Kawasaki KZ900-A4 logg ...

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dypen
Innlegg: 1332
Registrert: 28 mai 2018, 20:55
Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

«Hard to find parts» Til nå så har det vært denne, nærmere to måneder fra Australia :) SILENCER 11016-008 (lyddemper på luftinntak)
F222B37D-5AB2-4407-8565-929593A18338.jpeg
Du har ikke de nødvendige tillatelsene for å vise filene som er tilknyttet dette innlegget.
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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dypen
Innlegg: 1332
Registrert: 28 mai 2018, 20:55
Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

Kulepolert hjulnav foran og bak med nye hjullager, rustne felgringer og eiker er byttet samt nye Bridgestone dekk. Liten shine jobb på drevbosset pluss bytte lager og drev så er hjula ferdige.
485581F5-ED35-4768-98DE-8822E8CC3A59.jpeg
99948613-25AF-4DD8-BFD8-EC394C06B4FD.jpeg
Du har ikke de nødvendige tillatelsene for å vise filene som er tilknyttet dette innlegget.
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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Jompa
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Re: Kawasaki KZ900-A4 logg ...

Legg inn av Jompa »

Battlax M88 ?
De svake øyeblikkene er de beste øyeblikkene.

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dypen
Innlegg: 1332
Registrert: 28 mai 2018, 20:55
Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

Ja, BATTLAX men BT-46 ...
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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dypen
Innlegg: 1332
Registrert: 28 mai 2018, 20:55
Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

Det skjer ikke så mye, tar meg god tid her :P Grundig rengjøring, nytt drev, nytt lager med simmring, nye låseblikk for drev muttrer som er trekt med 4,4 kg ...
7D4BE748-3D0E-4BB3-8084-F780FF40EC50.jpeg
121C3DCC-F737-42FA-9313-9B0885CADE8B.jpeg
Du har ikke de nødvendige tillatelsene for å vise filene som er tilknyttet dette innlegget.
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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Olav K
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Min motorsykkel: Den Beste Sykkel (BMW R1250GSA 2019)
Sted: Odda/Rosendal

Re: Kawasaki KZ900-A4 logg ...

Legg inn av Olav K »

Herlig å se du pusser på den nydelige sykkelen der :)
http://www.kant1.no" onclick="window.open(this.href);return false;

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AJ
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Re: Kawasaki KZ900-A4 logg ...

Legg inn av AJ »

dypen skrev: 06 feb 2021, 21:32 Det skjer ikke så mye, tar meg god tid her :P Grundig rengjøring, nytt drev, nytt lager med simmring, nye låseblikk for drev muttrer som er trekt med 4,4 kg ...

Bilde
Og nye rykkutjevnere?
Hvor ofte bør disse byttes ut, tro?
Har ikke byttet ut enda på sykkelen min etter ca. 45K.
MC'er:
Suzuki GSX 1100 EF, 1985 (1991), Yamaha TDM 900, 2006 (2006 - 2010), Triumph Tiger 1050 SE, 2010 (2010 - 2012), Moto Guzzi Stelvio 8V, 2012 (2012 - 2015), KTM 1290 Super Adventure, 2015 (2015 - 2018), KTM 1290 Super Adventure S, 2018 (2018 - -->)
KTM 1290 SA S - nok en god grunn til oppmaskinering Bilde

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dypen
Innlegg: 1332
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Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

AJ, disse er bare vaska og ser veldig bra ut. Med fornuftig kjøring varer de veldig lenge ...
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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Kjellrf
Innlegg: 1397
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Min motorsykkel: Kawa, Honda og Guzzi
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Re: Kawasaki KZ900-A4 logg ...

Legg inn av Kjellrf »

Rykkutjevneren bør byttes hvis det er slakk i drevbosset mot felgen.
Medlem av Tønsberg mc klubb
Eier: Z1000A2, CX500, V7 Sport, ZZR600 E6
Har kjørt og eid mc siden 1980.

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dypen
Innlegg: 1332
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Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

Kjellrf skrev: 07 feb 2021, 20:48 Rykkutjevneren bør byttes hvis det er slakk i drevbosset mot felgen.
Sjekket på denne før demontering, tight og fin :)
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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dypen
Innlegg: 1332
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Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

Detaljert beskrivelse av KZ900-A4 fra den originale restaurerings guide til DAVE MARSDEN. Restaurrerings guiden til alle 900 modellene fra 1972-1976 Her er kapittel:

https://www.apexmoto.jp/kawasaki-kz900/
Per Dave Marsden December 1998 [All caps as in the original copy.]

CHAPTER SIX.
THE 1976 (K)Z900-A4 STARTING FRAME NO: Z1F-085701 ONWARDS.

1976 BROUGHT A LARGE CHANGE TO ALL KAWASAKI MODELS. A NEW METHOD OF IDENTIFACATION WAS INTRODUCED. ALL MODELS NOW HAD A PREFIX TO DETERMINE THERE INTENDED USE. "KH" INDICATED KAWASAKI HIGHWAY, "KT" INDICATED KAWASAKI TRIAL, "KX" KAWASAKI MOTOCROSS, "KE" KAWASAKI ENDURO AND "Z" INDICATED FOURSTROKE ROADBIKE. EVERYTHING ELSE MADE SENSE EXCEPT THE "Z". PERHAPS KAWASAKI WERE SO PROUD OF THEIR "Z" RANGE THAT THEY DID NOT WANT TO CHANGE IT. THE "KFR900" WOULD NOT HAVE SOUNDED NOWHERE NEAR AS GOOD, WOULD IT ?.
AND SO THE FOURTH MODEL IN THE 900 RANGE BECAME THE Z900-A4. THE LAST NUMBER, IN THIS CASE 4, WAS THE NUMBER OF YEARS IN PRODUCTION. IN THE STATES IT WAS KNOWN AS THE "KZ900-A4".
JAPANESE PRODUCTION OF THE Z900-A4 STARTED IN OCTOBER 1975 IN READINESS FOR THE 1976 SEASON.
KAWASAKI DID NOT JUST CHANGE THE NAME, THE Z900-A4 WAS BESTOWED WITH MANY COSMETIC AND MECHANICAL DIFFERENCES. SOME OF THEM OBVIOUS SOME OF THEM NOT.

FRAME:
THE DESIGN OF THE FRAME WAS CHANGED TO ACCEPT MANY MODIFIED FRAME FITTINGS SUCH AS THE BATTERY BOX AND AIR FILTER BOX.
NOT ONLY THIS BUT IT WAS ALSO STRENGTHENED WITH HEAVIER GAUGE TUBING IN AN EFFORT TO IMPROVE THE HANDLING.
THE BRACKET WHERE ONE COULD ATTACH THE OPTIONAL STEERING DAMPER WAS REMOVED AND IN ITS PLACE, ON EACH SIDE WAS A SMALL THREADED BRACKET WHERE A SMALL ORANGE REFLECTOR COULD BE SCREWED ON FOR THE AMERICAN MARKET.
THE BATTERY BOX WAS NOW MOUNTED LOWER IN THE FRAME AND THE BATTERY NOW EXITED FROM UNDERNEATH THE RIGHT HAND SIDE PANEL. A BLACK METAL BRACKET HELD THE BATTERY IN AND THIS ALSO HELD THE BOTTOM SIDE PANEL MOUNTING. THE BATTERY BOX WAS BOLTED BY TWO 6MM BOLTS TO THE FRAME AT THE REAR AND BY TWO MORE 6MM BOLTS AT THE FRONT ATTACHED TO A BLACK METAL STAY WHICH RAN BETWEEN THE TWO REAR ENGINE MOUNTS. THIS ARRANGEMENT HELPED TO BRACE THE FRAME AND THUS STRENGTHEN IT. ALSO ATTACHED TO THIS STAY WAS A SMALL BLACK BRACKET WHICH SUPPORTED THE NEWLY DESIGNED AIR BOX ASSEMBLY.
THE TOOL BOX WAS NOW A PLASTIC CASE ALSO UNDERNEATH THE RIGHT SIDE PANEL AND THIS ALSO DOUBLED AS A SIDE PANEL MOUNT. THE TOOL KIT, HOWEVER, COULD ONLY BE REMOVED FROM THE TOP OF THE CASE, PULLED OUT FROM UNDERNEATH THE SEAT.
THE ELECTRICAL MOUNTING PLATE WAS NOW RE-POSITIONED TO UNDERNEATH THE LEFT HAND SIDE PANEL AND WAS ATTACHED BY THE USUAL SERIES OF RUBBERS, COLLARS AND 6MM BOLTS.

NEW PART NUMBERS:
FRAME:32002-149
BATTERY BOX: 32097-039
BATTERY STRAP: 32100-020
ELECTRICAL BASE PLATE:32129-006
BATTERY BOX STAY: 32113-003
AIR FILTER STAY: 32105-006
TOOLBOX: 32098-024
ENGINE MOUNT PLATE: 32030-056 RH
ENGINE MOUNT PLATE: 32030-055 LH

FRONT SUSPENSION:
THE FORK INNER TUBES REMAINED THE SAME BUT THE ALLOY LOWERS WERE MODIFIED. THEY NO LONGER HAD THE BOSS FOR HOLDING THE REFLECTORS AND THEY WERE MARGINALLY LONGER. THE LUGS FOR HOLDING THE BRAKE CALLIPERS WERE ALSO MOVED FURTHER APART AND MODIFIED OIL SEALS AND RUBBER DUST CAPS WERE USED. THE TWO BOTTOM AXLE CLAMPS WERE ALSO MODIFIED.
THE INTERNAL FORK SPRINGS WERE ALSO MODIFIED TO IMPROVE HANDLING AS WAS THE INTERNAL DAMPING RODS.
ALL THESE CHANGES RESULTED IN A MORE COMPLIANT RIDE WITHOUT ANY LOSS IN RIGIDITY.
THE LOWER YOKE WAS CHANGED AND NOW NO LONGER HAD THE SMALL 8MM HOLE DRILLED THROUGH IT FOR THE STEERING DAMPER. THE SHAPE OF THE YOKE WAS SLIGHTLY DIFFERENT AND THE WHOLE ASSEMBLY WAS STRENGTHENED.
THE TOP YOKE WAS MODIFIED TO ACCEPT RUBBER MOUNTINGS FOR THE RE-DESIGNED CLOCK BRACKET.
THE TWO LOWER CHROME YOKE COVERS WERE ALSO CHANGED TO ACCOMMODATE THE NEW SHAPE OF THE BOTTOM YOKE.

NEW PART NUMBERS:
FORK ASSY: 44001-175
FORK LOWER: 44005-063 LH
FORK LOWER: 44006-061 RH
FORK SEALS: 44009-024
FORK DUST SEALS: 44010-032
LOWER YOKE: 44037-098
TOP YOKE: 44039-073
FORK SPRINGS: 44026-071
DAMPER RODS: 44022-027
AXLE CLAMPS: 44063-014
YOKE COVERS: 44064-025

FRONT WHEEL:
THE FRONT HUB OF THE Z900-A4 WAS CHANGED FOR THE ONE THAT WAS ALSO USED ON THE 1976 KH250-B1 AND THE Z750-B1 TWIN. THIS HUB WAS NOW FINISHED IN A NATURAL SILVER FINISH AND NOW ONLY USED FOUR 10MM BOLTS TO HOLD ON THE DISK PLATES INSTEAD OF THE PREVIOUS SIX.
THE AMERICAN MODEL WAS STILL ONLY FITTED WITH ONE DISC, SO A CHROME BLANKING PLATE WAS ATTACHED ONTO THE RIGHT HAND SIDE OF THE HUB BY TWO 5MM ZINC PLATED PAN HEAD SCREWS.
THE SPEEDOMETER GEARBOX WAS NOW A SEPARATE ITEM AND WAS FINISHED IN AN ALLOY SILVER COLOUR, AND NOW DOUBLED AS A SPACER FOR THE LEFT HAND SIDE OF THE HUB.
THE FRONT AXLE ITSELF WAS MODIFIED TO ACCEPT TWO LARGE NUTS, WHICH SCREWED ONTO THE AXLE, ONE ON EACH SIDE. A MODIFIED SPACER WAS ALSO USED ON THE RIGHT HAND SIDE OF THE HUB.
THE HUB WAS SMALLER THAN THE ONE USED ON THE Z1 AND SO REQUIRED DIFFERENT ANGLED SPOKES AND CONSEQUENTLY A DIFFERENT RIM. THIS RIM STILL REMAINED A CHROMED 19 INCH ITEM FROM THE TAKISAGO COMPANY.

NEW PART NUMBERS:

FRONT WHEEL ASSY: 41074-047 (COMPLETE ASSY)
FRONT HUB ASSY: 41034-040
SPOKE INNER: 41027-085
SPOKE OUTER: 41028-084
SPEEDO GEARBOX: 41078-008
FRONT AXLE: 41068-049
AXLE NUTS: 41069-033
AXLE SPACER: 41069-032
FRONT RIM: 41025-085

INSTRUMENTS:

THE SHAPE OF THE CLOCKS ON THE A4 WAS LEFT UN-CHANGED, BUT THE IDIOT LIGHT CLUSTER WAS MODIFIED.
A NEW CLOCK MOUNTING BRACKET WAS USED WHICH NOW RUBBER MOUNTED TO THE TOP YOKE INSTEAD OF THE PREVIOUS METHOD OF JUST BOLTS. FOUR CONICAL RUBBERS FITTED INTO TWO ROUND HOLES ON THE TOP YOKE AND THE CLOCK MOUNTING BRACKET PUSHED INTO THESE AND WERE SECURED BY TWO 8MM NUTS AND WASHERS. THIS WAS IN AN EFFORT TO REDUCE VIBRATION TO THE INSTRUMENTS AND HAD BEEN USED WITH SUCCESS ON THE TRIPLE RANGE.
THE CENTRAL LIGHT CLUSTER WAS NOW CHANGED SO THAT THE WARNING LIGHTS RAN UPWARDS BETWEEN THE TWO METERS. TWO SEPARATE LIGHTS FOR THE INDICATORS WERE NOW POSITIONED ONE ON EACH SIDE OF THE IGNITION SWITCH. THE SHAPE OF THE BOTTOM PLASTIC COVER WAS CHANGED TO ACCOMMODATE THIS NEW ARRANGEMENT WHILE THE INSTRUMENT WIRING LOOM WAS ALSO MODIFIED.
THE COLOUR OF THE SPEEDO AND TACHO FACE WAS CHANGED TO A SLIGHTLY DARKER FINISH WHILE THE BRAKE FAILURE WARNING LIGHT WAS REMOVED FROM THE TACHO AND POSITIONED IN THE IDIOT LIGHT COVER.
THE SMALL METAL HOLDER FOR THE IGNITION SWITCH WAS SHORTENED BECAUSE THE WARNING LIGHT COVER WAS NOT AS TALL AS PREVIOUS MODELS.

NEW PART NUMBERS:
SPEEDOMETER: 25006-056 (MPH)
TACHOMETER: 25016-028
CLOCK BRACKET: 25008-045
WARNING COVER: 25023-015 TOP
WARNING COVER: 25024-006 BOTTOM
WIRING LOOM: 25011-049
IGNITION SWITCH: 27005-086
SWITCH HOLDER: 27019-003
METER BRACKET MOUNTING RUBBERS: 92075-080

HANDLEBAR AND CONTROLS:

THE HANDLEBARS ON THE A4 REMAINED THE SAME BUT THE RUBBER HAND GRIPS WERE CHANGED TO A NEW DESIGN THAT WAS FITTED TO ALL 1976 ROAD BIKES.
THE LEFT AND RIGHT SWITCHGEAR WERE COSMETICALLY CHANGED BUT THERE FUNCTION REMAINED THE SAME.
THE HOLDER FOR THE CLUTCH LEVER WAS MODIFIED TO A STRONGER THICKER ASSY WHICH INCORPORATED A MUCH WIDER BOSS ON THE CLUTCH LEVER.

NEW PART NUMBERS:

LH SWITCHGEAR: 46091-057
RH SWITCHGEAR: 46132-024
LH HANDLE GRIP: 46075-028
RH TWIST GRIP: 46019-038
CLUTCH LEVER ASSY: 46076-049 (COMPLETE ASSY)
HOLDER: 46094-017
LEVER: 46092-022
BOLT: 92007-047

MIRRORS:
THE A4 MIRRORS WERE COSMETICALLY CHANGED TO A MORE ROUNDED APPEARANCE. THIS MADE THE INTERNAL ADJUSTMENT EASIER.
FOR THE FIRST TIME CHROME ITEMS WERE OFFERED ON SOME EUROPEAN MODELS.

NEW PART NUMBERS: 56002-027 BLACK
LH MIRROR: 56003-014 CHROME
RH MIRROR: 56002-022 CHROME

REAR SUSPENSION:
THE REAR SHOCK ABSORBERS FITTED TO THE A4 WERE THE SAME FOR ALL MARKETS. THE AMERICAN MODEL NO LONGER HAD REFLECTORS ON THEM.
THEY WERE AN ALL CHROME FINISH.

NEW PART NUMBER:
SHOCK ABSORBERS: 45014-107

FOOTREST:
THE FRONT FOOTREST REMAINED THE SAME BUT THE REAR ITEMS WERE MODIFIED.
THE FITTING BRACKETS WERE THE SAME BUT THE RUBBER WAS NOW BONDED ONTO THE STEM AND COULD NOT BE BOUGHT SEPARATELY. THE RUBBER WAS RIBBED AS BEFORE BUT NOW A SMALL KAWASAKI "K" WAS EMBOSSED INTO IT.

NEW PART NUMBER:
REAR FOOTREST: 92076-027

GRAB RAIL:

THE GRABRAIL ON THE A4 STAYED THE SAME AS THE Z1, ON AMERICAN AND SOME EUROPEAN MODELS, BUT THE UK MODEL HAD A MODIFIED RAIL WHICH NOW INCORPORATED A BRACKET TO HOLD THE REAR INDICATOR STEMS.
NEW PART NUMBER:

GRAB RAIL: 35032-030 (UK)

STANDS:

IN LINE WITH THE STRONGER FRAME, THE SIDE STAND ON THE A4 WAS ALSO STRENGTHENED. THE MAIN STAND ALSO RECEIVED ATTENTION WITH EXTRA WELDING ON THE GUSSETS. THE PART NUMBER FOR THE MAIN STAND HOWEVER, REMAINED THE SAME.

NEW PART NUMBER:

SIDE STAND: 34024-060

FENDERS:

THE FRONT FENDER ON THE A4 REMAINED THE SAME BUT THE REAR ITEM WAS MODIFIED. THE SHORT EXPORT TYPE STAYED THE SAME BUT THE LONG UK ITEM WAS CHANGED TO INCORPORATE TWO SMALL HOLES AT THE BOTTOM OF IT TO ATTACH A CHROME BRACKET AND A SMALL ROUND RED REFLECTOR.
THIS BRACKET WAS ATTACHED TO THE FENDER BY TWO 6MM PAN HEAD SCREWS AND SECURED BY 6MM NUTS AND WASHERS.
THE SHAPE OF THE FENDER WAS ALSO SLIGHTLY CHANGED TO MAKE IT WIDER AT THE BOTTOM.

NEW PART NUMBERS:

REAR FENDER: 35022-123
BRACKET: 28013-010
REFLECTOR: 28012-015

REAR BRAKE PANEL:

THE BRAKE PANEL ON THE A4 WAS SLIGHTLY CHANGED COSMETICALLY.
THE BRAKE WARNING INDICATOR WAS NOW EMBOSSED INTO THE PLATE ITSELF.
A NEW MATERIAL WAS ALSO USED TO LINE THE TWO REAR BRAKE SHOES.

NEW PART NUMBERS:
REAR SHOE: 41048-016
REAR BRAKE PANEL: 42006-062

CHAIN AND SPROCKETS:

FOR THE FIRST TIME AN ALTERNATIVE REAR SPROCKET WAS OFFERED FOR THE 900 RANGE. THE A4 WAS FITTED WITH A 33 TOOTH ITEM AS STANDARD IN THE UK AND MANY OTHER MARKETS WITH ONLY ITALY KEEPING THE PREVIOUS 35 TOOTH SPROCKET.

NEW PART NUMBER:
SPROCKET: 42041-161 33 TEETH

TAIL LIGHT:

THE A4 WAS FITTED WITH A SQUARE TAIL LIGHT NOW INSTEAD OF THE PREVIOUS ROUND SHAPE.
BECAUSE OF THIS THE TAIL LIGHT BRACKET WAS MODIFIED TO ACCEPT THIS NEW SHAPE. THE LIGHT WAS NOW FITTED TO THE BRACKET WITH ONLY TWO 6MM BOLTS INSTEAD OF THE PREVIOUS THREE.
THE AMERICAN MODEL HAD A ROUND REFLECTOR BUILT INTO EACH SIDE OF THE LENS WHILE THE UK MODEL CONFORMED TO LOCAL LAWS BY HAVING THE REFLECTOR ON THE REAR FENDER.

NEW PART NUMBERS:
TAIL LIGHT ASSY: 23024-078 (COMPLETE ASSY) UK
TAIL LIGHT BRACKET: 23036-048
CHROME BACKING: 23027-042
TAIL LIGHT LENS: 23026-035

SEAT ASSEMBLY:

THE SEAT ON THE A4 WAS MODIFIED TO INCORPORATE A NEW LOCKING DEVICE. INSTEAD OF THE PREVIOUS LEVER AND CATCH AFFAIR THE A4 USED A SEPARATE LOCK AND A "D" SHAPED BRACKET ATTACHED TO THE BASE OF THE SEAT.
THE SEAT COVER ITSELF WAS DECORATED WITH A DIFFERENT PATTERN AND A THICKER MORE COMFORTABLE FOAM WAS FITTED, WHILE THE AMERICAN MODEL STILL HAD NO STRAP FITTED TO IT.
THE TWO SEAT PINS WERE MODIFIED TO AN "L" SHAPE TO MAKE THEM HARDER TO REMOVE WITH THE SEAT LOCKED. A SMALL THEFT DETERRENT BUT AT LEAST THEY WERE AT LAST THINKING ABOUT IT. THE HINGES WERE ALSO MODIFIED TO ASSIST THIS MOVE.
THE LOCK ITSELF WAS BOLTED TO THE FRAME WITH A SINGULAR 6MM BOLT AND THE FACE OF IT PROTRUDED JUST ABOVE THE REAR OF THE LEFT HAND SIDE PANEL.

NEW PART NUMBERS:

SEAT ASSY: 53001-125 UK
SEAT LOCK: 27030-005
SEAT LOCK BRACKET: 53056-002
SEAT LOCK PLATE: 53058-003
SEAT PINS: 53011-008
SEAT HINGE: 53009-037 FRONT
SEAT HINGE: 53009-017 REAR

ELECTRICAL EQUIPMENT:

THE BIG MODIFICATION FOR 1976 WAS THE USE OF A THREE FUSE SYSTEM INSTEAD OF THE PREVIOUS SINGLE SYSTEM. A BLACK PLASTIC FUSE BOX WAS RUBBER MOUNTED TO THE BATTERY BOX AND CONTAINED THREE IN LINE FUSES. A SMALL LEAD RAN FROM THIS TO CONNECT TO THE MODIFIED MAIN WIRING LOOM.
TWO MORE SAFETY ITEMS WERE USED ON THE A4 FOR THE FIRST TIME. THE FIRST WAS A HAZARD WARNING LIGHT SYSTEM, WHICH COULD OPERATE THE FOUR FLASHERS AT ONCE. A PLUNGER TYPE SWITCH WAS MOUNTED TO A BRACKET WHICH IN TURN MOUNTED TO TWO OF THE 8MM HANDLEBAR CHROME BOLTS. THIS WAS CONSIDERED TO BE A BIT OF AN EYE SORE AND MANY OWNERS SOON REMOVED THE UNSIGHTLY SWITCH. A SMALL RELAY TO CONTROL THE HAZARD SYSTEM WAS BOLTED TO THE BATTERY BOX AND WIRED TO THE MAIN LOOM. THIS ALLOWED THE SYSTEM TO BE OPERATED WITHOUT THE IGNITION SWITCH TURNED ON.
THE OTHER ITEM WAS AN AUDIBLE INDICATOR SYSTEM. THIS CONSISTED OF A SMALL ELECTRICAL BUZZER BOLTED TO THE BOTTOM OF THE HEADLAMP SHELL. WHEN EITHER OF THE INDICATORS WAS USED THE BUZZER OMITTED A BUZZING NOISE, NOT UNLIKE THE NOISE FROM A PELICAN CROSSING. WHEN RAIN ENTERED THE BUZZER, WHICH GIVEN THE ENGLISH WEATHER, WAS FREQUENTLY, THE NOISE TURNED TO ONE THAT A STRANGLED CAT MAY MAKE !!. NEEDLESS TO SAY, THE BUZZERS WERE QUICKLY REMOVED BY OWNERS AND DEALERS. IT WAS ALSO NOTED THAT BLIND PEOPLE MAY HAVE CONFUSED THEM WITH THE NOISE FROM PELICAN CROSSINGS, CAUSING CONCERN TO MANY.
A SLIGHTLY DIFFERENT RECTIFIER WAS FITTED TO THE A4 AND THE REGULATOR WAS ALSO MODIFIED AND FITTED WITH A LONGER LEAD TO ACCOMMODATE THE CHANGE IN POSITION OF THE BATTERY BOX. KAWASAKI WERE STILL TRYING TO SOLVE THE PROBLEM OF BLOWING HEADLAMPS.
THE TWO IGNITION COILS WERE MODIFIED AND NO LONGER HAD THE SMALL CLIPS WITH THE INDENT NUMBERS ON THEM. INSTEAD THE LEADS NOW HAD A SMALL PIECE OF SILVER TAPE ON THEM WITH THE RELEVANT NUMBERS ON THEM.
THE MAIN WIRING LOOM ALONG WITH THE CENTRE LOOM WAS MODIFIED TO TAKE INTO CONSIDERATION ALL THE NEW EQUIPMENT.
THE HORN ASSEMBLY WAS RE-DESIGNED AND COSMETICALLY CHANGED WHILE THE BATTERY WAS CHANGED FOR A SMALLER 10AMP ITEM THAT WOULD FIT INTO THE NEW BATTERY BOX.
THE OIL PRESSURE SWITCH AND THE NEUTRAL SWITCH WERE MODIFIED TO TAKE A PUSH ON CONNECTOR INSTEAD OF THE PREVIOUS SCREW ON TYPE. BECAUSE THE WIRES FOR THESE TWO SWITCHES CAME WITH THE ALTERNATOR, THE WHOLE OF THE ALTERNATOR ASSEMBLE WAS MODIFIED. INCLUDED WITH THIS MODIFICATION WAS AN IMPROVED CAP FOR THE OIL PRESSURE SWITCH WHICH WAS NOW MADE OUT OF PLASTIC INSTEAD OF THE PREVIOUS RUBBER, WHICH EASILY BROKE UP.

NEW PART NUMBERS:
WIRING LOOM: 26001-135
EARTH LEAD: 26010-043
LIVE LEAD: 26010-042
CENTRE LOOM: 26002-057
HORN ASSY.: 27003-055
HAZARD SWITCH: 27014-008
SWITCH BRACKET: 32060-019
SWITCH RELAY: 21066-024
SWITCH REGULATOR: 21066-026
FUSE BOX: 26004-035
AUDIBLE BUZZER: 27040-002
NEUTRAL SWITCH: 13151-022
OIL PRESSURE SWITCH: 16144-004
ALTERNATOR ASSY: 21076-023
IGNITION COIL 1+4: 21121-081
IGNITION COIL 2+3: 21121-082
REGULATOR: 21066-025
RECTIFIER: 21061-024
BATTERY: 26012-042 (YUASA YB10L-A2)

AIR CLEANER ASSEMBLY:

ONE OF THE PROBLEMS WITH THE Z1 WAS THE ONE PIECE AIR BOX. WHEN THE INLET RUBBERS SHRANK WITH AGE IT MEANT THAT A COMPLETE AIR BOX WAS REQUIRED TO RECTIFY THE RESULTING PROBLEM. TO COUNTER ACT THIS KAWASAKI PRODUCED A MODIFIED AIR BOX FOR THE A4 WHICH HAD REMOVABLE INLET RUBBERS. THIS NEW BOX USED A DIFFERENT FILTER ELEMENT AND ALSO MADE USE OF A SECONDARY NOISE INDUCTION SILENCER. THIS WAS A SIMPLE PLASTIC TUBE CONTAINING ANOTHER FILTER ELEMENT WHICH ATTACHED TO THE BACK OF THE MAIN AIR BOX. A BLACK METAL CLAMP ENSURED A SAFE FIT.
THE AIR BOX LID USED ON THE A4 WAS NOW A SOLID ITEM UNLIKE THE PREVIOUS Z1 GRILL.
BECAUSE OF THE SHAPE OF THIS NEW AIR BOX THE PLASTIC SIDE PANELS HAD TO BE RE-DESIGNED TO FIT SNUGLY AROUND IT.

NEW PART NUMBERS:
AIR BOX: 11011-054
INLET RUBBER: 11015-050 #1
INLET RUBBER: 11015-051 #2+3
INLET RUBBER: 11015-052 #4
AIR FILTER: 11013-054
SILENCER: 11016-008
SILENCER CLAMP: 92037-106
AIR BOX LID: 11012-070
DRAIN TUBE: 92059-124

EXHAUST SYSTEM:

ALTHOUGH THE SHAPE OF THE MUFFLERS ON THE A4 WERE NOT CHANGED, THE INTERNALS WERE. THE INTERNAL BAFFLES WERE MODIFIED TO INCREASE THE EFFICIENCY OF THE SILENCING. THIS WAS TO BRING THEM IN LINE WITH THE TOUGH NEW EMISSION LAWS OF 1976. THE EXTERNAL BAFFLE WAS ALSO MODIFIED AND WAS NOT NOW A REMOVABLE ITEM.
THE STAMPING ON THE SILENCERS WAS CHANGED TO INCLUDE THE NUMBERS "76" TO CONFIRM THAT THEY CONFORMED.

NEW PART NUMBERS:
MUFFLER: 18001-227 LH UPPER
MUFFLER: 18001-228 LH LOWER
MUFFLER: 18001229 RH LOWER
MUFFLER: 18001-230 RH UPPER

FRONT BRAKE ASSEMBLY:

PERHAPS THE BIGGEST IMPROVEMENT ON THE A4 WAS IN THE BRAKING DEPARTMENT. MOST MODELS WERE NOW FITTED WITH TWO DISKS AS STANDARD INSTEAD OF THE PREVIOUS ONE.
THE AMERICAN MODEL, HOWEVER, WAS STILL ONLY FITTED WITH ONE AS STANDARD. HOWEVER AN OPTIONAL TWIN SET UP WAS OFFERED AS A GENUINE PART FROM DEALERS.
THE DISK WERE NOW BOLTED TO THE FRONT WHEEL HUB BY FOUR ZINC PLATED 10MM BOLTS AND SECURED WITH TWO TAB WASHERS. A CHROME THIN PLATE WAS UTILISED ON EACH SIDE OF THE HUB TO SMARTEN UP THE ASSEMBLY.
THE DISKS ON THE TWIN SET UP WERE TWO THIN 4.5MM THICK ITEMS WHICH HELPED TO REDUCE UN-SPRUNG WEIGHT, WHILE THE SINGLE SET UP USED ONE 6MM THICK ITEM.
THE CALLIPERS WERE A NEW DESIGN THAT WAS BEING USED ON ALL 1976 ROAD BIKES. THE BODIES OF THE CALLIPERS WERE NOW A ONE PIECE UNIT WHICH USED TWO 10MM HEXAGON BOLTS INSTEAD OF ALLEN BOLTS TO HOLD THE SLIDING PAD HOLDER. THE USUAL ARRANGEMENT OF RUBBERS AND O`RINGS WAS USED BUT THE PADS THEMSELVES WERE OF A DIFFERENT DESIGN AND OF AN IMPROVED MATERIAL.
THE BRAKE JUNCTION BOX NOW HAD AN EXTRA OUTLET ON IT, TO WHICH THE SECOND FLEXIBLE HOSE ATTACHED TO. THIS HOSE RAN DOWN TO ANOTHER SHAPED METAL PIPE AND ATTACHED DIRECTLY TO THE SECOND CALLIPER. A CHROME BRACKET WAS SANDWICHED BETWEEN THE FENDER AND THE RIGHT HAND FORK LOWER TO HOLD THIS HOSE IN PLACE.
THE MASTER CYLINDER WAS FITTED WITH A LARGER PISTON ASSEMBLY, SO THAT IT COULD COPE WITH THE EXTRA FLUID REQUIRED FOR THE SECOND CALLIPER. THE CYLINDER WAS STAMPED UNDERNEATH WITH THE LEGEND "5/8" WHICH WAS THE BORE SIZE OF THE CHAMBER.
THIS SECOND BRAKE TRANSFORMED THE A4 INTO A FAR BETTER MOTORCYCLE THAN THE Z1 AND BECAME THE INDUSTRY STANDARD ON ALL JAPANESE MOTORCYCLES.
SO WHY DID THE AMERICAN MODEL ONLY GET ONE DISK ?. PERHAPS THE LOWER SPEED LIMITS IN THE STATES MEANT THAT THE RIDERS OVER THERE DID NOT GO FAST ENOUGH TO WARRANT THE EXTRA BRAKING POWER. !!.
OR PERHAPS KAWASAKI JUST WANTED TO EXTRACT A FEW MORE DOLLARS FROM THEM FOR THE OPTIONAL SECOND BRAKE KIT. !!


NEW PART NUMBERS:
FRONT DISK: 41080-007 (TWIN DISK)
FRONT DISK: 41080-005 (SINGLE)
CALLIPER: 43041-018 LH
CALLIPER: 43041-019 RH
CHROME PLATE: 41042-014 LH
CHROME PLATE: 41042-015 RH
DISK BOLTS: 92001-158
TAB WASHERS: 92088-023
CALLIPER BOLTS: 92007-032
MASTER CYLINDER: 43015-025
JUNCTION BOX: 43075-002
BRAKE PIPE: 43059-011 RUBBER
BRAKE PIPE: 43060-023 LH METAL
BRAKE PIPE: 43060-024 RH METAL
BRACKET: 43063-001 RH

BODY WORK:
DIAMOND DARK GREEN AND DIAMOND BROWN.

KAWASAKI DID NOT REALLY WANT TO CHANGE THE SHAPE OF THEIR FLAGSHIP, BUT THE MODIFIED AIR BOX AND SQUARE TAIL LIGHT MEANT SOME CHANGES WERE NECESSARY.
THE FUEL TANK WAS MADE SLIGHTLY WIDER AND A NEW LOCKING PETROL CAP WAS USED. THIS CAP WAS ANOTHER PART WHICH KAWASAKI USED ON MANY DIFFERENT MODELS THROUGH THE YEARS. ALTHOUGH IT NEEDED A KEY TO UNDO IT, IN REALITY ANYTHING REMOTELY RESEMBLING A KEY WOULD DO. STILL, THIS WAS ANOTHER SIGN THAT THE JAPANESE WERE AT LAST WAKING UP TO THE PROBLEMS OF SECURITY.
A MODIFIED FUEL TAP WAS FITTED WHICH USED AN IMPROVED INTERNAL ROUTING OF THE PETROL RESULTING IN LESS LEAKS.
THE TWO COLOUR OPTIONS NOW OFFERED WERE GREEN OR BROWN. THE GREEN WAS A MUCH PREFERRED CHOICE OF MANY OWNERS.
A GOLD AND A LIGHTER GREEN PINSTRIPE ADORNED THE GREEN OPTION WHILE A GOLD AND A RED PINSTRIPE ADORNED THE BROWN OPTION. ONCE AGAIN THE SIDE PANELS WERE LEFT JUST IN THE BASE COLOUR.
THE PANELS THEMSELVES WERE CHANGED SLIGHTLY IN SHAPE TO ACCOMMODATE THE NEWLY DESIGNED AIR BOX ASSEMBLY.
THE EMBLEMS ON THE PANELS WERE CHANGED AND NOW ONLY READ "Z900". THE AMERICAN MODELS READ "KZ900". THESE WERE BLACK PLASTIC BADGES WITH WHITE NUMBERS SURROUNDED IN CHROME. THE NUMBER OF CLIPS HOLDING THEM TO THE PANELS WAS REDUCED TO JUST TWO EACH SIDE.
THE TAIL PIECE WAS SLIGHTLY ALTERED IN SHAPE TO ACCOMMODATE THE SQUARE TAIL LIGHT ASSEMBLY AND BECAUSE OF THIS, THE INNER PLASTIC TRAY WAS ALSO ALTERED.
KAWASAKI OFFERED FOR THE A4, A TOUCH UP PAINT IN A SMALL 1/12 LITRE TIN. THIS COULD BE USED WITH A BRUSH OR THINNED 50/50 AND USED IN A SPRAY GUN.

NEW PART NUMBERS:
FUEL TANK: 51001-107-3M GREEN
FUEL TANK: 51001-107-3N BROWN
FUEL CAP: 51048-012
FUEL TAP: 51023-055
SIDE COVER: 36001-054-3M LH GREEN
SIDE COVER: 36001-054-3N LH BROWN
SIDE COVER: 36007-051-3M RH GREEN
SIDE COVER: 36007-051-3N RH BROWN
EMBLEM: 56018-238 Z900
EMBLEM: 56018-238 KZ900
TAIL FAIRING: 53043-013-3M GREEN
TAIL FAIRING: 53043-013-3N BROWN
CASE: 32098-018
PAINT: 56019-108-3M GREEN
PAINT: 56019-108-3N BROWN

TOOLKIT AND HANDBOOK:

THE TOOLKIT ON THE A4 WAS CHANGED DUE TO THE FACT THAT THE ALLEN KEY REQUIRED FOR THE CALLIPER BOLTS ON THE Z1 MODEL WAS NOT NOW NEEDED. THE KIT CONTAINED THE REST OF THE TOOLS OF THE PREVIOUS MODELS.

TWO OWNER HANDBOOKS WERE PRODUCED, ONE FOR THE US MODEL AND ONE FOR THE EUROPEAN MARKET. THE COVER OF BOTH MANUALS WAS FINISHED IN A BLUE COLOUR WITH A PICTURE OF THE RELEVANT MODEL ON IT.

NEW PART NUMBERS:

TOOL KIT: 56007-049
HANDBOOK: 99997-844-00 US
HANDBOOK: 99997-671 EUROPE

ENGINE CHANGES:

THE ENGINE IN THE Z900 REMAINED BASICALLY THE SAME AS THE PREVIOUS Z1-B MODEL. NO MODIFICATIONS WERE DEEMED NECESSARY.
HOWEVER, KAWASAKI IN AN EFFORT TO INCREASE IMPROVED MID RANGE PERFORMANCE, DECIDED TO FIT THE Z900 WITH SMALLER 26MM MIKUNI CARBS.
THIS DID ROB THE BIKE OF A FEW HORSEPOWER BUT MADE FOR A MUCH MORE REFINED RIDE. THE NEW CARBS HAD IMPROVED CHOKES AND THE LINKAGES, CONNECTING THE FOUR SLIDES TOGETHER, WERE VASTLY IMPROVED RESULTING IN A SMOOTHER THROTTLE RESPONSE.
ADJUSTMENT NOW MEANT THE REMOVAL OF THE FOUR CARB TOPS TO GAIN ACCESS TO THE ADJUSTER SCREWS BUT THIS WAS A SMALL PRICE TO PAY FOR THE MUCH IMPROVED THROTTLE OPERATION.
THE CARB TOPS WERE NOW A TALLER DESIGN AND HELD ON BY THREE 4MM SCREWS INSTEAD OF THE PREVIOUS TWO.

NEW PART NUMBERS:

CARBURETTOR ASSEMBLE: 16001-255 MIKUNI 26MM.

FOR AMERICA, KAWASAKI PRODUCED AN OPTIONAL NEEDLE JET FOR THESE CARBS TO HELP IMPROVE FUEL CONSUMPTION. INSTEAD OF THE STANDARD 0.6 JET, A 0.4 ITEM WAS PRODUCED. THIS WAS FITTED TO CUSTOMERS BIKES ONLY IF THE OWNER COMPLAINED OF POOR FUEL ECONOMY. THE PART NUMBER FOR THIS JET WAS 16017-1003. IT WAS NOT, HOWEVER, AVAILABLE FOR EUROPEAN MODELS.

A SERVICE BULLETIN WAS SENT OUT TO DEALERS IN MARCH 1976 INFORMING THEM THAT FROM ENGINE NUMBER Z1E-089122, THE CRANKCASES WERE MODIFIED TO INCLUDE A SMALL CUT OUT SLOT ON EACH SIDE OF THE CYLINDER BARREL JOINT, WHICH COULD BE USED AS A PRY POINT WHEN REMOVING THE CYLINDER BARRELS. THE PART NUMBER FOR THE MODIFIED CASES REMAINED THE SAME AT 14001-052-2J.

IN APRIL OF 1976 ANOTHER BULLETIN WAS SENT OUT TO UK DEALERS WARNING THAT THERE WAS A RISK OF THE BOLTS HOLDING THE REAR RED REFLECTOR ONTO THE REAR FENDER TOUCHING THE REAR TYRE CAUSING PUNCTURES. THIS ONLY HAPPENED WHEN THE WHEEL WAS ADJUSTED RIGHT BACK DUE TO CHAIN WEAR.
THE SOLUTION WAS TO SHORTEN THE TWO 6MM BOLTS OR TO REVERSE THEM .
STRANGELY ENOUGH, KAWASAKI UK REFUSED TO REPLACE ANY DAMAGED TYRES UNDER WARRANTY EVEN THOUGH IT WAS THERE FAULT.
ON MODELS WITH THE SHORT REAR FENDER THIS WAS NOT A PROBLEM.

LATER THAT YEAR, DEALERS WERE INFORMED THAT THE VOLTAGE RECTIFIER HAD YET AGAIN BEEN MODIFIED, STILL IN AN EFFORT TO IMPROVE THE TROUBLESOME CHARGING SYSTEM. THE NEW PART NUMBER WAS 21061-1002.

IN OCTOBER 1976 A CLOSE RATIO GEARBOX WAS MADE AVAILABLE TO OWNERS. THIS SET OF GEARS WAS BOUGHT MAINLY BY PRODUCTION RACERS AND CONSISTED OF TEN MODIFIED GEARS. THE PART NUMBER FOR THE GEARBOX WAS 13254-001 AND THE PRICE AT THIS TIME WAS £67.58.
KAWASAKI WARNED DEALERS NOT TO FIT THIS GEARBOX INTO THE NEWLY ANNOUNCED Z1000 MODEL BECAUSE OF THE INCREASED TORQUE CHARACTERISTICS OF THIS NEW 1015CC ENGINE MADE IT UNSUITABLE.
THE NEW RATIOS WERE:

1ST GEAR 2.50 46/16
2ND GEAR 1.95 37/19
3RD GEAR 1.59 35/22
4TH GEAR 1.38 29/21
5TH GEAR 1.26 29/23


THE KZ900-A4, PRODUCED FOR THE AMERICAN MARKET WAS UNIQUE IN THAT IT WAS ACTUALLY MADE, OR RATHER ASSEMBLED, ON THE PRODUCTION LINE OF THE LINCOLN PLANT IN NEBRASKA. THIS PLANT HAD PREVIOUSLY PRODUCED THE Z400 TWIN MODEL IN EARLY 1975. THIS WAS A FIRST FOR A JAPANESE COMPANY AND GOT THE BIKES RIGHT WHERE KAWASAKI WANTED THEM, IN THE WORLDS BIGGEST MARKET PLACE FOR MOTORCYCLES.
ENGINE UNITS WERE IMPORTED FROM JAPAN AND FITTED INTO FRAMES ON THE PRODUCTION LINE. EVENTUALLY MORE PARTS WERE TO BE SOURCED IN THE STATES LEADING TO A "MADE IN THE USA" MOTORCYCLE. KAWASAKI WERE SO CONFIDENT OF THE 900 RANGE THAT THEY INVESTED OVER $20 MILLION IN THE LINCOLN PLANT.
PRODUCTION OF THE KZ900 AT LINCOLN STARTED IN JUNE 1975 IN READINESS FOR THE 1976 SEASON. 9200 UNITS WERE PRODUCED IN 1975 WITH ANOTHER 12144 PRODUCED IN 1976. THIS WAS ABOUT 60% OF THE TOTAL Z900-A4 PRODUCTION, PROVING JUST EXACTLY WHERE KAWASAKI THOUGHT THEIR LARGEST MARKET WAS.
MANY KZ900`S HAVE FOUND THEIR WAY ALL OVER THE WORLD, SOME BEING CONVERTED TO EUROPEAN SPEC. THE MAIN DOWNFALL BEING THAT SINGLE DISK SET UP AND THE SOMETIMES DUBIOUS CUSTOM ACCESSORIES THAT WERE FITTED.

ALL IN ALL THE Z900-A4 WAS PROBABLY THE BEST OF THE 900 SERIES AND WAS CERTAINTY THE BEST SELLER, BUT IT IS STILL CONSIDERED THE RUT OF THE LITTER AND DOES NOT COMMAND AS MUCH ATTENTION OR VALUE OF THE EARLIER MODELS. HOWEVER, ASK ANY MOTORCYCLIST TO NAME A KAWASAKI 900 AND HE WILL MOST CERTAINLY QUOTE THE "Z900".
Sist redigert av dypen den 11 feb 2021, 20:16, redigert 2 ganger totalt.
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

Brukeravatar
Jompa
Moderator
Innlegg: 6245
Registrert: 08 jan 2011, 14:52
Min motorsykkel: Harley Davidson Electra Glide Classic
Sted: Alta

Re: Kawasaki KZ900-A4 logg ...

Legg inn av Jompa »

Som den første virkelig store firern fra Japan satte z900 standarden for de neste to tiårene da den kom.
Suzukis store sykler var omtrent kopier av Kawasaki. Yamaha hadde noen egne og litt sære løsninger som xs750 og 850 tripler.
Ikke helt vellykkede konstruksjoner da de ble alt for varme.
Honda kom sent men godt med CB 900.
De svake øyeblikkene er de beste øyeblikkene.

Brukeravatar
dypen
Innlegg: 1332
Registrert: 28 mai 2018, 20:55
Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

Historien er på plass hos deg Jompa, det var stort fra -72/73 og senere. Sammen med kompiser hadde vi vært gjennom en periode med motorsykler og mopeder før vi fikk kjøre lettvektere lovlig, deretter ble det tung sykkel før jeg og en til gikk fra CB750 hvor han kjøpte av de første Honda CB 900 F Bol d`Or som kom til Norge og jeg fikk tak i en brukt Z1000 hos T-Rek i Oslo ... Old memory :prf
dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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dypen
Innlegg: 1332
Registrert: 28 mai 2018, 20:55
Min motorsykkel: 1290SAS XL700 KZ900
Sted: Skjetten

Re: Kawasaki KZ900-A4 logg ...

Legg inn av dypen »

1973 Z1 DAYTONA RECORDS VIDEO. "SO FAR SO FAST"

This is the complete 1973 Z1 900 Daytona records video.."SO FAR SO FAST."
The Z1 shattered the 24 hour World Record with an average speed of 109.641mph plus 45 other speed records. The #2 bike used in this video is kept at KMC in Irvine California their Heritage Museum, and is in the same condition as it was in 1973. Several photos of it can be seen at this site www.kawasaki-z-classik.com more interesting information on the complete Z1 story. The riders were.. Bryon Farnsworth, Yvon DuHamel, Hurley Wilvert, Masahiro Wade, Cook Neilson (Cycle Magazine) , Gary Nixon, Art Baumann, John Weed (editor Motorcycle Weekly)

dypen :thumleft
Tempo Swing 150, Monark Maraton ILO Piano 50, Tempo Comet 60, Suzuki AC 50, Yamaha LS2 100 første, Yamaha LS2 100 andre, Yamaha RS 100, Kawasaki Mach III H1 500, Honda CB750 Four K2, Kawasaki Z1000, Yamaha XT500, Baotian BT50QT, Chang Jiang 750 M1S sidevogn, Honda CB500X, KTM 1050 Adventure, Yamaha YZF-R1 5JJ, KTM 1290 Super Adventure S, Honda XL700VA Transalp, Kawasaki KZ900-A4

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