designs to include fuel injection on the engine in the future. This first happened on the 2000 ZX-12R Kawasaki's first fuel-injected sport bike since the 1981–1985 GPZ1100. But this did not happen on this engine until the 2003 introduction of the Z1000, which uses a bored-out ex-ZX-9R engine. 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. The rear shock absorber changed from a remote-reservoir to a lighter, more compact piggyback design. The wheelbase dropped 30 mm to . New 46 mm right-way-up KYB forks replaced the heavier, though stiffer 43 mm upside down forks on the B model. The front forks were criticised by some european testers for fluttering during hard driving, a phenomenon that was only solved with the 2002 model. Overall, with a factory-quoted dry weight of , the C-model weighed less fully fuelled than the first B-model weighed dry. Visually, the new bike retained the rounded 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. ZX900E1 (2000) and ZX900E2 (2001) A new look was introduced for the 2000 model, with distinctive twin headlights and a separate ram-air intake replacing the single headlight and integrated intake of the C-model. The engine gained a few horsepower from slightly shorter length CVRD 40 mm carburetors, a compression ratio increase to 12:2:1 from 11.5:1, and larger diameter (35mm vs. 31.8mm) header pipes. A lower duration intake cam increased cranking 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 bushings 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 larger in diameter, again for more stiffness. Increased offset on the triple