The Kawasaki ZX-9R was a sport bike manufactured by the motorcycle division of Kawasaki Heavy Industries of Japan from 1994 to 2003. There were five model incarnations across two basic designs. Throughout its production run, it was both maligned and praised for its road-riding bias, which allowed for more rider comfort but less of a racebike-on-the-road experience of more single-minded competing designs.The ZX-9R debuted in 1994. Kawasaki developed the model in response to Honda's introduction of the CBR900RR FireBlade for the 1992 model year.
Prior to the advent of the FireBlade, large-capacity Japanese sports motorcycles had become polarised. On one side were the 750 cc sport bikes, influenced by Endurance racing and the World Superbike Championship. On the other, the "big-bore" 1000cc-plus sports-tourers had become the natural evolution of the performance bikes of the preceding 20 years. In simple terms, the 750's had the handling, the big-bores had the power. In both categories, Kawasaki ruled. The ZXR750 offered the technology and the performance of ultra-expensive racing-homologation models from Honda and Yamaha at half the price, and it outclassed the similarly-priced GSX-R750 of the time, which still featured a perimeter frame and an oil-cooled engine, while the ZZ-R1100 held the title of the fastest production motorcycle on Earth.
The FireBlade packaged a 900 cc engine into a 750 cc sport bike chassis. It combined big-bore power with sport bike handling, but, crucially, it also pioneered meticulous attention to weight-saving design. The FireBlade not only outpowered the 750's, it was also significantly lighter. This was the detail overlooked or underappreciated by Kawasaki when they set out to build their FireBlade-beater. In building the first ZX-9R, Kawasaki combined their class-leading big-bore, the ZZ-R1100, with their class-leading 750, the ZXR750, rather than commit to an entirely-new design.
The result was a big motorcycle; despite weight-saving measures like magnesium engine covers, its quoted dry weight was 215 kg, almost 30 kg heavier than the FireBlade. It made around 125 hp (93 kW) at the rear wheel on the dyno, between 10 and 15 hp (11 kW) more than the FireBlade, but this advantage in power couldn't make up for its size, weight and reduced agility. Rather than be a direct competitor, the ZX-9R was a retained as a more stable and more comfortable alternative to the Honda, with more straight-line speed.
The road-going bias is evident through the raised clipons and more upright seating positions. The ZX9R also had a reasonable seat height, however it posed a problem to shorter riders due to its wide seat and fuel tank.The first ZX-9R could be seen as a ZXR750 incorporating a number of ZZ-R1100 design features. The wheels (three-spoke cast aluminium alloy 3.5"x17" front and 5.5"x17" rear), front forks (fully-adjustable 43 mm upside-down KYB) and unbraced fabricated aluminium box-section swingarm with fully-adjustable remote-reservoir KYB monoshock were direct carry-overs from the ZXR. Importantly, the twin-piston rear Tokico caliper no longer mounted via a torque arm, and the clip-on handlebars mounted above the top triple clamp, not below. The four-piston Tokico front calipers and 320 mm front discs were common to the ZZ-R and the ZXR.
The frame was a welded aluminium-alloy dual-beam with cast steering head and swingarm endplates, but with steel-tube engine cradles and swingarm-mount endplates extending back to support the rider's seat and attach the bolt-on subframe, like the ZZ-R1100.
The engine was 899cc. The crankcases, clutch and gearbox were carried over from the ZXR750, with a longer-throw crank and a bigger-bore, taller cylinder block for the larger capacity. The cylinder head was externally highly similar to the ZXR, as well, but incorporated rocker valve actuation like the ZZ-R1100 instead of the ZXR's direct actuation. Redline was an impressive 12,000 rpm against the FireBlades 10,500 rpm. Induction was by 39 mm Keihin CV carburettors, and the engine breathed through a huge 10L airbox fed by dual ram-air intakes on the nose of the bike, under the single headlight, via ducts passing back and over the frame beams near the steering head, like on the ZZ-R.
The result was a big motorcycle; despite weight-saving measures like magnesium engine covers, its quoted dry weight was 215 kg, almost 30 kg heavier than the FireBlade. It made around 125 hp (93 kW) at the rear wheel on the dyno, between 10 and 15 hp (11 kW) more than the FireBlade, but this advantage in power couldn't make up for its size, weight, and what turned out to be a poor choice of rear suspension linkage ratio and swingarm pivot position, which compromised rear-end grip.
The new bike was almost as comfortable and as fast as the ZZ-R1100, and it handled much better than the big sports-tourer, but couldn't match the FireBlade's agility. Rather than a direct competitor, the ZX-9R was a more stable and more comfortable alternative to the Honda, with more straightline speed.Detail changes. Power goes up from 139 to 141hp. The rear suspension linkage and rear spring rate were changed, improving handling. Pillion grab rails were added, the gearboxes were made stronger, and new six-piston Tokico front calipers replaced the previous model's four-piston units. Weight went up to 218 kg.For 1998, Kawasaki completely redesigned the ZX-9R. The basic roadgoing bias of the bike, with the relaxed riding position and generous chassis dimensions remained, but the character of the bike was fundamentally changed.
Engine bore, stroke and redline remained unchanged; everything else was completely new. The clutch was changed from hydraulic to cable-operated. The generator was moved from behind the cylinder to the more conventional location at the left end of the crank. There was now no balance shaft. The valvetrain switched to direct valve actuation, and the cylinder head was plumbed for then-new plug-top ignition coils, replacing more conventional remote coils and high-tension leads. Notably, the new engine also featured a Hall-type cam position sensor on the exhaust camshaft. Cam position sensors are typically used in conjunction with electronic fuel injection. As the ZX900C featured induction by Keihin 40 mm CV carburettors, a cam position sensor wasn't necessary. Its inclusion could indicate that Kawasaki had designs to include fuel injection on the engine in the future, but this did not happen until the 2003 introduction of the Z1000, which uses a bored-out ex-ZX-9R engine with a side-draught cylinder head.
The frame lost the steel engine cradles, but also its bolt-on subframe and the rear ride height adjuster. The swingarm was a new unbraced, rectangular-section extruded design. The wheel sizes were the same, but the wheels were a new, lighter design. The brake calipers carried over, but the discs were smaller and lighter without stopping power being affected. New 46 mm right-way-up KYB forks replaced the heavier, though stiffer 43 mm USD's on the B model. The rear shock changed from a remote-reservoir to a lighter, more compact piggyback design. The wheelbase dropped 30 mm to 1410 mm.
Overall, with a factory-quoted dry weight of 183 kg, the C-model weighed less fully fuelled than the first B-model weighed dry.
Visually, the new bike retained the rounded, voluptuous, organic look of its predecessor, but became sleeker, with a slimmer tail unit and a smaller fairing. As a consequence of the smaller engine and shorter wheelbase, though, the fuel tank became wider and intruded more on the riding position than before.
At launch in late 1997, the ZX900C caused a sensation. The total redesign resulted in a bike which thoroughly outclassed the modest update of the FireBlade Honda introduced for that year. The two bikes were now evenly matched on weight, but the ZX-9R retained its power advantage and was universally acclaimed as the better sport bike; it was faster, it handled better and possessed a raw, involving feel for the rider. By contrast, the 1998 FireBlade was widely criticised for its uncommunicative handling. In addition, Kawasaki chose simple, single-colour paint schemes for the ZX-9R, offering the bike in the house colour of lime green, candy metallic blue and, in some markets, candy metallic black.
Unfortunately for Kawasaki, late 1997 also saw the introduction of the Yamaha R1. While flawed in several respects, this completely new sport bike design offered performance and styling which rightfully went on to capture the imagination of the motorcycling public.A dramatic new look was introduced for the 2000 model, with distinctively feline twin headlights and a separate ram-air intake replacing the single headlight and integrated intake of the C-model. The engine gained a few horses from a compression ratio increase from a lower duration intake cam, which increased static compression. Further improvements were aimed primarily at handling.
The frame was made stiffer through the enlarging of the front engine mounting bolts, though this still left the ZX-9R with just a single front engine mount on either side of the frame. Further, the rubber bushes in the top rear engine mount were changed to alloy. This combined to make the engine's contribution to the stiffness of the frame/engine unit greater.
The swingarm pivot and wheel spindles were made considerably larger in diameter, again for more stiffness. Increased offset on the triple clamps reduced the trail on the front wheel to make the steering more agile. The forks were shortened to save weight, and the rear shock top mount was redesigned to incorporate a ride-height adjuster.Changes to the 2002-2003 ZX-9R extended well past simple cosmetic modifications. Additions included a strengthened swingarm (by a claimed 20 percent), stiffened frame, new engine mounts, new rear shock, increased trail and reduced fork offset, and new Nissin four-piston caliper brakes and 320 mm discs at the front wheel. Slight engine modifications included new Keihin carburators and a heavier crankshaft to smooth out shifts. The exterior stayed much them same. The rear passenger grab handles and fairing stay were removed from the 2002-2003 models. Color options for 2002-2003 included Kawasaki green, candy gold spark, black and silver.
2003 spelled the final year for the road oriented ZX-9R, as competitors Yamaha with its YZF-R1 and Suzuki with the GSX-R 1000 took the market lead with their racier, more track oriented offerings. Honda also followed this route (albeit to a lesser degree) with the CBR 954 and 1000RR. The Kawasaki ZX-10R was poised to go head to head with these other Japanese literbikes, and with no direct competitors and no room in the Kawasaki lineup, the ZX-9R was relegated to the history books.

Ducati has finally pulled the wraps off its new heavily-redesigned Multistrada 1200 at the Milan EICMA show, and it’s fair to say to that the new bike is a far cry from its previous incarnation. Powered by a slightly modified version of the same liquid-cooled 1198cc V-twin Testastretta engine used in the company’s superbike lineup, the all-new Multistrada 1200 most interesting calling card is its advanced electronic engine (and in the case of the 1200 S model, suspension) control that transforms the new Ducati into four distinctly different motorcycling personalities.Utilizing four different engine modes— “Sport”, “Touring”, “Urban”, and “Enduro”— that can be changed on the fly at the touch of a button, the Multistrada is able to significantly alter its overall character via electronic adjustments to its fueling/ignition curve, ride-by-wire throttle, traction control, and with the Multistrada 1200S, even the suspension. For instance, while the Sport mode provides a full 150-horsepower output with a “sports-oriented suspension setup” and traction control set on level 3, the Touring mode offers the same peak power, but with a smoother torque delivery and traction control set on level 5 for a larger safety net, and the suspension settings dialed back to provide full comfort. Selecting the Urban mode instantly pulls back power to 100 horsepower, with the traction control set to level 7 to provide “high system intervention so the rider can enjoy enhanced safety even in the most chaotic of stop-start traffic”, with suspension set for “tackling the maze of city streets full of speed bumps and drain covers.” And unlike the previous Multistrada, should you venture off the paved path, a push of the button sets you into Enduro mode, where smooth 100-horsepower output, higher-set suspension, and traction control reduced to level 1 for almost no intervention (because spinning the tire is desired in this instance) allow you to traverse off-road sections in stride.There will be two different “equipment packages” offered with the S version of the Multistrada: a Sport edition with various carbon fiber components, and a Touring version with centerstand, heated grips, and specially-designed hard luggage. Both come standard with ABS.The standard Multistrada 1200 will be equipped with a fully adjustable 50mm Marzocchi inverted fork and likewise adjustable Sachs rear shock – ABS is available as an option. The S models are equipped with the electronically-adjustable Öhlins 48mm inverted fork and rear shock that were developed in conjunction with Ducati, allowing the changing of spring preload, rebound and compression damping adjustment to settings pre-set by Ducati, or an independent mode that allows owners to customize their own settings-- all via push-button access.The Testastretta engine is based on the 1198 superbike powerplant, but has been given the “Testastretta 11˚” moniker because of its somewhat unusual cam timing. Instead of the standard Testastretta that has 41 degrees of cam overlap (overlap is the amount of time the intake and exhaust valves are both open) in order to maximize volumetric efficiency by using the exhaust and intake pressure waves, the Multistrada’s engine has just 11 degrees. In conjunction with revised camshaft timing, redesigned ports and compression ratio, this not only produces a much smoother torque curve, but also provides benefits in emissions and fuel mileage as well. Intake is through two elongated snorkels protruding up front that feed both the airbox and the oil cooler. The 2-into-1-into-2 exhaust utilizes an under-engine chamber that handles both sound and emissions absorption, with two small outlets that provide plenty of room for the hard bags.
Other interesting new features include a keyless ignition similar in concept to many luxury automobiles, a claimed dry weight of 417 pounds, adjustable windscreen, 5.3-gallon fuel tank, and two 12 volt power outlets for electric accessories. No prices have been set at this time.

Despite cash-strapped parent company Harley-Davidson looking to sell it off in order to raise much-needed capital (this after recently purchasing ownership rights late last year), MV Agusta looks to be back at full strength with a flurry of new models for 2010, the latest of which is the all-new F4 1000 R that was unveiled at the Milan EICMA show. In an apparent move toward allowing the bike to be legally campaigned in the World Superbike Championship, MV Agusta has returned the F4 to its previous-generation 998cc displacement with an all-new engine that is much lighter and compact, yet nearly as powerful as its 80cc-larger predecessor. Although using the same basic hybrid chromoly steel lattice/cast aluminum sideplate frame design, the new chassis is both stronger and lighter than its forerunner.While the inline-four-cylinder engine architecture utilizes the same 76 x 55mm bore x stroke configuration, virtually everything else has been examined and redesigned in the quest for less weight and more power. The crankshaft inertia has been increased by 50 percent to smooth throttle response (one of our major gripes with the F4 engine in nearly all its incarnations over the years), with lighter and stronger connecting rods. The cylinder head’s signature radial four-valve combustion chamber setup returns with lighter titanium intake valves and shorter intake tracts working with the TSS variable intake setup (first seen on the F4 Tamburini model) breathing through new 49mm Mikuni throttle bodies sporting two injectors per cylinder. All of this, plus the Mark II traction control system, is manipulated by the first production use of the Marelli 7BM ECU; besides the eight different levels of intervention that can be chosen, the Marelli unit also contains standard and “rain” engine management maps. Both the oil and coolant pumps have been redesigned for better efficiency, with numerous additional changes to the engine cutting bulk and/or adding power.The original four separate “organ pipe” under-seat exhaust penned by original designer Massimo Tamburini has been retained, with the addition of an electronically-controlled valve helping cut down on noise while helping tune exhaust pulses for optimum power. In fact, Tamburini’s original styling for the F4 has been kept largely unmolested, probably a good thing when you look at what happened the last time a company decided to swap from a Tamburini design (think “999”).Although outwardly similar, the hybrid chromoly steel tube lattice/cast aluminum sideplate chassis has undergone extensive revisions. Changes to the thickness and diameter of the steel tubing coupled with a redesign of the aluminum swingarm pivot plates has resulted in less weight and better torsional rigidity. The swingarm pivot plates have also been moved forward, increasing front-end weight bias while allowing the single-sided swingarm to be 20mm longer without affecting the wheelbase. That swingarm has been extensively revamped to drop 2.65 pounds while maintaining the same level of torsional rigidity. Even the 50mm Marzocchi inverted fork and rear wheel hub went under the engineering CAD knife to drop weight.The end result is a motorcycle that cranks out a claimed 186.3 horsepower at 12,900 rpm, while weighing in at a claimed 424 pounds dry. Surely a recipe for serious performance, and one that we’ll be reporting on as soon as we’re able to swing a leg over one.
source:http://www.sportrider.com