Engines:
KAWASAKI Z 1100 1082 (1980 – 1985)
History
With the Z-series Kawasaki managed to today to establish more of superbikes since the early 1970s on the market of heavy motorcycles. At the same time laying the foundation of a very successful brand of the fourth major Japanese motorcycle brand besides Honda, Suzuki and Yamaha was laid. The manufacturer, Nebraska produced initially in Japanese Akashi and later also in Lincoln, could thus make the
With the Z-series Kawasaki managed to today to establish more of superbikes since the early 1970s on the market of heavy motorcycles. At the same time laying the foundation of a very successful brand of the fourth major Japanese motorcycle brand besides Honda, Suzuki and Yamaha was laid. The manufacturer, Nebraska produced initially in Japanese Akashi and later also in Lincoln, could thus make the leap away to be viewed from the original two-strokes and English rather than copies of models four strokes towards an all manufacturer with a particularly sporty and at the same time menacing image.
When in 1972 the Z1 (originally pilot 900), a pioneering been successful because they all could be a little better than the previous star on two wheels, the Honda CB 750, Kawasaki set out to modify the model of success continuously. Thus, first developed the Z1 A (1974), the Z1 B (1975), each with a rather minor changes, such as other coating design, the color of the engine, other side cover emblems and other more conservative changes, but now in inside and collectors are controversial and quite differently estimated. Naturally, the original model is the most sought-series.
For the same price as the Z 1 came in 1976 with the Z 900 (Z900 A4 internally) the successor to the market, in the far more different from the three previous models, as these among themselves. Thus, the 76er model received a more stable framework, and an enlarged dual front disk brakes, other side cover, a differently shaped tail section, which also matched the revised rear light, redesigned gauges and much more. Of course, the paint design was significantly changed.
The striking 4-into-4 exhaust system of the previous model was retained. With this exhaust system each of the four cylinders led his own exhaust gases through the exhaust pipe to the outside. It had a stunning sound and also the powerful sight of the numerous chrome pipes may have contributed to the fascination exerted by this motorcycle.
In 1977, the series underwent significant changes again. The engine capacity increased by increasing the bore to 1009 cc, which then nominally 85 hp at 8,000 min-1 were incurred (torque 80.4 Nm at 6,500 min-1). The classic four-pipe system accounted for and was replaced by a 4-into-2 system.
In addition, the bike now also received a disc brake at the rear. The Z 1000 (internal Z 1000 A1) and was quite successful, and in the following year by the Z 1000/1978 (internal Z 1000 A2) has been replaced.
In addition to recent paint design changes, there were some minor modifications: To the front brake calipers were installed behind the fork tubes, a trapezoidal master cylinder replaced the high round of the A1, the pattern of the seat reference was changed and there was a vacuum-controlled fuel valve that automatically work a certain extent. In addition, the red area of the tachometer started now at 8,500 min-1 and ends at 11,000 min-1 (A1: 9,000-12,000 min-1).
Although there were other markets the more rounded design longer, but in Germany ended with the Z 1000 A2, the era of big round Kawasaki Z series. The Z 1000 (A1) was available in early 1977 for DM 9,000 (incl. VAT-. Now corresponds to 10,700 euros).1
In addition to the rather originally seemingly Z models, but decided to Kawasaki in 1977, a very sporty motorcycle acting to bring the Z1-R (internal Z 1000D) on the market. The model differed significantly from the previous. Edges instead of round shapes were everywhere now.
The machine had a standard handlebar fixed small trim, a 18-inch front wheel (the previous and also the largest number of followers possessed always have a 19-inch-wheel), a hydraulic dual front disc brake, but – unlike so far – a cable was run. In addition, a single exhaust pipe for every cylinder was only available with which Kawasaki obviously wanted to be the trend of the so-called 4-in-1 exhaust systems as well just as the cast aluminum wheels also were in vogue and replaced the previously installed wire wheels.
In the first test, the model then disappointed surprising because previously it was promptly elected to the Motorcycle of the Year 1977. However, the Z1-R was granted a fairly big hit, Z purists reject this model because of the many features rather from, however a lover of range developed for the Z1-R.
From the Japanese manufacturer point of view, however, it was with the Z1-R in terms of performance (although now 90 hp) advised, but also with regard to the suspension tests criticized for weaknesses behind. Therefore, we speculated afterwards to regain the top position established itself.
With Z 1000 MKII (internal Z1000A3 and Z1000A4) also achieved this. The model that was presented to the public in 1979, was again advised edgy, but possessed in addition to a new design again (without cladding) again on a two-pipe exhaust system. The engine was also strengthened with a Rest to sales success.
In parallel, a model that was completely dedicated to the tour operator group offered for the first time, with the Z 1000 ST = Shaft (Z1000E1 and E2). Among other features, the vehicle ultimately differed significantly from the chain model Z1000 MKII, it was mainly the maintenance-free shaft drive which characterized ST.
Relatively low load-change reactions (ie raising the vehicle during acceleration and dive during deceleration) showed impressively how well the manufacturer of Akashi this litter was successful. Because awarded at a time when the German manufacturer BMW’s nickname rubber cow the bikes because the bikes response to load change significantly up-and-down movements made, the big boat from Akashi was surprisingly quiet. Although the MKII and the ST itself looked very similar at first glance, they differed in an incredibly large number of mounted parts.
In 1980 there was a further step in the evolution of the Z 1000 FI (internal Z1000H), which was distinguished addition to the paint, especially through the first to use upcoming injection, with the model – from today’s perspective – his time was far ahead.
Another step to adapt to the demands of the market was the 1981 offered Z 1000 J (internal Z1000J1-3), which presented itself, but technically modified only carefully with a fresh design. But the produced until 1983 J model presented for the first time no longer the head of the brand represents, top model was since the year 1981, GPZ 1100 (internal Z1100B1), which seemed quite aggressive with their outfit only available in red.
In the GPZ 1100, the injection of the previous model Z FI 1000 was further obstructed, but technical innovations such as an electronically driven speedometer were limited. Instead, aroused the instrument panel, which was mounted on the first square headlights if its size quite surreal associations. Here, the term bread box was one of the more harmless.
Accordingly, at Kawasaki had relented and made with the model year 1982 with the GPZ 1100 (Z1100B2) model is a much smaller panel, which was also re-housed behind a small handlebar fairing fixed. The injection system had been substantially modified, the wheels were just like the springs of the rear shock absorbers chrome painted red and the last was gone with the zeitgeist.
There were since 1981 again Kardanmodell what the tour operator should address, the Z 1100 ST (Z1100 A1-3), the externally now but clearly differed from the chain driven models.
In addition, there was also this series again as a soft chopper model, as they’ve been mainly on the U.S. market since 1976 (as KZ900LTD) available, these vehicles had, following the trend in the early 1980s, over a few characteristics of the chopper without being able to even begin to actually follow the model.
In 1983, appeared on the U.S. and European markets the model Z 1000 R (Z1000R2), which was a replica of the successful racing motorcycle from the U.S. Superbike series. In 1981, the American Eddie Lawson won the local AMA Superbike Championship with a prepared from the tuner Rob Muzzy Z 1000 J. In 1982, the KZ1000S1 as a pure racing machine in 1982 in parallel with the road version KZ1000R1 on the market.
Kawasaki wanted to use the 1000R1 as a replica of the master machine Z1000J the 1981 success for themselves on the street. Therefore, the R1 also got a sticker on the tank, which was signed by Lawson and identified him as the AMA champion.
The S1 in turn was a pure racing machine, which was built in a limited series of 30 copies and many technical features (double firing, Alurundrohrschwinge with joist, larger oil cooler, etc.) of the championship machine took over in 1981 and almost offered racing technology on sale since 1982, the last season the big engines with 1000 cm ³ was. The purchase price of S1 was 10,990 U.S. dollars.
Eddie Lawson won on the S1, the AMA Superbike Championship in 1982, and that was the last year that this championship was held with 1000 cc engines. 1983 came into force, the capacity reduction, and Rainey won the championship on GPZ750UT. Was initially limited only to the U.S. market KZ 1000 R1 was built in 1982 in an edition of about 1100 copies. Among them were still about 200 pieces, which were sold as Z 1000 R1 in South Africa.
Essential features of the replica, which is now known in all series only Eddie Lawson Replica or just ELR were the first used in a wide road Kawasaki house color lime-green, a very aggressive looking light green, the well-known fairing the GPZ 1100 B2, a stepped so cut seat for the driver sits literally in the motorcycle while the front passenger almost perched on a lookout tower, golden rims and just such shock with reservoir. The Americans also designate only the first series as the ELR (Eddie Lawson Replica), while the models are simply called’s 1983 Superbike Replica.
Of the second series, which was then introduced in the year 1983 in virtually all markets, exact numbers are unknown. But as chassis numbers are known by now about 6000 and originated from the first series about 1100 copies, the number of models R2 is expected to be at about 4900, but could still vary upwards. Significant differences between the first and the second series was not available.
However, the R2 was in some markets – offered exclusively in white, while she was in Germany, but also the USA exclusively available in green – such as in the UK. In some other markets, the customer could choose between two colors, such as in Italy, Switzerland, France and the Benelux countries. Today, the green version is the most widely searched tere variant without any doubt.
Of the green Z1000R 1983 750 pieces were originally launched, the popularity of the motorcycle, however, led many 1000J were converted to R. Such a modification can be seen easily but at the chassis number (KZT00R) begins in contrast to the original with KZT00J.
In 1984, finally followed nor the Z 1100 R (Z1100R1), which was in Europe (but not on the German market) and offered in Canada. This had a 18 inch LG (110 front, 130 rear) and was sold as the Z 1000 R alternatively in silver blue metallic green and. The engine comes from the GPZ 1100 Unitrak, but with the 34 mm carburetors of 1000J / R instead of the injection of the GPZ. The performance was given unrestricted with 114 hp.
The number should be around 1300 copies.
Also, the Z-series includes the following models, some of which were never officially imported to Germany:
The offered from 1983 GPZ-series also appealed to the successful Z-models by the Z still wore prominently in the name and in some details the older sister cited, such as displacement and number of cylinders. As claimed by the Kawasaki GPz 900 R and the GPz 1000 RX again the title of the fastest in their time series motorcycle in the world, the Z1 was already the first notch up. It also particularly powerful chopper variants were offered with the GPZ engines, bearing the initials ZL (500, 600, 900 and 1000).
From 1988, he sporty, fully enclosed series with the abbreviations ZX, ZXR (1989) and ZZR (1990).
The retro fashion in the late 1980s moved Kawasaki to also bring in 1989 the Zephyr series in a clear style similar to the original Z-series design on the market. It comprised in Germany with models 550, 750, 1100 cm3, which were sold for approximately 10 years. In Japan, there is still a Zephyr X 400, which carries the tank decor of the first Z1 and 4-in-1 has an exhaust system.
As of 1996, followed unfaired motorcycles in more modern design with the traditional Z: the ZRX 1100 and from 1997 the ZR-7.
Since 2002, Kawasaki builds again 1000 naked bike under the legendary original symbol Z1000, but in a citing only very few details in the original design, see Kawasaki Z1000. This is since 2004 also available in a version with 750 cc.
Naked Bikes: 750 Z | Z 1000 | 800 W
Supersport: (Ninja series): 250R | ZX-6R | ZX-10R
Tourer and Sport Tourer: ER-6 | Versys | Versys 1000 | 1400GTR | ZZR 1400
Cruiser: VN Series | VN 2000
Two-stroke: 500 H1 | H2 750
Naked bikes: Kawasaki W650 | Z-Series | Z1 | Z 1000 Z1-R | Zephyr Series
Athletes: (ZXR Series): ZXR400 | ZX-7R | ZXR750 | ZX-12R
Sports Tourer: GPZ 305 | ER-5 | GPZ 500 S | ZZR 600 | ZR-7 | GPZ 900 R | GTR 1000 | 1300 Z
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