David's Kawasaki ZRX1100/Motorcycle Page
Dedicated to the late and great Joey Dunlop - the greatest racer the sport of motorcycling has ever known.
My Bike: The 1999 Kawasaki ZRX1100
Me and Mean Green
Last update: May 20, 2001
Motorcycling
Now that's what I call a cool sport. What can be
better than leaning into a
curvey two-lane state highway going about 70 mph? (well, ok...95 mph, then!)
I have been riding bikes all my life and I probably always will. So...welcome to my MOTORBIKE PAGE!!!
Let me share a bit of my life with motorcycles...
When Eddie Lawson won the AMA Superbike Championship in 1981 for Kawasaki, the company immediately produced a "stock version" for
the common (or uncommon) man. So began a series of bikes known as Eddie Lawson Replicas, or ELRs. After owning a 1981 GPZ1100, I knew that this "naked class" UJM (Universal Japanese Motorcycle)
niche was right for me. Since my GPZ was so problematic (story on that is down below), I went ahead
and bought a brand new 1999 Nighthawk 750 just to be free of maintenance for a while. Imagine how I felt - suddenly finding out that Kawasaki was re-introducing a new ELR for 99??? I just wanted to kick
myself in the butt. Unbeknowest to my wonderful wife, I began planning the "switch". A healthy tax return and
some decent paychecks caused her to finally say "Do it - but will you ever be happy????". Well I did it...
and the answer to the happiness question is an emphatic YES!!! I remain satisfied even with
the knowledge that Kawasaki no longer makes this bike as a 1100cc, but upped the displacement to 1200cc's for 2001. Other mods
for 2001 include swingarm changes and some changes to the engine (crankshaft, etc).
This bike is totally awesome and the most fun and exciting to ride than any bike I ever
had. At 41 years old, I don't want something like a fully-faired "crotch-rocket" with the
crazy riding positions - I mean OUCH!!! Does one really have to assume such an unassuming position to ride a sport bike?
The riding position on the Z-Rex is quite erect (hehehe)!
I mean...look at the picture above!!! Ahh the bike that defies being "categorized"!
I ask you: What's not to like???
Torque peaks at around 6000 rpm at 72 ft/lbs. Just a hair less than 100 ponies peak at about 8500 rpm. This bike, with
it's tuning towards a flat spread of torque throughout the rpm ranges allows the bike to have some of the fastest roll-on times ever seen from a production bike. You can go from 60 to 80 mph in 4.2 seconds and 80-100 mph in 4.6 seconds (not that I do anything like that...hehehe).
The top speed of the Z-Rex is between 140 & 150 mph. Mix in hi-tech, retro-looks and the magic that only comes from a Kawasaki ELR...the result is simply victorious.
Let us now chant...
RETRO..RETRO...RETRO...RETRO....!!!!!!!!
Kawasaki made a winner here by combining yesterday's inline-4 1100cc muscle & basic design with today's hi-tech styling and performance. Everything from
the change in green (it's now a more pleasing goldish-green metallic shade!), the gold trim ( a gold chain, too!), the "naked" engine, the tubular aluminum swing-arm system all
the way to the twin nitrogen-charged rear shocks - hell, this bike announces to the rest of the world: "YES, I AM RETRO AND YES, MY SEATING POSITION IS ERECT BUT I AM GONNA EAT
YOU FOR LUNCH". The best thing about it all is this: You are not easily categorized. Certainly, the ZRX is a sportbike, but it's not a "crotchrocket"... rider position, comfort and overall
appearance defies such labeling. This bike attracts the mature sporting rider who appreciates power, torque, "nakedness", and heritage. The heritage of Kawasaki & Eddie Lawson ruling the track. So,
when asked what kind of bike you ride, you simply reply: I ride a "naked" ELR that you don't want to mess with, bud!
Hey...wow...
...my favorite category!!!
This page is part of the The Kawasaki ZRX WebRing (see links at the bottom of this webpage).
ZRX1100 LINKS:
Kawasaki's website on the Z-Rex - Cool but boring (except to a person wanting one!)
South Mississippi Sportbike Riders - I am in an awesome sportbike gang. Enter this site at your own risk!
ZRX Owners Association - ZRX Owner's Association (everything you need is here).
Yahoo ZRX1100 Club
Ragnarock's Personal Page on the ZRX
Cafe Corner - for the Z-Rex
Japan's Dr. Suda Race Specialists - check out this suped-up Z-Rex. 165hp was attained!
Holeshot's Webpage - see Holeshot's dyno numbers on the stock bike vs. their modified Z-Rex.
Motoworld Net - Sportrider article on the Z-Rex
Micapeak's ZRX1100 Registry
German ZRX Page - Really cool page.
German ZRX Page (#2) - Cool racing pics.
Green ZRX1100 - Kawasaki's promo-photo - Mean Green!!!
Red ZRX1100 - My favorite color...sorry, not available in USA.
Blue ZRX1100 - Custom paint job.
Kyle's "hooligan" Page - ZRX enthusiast fer sure.
Calendar-girl w/ ZRX1100 - Photo with Playboy model Natalia Sokolova.
Muzzy & Team Kawasaki Together Again! - ZRX1100 will race in AMA/Prostar Shootout (drag race) in 2000.
Z-Rex Wins in Canada - - Fellow hooligan Nigel Higgs wins Saskatchewan's 1999 Summer Sizzler (Streetbike Category).
Race photo
Very nice photo - Kawasaki promo-pic worth seeing!
Customized ZRZ1100 - Cool pic.
Eddie Lawson Replicas Page
Richard's ELR Page
MY ZRX HINTS:
Here are a couple of hints that you may find useful that I have learned over time about the ZREX:
1) Fram's motorcycle oil filter p/n CH6012 is cheaper and better than Kawasaki's. The "kit" contains
the large diameter "o"-ring for the bottom plate as well as the small "o"-ring for the fastener spool (not
to be had with Kawasaki's filter). It only costs about $4 at, for instance, Discount Auto Parts.
2) To check your coolant level, don't remove the side cover, simply get a bright flashlight and
get behind and above the rear sprocket and shine through on the inside of the rear shock. You get
a perfect view of the reservoir. Shake the bike a bit and you'll see the coolant level easier.
3) I use WD-40 for my chain and it's less a lubricant than simply a
solvent-type cleaner for this application. Spray it on liberally, then wipe the chain with a rag to
remove the excess. Your next road trip will have some yucky "sling-off" on the swing-arm, but if
you wipe it off after your first ride, your swing-arm will remain clean until it's time to "clean" your
chain again. These chains are "o"-ring sealed and therefore don't really need "lubricating" per se - however there is
some controversy about WD-40 damaging the o-ring seals - however I hear of people getting
20K out of their chains using just WD40.
4) Check your tire inflation! You may be surprised (of course, you may not). I was. Caught mine
with only 20 psi in them once (should be 32 up front, 36 on the rear).
5) Watch then wheelies! At higher rpms in first gear you'll find you and the bike clawing
way too high in the sky. The bike's too gorgeous to mess it up because you "went-over-backwards"
with it (plus, you'll probably skin your butt in the process - if you're lucky). I have known guys
who were pretty good wheelie-artists bring them over. There is just tons of torque down there...so
think about where you are on the tach before you wring the throttle for a wheelie.
MY BIKING HISTORY
(note: the links will bring you to pages belonging to others):
I started
out riding in 1971 while in the 6th grade. My first bike was a Honda Trail 90 (CT-90).
These were really unusual bikes. It was a big yellow beast with the fuel tank under the seat and I chose it because it was an
automatic (I had tried to ride my brother's CL-100 and hadn't figured out the "clutch part"). I soon realized that I had made the wrong choice
because my cousin had an SL-70 and he could leave me behind with that little bike of his. But the CT-90
had 4 gears in HI and 4 in LOW. I tell you now...you have NEVER seen a motorcycle geared as low as
the Trail 90 when it was in "1st gear Low" !!! I could climb the steepest of hills (slowly, but surely).
This was among Honda's "Scrambler" series of bikes.
It was my brother's bike originally. When he moved up to a CL-175 in 1973, the CL-100 was handed down to me. I, in
turn handed the Trail 90 down to my younger sister (very fitting!). Finally I was free of the embarrassment I felt with the CT-90
(my friends could now stop laughing at me!). The CL-100 was the first bike I could really "get down on". Well...in May of 1974,
I "got down" alright - had an awful accident in which
I was injured pretty badly (broken arm, 4 days in the hospital, missed the rest of that school year, etc).
The accident wasn't my fault (sure, sure), but unfortunately I was riding two-up (against my dad's rules)
and my friend's left leg was very seriously injured - requiring pins, skin grafts, etc. (I'll always be sorry about that day, Donnie!)
1974 XL-100:
Once I had recovered from the accident, I wondered what was going to become of my "motorcycling career". My dad had not been too happy about
the nature of my wreck (two motorcycles colliding). He asked me more than once if I had been playing "chicken" with the guy who hit me. I assured him it wasn't so (heck, I
had never even met that guy before!). My dad decided we were gonna get rid of my 100 and
the Trail 90. Once I got my cast off, we headed to my grandparent's house for me to spend the rest of summer vacation. With the bikes in the back of the truck, dad explained we were gonna
"unload them" at the Honda shop in Laurel, MS and just be "done with it". He pulled up to Scootie Howard's Honda Shop in Laurel and I sheepishly
went in with him. He talked to Scootie for a bit. He almost seemed like he was bragging about my
bike wreck, "Yeah, this boy of mine just KA-BLAMMED into
that other bike!". Suddenly, my dad looked at me and said, " Pick you one out, boy - there ain't no use in
you growing up scared of 'em...best thing to do is get back on one." Wow! I couldn't believe my ears. I was thrilled and immediately chose a brand new XL-100.
To this day, it still makes me smile to think that my dad knew deep down that I didn't want to stop riding. That XL-100 was
one nice little 4-stroke off-road bike - and hey - I got my first speeding ticket with it (and boy was dad pissed!).
Me, my dog and my XL-100 in 1975.
Notice the "cool" pants and helmet...hey, it was the 70's!
In 1976, I sold my XL-100 so I could buy a car. For a while, motorcycling was put on the back burner.
- In
1983, I finally returned to motorcycling. I guess in retrospect I must say the CM400T is nothing
to crow about. Not to say that
there was anything really wrong with this 400 twin. It was good transportation, I suppose. But it just doesn't compare
to, say...a Nighthawk. I had now made a transition from off-road riding to street riding and I had mixed emotions about it. I was
an off-roader by nature. I got used to street riding, but it is different - you have to continually worry about folks in cars killing you.
Me, my girlfriend Bobbie (now my wife!) & our CM400T
1982 Nighthawk 450:
This was the first of 3 Nighthawks I have owned. This was a pretty neat bike. As with my
CM400T, I just had to have the Connecticut Cycle backrest/luggage rack and an A/F plexifairing. This bike turned me on to Nighthawks...and just one
look at the Nighthawk 650SC...and I knew one day I'd have to have one!
My Nighthawk 450 (my first Nighthawk)
- My first REAL street machine. I don't understand why Honda
didn't use this bike as the template for the present-day Nighthawk 750. This bike
was almost perfect.
My Nighthawk 650 (my second Nighthawk)
Cool looks, twin front disc brakes, ample power for a 650, cool-looking exhaust pipes, a sixth-gear overdrive, LED
readouts for fuel and gear position, integrated modern instrument cluster, rectangular headlight, ample seat...and...SHAFT DRIVE! I should
have never sold this baby (sold it so I could buy my wife a Yamaha Waverunner). I suppose the Nighthawk 650 in an 1100cc size with rear disc
brakes and a sport fairing would (in my opinion) be the world's most perfect bike. Production of this bike ceased in 1986.
- I bought this bike in Jan 99 after it had been
"laid up" and in storage for nearly 3 years. It looked brand new!
My GPZ 1100
Fastest bike I ever owned. Kawasaki was ahead of it's time when they pulled this bike off the drawing board. I got a great deal on it (it wasn't running) and I was hoping all it needed
was a battery. WRONGO!!!! Fuel injection system was totally shot. To shorten the nightmare story, just let me say that I had to have it converted to a carb system.
The speedo and tach were both dead, the clutch basket needed to be replaced, needed new front and rear tires, front fork seals leaked like crazy. I had everything fixed and spent more on repairs
than I spent to buy the darn bike. BUT GOD WOULD THAT BIKE GO!!!! Fastest bike I ever owned (did I say that already?). Once I got it running pretty well, I
decided to "bail out". Call it paranoia. I still don't know if I made the right decision. I found a great deal on '99 Nighthawk 750 and decided that it was destiny
for me to again own a Honda Nighthawk. I bought the Nighthawk the same day I sold my GPZ. Wow...
I had to quickly get used to the difference in power. The Nighthawk is
quite tame in comparison. Owning that GPZ 1100 has made
me realize what my dream bike was: the Kawasaki ZRX 1100 (the reincarnation of this GPZ!).
My previous bike was a Nighthawk 750. This beautiful bike is the epitomy of the maintenance-free motorcycle.
Honda has been making it virtually unchanged since it's introduction way back in 1991. It's kind of a
hybrid bike - many components were taken from the parts bins of various models
previously-made by Honda. For instance, the front fender came from
the Nighthawk 700S, the rear fender from the European model NTV650 while the engine and it's
components were lifted from the CBX750 (the CBX served as a police bike in Japan and was not a
U.S. domestic model).
The Nighthawk 750 is a sleek-looking bike - yet very tame and easy to ride. Maybe too easy to
ride! It's also super cold-natured - you have to choke the heck out of it with
every cold start. But you don't
have to do anything else but ride!!!
From a "fix and adjust" standpoint, all I can think of is: keeping it clean, lube the chain with
WD-40 and fight the crud that comes from that chain. The bike was designed to run practically
forever with little maintenance and that's why I bought it (plus I am partial to the Nighthawks).
I had the Hondaline backrest/luggage
rack and a windshield that I got at the Honda dealer in New Orleans. The bike was a salesman's bike and they knocked off a couple of hundred because it had 300 miles on it.
I had to take a hit on the manufacturer's warranty as well...but I figured that warranty would never have to be used! Everything about this
bike is nice but as an experienced rider, I say the bike could use more high performance characteristics.
Some "X-marks" I have against the bike are (1) chain
drive and (2) high rev's when in 5th gear (I keep trying to find that non-existent 6th gear). The
bike seems quite "busy" at highway speeds, turning a high 3500 rpms at 50 mph. The power band is
also spread too generously throughout the lower rpm ranges. So...with my
active little imagination, I have dreamed-up the perfect Nighthawk 750 - which coincidentally is
close to the Euro version of the NH 750
and also that beloved-no-longer-in-production: the Nighthawk 650SC. So here is my wish-list:
1) Valves, carburation and exhaust jetting/porting leaning toward more top-end power.
2) Addition of a 6th-gear overdrive.
3) Shaft drive instead of chain drive.
4) Modernized instrument cluster, including LCD fuel gauge and gear indicator (like the NH 650!)
5) Dual front-disc and single rear-disc brakes instead of the single front disc and rear drum brakes!
6) Rectangular headlight would look better as well as some kind of small sport fairing.
7) Centerstand to be standard equipment instead of optional (who ever heard of THIS?)
I realize it would cost more, but it'd be worth it. I hope her new owner loves her, too.
NIGHTHAWK 750 LINKS:
If you want to...email me.