Kawasaki Z

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With the Z series , Kawasaki managed to establish itself in the market for heavy motorcycles since the beginning of the 1970s , nowadays more in the superbikes . At the same time, the cornerstone of an extremely successful brand was laid, the fourth major Japanese motorcycle brand alongside Honda , Suzuki and Yamaha . The manufacturer, which initially manufactured in Akashi, Japan, and later also in Lincoln, Nebraska , was able to make the leap away from the original two-stroke engines and the four-stroke engines , which are more like copies of English models , to an all-round manufacturer with a particularly sporty and at the same time martial image.

Model history

Kawasaki Z1
Kawasaki Z1

Z 1 (internal Z900A1)

After the Z1 or 900 Super4 (originally “Pilot 900”) had a groundbreaking success in 1972, as they could do everything a little better than the previous star on two wheels, the Honda CB 750 , Kawasaki set about creating the successful model continuously modify. So initially the Z1 A (1974), the Z1 B (1975), each with rather minor changes, such as B. different paint design, the color of the engine, other side cover emblems and other rather cautious changes, but these are controversially discussed in insider and collector circles and appreciated in very different ways. Naturally, the original model is the most sought-after of the series.

Z 900 (internal Z900A4)

At the same price as the Z 1, the successor to the Z 900 (internal Z900 A4) came on the market in 1976, which differed in far more from the three previous models than they did from each other. The 76 model received a more stable frame, an enlarged and double disc brake at the front, different side covers, a differently shaped rear section that matched the rear light, which was also changed, redesigned display instruments and much more. Of course, the paint design had also been changed significantly. The distinctive 4-in-4 exhaust system of the previous model was retained. In this exhaust system, each of the four cylinders led its exhaust gases through its own exhaust pipe to the outside. It made for an impressive sound and the mighty sight of the numerous chrome-plated pipes should have contributed to the fascination that emanated from this motorcycle.

Z 1000 (internal Z1000A1 and Z1000A2)

In 1977 the model series underwent significant changes again. The displacement increased by enlarging the bore to 1009 cm³, which then resulted in a nominal 85 HP at 8000 / min (torque 80.4 Nm at 6500 / min). The classic four-pipe system was omitted and replaced by a 4-in-2 system. In addition, the motorcycle now also has a disc brake on the rear wheel. The Z 1000 (internal Z 1000 A1) was again quite successful and was replaced by the Z 1000/1978 (internal Z 1000 A2) in the following year.

In addition to recent paint design changes, there were some minor modifications: The front brake calipers were relocated behind the fork tubes, a trapezoidal handbrake cylinder replaced the high, round shape of the A1, the pattern of the seat cover was changed and there was a vacuum-controlled petrol tap that functioned automatically. In addition, the red area of ​​the rev counter now began at 8500 rpm and ends at 11,000 rpm (A1: 9,000 - 12,000 rpm). Although the rather rounded design was still around for longer in other markets, the era of the large round Kawasaki Z series ended with the Z 1000 A2. The Z 1000 (A1) was available at the beginning of 1977 for 9,000 DM (including VAT - corresponds to 11,200 euros today).

Z 1000 Z1-R (internal Z1000D)

In addition to the more original-looking Z models, Kawasaki also decided in 1977 to bring a very sporty looking motorcycle, the Z1-R (internal Z 1000D) onto the market. The model was very different from the previous ones. Instead of round shapes, edges were omnipresent. The machine had a standard handlebar-mounted small fairing, an 18-inch front wheel (the previous and most of the successors always had a 19-inch front wheel), a hydraulic double disc brake at the front, which - unlike before - had one Cable was operated. In addition, there was only a single exhaust pipe for all cylinders, with which Kawasaki obviously wanted to meet the trend of the so-called 4-in-1 exhaust systems as well as with the aluminum die-cast wheels, which were also trendy and replaced the spoked wheels that had been installed up until then. In the first tests, the model surprisingly disappointed, as it had promptly been voted Motorcycle of the Year 1977. Nonetheless, the Z1-R was a great success; Z purists tend to reject this model because of its many features, but the Z1-R has also become a fanatic. From the perspective of the Japanese manufacturer, however, the Z1-R fell behind in terms of performance (although now 90 hp), but also in terms of the chassis weaknesses criticized in tests. Therefore one thought about regaining the already established top position.

Z 1000 MKII (internal Z1000A3 and Z1000A4)

This also succeeded with the Z 1000 MKII (internal Z1000A3 and Z1000A4). The model, which was presented to the public in 1979, was again angular, but in addition to a new design (without fairing) again had a two-pipe exhaust system. The also strengthened engine contributed to the sales success. At the same time, with the Z 1000 ST = Shaft (Z1000E1 and E2), a model was offered for the first time that was entirely geared towards the touring group. In addition to other features that ultimately set the vehicle apart from the Z1000 MKII chain model, it was above all the maintenance-free cardan drive that set the ST apart. Relatively low load change reactions (i.e. setting up the vehicle when accelerating and diving down when taking it off) impressively showed how well the manufacturer from Akashi had succeeded in doing this. Because at a time when the motorcycles made by the German manufacturer BMW were given the nickname “rubber cow” because the motorcycles made considerable up and down movements when the load changed, the thick ship from Akashi was surprisingly calm. Although the MKII and the ST looked very similar at first glance, they differed in an incredibly large number of installed parts.

Z 1000 FI (internal Z1000H)

In 1980 there was a further evolutionary stage with the Z 1000 FI (internal Z1000H), which, in addition to the paint color, was characterized above all by the injection system, which was used for the first time and with which the model - from today's perspective - was far ahead of its time.

Z 1000 J (internal Z1000J1-3)

Another step towards adapting to the requirements of the market was the Z 1000 J (internal Z1000J1-3) offered in 1981, which presented itself with a fresh design, but technically only carefully modified. The J model, which was produced until 1983, was no longer the top of the brand for the first time; The top model since 1981 was the GPZ 1100 (internal Z1100B1), which looked quite aggressive with its only red outfit. In the GPZ 1100, the injection system of the previous model Z 1000 FI was installed, but technical innovations such as an electronically driven speedometer were limited. Instead, the instrument panel, which was mounted above the headlight, which was square for the first time, aroused surreal associations due to its size. The term “bread box” was one of the more harmless. Accordingly, Kawasaki had an understanding and manufactured a significantly smaller dashboard with the model year 1982 with the GPZ 1100 (Z1100B2) model, which was also housed behind a small handlebar-mounted panel. The injection system had been significantly modified, the alloy wheels and the springs of the rear shock absorbers were painted red and the last chrome had disappeared in line with the zeitgeist.

In addition, there has been a cardan model again since 1981, which should appeal to touring riders, the Z 1100 ST (Z1100 A1-3), which now differed significantly from the chain-driven models.

This series was also available again as a soft chopper model, as had been mainly available on the US market since 1976 (as the KZ900LTD); following the trend in the early 1980s, these vehicles had adopted a few features of the chopper without actually being able to follow the example.

Z 1000 R (Z1000R1 / R2)

In 1982 the Eddie Lawson Replica (KZ and Z 1000 R1) appeared on the US and the South African; in 1983 it was launched as R2 on all other markets, including the Z 1000 R (Z1000R2) model on the European market. It was a replica of the successful racing motorcycle from the American Superbike series. In 1981, the American Eddie Lawson won the AMA Superbike Championship there with a Z 1000 J prepared by the tuner Rob Muzzy. In 1982, the KZ1000S1 came on the market as a pure racing machine, in parallel with the street version KZ1000R1. With the 1000R1 as a replica of the master machine Z1000J from 1981, Kawasaki wanted to take advantage of its success on the road. Therefore, the R1 got a sticker on the tank that bore Lawson's signature and identified him as an AMA champion. The S1, on the other hand, was a pure racing machine that was launched in a small series of 30 copies and took over many technical features (double ignition, aluminum round tube swing arm with support, larger oil cooler, etc.) from the championship machine from 1981 and virtually offered racing technology on sale since the last season in 1982 of the large engines with 1000 cc. The purchase price of the S1 was $ 10,990. Eddie Lawson won the AMA Superbike Championship on the S1 in 1982, and that was also the last year in which this championship was held with 1000 cc machines. In 1983 the displacement reduction went into effect and Wayne Rainey won the championship on GPZ750UT. The KZ 1000 R1 from 1982, initially restricted to the US market, was built in an edition of around 1100 copies. Among them were the approximately 200 pieces that were sold as the Z 1000 R1 in South Africa. The main features of the replica, which today is only called “Eddie Lawson Replica” or “ELR” for short, were the company color “lime green”, an extremely aggressive-looking light green, the well-known cockpit fairing, which was used for the first time on a large street Kawasaki the GPZ 1100 B2, a stepped seat bench that the driver can literally sit in the motorcycle while the passenger sits enthroned on a lookout tower, gold-colored rims and shock absorbers with expansion tanks. The Americans only refer to the first series as ELR ("Eddie Lawson Replica"), while the 1983 models are simply called Superbike Replica.

The exact number of units of the second series, which was introduced in almost all markets in 1983, is unknown. However, since chassis numbers of over 6000 are now known and around 1100 copies were made of the first series, the number of R2 models should be around 4900, but could also vary upwards. There were no major differences between the first and second series. However, the R2 was only available in white in some markets - such as in Great Britain - while it was only available in green in Germany and the USA. In other markets, the customer could choose between the two colors, e.g. B. in Italy, Switzerland, France or the Benelux countries. Nowadays the green version is without a doubt the more sought-after option. Originally 750 pieces of the green Z1000R were launched in 1983; however, the popularity of the motorcycle resulted in many 1000J being converted to R. Such a conversion can easily be recognized by the chassis number which, in contrast to the original (KZT00R), begins with KZT00J.

Z 1100 R (Z1100R1)

In 1984 the Z 1100 R (Z1100R1) followed, which was offered in Europe (but not on the German market) and in Canada. This had an 18 inch chassis (110 front, 130 rear) and, like the Z 1000 R, was sold in green and alternatively in silver-blue metallic. The engine comes from the GPZ 1100 Unitrak, but with the 34 mm carburetors of the 1000J / R instead of the injection system of the GPZ. The power was specified unthrottled with 114 hp.

Sister models and displacement variants

The following models also belong to the Z series, some of which were never officially imported into Germany:

  • Z 200, single cylinder (from 1977–1979)
  • Z 250, parallel twin (from 1980–1983)
  • Z 305, parallel twin (1981)
  • Z 400, parallel twin (from 1974–1983)
  • Z 440, parallel twin (from 1980–1985)
  • Z 450, parallel twin (from 1984–1989)
  • Z 500, four-cylinder (from 1979–1983)
  • Z 550, four-cylinder (from 1980–1997)
  • Z 650, four-cylinder (from 1976–1983)
  • Z 750, parallel twin (from 1973–1979)
  • Z 750 Turbo, four-cylinder (from 1983–1985)
  • Z 1300 , six-cylinder (from 1980–1989)

successor

Kawasaki GP 550 Z, built in 1982. The Z is shown in a different font than GP .

The GPZ series offered from 1983 onwards also referred to the successful Z models by continuing to bear the "Z" prominently in the name and quoting the older sister in some details, e.g. B. in displacement and number of cylinders. With the GPz 900 R and the GPz 1000 RX , Kawasaki once again claimed the title of the fastest production motorcycle in the world of its time, which the first Z1 was already able to claim . Particularly powerful chopper variants with the GPZ motors were also offered, which were abbreviated as “ZL” (500, 600, 900 and 1000).

From 1988, sporty, fully clad series followed with the abbreviations "ZX", " ZXR " (1989) and "ZZR" (1990).

The retro fashion in the late 1980s also moved Kawasaki to 1989, the Z ephyr -series in a much original to the Z series to bring style similar design to the market. In Germany it comprised models with a displacement of 550, 750 and 1100 cc, which were sold for about ten years. In Japan there is still a Zephyr X 400 with the tank decor of the first Z1 and a four-in-one exhaust system.

From 1996, unclad motorcycles followed in a more modern design with the traditional "Z": the ZRX 1100 and from 1997 the " ZR-7 ".

Since 2002 Kawasaki has been building a 1000 " naked bike " under the legendary original abbreviation "Z 1000", but in a design that only cites the original in very few details, see Kawasaki Z 1000 . This was also available in a version with 750 cm³ since 2004 , which in turn was later replaced by the Kawasaki Z 800 .

In November 2017, Kawasaki presented the Z 900 RS. This is technically based on the Z 800 / Z 900 series, but was optically very much based on the Z900 from the 1970s. The rear fairing, seat, tank and other parts convey this retro look. Central spring strut, radially mounted brake calipers and a 4-in-1 exhaust system are modern elements.

Web links

Commons : Kawasaki Z  - collection of images, videos and audio files

Individual evidence

  1. ↑ This figure was based on the template: Inflation determined, rounded to 100 EUR and applies to the previous January.