upside-down KYB - and unbraced fabricated aluminium box-section swingarm with fully adjustable remote-reservoir KYB monoshock were direct carry-overs from the ZXR. 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 displacement was 899 cc. 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 12,000 rpm against the Fireblades 10,500 rpm. Induction was by 40 mm Keihin CVKD carburettors, and the engine breathed through a 10-litre 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. ZX900B3 (1996) and ZX900B4 (1997) For the 1996 model, power was increased from 139 to . The rear suspension linkage and rear spring rate were replaced, 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. The weight of the bike increased to . ZX900C1 (1998) and ZX900C2 (1999) 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 CVKD carburettors, a cam position sensor wasn't necessary. Its inclusion could indicate that Kawasaki had