The ZXR250 was the youngest sibling of the ZXR series, the foundation of the current ZX series, and was introduced during the racer replica boom of the 1980s. It was Kawasaki's ultimate weapon, equipped with a completely newly designed liquid-cooled, 4-stroke, DOHC, 16-valve, 4-cylinder engine mounted on an aluminum frame, and given features such as inverted forks and a ram air system that put it ahead of its rivals.
The model shown here is the 1995 model, which was the final model with a matured design and various parts.
With the introduction of the ZRX250, racer replicas from four manufacturers are now available.
The racer-replica boom triggered by the Suzuki RG250γ introduced in 1983 spread to the 250cc class of 4-stroke engines with the introduction of the Yamaha FZR250 in 1986.
The four-stroke, four-cylinder racer replicas were all equipped with twin-lens headlights inspired by endurance racers, and the Suzuki GSX-R250 appeared in 1987, followed by the Honda CBR250R in 1988, both with twin-lens headlight designs.
However, only Kawasaki introduced the aero-designed GPZ250R in 1985 with a two-cylinder engine, and its successor, the GPX250R, in 1987, inherited the two-cylinder engine. At the time, the main target market for racer replicas was young people in their teens and twenties, and high specifications were the most sought-after in motorcycles.
The maximum output was 45 PS, which was the maximum output required by the voluntary regulations of each manufacturer, and Honda's CBR was the only model that used an aluminum frame.
Yamaha adopted an aluminum frame with the FZR250R introduced in 1989, and Suzuki also adopted an aluminum frame with the GSX-R250R introduced in the same year. In 1989, Kawasaki, which had evolved from the steel frame and two-cylinder engine package, introduced the ZXR250 with an aluminum frame and a completely newly designed, liquid-cooled, 4-stroke, DOHC, 16-valve, 4-cylinder engine.
With the introduction of the ZXR250 and its sibling, the ZXR400, by Kawasaki, which seemed to have drawn a line in the sand from the racer replica boom, it seemed that the racer replica boom would heat up even more as all four companies joined forces.
The early model ZXR250 nicknamed Gachapin because of its coloring and headlight design, was fully equipped as it was the last model to be produced. It debuted at the same time as its sibling ZRX400.
The C model, which underwent a model change in 1991, was a full model change, with everything from the engine to the frame being modified. It adopted the slant-nose design and flashy graphics that were popular at the time.
The motorcycle photographed is a 1995 model, the last model. Its sharp design stands out with its monochromatic coloring. Although the replica boom has come to an end, the high level of sportiness is still very much in vogue today.
The low handlebars and thick K-CAS ducts stand out in the rearview. The entire body is designed to improve aerodynamic performance, including the inner-type rear fender.
The handlebars are low and the upper body is tilted forward, and the step position is fairly high, so the knees are bent a bit. It is recommended to ride it with an understanding that it is a racer replica.
The foot grounding is very good, with a tester of 170 cm in height and 65 kg in weight having both feet firmly planted on the ground up to the heels.
The engine, which revs up to 19,000 rpm, sounds like a racing machine. The engine has a low mid-range torque, but it is sufficient for normal riding.
High specs of ZXR, the last of its kind
The ZXR250 was the last of Japan's four manufacturers to introduce a liquid-cooled, 4-stroke, DOHC, 16-valve, 4-cylinder engine, but it was also the only model to suddenly appear as a full-spec racer replica. The engine, which used a side cam chain, had a maximum output of 45 PS at 15,500 rpm and a maximum torque of 2.3 kg-m at 11,000 rpm, about 10% less than its rivals in terms of torque, but it was a super high-revving engine with a red zone starting at 19,000 rpm.
The frame was a diamond-shaped E-box made of large thin-walled aluminum extrusions, and the swingarm was made of aluminum called KIS-ARM (Kawasaki Isostrain Arm).
The most notable feature was the 41mm-diameter inverted front fork, the first in the 250cc class, which was fully adjustable in terms of preload and damping. The Ram Air System and K-CAS (Kawasaki Cool Air System) were also included, and it is fair to say that Kawasaki had put all the technology it had at the time into this machine, making it an all-in-one machine.
The position was racy with a separate handle attached under the top bridge and a back step, and the K-CAS hose leading from the upper cowl to the tank created a unique cockpit. Although called a racer replica, no international-standard races were using the 4-stroke 250cc machines, and the 4-strokes in action were the 400cc TT-F3 400cc cc, and the 750cc TT-F1.
However, the 4-stroke 250cc class motorcycles, which did not require vehicle inspections and enjoyed the absolute support of the youth of the time, gained even greater popularity as each manufacturer introduced cutting-edge technology and gave them equipment equivalent to today's large super sports bikes. In other words, the four-cylinder, four-stroke 250cc models were a category of motorcycles that originated on public roads and were born out of Japan's vehicle inspection system.
The popularity of this 4-stroke 250cc motorcycle led to the creation of the SP250F race category. Some manufacturers began to line up models that were compatible with this race. The ZXR250R, a special version of the ZXR250 with a large-diameter carburetor and cross-transmission, was also made available.
In 1991, the ZXR250R underwent a model change to the C-type with an integrated two-light headlight, a shorter stroke for improved engine response, and a lighter main frame, resulting in a 3 kg weight reduction.
The C-type has a slant nose with integrated two-light-type headlights, which significantly changes the image of the front area.
The K-CAS duct leading from the upper cowl to the tank, also known as the washer hose, was effective in cooling the engine.
The meters are of the three-lens type: speed, tacho, and water temperature. The tachometer, whose redthorn starts at 19,000 rpm, is a sign of a super high-revving engine.
The fuel tank has a simple design except for the K-CAS duct that connects to it. The capacity is 15 liters, which is sufficient for touring.
The liquid-cooled 4-stroke DOHC 16-valve 4-cylinder engine was significantly refined during the model change to the C-type, including a short stroke. The K-RAS (Kawasaki Ram Air System) introduces air through side ducts to overpressurize the air cleaner box located behind the engine.
The seat cowl is single-seat style, with a luggage space under the tandem seat. The seats themselves, both front and rear, are thin and not suited for long distances.
The standard silencer has a racy design like an external one. Brakes are a combination of 220mm disc rotors + 1 pod calipers.
The front end is the best equipped in its class, with a 41mm-diameter inverted front fork and double-disc brakes.
The rear wheel is 18 inches and the swing arm is made of a pressed aluminum material called KIS-ARM.
The tragic racer replica that disappeared during the naked bike boom
The development competition among manufacturers seemed to heat, but the trend changed drastically with the appearance of the Zephyr 400 released by Kawasaki in 1989.
With the success of the Zephyr, the Zephyr 400, with its air-cooled engine mounted on an iron frame, began to attract more attention for its feel and ease of use than for its specifications, and by 1990 it had surpassed the sales volume of the king of bikes, the NSR250R.
Manufacturers introduced new four-cylinder naked bikes in the 400cc class, followed by four-cylinder naked bikes in the 250cc class. The period saw a shift from the racer replica boom to a naked bike boom. Manufacturers began installing engines from racer replicas in naked bikes, and the ZXR250's engine was installed in the Barrios, which appeared in 1991.
Sales of the ZXR250 began to decline due to the rapid contraction of the racer replica boom, and in 1993, tightening voluntary regulations reduced the final output to 40 PS, and production was discontinued in 1995. The ZXR250 was discontinued in 1995. However, the Barrios that succeeded the ZXR250 engine underwent a model change to the Barrios II, which remained in production until 2007.
Kawasaki has fallen behind the times with the ZXR250, but in the modern era, it is the only Japanese manufacturer to offer a four-cylinder engine model in its lineup, introducing the Ninja ZX-25R in the 250cc class in 2020.
The naked model Barrios, which inherited the ZXR's engine, is a long-selling model that continued to be produced until 2007.
The Ninja ZX-25R brings back the four-cylinder engine to the 250cc class. As of May 2024, it is the only vehicle in its class with a four-cylinder engine.
Kawasaki ZXR250 Main Specifications (1995)
Overall length x width x height: 2,000 x 685 x 1,090 mm
Wheelbase: 1,360mm
Vehicle weight: 141 kg (dry)
Engine: Liquid-cooled 4-stroke, in-line 4-cylinder DOHC 249cc
Maximum output: 40 PS at 15,500 rpm
Maximum torque: 2.3 kgf-m at 11,000 rpm
Fuel tank capacity: 15 liters
Transmission: 6-speed return
Brakes: F=W disc, R=disc
Tires: F=110/70R17, R=140/60R18
Price at the time: approx. 3881 USD (excluding tax)
