First pictures of the 2002 Kawasaki ZX-12R

Kawasaki has made a host of changes to its ZX-12R to boost handling and real-world performance, giving it a more sporting focus.

They intend it to be as good on corners as it is on long, ridiculously fast, straights.

With the addition of the new ZZ-R1200 to the range as Kawasaki’s main sports-tourer (see link, right), the firm has opted to move the ZX-12R closer to being a full-on big-bore sports bike. It might not edge a GSX-R1000, but the modifications are aimed at increasing its appeal to sports bike riders without destroying long-distance ability.

The engine, frame, swingarm and styling have all come under the microscope and more than 140 parts have been altered.

It’s hard to fault the engine – the most powerful ever fitted to a mass-produced bike. The basic design of the 1199cc dohc four remains, but loads of minor alterations have been made, mainly to improve throttle response and drive out of corners.

Kawasaki has opted to fit a heavier crankshaft with larger flywheels. This increases the engine’s inertia, making it smoother and less susceptible to part-throttle jerkiness.

To improve rideability still further, a new throttle cable pulley has been designed which responds faster the more you open the throttle – so you’re unlikely to be caught out by a sudden rush of power at low speed. The fuel injection mapping has also been revised to improve response at low revs.

No final power figure has been released, but Kawasaki has confirmed the bike makes ” more than ” 178bhp at the crankshaft. The clutch and gearbox are changed, too. The new clutch gets more cooling oil and the design has been refined to reduce transmission shunt, resulting in a smoother transition between deceleration and acceleration. Gearchanging is also said to be smoother.

Kawasaki has chosen to reduce the rigidity of the ZX-12R’s unconventional monocoque chassis – which incorporates the airbox in a huge, central spar. Some of the bracing around the steering head has been removed to allow slightly more flex and therefore more feedback to the rider.

The ZX-12R also gets new head bearings to make the steering lighter and more responsive, while the trail is reduced from 32mm to 28mm to give a sportier feel. Surprisingly, the head angle is up from 23.5° to 25°. That would normally make for slower steering, but it will reduce the risk of tankslappers – and Kawasaki says the handling is still sportier.

At the back, the swingarm pivot point has been dropped 2mm, which should improve both the handling and the bike’s ability to put its power down out of corners. A revised suspension linkage and new rear shock should absorb bumps better.

The forks have new internals, reducing dive under braking and allowing stepless adjustment of compression and rebound damping.

Though top speed is limited to 186mph, Kawasaki has refined the aerodynamics with a new fairing.

A shorter nose and smaller lights give it a more aggressive appearance. The new screen is 20mm higher while the massive, pointy mirrors are now neater and designed to vibrate less.

Follow the link right to compare it with the current ZX-12R. There’s also a which gives you an opportunity to comment on this story.

The initial colour options are red, blue or an impressive new black and gold scheme.

It is expected to cost around the same as the current ZX-12R at £8995 and make its first public appearance at the Paris Show at the end of this month.

More on this and a host of other new bikes in MCN, published on Wednesday, September 5, 2001.

Check our LATEST ON NEW BIKES section in NEWS for a round-up of all the 2002 bikes we’ve revealed so far. In the last few days we’ve added Suzuki’s V-Strom giant trailie, Yamaha’s TDM900, Triumph’s special edition Daytona and Bonneville and the Bonneville America and Kawasaki’s ZZ-R1200, big bore ZX-6R and ZX-9R… and that’s on top of the 2002 FireBlade and R1 you would already have found in the section.