy seat. What more do you need? |
FINISH
17/20 Better, overall, than its bigger brother (seven years ofZX-9R progress shows through) and equal to the Honda. Kawasaki can equal Honda and Yamaha -but only when they want to. |
| WOW
FACTOR 18/20 It's the newest, right? It's the meanest, it looks the best, it's the greenest (or reddest), it's the most powerful. It's characterful, it's a Kawasaki. Ultimately it could handle the best. Need we say more? |
WOW
FACTOR 17/20 The fastest, but loses a mark to the 12R because it's the oldest of the two and the heaviest... technology moves on. If you want to split hairs you can still tell your mates this is king dick. |
WOW
FACTOR 15/20 Only age and a little cost cutting stops the Blackbird scoring higher. If rumours are true about a lighter, bigger capacity, sportier Blackbird (see p16) then the others should look to their laurels. |
WOW
FACTOR 14/20 Not the sharpest sportsbike on the street and not the quickest/most stable hypertourer, either... So what is it? A bloody good bike that, sadly, will go unnoticed by many. Hence the scure. |
| TOTAL
84/100 Progress marches on and so does the ZX-1ZR, just. A little more attention from Kawasaki could have got this machine a class-crushing score, despite losing 98cc to its biggest rival, the Busa. Only just the all-round ultimate... for now. |
Total
82/100 Loses by just two points. Handling, engine, finish and price may all push the individual one way or another, but here's our score. Many testers felt this was the sportiest machine, despite being longer and heavier. Ultimate hypertourer... it's a close call. |
TOTAL
81/100 In this class, more ccs and sharper handling could put the Blackbird in among the big boys. As it is, it's a superb bike, ideally suited to hypersports touring with 'only' 130bhp and the sort of finish that would shame Alan Shearer. Come on,Honda, sort out the sussies and add 200ccs... |
TOTAL 79/100 |
Dyno
graphs explained
Kawasaki wins here, just. Look at that gorgeously smooth, linear trace to
a glorious maximum of 157.5bhp.0n the road this translates into usable drive
anywhere in the rev range. Further miles may liberate more. The Suzuki loses
out little on power (just under seven bhp) but makes up a little in a bigger
wedge of torque - 93.2lb-ft compared to 89.8. Doesn't the Blackie look tame?
It's not, though, when you ride it in isolation. Once a class leader, the
Bird makes a respectable amount of torque and power but is left three years
behind. Meanwhile the 9R has just two bhp less. The curve is less linear than
the others, but that means a bit more excitement, as the Ninja is buaier and
a little more harsh.
Road testers say...
Bertie
Simmonds: First, for me, is the 12R: more character, enough motor and handling,
and the finish is good. Second, the Blackbird, well-finished and easygoing.
Right on its heels is the Hayabusa, with its impressive handling and last
the ZX-9R, which is in a different class.
Andy
Watkins: The ZX-12R does it for me generally - just. So if I had to put them
in order of merit I would say ZX-12R and Busa joint first, Blackbird second
and, unfairly, the ZX-9R fourth. The 9R is a cracking bike and would stay
with any of these with a good rider on board.
Jon
Pearson: All three represent a lot of bike for your money. The Busa doesn't
have the build quality and finish I'd want. The Blackbird's a bit dependable
and stable, aka an old man's bike. The 9R is light and sporty but not practical
in this company. The 12R does it all a bit better than the rest.
THIS CLASS IS NOW ABOUT SPEED, POWER AND POISE - wrapped up with an element
of sportiness - and that's the criteria with which we have to measure this
class. This means it has to be between the ZX-12R and Hayabusa -and the speed
test figures show just how close it is, just 0.18mph in it...
Both meet the brief with ease and both are capable of covering three miles
in a minute and getting you through the next corner with a smile on your face.
But overall the 12 just nips it from the Busa on account of the fact that
the Kawasaki feels a little more together, is a bit more substantial (even
though it's lighter and shorter) and because it's finished that much better,
too. You do get the impression that on a racetrack the Busa would disappear,
benefiting, as it does, from a slightly sportier feel, but as a road bike
the 12R just has it. In third is Honda's Super Blackbird. Despite slightly
tardy handling compared to the top two it still hides its weight well, offering
stability and positive cornering and an 110Occ motor that can still thrill.
Okay, it has linked brakes, which are a matter of taste, but it also has a
quality finish - certainly the best here and good enough to make the machine
feel like the two-wheeled equivalent of a Mere or BMW. Taking our test criteria
into consideration, the ZX-9R has to finish last. No, it's not a bad bike
- it's a bloody good one, offering a much sportier ride than the competition,
but it's simply not playing the same game and therefore not in the same league
for intercontinental twisty touring. But we had to include it just to find
that out once and for all. Bertie Simmonds