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z1 / z900 / Kz1000 / z1r
Information
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Z1
Prototype |
THE KAWASAKI 900 Z1 SUPER
FOUR. Originally destined to be a 750, the Z1 was beaten to
the market place by the HONDA CB750 in 1968. Kawasaki engineers,
horrified at this well kept secret launch, returned to the drawing
board and redesigned the bike to be bigger and better. In late 1972
the Z1 was introduced to the world and instantly became a best
seller. The 750 Z2 followed a few months later mainly sold in the
Japanese home market, due to their agreed 750cc limit. The Z1 went
on to become the basis of most of Kawasaki's models for many more
years, changing the face of motorcycling forever. Never before had
the average man had the chance to own the fastest, biggest, most
technically advanced motorcycle in the world for so little money.
The true age of affordable SUPERBIKES had arrived. |
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1972-1973 Z1-900
FRAME NUMBER: Z1F-000001 >
ENGINE NUMBER: Z1E-000001 > COLOUR: CANDY ORANGE/BROWN OR CANDY YELLOW/GREEN FOUR
CYLINDER, FOUR STROKE, FOUR EXHAUSTS, FOUR CARBS, DOUBLE OVERHEAD
CAMSHAFT, FIVE SPEED GEARBOX, 903 CC PRODUCING 82 BHP This was
the first of the Z-range, the first true SUPERBIKE of the seventies.
The biggest and best ever motorcycle that the Japanese had produced.
THE KING OF THE
ROAD. |
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1974
Z1-A FRAME NUMBER: Z1F-020001 >
ENGINE NUMBER: Z1E-020001 > COLOUR: CANDYTONE BROWN/ORANGE OR CANDYTONE
GREEN/YELLOW Major changes for this model were the silver engine
finish, redesigned tank and tailpiece markings and a stop lamp
failure light in the tachometer. The idiot light cover was also
changed, the warning lights were now placed in a different order.
The best gets
better. |
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1975
Z1-B FRAME NUMBER: Z1F-047500 >
ENGINE NUMBER: Z1E- 047500 > COLOUR: CANDY SUPER BLUE OR CANDY SUPER RED Major
changes for this model were paintwork and markings, larger side
panel badges and the adoption of an 'O' ring chain instead of the
previous built in chain oiler. The switchgear was slightly
cosmetically changed and the Speedo was now in 20-mph increments.
The fuel tap was changed from black to silver and the carbs were
modified to improve performance. |
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1976
Z900-A4 FRAME NUMBER: Z1F-085701 > ENGINE NUMBER:
Z1E-086001 > COLOUR: DIAMOND DARK
GREEN OR DIAMOND BROWN Major changes for this model included
colour and marking, different side panels and badges, airbox, twin
front brakes, locking fuel cap, three way fuse system, hazard
warning lights, audible flasher indicator, square tail light,
improved instrument cluster and a change to smaller 26 mm carbs.
Power was down to 81 bhp but the Z900 was a much better bike to
ride. A few extra models rolled off the American production line
in Lincoln in 1977 known as the KZ900-A5. |
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1976 KZ900-B1
LTD FRAME NUMBER: Z1F-500011 > ENGINE NUMBER: Z1E-
108503 > COLOUR: CLASSIC RED
This was the first Japanese custom cruiser. Assembled in the
states in limited numbers for the disconcerting motorcyclist. An
abundance of chrome and bolt on goodies made this Kawasaki a 'RICE
BURNER WITH ATTITUDE'. The rear wheel was a fat sixteen-inch
item. |
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1977
Z1000-A1 FRAME NUMBER: KZT00A-000001
> ENGINE NUMBER: KZT00AE-000001 > COLOUR: DIAMOND WINE RED OR DIAMOND SKY BLUE This
was the natural successor to the 900 range. Bored out to 1015 cc and
producing 83 bhp, the biggest difference to the Z1 was the four into
two exhaust system and the use of a disc brake at the rear instead
of the previous drum brake. |
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1978 Z1000-A2 FRAME NUMBER: KZT00A-027501
> ENGINE NUMBER: KZT00AE-042501 > COLOUR: LUMINOUS GREEN OR LUMINOUS RED Major
changes to the A2 were paint and decals, the repositioning of the
front brake calipers to behind the fork leg and the use of lower
handlebars on the UK model. The front brake master cylinder was
changed from round to triangular and a diaphragm fuel tap was used
for the first time on a Z. The United States got another colour
option of black/gold and a special edition model, in white and
fitted out with a fairing and panniers called the A2A to commemorate
the Americanisation of Kawasaki. |
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1978 Z1000-D1
Z1R FRAME NUMBER: KZT00D-000001
> ENGINE NUMBER: KZT00DE-000001 > COLOUR: METALLIC STARDUST SILVER. The Z1R was the
first Japanese custom 'cafe racer'. The angular styling was not to
everybody's taste. Major changes were the four into one exhaust, a
cockpit fairing, solid wheels, drilled discs and self-cancelling
indicators. The front wheel was reduced to an eighteen inch one and
the engine was once again painted in black. The kick-start pedal was
considered redundant and fitted as an emergency measure under the
seat. A move back to 28-mm carbs increased the power to 90 bhp
making this the most powerful Z yet. Poor sales resulted in Kawasaki
producing a larger 20-litre fuel tank and a sintered metal brake kit
in an effort to increase sales. UK dealers were still selling this
model four years
later! |
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1979 Z1000-D2 Z1R FRAME NUMBER: KZT00D-017501
> ENGINE NUMBER: KZT00DE-017501 > COLOUR: EBONY OR LUMINOUS DARK RED For 1979 the
Z1R was fitted with the MK11 engine and all it's improvements. A
four into two exhaust system was fitted and there was a move back to
a nineteen inch front wheel. It was known as the Z1R-II but was not
sold in the UK due to poor sales of the D1. Power was up to 94
bhp. |
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1980 Z1000-D3 Z1R FRAME NUMBER: KZT00D-017801
> ENGINE NUMBER: KZTOODE-017616 > COLOUR: EBONY The only changes worth while
mentioning on this model was the graphics and side panel badges. The
UK still went without this bike. |
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1979/1980 Z1000-A3/A4
MKII FRAME NUMBER: KZT00A-038427 > ENGINE NUMBER:
KZT00AE-081566 > COLOUR: LUMINOUS
NAVY BLUE OR LUMINOUS DARK RED The MKII was modified greatly from
the previous models in all departments. Power was up to 93 bhp,
helped by the return to 28-mm carbs and the use of transistorised
ignition. Modified exhaust and angular bodywork give the MKII a
completely different look. The traditional round cam end covers was
changed to a square design and the motor was once again finished in
black. A class act but not everybody's
favourite. |
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1979/1980 Z1000-E1/E2
ST FRAME NUMBER:KZT00E-000101 > ENGINE NUMBER:
KZT00EE-000101 > COLOUR: LUMINOUS
DARK RED OR LUMINOUS GREEN The E-models or ST (SHAFT
TRANSMISSION) was Kawasaki's first shaftie. It was basically a MKII
with minor modifications including tubeless tyres, a fuel gauge,
thicker leading axle forks and a larger fuel tank. Basically
maintenance free Kawasaki. It should have sold well, unfortunately
it didn't. The United States got an extra colour option, black
pearl. The E2 enjoyed the same differences as the A4 MKII.
Remote rear brake reservoir and quartz-halogen headlamp. The United
States got another colour option, luminous dark red. Kawasaki
produced a full touring kit for this model, courtesy of the American
VETTER
Company. |
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1977-1980 KZ1000-B1-B4
LTD FRAME NUMBERS: KZT00B-500015 > ENGINE NUMBERS:
KZT00AE-010006 > The KZ1000 LTD
was available in the states from '77-'80 in various colours
including black, blue and red. Sharing much of the same
modifications as the original KZ900 LTD did. The B3 and B4 models
were fitted with the MKII engines but finished in silver instead of
black. Imports into the UK have made this once rare bike a popular
sight. |
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1979 Z1000-S
Z1-R Germany was
also struggling to sell the standard Z1-R so the German importers
fitted a Z900 four into four exhaust system and renamed it in an
effort to sell more bikes. The standard silver blue finish was
retained and the larger 20 litre fuel tank that Kawasaki had made
available was also fitted. A very rare bike
indeed.
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1978/1979 Z1-R
TC The relative
poor sales of the standard Z1-R prompted Kawasaki America to team up
with the AMERICAN TURBO-PAK Company to produce the Z1-R TURBO.
Basically a standard bike with a turbo kit bolted on. No warranty
was offered and a few hundred were sold in 1978 in the original
silver blue colour. In 1979 a couple of hundred more were produced
but this time the bike was painted in black with red, yellow and
orange stripes. Very tacky and very seventies. Power output was
quoted at anything between 100 and 145 bhp, depending on how much
boost the rider dialed in. 160mph was available, on a bike which
struggled handling the standard engine output. Performance was
exciting, for all the wrong reasons! |
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1980 Z1000-H1
EFI FRAME NUMBER: KZT00H-000001 > ENGINE NUMBER:
KZT00HE- 000001 > COLOUR:
EBONY The H1 was basically an A4 MKII with electronic fuel
injection or EFI for short. This was another first for Kawasaki. The
black and gold bodywork was finished off with gold wheels and for
the first time the front fender was painted. Some models had the
Kawasaki logo printed on the side of the seat in white lettering.
Power was up to 96 bhp due to the injection system. America did not
get this model, instead they got the KZ1000-GI Z1 CLASSIC, which was
basically a customised version not unlike the KZ1000-
LTD.
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Z1/Z900 Model guide
1973 |
Z1 or 900 super
four |
Frame
Number: Z1F-00001 -
19999 |
Engine
Number: Z1E-00001 -
19999 |
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1974 |
Z1A |
Frame
Number: Z1F-20001 -
47499 |
Engine
Number: Z1E-20001 -
47497 |
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Changes to
Z1 |
engine color
metal brake-light in
speedo |
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1975 |
Z1B |
Frame
Number: Z1F-47500 -
85648 |
Engine
Number: Z1E-47500 -
85847 |
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Changes to
Z1A |
3/4 " * 3/8"
O-ring-chain oil pump for chain left out seal for cylinder
head now two parts new "square" logo on side-covers
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1976 |
Z900A4 |
Frame Number: US:
Z1F-500001 - 510340 JP: Z1F-085701 -117060 |
Engine Number: US:
Z1E-086001 - 138846 JP: Z1E-086001 - 138846 |
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Changes to
Z1B |
28 mikuni carburetors
replaced with 26s carburetor action inside housing new air
filter system power rises from 79 to 81 PS thickness of frame
from 18 to 23mm two disk brakes on front wheel new front
fork tank from 15.5 to 16.5 l new seat covering hazard
warning lights better electrics new flat side covers new
wider duck-tail tail light now rectangular control-lights
between instruments side-reflectors left out |
Z900LTD |
Frame Number: KZ900B 500011 -
502011 |
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brake-saddles behind fork disk
brake on rear wheel cast-iron rims gas tank only 13.5l head
light and instruments in chrome new chopper-seat smaller
mudguards side-stand only |
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Z1 & Z1000 Serial
Numbers
Year |
Model |
Frame
Nr. |
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1972 1973 |
Z1 |
Z1F00.001-Z1F20.000 |
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1974 |
Z1A |
Z1F20.001-Z1F47.500 |
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1975 |
Z1B |
Z1F47.501-Z1F85.700 |
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1976 |
Z900A4 |
Z1F85.701-Z1F114.790 |
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1977 |
Z1000A1 |
KZT00A00.001-KZT00A27.500 |
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1978 |
Z1000A2 |
KZT00A27.501-KZT00A38.427 |
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1977 1978 |
Z1-R |
KZT00A27.501-KZT00A38.427 |
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Color Schemes
Year |
Model |
Main colors
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Striping
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1972 |
Z1 |
orange |
root beer
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1973 |
Z1 |
orange green yellow |
root
beer brown brown |
1974 |
Z1A |
brown green |
red/white yellow/white
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1975 |
Z1B |
brown blue
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gold/white/black
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1976 |
Z900A4 |
brown dark
green |
red/gold green/gold
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1977 |
Z1000A1 |
wine red dark
blue |
gold |
1978 |
Z1000A2 |
red green
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gold |
1978 |
Z1-R |
metallic blue
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1979 |
Z1-R |
black red
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gold |
1979 |
MK-II |
red black
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gold |
1980 |
Z1-R |
black |
gold |
1980 |
MK-II |
black |
gold |
1981 |
Z1000J |
red silver |
black black/red
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1982 |
Z1000J |
blue silver |
black black/red
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1983 |
Z1000J |
black |
orange |
Changes by Year
Year
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Model
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Changes |
1973 |
Z1
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mikuni 28mm carburetor
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1974 |
Z1A
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aluminum colored block
from here on brake light in speedometer
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1975 |
Z1B
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3/8" O-ring chain, no
oil-slinger two part head seal rear cowling stripes nearly
touch last year for pressed tank new squarish side emblems
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1976 |
Z900A4 |
name change to Z900
new exhaust pipe part number new air filter system new
fuel tank mikuni 26mm carburetor wider tail section
rectangular brake light flat side covers new seat
covering updated shock absorbers new fork frame
thickness to 23mm from 18mm optional dual front disc brakes
16.5 L tank tank keylock idiot lights between
speed/tachometer 3-position ignition key 35 tooth final gear
(up from 33)
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1977 |
Z1000A1 |
engine up to 1015cc
4 into 2 exhaust rear disc brake new tank / side covers
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1978 |
Z1000A2 |
new calipers / master
cylinder different carb settings |
1978 |
Z1-R |
Z1000A2 based engine
4 into 1 exhaust 22 L tank 28 mm carburetor drilled
discs cast 19" wheels |
1979 |
Z1-R |
Mk-II based engine
cast 18" wheels
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1980 |
Z1-R |
4 into 2 exhaust
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Z1
1973
This bike was introduced to the press in '72 and took
honors as the fastest production bike in the world. This was the meanest
bike around and was "King of the Road" for several years. It originally
came in rootbeer and orange (as shown) and is the most "collectable" color
scheme. The engine is easily distinguishable, as this and the '74 model
are the only years with the black engine block. This engine lived on in
various forms until the '85 GPZ1100. This bike created the stereotype of
Kawis having too much horsepower for too little chassis. Kawasaki frames
would be willowy until the late 80s, and my Z1-B would flex about a half
inch (my guess) when going around corners in spirited riding.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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903cc
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82PS/8500 rpm
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7.5kg-m/7000 rpm
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506 lbs.
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1974
Block is aluminum colored and trim has a new paint scheme
(JPEG is b/w).
1975
Tail
section stripes now wrap around and
nearly touch at the
rear
(instead of being straight;) new color schemes
added. Emblem changes,
and
last year for the pressed tank (if you look at the bottom of the tank
you
will see the seam is more than 2" inside of the outer
lip;
newer
gas tank seams are closer to the edge.)
1976
Changes: name to Z900, triple clamps, fuel tank, tail
section, rear light, smaller
26mm carbs, exhaust baffles, optional dual front discs
for North America. Idiot
light cluster now between gauges. Locking gas cap
mandated by US government.
KZ1000
1977
Enlarged 903cc engine to 1015 and went to 4-2 pipes. Rear
disc brake,
starter lockout switch, and new paint scheme. Europe got
triple discs,
US made do with only one at the front and rear and called
it the KZ1000.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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1015cc
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83PS/8000 rpm
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8.1kg-m/6500 rpm
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528 lbs.
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1978
Graphics, front brake caliper, master cylinder, carb
settings,
other small
changes.
Z1-R
1978
The Z1000 engine went into three bikes: the Z1-R,
the Mk II, and heavily modified into the Z1000J. New square styling
and
4-1 pipe along with cafe style fairing differentiates
this bike. The front wheel is now cast and goes from 19 to 18 inches,
making
rubber choice much easier. Kawis start getting a bit
porky---then again it's a lightweight compared to the KZ1300.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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1015cc
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83PS/8000 rpm
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8.1kg-m/6500 rpm
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580 lbs.
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1979
Different engine---from the Mk II (see below) gives a
boost in power to 93 hp.
Look at the crankshaft cover/heads/transmission area to
see difference.
Red and black only available colors.
1980
Now the choice of colors would make Henry Ford proud:
Black.
Also called the Z1-RII. A 4-2 exhaust is now
standard.
KZ1000 Mk II
1979
Pointy styling (check out the side covers) and a tank
very different from the
Z1000. Enthusiasts enthused when this bike came out with
transisterized points,
Mikuni VM28SS carbs, and a horsepower hike to 93 PS. Cast
wheels, metallic
brake pads, and a slightly altered rear suspension give
it better handling.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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1015cc
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93PS/8000 rpm
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9.1kg-m/6500 rpm
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540 lbs.
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1980
Second and last year for the Mk II. Nifty gold cast
spokes give it the
cooler-than-thou look.
KZ1000J
1981
First major overhaul for the Z1 engine and frame. The
crank was reshaped,
clutch area was vastly increased, and new inner shims
help this bike produce
100 Hp.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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998cc
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102PS/8500 rpm
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9.3kg-m/7000 rpm
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506 lbs.
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1982
This is the bike Eddie Lawson took (well, with just a
BIT of modification) to win
the Super Bike Championship. Coloring is different from
'81.
1983
Goofy decals and a new integrated instrument panel.
Many countries got the
dumb looking tear drop tank (including the US,) and
that's about it for changes.
The graphics might look cool if you still think the
Bricklin is in style.
KZ1000R (ELR)
1982
Eddie Lawson won the AMA Super Bike Championship in
'81, so Kawasaki made this bike to commemorate the victory. It is based on
the Z1000J2, but with a KR Kerker 4-1 pipe, rear shocks with separate
resorvoirs, an oil cooler (from the GPZ1100), a different head angle (from
27.5 to 29.0 degrees, adding 0.6 inched of trail), 34mm CV Mikunis, rear
wheel up from 2.15 to 2.50 inches, and modified brakes and head. Sticker
on tank commemorates '82 AMA victory and has Eddie Lawson signature.
Unique to the ELR is the tank filler cap, which on some very rare models
has a black colored tumbler in addition to the black cap. Black aluminum
footrest mounts and a black grab bar for a surprisingly good passenger
comfort. A white Kerker sticker was included which dealers or owners
typically put on the tank or fork bottoms. The racing version is referred
to as the S-1 and has twin-plug heads, an aluminum fuel tank, different
brakes, triangulated braced swingarm, and a host of other modifications
(no Champion stickers). Go to specs about the
S1 racer.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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998cc
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79 Bhp @ 8500 rpm
(102PS)
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54.06 ft/lbs @ 7000
rpm |
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488 lbs. (Hmmm...
How'd they do that?) |
1983
Tank stripe and badge locations are different. Sticker on
5.7 gallon tank says '82-'83 AMA champion
and has in addition the white script "Superbike
Champion". Instruments are integrated into a single
display. Swingarm 10mm longer with slightly different
bracing and very minor head changes in the
engine. A white base color was added for world
consumption and the world other than North America
got the non-melodious 4-2
pipes.
1983 - 1985
Not the "Real Thing". Same graphics but 1089cc engine
with 114PS. More horsepower and weight---
this is the goofy European coloring and the dopey 4-2
pipes. Marketing idiots. Thank the lord the
North American market got Lime Green and the KR 4-1 pipe
which would make Thor in Valhalla
proud. Compared to the REAL thing, these are quite
plentiful, though I don't have production
numbers on any of these bikes
KZ1300
1979
Oops, getting a little out of chronological order here.
Anyway, this is a big fat bike (if you own this bike---no offense
intended!) I think the engineers all actually INHALED before they designed
this baby. It doesn't have anything on the CBX in the looks or handling
department, but it does claim more power, by at least 15 HP, depending on
the source. Kawasaki takes a stab at water cooling and pushes the bike up
to leviathan size. Them crazy Europeans got the 27L tank while we only got
the "dinky" 21.4L one.
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Water-cooled 6
cylinder DOHC, 2 valves per cylinder
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1286cc
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120PS/8000 rpm
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11.8kg-m/6500 rpm
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660 lbs.
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1980
New colors and revised throttle wire routing. All the
engineers were
working on the KZ1000J and couldn't be bothered to do
anything to this
porcine wonder.
1984
Fuel injection makes it a smoother highway cruiser
(?) Up to 130 PS---
remained this way until its
death
KZ1000GP
1981
This is the bike which came from the 1000J, but now
with 1089ccs of romping stomping fun. KEFI fuel injection their attempt at
getting stoichiometric mixture, but is now difficult to tune. We got the
108 horsepower (down a couple from the 1100ELR) while those of you on the
Continent got the strangled 100 horsie model. First half of the year was
injection into the head and everything afterwards was through the
induction system.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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1089cc
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108PS/8500 rpm
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9.8kg-m/7000 rpm
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520 lbs.
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1982
Gee, where have I seen this bikini cowl before?
Stripe position (silver and blue) switched for those of you with
magnifying glasses. What's the deal here with Kawasaki? Their bikes have
the Kawasaki emblem directly on the base color paint in the model's first
year, then they switch vertical position of the stripes and put the emblem
on the top stripe. Is it a conspiracy? Shocks and wheels are red
(shocking!)
GPZ1000
1983
Completely revamped; different image, wouldn't you
say? Styling like the 750 Turbo, but the engine from the Z1100GP was
massaged to 120 horsepower. Stronger frame (like the previous bikes didn't
need it---HA!) and went to monoshock rear suspension.
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Air-cooled 4 cylinder
DOHC, 2 valves per cylinder |
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1089cc
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120PS/8750 rpm
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10.2kg-m/8000 rpm
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540 lbs.
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1984
Stripe position switched again (can't they put the
stripes in the right spot
the first time around!) Maintains throne as top bike the
year the GPZ900R
Ninja is released. Dies in
'85
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