Kawasaki had already made a name for itself as the fastest with the ZZ-R1100, which had a 320 km/h speedometer, but it lost that position to Honda's CBR1100XX in 1997 and to Suzuki's GSX1300R Hayabusa in 1999. Kawasaki responded with the ZX-12R, which was released in 2000, just in time to catch up to the voluntary speed regulations that began in 2001.
- Unique concept created by Kawasaki, which lost its temper in the face of Honda's pursuit.
- The engine pursues a compact design! Same bore x stroke ratio as ZX-9R
- Aluminum monocoque frame follows the spirit of the KR500
- Pursuing aerodynamics in collaboration with the Aircraft Division, which is unique to the Kawasaki Heavy Industries Group
- Some of the design sketches included ideas like a near-future motorcycle from a sci-fi movie.
- Kawasaki Ninja ZX-12R Main Specifications
Unique concept created by Kawasaki, which lost its temper in the face of Honda's pursuit.
The ZZ-R1100D model debuted in 1993, boasting the world's fastest power output of 147 PS, which was unprecedented at the time. The speedometer read 320 km/h./The "Mega Sport" was called "Mega" Sport, a stronger word than the current "Giga" Sport, and the "Mega" Sport was a stronghold of the Kawasaki brand. The "Mega Sport" was a stronghold of Kawasaki's monopoly.
Honda did not compete with the ZZ-R1100 but released the CBR900RR in 1992.
The CBR900RR was thoroughly lightweight and exhibited extraordinary athleticism for the liter-class of the time. Against the ZZ-R1100 (C-type at that time), the developers decided to make the acceleration from 0-1000m equal or better (according to the developers), and this became the original supersport model.
However, at the end of 1996, Honda expanded the engine based on the CBR900RR to 1137 cc and launched the CBR1100XX with 164 PS, significantly more than the ZZ-R1100. In response, Kawasaki proceeded to develop the ZX-12R, a unique concept of a megaspore with athleticism comparable to a supersport.
Ninja ZX-12R (2000) [KAWASAKI] A new mega-sport machine that appeared in the last year of the 20th century.
It aimed to return to the position of the fastest bike with the strongest power at the time, 178 PS.
ZZ-R1100 (1993) [KAWASAKI] The liquid-cooled parallel four-cylinder engine of the 1984 GPZ900R was evolved and matured, and its displacement was increased to 1052cc. The twin ram air system and output of 147 PS brought it close to 300 km/h.
CBR1100XX (1997) [HONDA] The CBR1100XX aimed for "the highest performance in the world" by balancing not only maximum output of 167 PS but also comfort and safety at a high level. It became a topic of conversation when its meter readings exceeded 300 km/h.
GSX1300R Hayabusa (1999) [SUZUKI] Suzuki suddenly entered the Megasport market with the Hayabusa, a larger version of the GSX-R. With its 1299 cc displacement and 175 PS of power, it outclassed its rivals.
The engine pursues a compact design! Same bore x stroke ratio as ZX-9R
Aiming for a bigger supersport, Kawasaki has designed the 1199cc ZX-12R's engine to have the same bore x stroke ratio of 0.67 as the ZX-9R. The ZX-9R was a supersport launched by Kawasaki in 1994 to compete with the Honda CBR900RR, and the 12R's engine is benchmarked against it.
The engine is thoroughly compact, with the dimension from the crankshaft to the dry shaft being 3 mm larger than that of the 9R, and the overall engine length is only 8 mm larger.
The valve pinch angles of 12 degrees on the intake side and 13 degrees on the exhaust side are the same as those of the ZX-9R, and the engine is significantly more compact and 12 kg lighter than the ZZ-R1100.
The cylinder was an advanced all-aluminum plated type at the time, which made it more compact and improved heat dissipation. Another topic of the ZX-12R was the use of electronically controlled fuel injection. At the time, carburetors were still considered superior in terms of drivability, but the technology was just beginning to catch up.
This engine uses the same bore x stroke ratio and valve pinching angle as the ZX-9R and is a higher displacement version of the 9R. Maximum output was 178 PS at 10,500 rpm, more power than the Hayabusa, which had a 100 cc larger displacement.
A single-shaft secondary balancer is installed under the crankshaft, the alternator of the ZZ-R series is eliminated, the generator is placed on the crankshaft, and the clutch and head cover are made of magnesium to reduce weight.
The GPZ900R series water-cooled straight-four engines did away with the rocker's arms and adopted a compact cylinder head with directly pressed valves. The combustion chamber is also compact, with a compression ratio of 12.2:1 (11:1 for the ZZ-R1100).
Aluminum monocoque frame follows the spirit of the KR500
The ZX-12R's engine was designed to be compact in a supersport-like manner, which is no different from the CBR1100XX and Hayabusa. The frame, however, is a mass of originality and is unique in that it is a backbone monocoque structure that breaks away from the conventional twin-tube frame.
To take advantage of the engine, which is as compact as the ZX-9Rs, the engine is suspended from a backbone frame that is almost as wide as the engine, and the frame is also used as an airbox. As a result, the overall width of the ZX-9R is 725mm compared to the ZX-9R's 730mm.
This approach was inspired by Kawasaki's KR500 Grand Prix racer, and the ZX-12R commemorative book featured a KR500 monocoque frame. The KR had replaced the frame's role as a fuel tank with an airbox for space efficiency.
The fuel tank, on the other hand, is extended to the bottom of the rider's seat to ensure capacity. This was meant to bring the weight closer to the center of gravity and was intended to have a similar effect prior to the RC211V Moto GP machine that debuted in 2002. With these approaches, the ZX-12R aimed to become supersport.
The light blue-colored area is the airbox, which is served by an aluminum monocoque frame. The fuel tank extends under the seat and has a capacity of 20 liters.
The frame is figurehead shaped and weighs 12 kg less than the ZZ-R1100. The ram air intake is at the front, the air cleaner element slot is in the middle, and the two large holes are maintenance holes.
When the cowl is removed, one can see that the width of the engine and frame remains virtually unchanged.
This body layout was carried over to the ZZR1400 in 2006 and the ZX-14R in 2012.
KR500 (1982) [KAWASAKI] The final version of the KR500, which competed in the WGP500 for three years starting in 1980, the ZX-12R continued the monocoque frame tradition of supersport.
Pursuing aerodynamics in collaboration with the Aircraft Division, which is unique to the Kawasaki Heavy Industries Group
Along with the frame, the ZX-12R's uniqueness was demonstrated in the cowl design, which utilized know-how from the aircraft division. The advanced design is evident in the fact that the winglets, which are now commonplace, were installed in 2000.
Other features include protrusions on the front fork bottom piece, which act on the airflow and increase the cooling effect of the engine. In addition, the ram air duct intake is protruding at the highest wind pressure position to maximize pressure.
The winglets on each side of the cowl are intended to prevent turbulence from the front area from affecting the airflow above the cowl. They do not function to generate downforce as they do today.
With the cooperation of Kawasaki Heavy Industries' Aircraft Division, wind tunnel tests were repeated, and the shape of the mirrors was designed to reduce aerodynamic drag at high speeds. The H2R's wing was designed to generate more downforce.
The projection on the bottom piece of the inverted fork aims to reduce air resistance by moving the airflow away from the vehicle body. This also reduces air resistance passing through the radiator and increases the cooling effect.
The impressive ram air ducts are led from the ducts on both sides of the front forks to the air box. Noise-reducing resonators are also installed in the ducts.
It is equipped with a single-seat cowl as standard equipment, which contributes to improved aerodynamics at high speeds. Hayabusa also uses a single-seat cowl called a "cob," but the 12R has a sleeker shape.
The 2000 model adopted a 350 km/h speedometer. It surpassed the actual speed of 300 km/h in a test conducted by German Motorrad magazine, but it was no match for the Hayabusa. And only the Hayabusa survives to this day.
Some of the design sketches included ideas like a near-future motorcycle from a sci-fi movie.
A design sketch that appears to be near final.
At this point, the cowl side louvers were drawn, creating the image of the 2012 ZX-14R.
There is also a sketch of a supercar, which has winglets on the upper cowl like a modern supersport.
Some of the sketches were of futuristic designs. Although not very realistic, it is thought that the candidates were narrowed down to such a range of designs.
Kawasaki Ninja ZX-12R Main Specifications
Overall Length x Overall Width x Overall Height: 2080 x 725 x 1185mm
Wheelbase: 1440mm
Seat height: 810mm
Weight: 210 kg (dry)
Engine: Liquid-cooled 4-stroke, in-line 4-cylinder, 1199cc
Maximum output: 178 PS at 10,500 rpm
Maximum torque: 13.66kg-m/7500rpm
Fuel tank capacity: 20 liters
Transmission: 6-speed return
Brakes: F=W disc, R=disc
Tires: F=120/70ZR17, R=200/55ZR17