Kawasaki Heritage

Although modest looking alongside the mighty Ninja and Z machines of today, the B8 has a unique place in Kawasaki history as the first wholly manufactured Kawasaki road motorcycle.

The B8 appeared in showrooms as a Kawasaki even before the motorcycle division was fully formed hence the tank emblems bearing the name of the Kawasaki Aircraft Company.

Using a Kawasaki developed air-cooled, single-cylinder two-stroke engine that had already proved itself as the power unit of a model sold by the Meihatsu motorcycle company, the B8 helped Kawasaki to understand such things as production line assembly for motorcycles as well as product development with year on year upgrades.

Complete with front and rear suspension, flashing indicators and a useful rear luggage rack, the B8 proved popular within Japan while limited numbers were exported to America in advance of a much larger sales drive later in the 1960’s with the establishment of Kawasaki Motors Corporation in the USA.

Notable as the precursor to Kawasaki’s first off-road competition motorcycle, the B8-M, the place for the B8 in Kawasaki’s heritage is well earned.    

Known as the "Red Tank" the 1962 B8M was created specifically for the motocross championships in Japan.

In 1963, it proved itself a strong performer, sweeping the podium by finishing in 1st through 6th place.

The B8M was the first racing motorcycle to be built by Kawasaki and it was the first model to be sold as a production racing machine. Based on the 125cc B8 street bikes; it had an increased 12 horsepower (over the street bike’s eight) and was coupled to a 4-speed gearbox.

The success of the B8M began a legacy for Kawasaki racing performance. 

At the time of its launch in 1966, the parallel twin 650cc air-cooled W1 was the largest capacity motorcycle produced in Japan. Its reputation for durability and performance made it very popular both in Japan and in export markets like the USA where Kawasaki were keen to establish a presence.

The W1 continued in production for some considerable time and was even produced in later life as a police specification machine complete with front twin disc brakes.

Starting on the drawing board and tested by KHI at Kyoto university as first a large air-cooled twin, a V-3 configuration or parallel triple, the H1 as we know it was eventually created as a high performance three cylinder, piston ported two-stroke. Early testing dictated the innovative use of electronic ignition to deter low speed plug fouling and the design goal of 120bhp per litre was achieved.

The H1 was hailed as the “world’s fastest accelerating street bike” producing 60bhp from 500cc and achieving 13 second standing quarter mile times.

An instant hit in America as much for its wallet friendly retail cost as its sheer outright performance, the H1 was gradually refined across model years gaining front disc braking and evolutionary styling upgrades being finally phased out in 1976 as the KH500 (A8) due to increasing global noise and exhaust emissions legislation.

Based very much on the early 1970’s H1500 road machine, the H1R racer was ridden to great success by British rider, Dave Simmonds. Winning Kawasaki’s first ever 500cc Grand Prix at Barcelona in 1971, the H1R was an air-cooled three cylinder machine which sported un-silenced expansion chamber style exhausts. Developed and modified by the factory and Simmonds himself, later versions of the H1R were also raced by the likes of Kork Ballington in his native South Africa, and Mick Grant, who raced a water-cooled version to victory in the Senior race at the 1975 Isle of Man TT. 

Big brother to the H1, the 750cc three cylinder air-cooled, two-stroke first hit the streets in 1972 as the Mach IV. With more torque than the 500 it was, for many, easier to ride - even though the power delivery of early models was still fierce with H2R style cylinder porting. Spawning the H2R racing machine made famous by the likes of Mick Grant, Paul Smart and Yvonne Du Hammel, the street H2 added to the Kawasaki reputation for cutting edge style and ground breaking performance. With its disc front brake, electronic ignition and steering damper as standard, the H2 was highly specified for the time and went through four iterations (H2/A/B/C) before succumbing to ever stricter noise and emissions regulations.

So much has been written about the legendary Super Four, and justifiably so. Originally conceived as a 750cc class machine, the 903cc Model Super 4 (more commonly called the Z1) was unveiled in 1972 for the 1973 sales season.

Boasting 4 air-cooled cylinders across the frame with double overhead camshafts (DOHC) four exhausts, a front hydraulic disc brake and styling which has remained timeless, the corporate effort that went into the creation of this icon was company-wide and considerable.

Designed with such forward thinking features as a cylinder head that could run on lead free fuel and positive recycling of blow by gases back into the air box, the Z1 not only looked good but also performed excellently showcasing just how much internal design and technology resource was available within KHI (Kawasaki Heavy Industries).

This would manifest itself later in the Ninja H2 with its integrated supercharger wholly manufactured internally by Kawasaki. Almost single handedly creating Kawasaki’s reputation for “bulletproof engineering”, a Z1 can still easily keep up with modern traffic and a large number of those original early 1970’s machines are still roadworthy and being used by dedicated enthusiasts on a weekly basis. 

The demonic howl of a three cylinder 750cc two stroke Kawasaki racer once heard is never forgotten. Piston ported, and working best in across a narrow power band, the air-cooled H2R and later water-cooled KR750 engines did their best to tie the tubular steel chassis of these iconic lime green race bikes into knots. When they went they really went. Mick Grant was speed trapped at 191mph on the Isle of Man TT circuit on his KR750.The mean and mighty 750’s diced week in, week out in the 70’s Grant against Sheene’s Suzuki, Ditchburn against Haslam’s Yamaha and everyone with their fingers resting on the clutch lever “just in case”. 

Conceived in an attempt to create a powerful Grand Prix machine with a narrow frontal area, Kawasaki created the KR series of both 250 and 350cc machines with the water-cooled cylinders one behind each other, rather than side by side. Effectively two single cylinder disc-valve engines, the crankshafts of both were joined by gears creating a twin with a characteristic “KR drone” exhaust note. Achieving multiple world championships in the hands primarily of Kork Ballington and later Anton Mang, the KR250 was also raced at Daytona by Eddie Lawson. Still Kawasaki’s most successful tarmac racing type, the KR250 and 350 machines achieved more success over a longer period than most other racing machines.

The mid 1970’s witnessed a world wide craze of off-road motorcycle sport - and not just motocross. Trials also became highly popular. Kawasaki sought to acquire a place in the market which had previously been dominated by first British and then Spanish made machines.

Working in partnership with world famous trials ace, Don Smith, Kawasaki created the KT250 machine complete with its twin spark plug cylinder head and quick release rear wheel and hub. An accomplished machine in the hands of Smith and many others, the KT250 also featured a drip feed drive chain oiler with a reservoir in the swinging arm and a lighting kit for road registration purposes.

Swiss rider Alain Genoud, and his French riding partner, Georges Godier, were rebuffed by one Japanese manufacturer before striking a deal with Kawasaki to contest in the World Endurance Championship. Based on road bike engines, the rules allowed special frames and suspension in the most competitive class and the Z1 900 engine proved an ideal Endurance tool. Easy to tune and get high horsepower from, the engine also proved hugely reliable and practically unburstable. With many features common on today’s’ road bikes such as single shock rear suspension and floating brake discs, the Godie/Genoud machines also featured such endurance necessities as easy to remove and replace batteries, quickly detachable wheels and special fast fill petrol tanks. And the rewards for their dedication to Kawasaki? The 1975 world endurance title and a raft of wins under their own steam and with an impressive cast of world famous endurance riders in the years. 

At its launch in 1977, the Z650B1 was dubbed “Prince of Princes” in direct comparison to the Z1000(A1) which earned the equally royal epithet of “King of Kings”.

One of the last machines to leave the pen of legendary

Kawasaki engineer “Ben” Inamura – who also designed the Z1 900 – the Z650 had a 64horsepower engine and, as importantly, a highly praised chassis and suspension set up which enabled the rider to make full use of all the Z650’s available power.

Possessing the agility of a 500cc machine with the performance of a 750cc, the Z650 became deservedly popular with the biking public.

The striking design of the Z1R when first released in 1978 caused a sensation with media and public. With its uncompromising slab sided styling, restrained colour and graphics plus bikini cowl, the Z1R was quite unlike any motorcycle on the market at the time.

Evoking in its name the original Super Four model Z1, the Z1R was positioned as a performance upgrade to the traditional looking Z1000 of the time boasting a peak power output of some 90 horsepower. Cast wheels and triple disc brakes with drilled disc rotors added to the purposeful sporty looks complemented by a 4 into 1 exhaust system.

The rider view was dominated by the bikini cowling with its smoked screen plus comprehensive cockpit instrumentation featuring a fuel gauge and voltmeter as well as self-cancelling indicators.

At launch the fuel capacity was 13l but this was increased on subsequent models 20l in order to increase the machine's range. In terms of performance, the Z1R restored match of the aura of the original Z1 further enhanced buy a limited edition turbocharged model (Z1R-TC) available only in the American market.

Reckoned by many to mark the end of the “largest is best” race of the late 70’s and early 1980’s, the Z1300 was certainly an imposing beast with its bank of six water-cooled cylinders across the frame and a huge expanse of fuel tank in front of the rider. Utilising shaft drive and air assisted twin rear shock absorbers, the Z1300 started life with three twin-choke carburettors eventually evolving into a 120bhp fuel injected machine. 

With an engine using technology from the all conquering KR250 tandem twin racer, the KR500 was far more than a four cylinder version of the same machine.

Bristling with new ideas and concepts, the KR500 was Kawasaki’s test bed for all manner of future technologies. Sporting a sheet aluminium monocoque chassis, the KR derived much of its look from Kawasaki aircraft wind-tunnel experience. With a range of steering and chassis adjustability not yet seen on a racing machine, the KR500 achieved it greatest success in the UK in the hands of Kork Ballington who won the Shell 500 Championship on the machine who’s chassis technology would later manifest itself in the ZX-12R Supersports machine.

Dominating Top Fuel drag racing in the States in the early 1980’s, the combination of Bo O Brochta and the Terminal Van Lines Kawasaki was almost unbeatable..

The measure that everyone else had to beat, the Z1 based bike was one of the first to run a reversed cylinder head with forced induction up front and exhausts exiting from the rear. His achievement of a 7.08 second quarter mile time at Ontario Motor Speedway in 1980 was a milestone in drag racing. Racing in both America and undertaking guest tours to Europe and the UK, the Terminal Van Lines bike marked the peak of air-cooled Kawasaki drag racing development before a raft of water-cooled and special one-off machines became available in the mid to late 80’s. 

Created at a time when carburettors were still dominant, the fuel injected Kawasaki Z1000H was a first for Kawasaki and among the earliest Fi equipped street motorcycles.

Mixing a dash of style with sophistication, the distinctive gold wheels were matched by an imposing black and gold paint scheme marking out the H as something special among its peers. Still utilising the ubiquitous 1015cc air-cooled Kawasaki engine, the Z1000H laid the foundations for all future fuel injected Kawasaki motorcycles.

Known primarily as a maker of lager capacity sports machines, the early 1980’s saw a raft of new machines from Kawasaki in the smaller capacity classes and particularly in sectors favoured by those new to two wheels. The AR50 exuded style and featured such desirable standard features as cast alloy wheels, front disc brake, a bikini fairing and Uni-Trak rear suspension.

Adding a dash of performance – and at the same time, an alternative to the road styled AR range - the AE80 catered for the fashion for off-road style machine among those taking their first tentative steps in the world of two wheels.

The world’s first water-cooled, across the frame four cylinder superbike, the GPz900R - or Ninja as it was dubbed in the USA - created a sensation at its launch and moved both motorcycle performance and styling to a new level.

Equipped with Kawasaki’s trademark Uni-Trak rear suspension, hydraulic anti-dive front forks and camshafts driven from the side of the cylinders rather than the centre as was common practice, the performance and handling of the GPz900R set standards that the competition took years to match.

The last of the Japanese “big four” to create a Turbocharged street machine when they were in vogue during the 1980’s, the Z750 Turbo (or GPz) quickly established itself as by far the best bike of its type. Early development 650cc versions were soon dropped in favour if the 750cc capacity and the adopting of an IHI turbocharger, mounted as near as possible to the exhaust ports to reduce “Turbo lag”, was the icing on the cake. A 750cc machine with the acceleration and top speed of an 1100cc normally aspirated motorcycle, the Turbo continued Kawasaki’s reputation as manufacturer of the most extreme performance motorcycles. 

As  a trend-setter, the GPz600R can take credit for being the original 600cc Supersport class machine. Boasting a perimeter style frame, the compact mid-capacity GPz shocked riders of many larger machines thanks to its impressive power to weight ratio and 16 inch front and rear wheels delivering spritely performance plus nimble handling. At nearly 60kw and weighing only 214kg, the “young brother” of the GPz900R (which was introduced in 1984) carved a reputation as well as it carved corners laying the foundations for the iconic Ninja ZX-6R that was to follow later. 

One of Kawasaki’s longest running models, the GTR1000 took on the established European touring motorcycle manufacturers head on and won many fans with its continent-crossing touring ability and formidable attention to detail. With an engine derived from the GPz1000RX, the touring credentials of the GTR were impressive. Large capacity quickly detachable panniers, a wind and weather protecting full-faring and upright riding position suited to all-day long distance touring were underpinned by low maintenance shaft drive and a voluminous 28.5l fuel capacity. Lasting from 1986 to 2006, the GTR1000 was the rightful forbear to the later 1400GTR.

Occasionally a motorcycle arrives that – for whatever reason – captures the hearts of riders and remains in demand for an extended period of time. One such machine is the KLR650; a bike that is still available in some global markets today which was first introduced in 1987! Put simply, the KLR650 is a rugged and reliable on and off-road motorcycle that was the logical successor to the KLR600.

Rightly revered as one of the most durable machines of its type, the specification of the KLR encompasses a 652cc water-cooled, dual-counterbalanced, single-cylinder DOHC engine that, at first relied on a carburettor but eventually was equipped, more recently, with fuel injection. Across the decades, the KLR650 has garnered a legion of fans who speak of its indestructibility. The fact that it is still available today attests to its legendary status.   

The figurehead of the GPZ range, the GPz1000RX was manufactured between 1986 and 1988. At the heart of the new bike was a GPz900R derived 997cc motor featuring hand finished inlet ports which contributed to impressive power and performance.

 The new engine was rubber mounted  within an all-new aluminium perimeter frame which was heavily braced as opposed to the spine type frame used on the GPz900R. Equipped with AVDS (Automatic Variable Damping System) anti-dive system on the front forks, the rear featured the famous Kawasaki Uni-Trak suspension layout.

Practical features such as a centre stand and even an adjustable rear grab rail show that Kawasaki engineers had learned much from the smaller capacity GPz900R. Familiar at the time, 16inch wheels front and rear mirrored those of the agile GPz600R while a cool air induction system delivered a pressurised charge to the DOHC, 16 Valve engine.  Ultimately outlived by the GPz900R, the 1000RX formed a useful stepping stone to the ZZR family that followed.  

For many, Kawasaki’s performance heritage is closely associated with the 1969 Mach III model H1. That two stroke supremacy spooled forward two whole decades to became the incredible KR1-S, a parallel-twin, water-cooled, two-stroke that embodied performance in every curve of its racer style bodywork.

Using Kawasaki’s KIPS power valve system to tune exhaust back-pressure, the KR1-S delivered impressive power and torque across the rev range. A 250cc machine with the same claimed 44.7kw peak power of the 500cc Mach III, the diminutive twin weighed just 123kg while the earlier machine had a dry weight of 174kg therefore performance was impressive to say the least and overshadowed many contemporary sporting machines with much larger engine displacements.

Available in three models ( KR-1, KR-1S and the ultra-rare KR-1RR), many machines found their way into the hands of racers who enjoyed success in national championships and even at the Isle of Man TT races. The combination of small capacity, light weight and sporting performance has been a familiar trait of Kawasaki across the decades up to, and including, today.   

In1990 a legend was born. The motorcycling world had not seen anything quite like the ZZR1100. The futuristic flowing looks were more than matched by performance that made it the fastest mass-produced machine of its time where conditions and legislation permitted. Power pack for the ZZR was a 1,052cc, liquid-cooled, four-stroke, inline-four, 16-valve engine producing 97Kw at launch but raising in later iterations.

Enjoying the benefit of Kawasaki’s famous Ram-Air system that effectively created a pressurised airbox, the ZZR was King of the highway and able to take rider, passenger and luggage across continents in smooth, fast, magic carpet luxury.

Forming the foundation for the later even more powerful ZZR1400, the launch model created a loyal fan base that exists to this day.  

Basking in the reflected glory of Kawasaki’s first large capacity 4-Stroke motorcycle, the W650 of 1999 was in many ways a direct descendant of the 1966 Kawasaki W1. Born from the Meguro K1 and K2 models, the W1 was upgraded and re-engineered by the legendary “Ben” Inamura, considered to be the engineering father of the Z1 900.

Taking design cues from the British bikes that the original Maguro reflected, the W650 boasted a bevel gear driven camshaft plus an emphasis on traditional materials that included all metal mudguards, metal side panels, a deeply chromed headlamp and lovingly crafted fuel tank plus authentic looking wide seat.

The looks, easy handling and responsive power delivery of the W650 instantly found it many friends and the model eventually spawned a larger (fuel injected) sibling the W800 which is still sold today in some global markets.

Kawasaki’s “in-house” engineering and technical resource is likely unmatched by any other motorcycle company. When the Ninja ZX-12R was proposed it was natural to use the KHI’s wind tunnel and also consult the aerospace division.

The result was an innovate monocoque style aluminium chassis, a ground-up design of high performance 1199cc engine plus aerodynamics that included winglets on the fairing and even special wind deflectors on the front forks. 

Electroplated aluminium cylinders, a countershaft mounted generator with rare earth magnets and a titanium exhaust silencer were state of the art in 2000 while an ultra-wide 200/50 rear tyre showed the performance intent of this ground breaking machine which showed just the sheer breadth and depth of Kawasaki’s in house engineering and technical expertise. 

As the original 600 Supersport class innovator, Kawasaki has always maintained its “finger on the pulse” of this exciting market segment.

Already a highly regarded machine in terms of performance styling and ergonomics, Kawasaki boldly took the ZX-6R to the next level in 2002 with the introduction of the 636cc motor.

While the RR race version still maintained the regulation 599cc, the road model boasted a useful increase in capacity adding more mid-range torque and greater drivability. A simple increase in bore was the primary change while the stroke of the engine remained the same as the previous iteration.

With a justifiable reputation for hard revving performance and stable handling, the advent of the 636cc engine simply and efficiently took the incredible Ninja ZX-6R package to the next level and it retains this unique cylinder capacity to this day.