Kawasaki Z Modelle 1973 - 1984

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.

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.

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.

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.

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.

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.

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!

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.

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.

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.

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.

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.

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.

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!

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 903cc
• 82PS/8500 rpm
• 7.5kg-m/7000 rpm
• 506 lbs.

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 1015cc
• 83PS/8000 rpm
• 8.1kg-m/6500 rpm
• 528 lbs.

1978
Graphics, front brake caliper, master cylinder, carb settings,

other small changes.

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 1015cc
• 83PS/8000 rpm
• 8.1kg-m/6500 rpm
• 580 lbs.

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.

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 1015cc
• 93PS/8000 rpm
• 9.1kg-m/6500 rpm
• 540 lbs.

1980

Second and last year for the Mk II. Nifty gold cast spokes give it the

cooler-than-thou look.

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 998cc
• 102PS/8500 rpm
• 9.3kg-m/7000 rpm
• 506 lbs.

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.

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.

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 998cc
• 79 Bhp @ 8500 rpm (102PS)
• 54.06 ft/lbs @ 7000 rpm
• 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.

• Water-cooled 6 cylinder DOHC, 2 valves per cylinder
• 1286cc
• 120PS/8000 rpm
• 11.8kg-m/6500 rpm
• 660 lbs.

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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 1089cc
• 108PS/8500 rpm
• 9.8kg-m/7000 rpm
• 520 lbs.

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!)

GPZ1100 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.

• Air-cooled 4 cylinder DOHC, 2 valves per cylinder
• 1089cc
• 120PS/8750 rpm
• 10.2kg-m/8000 rpm
• 540 lbs.

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