Z1 900 og KZ900 logg

[dypen]

Bytta klokkene :) Speedometer med km/t og turteller.

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For å holde kontroll med kilometerstand så har jeg lagt inn info ved bytte fra MPH speedometer til KMH repro speedometer med 0 km og nå tilbake til overhalt original KMH speedometer. Bilde av de kjørte kilometerne på repro klokka.

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[AJ]

Imponerende jobb med disse klassiske Kawasaki'ene må jeg si !

Veldig bra!

[dypen]

Takker @AJ hvor imponerende det er kan sikkert diskuteres, men i motsetning til andre prosjekter jeg er involvert i er det bare arbeidslysta som setter begrensninger her :)

Da var det KZ900’n … Det var en god anledning til å få vekk gammel kjedesmøring, møkk, støv når eksosen var demontert og samtidig smøre. Eksosen har fått en runde med pussefilla også. Som nevnt tidligere rensa bunnpanne, oljepumpe og på med nye pakninger, o-ringer, oljefilter med motorolje. Montert nyoverhalt klokker med KMH visning. Demonterte bremserør foran da jeg hadde satt gummigjenomføring på feil side av skrueflensen på bremseslangene, riktig nå :) Clutchen har vært litt tung å betjene så den har fått ny clutchwire sammen med litt smøring på bevegelige deler. Montert nye tidsriktige strips for feste av ledninger til styrebrytere og ladet batteri.

Har kjøpt to nye gasswire, tur og retur wire som jeg bytter når jeg får ut litt bensin av tanken. Får ta det med hevertslange, det blir en annen dag :)

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[Bjerknez]

Jeg fikk nesten lyst til å kjøpe meg en slik gammel klassiker å kjøre med i hjemtraktene. :)

[dypen]

Jeg fikk nesten lyst til å kjøpe meg en slik gammel klassiker å kjøre med i hjemtraktene. :)

Du er ikke den eneste der @Bjerknez Veldig mange likesinnede som ønsker, har hatt eller har en


Is the Kawasaki Z1 still a good bike?


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Kawasaki Z1 900 The King of Motorcycles?

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[dypen]

Denne må jeg ta vare på, historisk korrekt tekst av John Nutting om tidlig Z1 historie kopiert fra Z1 FB gruppe.

Next week at the auction being held at Shuttleworth Hall near Biggleswade, a part of Z1 history will be going under the hammer. It's one of the first ten Z1s off the production line in Japan in 1973, eng no 90009 which ended up in Norway. Here's what I wrote about the Z1 for a 50th anniversary story in Classic Motorcycle Mechanics last year (along with a pic of the pre-prod bike I rode in Holland just before the bike's launch): ---
Performance and durability testing of the 903cc prototypes started in 1971 at the Yatabe circuit in Japan. These bikes had V1 prefixes and some examples of them still exist. Once teething troubles had been sorted out, the engines were said to be turning out as much as 95bhp, enough to propel the bike to 140mph.
Further endurance testing was carried out in the US, with the bikes disguised with Honda colours and badging. Thousands of miles were covered from Los Angeles in California cross country to Daytona in Florida, and back taking in high-speed bowls like Talledega in Alabama.
By early in 1972 the V1 prototypes were sent back to Japan for analysis and final detail design and colour schemes to be completed.
Later that year in July the first 20 production versions of the Z1 were assembled in Japan with Z1F prefixes and used for approval and homologation by various importers. Of these the first ten with frame numbers from Z1F-90001 to Z1F-90010 were used for a number of promotional purposes.
Kawasaki expert Rick Brett knows where these are, having traced their history.
The first Z1 off the production line was retained for display at the Kawasaki World Museum in Japan where it still is. The second went to Kawasaki executive Craig Huckeby and then to a collector in Japan but is also thought to have been destroyed in a fire. Numbers 3 and 4 were used as prizes in a dealer contest with both being won by Dave Mehney, Kawasaki’s mid-west director, who displays No3 at his Skryon office in Grand Rapids Michigan, still with just a few miles on its clock. No4 was sold to Vista Kawasaki in Louisville, Kentucky who then sold the bike to a customer who offered to sell it back to in its crate to Kawasaki for $10,000. It is at the Heritage Hall Museum in Irvine, California, says Rick. No5 and No10 were handed to Alan Masek, Kawasaki Motor Corporation’s general manager and Don Graves, VP of sales. No5 is now in Germany owned by Micky Hesse.
The four magazine editors: Bob Braverman of Cycle Guide, Cook Neilson of Cycle, Bob Green of Motorcyclist and Ivan Wagar of Cycle World tested pre-production Z1s in California in June 1972 so that they could provide some feedback. But it’s been said by a number of sources they were also handed the keys to the four Z1s numbered 6 to 9, suggesting how keen Kawasaki might have been to gain a positive report about the machine, not that they would have needed it.
So what’s the truth? To find out I contacted Cook Neilson, one of the most celebrated of motorcycle journalists who amongst many achievements won the Daytona 200 Production race on a highly modified 750SS Ducati.
To my amazement, Cook confirmed that the story was true, even saying how much he paid for the bike.
“You’re right about the serial numbers: mine was 00007,” he said. “Editors could buy their bikes for $500.” For a bike that would be sold by dealers for about $1,850 that was a great offer.
But Cook was clearly above all that: “I kept mine for a little while, then sold it back to Kawasaki for the same $500.”
“I suspect it might be worth a little bit more by now,” he added. “It’d be fairly distinctive: along with its fancy serial number, I had Molly paint it dark blue and silver.”
Manufacturing of the production bikes started in August 1972 with 101 machines being produced that month, followed by another 655 in September. From the beginning of 1973, the factory in Japan was making 1,500 machines per month, with 1973 models starting from frame number Z1F-004895 and the option of Candy Yellow Green and Candy Brown colours schemes. So if you find one with a frame number below that, you can be sure that it’s an early version from 1972.
In Europe, there was no launch as such to the press, as in the US, the Z1 making its public debut at the Cologne Show in Germany on 15 September 1972. Other new machines on show included Yamaha’s TX750 parallel twin, a 350cc two-stroke triple from French manufacturer Motobécane and the first appearance of Triumph’s T140 ohv twins with engines upped in size from 650c to 725cc, alongside a restyled T150 triple.
Against this line-up, the Kawasaki’s impact couldn’t have been more spectacular, offering stature and performance beyond the dreams of most riders, even when compared with the factory’s own 750cc two-stroke triple, the Mach IV which had gone on sale earlier in the year.