Kawasaki ZX-12R
Preposterous speed for minimal money? You can’t get more em-pee-aitch for your cash than this… and it’s quite handy in corners too
KNOW YOUR A2 FROM YOUR B6
Launched in 2000, the original model is known as the ZX-12R A1. The 2001-model A2 is identical. Bikes from 2002-03 are all the same despite officially the B1 and B2, B3 and B4 variants and had 140-odd claimed changes, the key ones being revised fuelling for better lowspeed manners, a heavier flywheel and improved suspension. The air intake sticks out the nose more too. The final version is the B6 from 2004-06 and is the best of the lot thanks to new forks, engine alterations and styling mods.
DEPENDABLE PERFORMANCE
Kawasaki had ruled the top-speed roost with their ZZ-R1100 but had been shafted first by the Honda Blackbird and then the Suzuki Hayabusa. So there was an all-new 1199cc inline four engine for the ZX-12R, which was a huge 12kg lighter than the ZZ-R unit and only a few millimetres longer than the ZX-9R motor. The first bikes made a Busa-beating 153bhp at just 9750rpm at the wheel. Despite thin-ring pistons, a high compression ratio (for 2000) of 12.2:1 and requiring a drawn-out 2000-mile running-in period, it’s a super-reliable engine. Massive mileages should be shrugged off as long as it’s been serviced to the schedule – which is another matter…
BLOODY SERVICING…
Valve clearance checks are every 8000 miles. It’s not unusual for a high-performance bike of this era, but the ZX-12R has an aluminium monocoque frame which also acts as the airbox, and it makes getting to the engine an absolute swine. This means servicing can be expensive as access is so tight, and so the check is often skipped – and the access issue means lots of bikes have past-their-best spark plugs too. If you’re after assured longevity find a bike with a nice, big, comprehensive history.
ELECTRICAL WOES
No need to worry about faults with the ABS, traction control or modes – the ZX-12R doesn’t have any such guff. It may well have electrical problems though. Issues tend to stem from the stator, either caused by damage to its wires where they fold around the engine case (hard to spot, as usual stator checks won’t show a fault) or by the connector between the stator and rectifier (some owners hard-wire it). And if there’s a the headlight issue? The relay is wired to the stator.
KAWASAKI KNOW BEST
You’d think massive power and a datalogged 189mph top speed would be adequate, yet ZX-12RS attract those fond of fettling. An aftermarket exhaust and Power Commander are common, and nothing to worry about – in fact, as well as increasing power and improving throttle feel the mods can stop the bike being so thirsty. But steer clear of examples fitted with a timing retard eliminator (TRE) and especially those that have the KLEEN emissions gubbins removed. Sure, you might get a couple of extra horses, but there’s potential for lots of bother.
IT GOT SORTED, RIGHT?
Kawasaki issued a few recalls on the ZX-12R. One happened November 2001 to replace tyre valves, there was another for loose fairing winglets, and another for 2000-03 bikes that might dribble oil onto the rear tyre (it was creeping out via the alternator onto the wiring loom). There were also ‘service bulletins’ regards regreasing the clutch release. It should all have been dealt with yonks ago, but for peace of mind give the bike’s VIN to a dealer who should be able to confirm. Or not.
BREAKING BRAKES
Ooh, six-pots. Kawasaki’s stoppers use odd-size pistons (there are four 27mm diameter pistons and two 24mm in each caliper) and they are fond of seizing, so check for dragging. Later radial calipers are less prone. Warped discs are common, so feel for pulsing at the lever or get the front-end off the ground and spin the wheel. The adjustable suspension is good quality and the shock linkage has handy grease nipples, but check the nitrogen-charged shock – if it’s lost pressure the rear end can get saggy. A rebuild is about £160.
‘Saggy rear? A strip, rebuild and recharge is about £160’