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{{ | {{Motorcycle | ||
|name = Kawasaki | |name = Kawasaki KZ 1000G-1 Classic | ||
| | |photo = Kawasaki-Z-1000G-1-Classic.jpg | ||
|aka = | |aka = Z 1000 G, Classic | ||
|manufacturer = [[Kawasaki]] | |manufacturer = [[Kawasaki]] | ||
|parent_company = | |parent_company = | ||
|production = | |production = 1980 | ||
|model_year = | |model_year = | ||
|predecessor = | |predecessor = | ||
|successor = | |successor = | ||
|class = | |class = [[Road]] | ||
|engine = | |engine = [[Four stroke]], transverse four cylinder, [[DOHC]], 2 Valve per cylinder. | ||
|bore_stroke = | |bore_stroke = | ||
|compression = | |compression = 8.7:1 | ||
|top_speed = | |top_speed = 127 mph / 204 km/h | ||
|power = | |power = | ||
|torque = | |torque = | ||
|ignition = | |fuel_system = | ||
|ignition = CDI | |||
|spark_plug = {{sparkplug|NGK B8ES}} '80 | |spark_plug = {{sparkplug|NGK B8ES}} '80 | ||
|battery = {{battery|YUASA YB14L-A2}} '80 | |battery = {{battery|YUASA YB14L-A2}} '80 | ||
|transmission = | |transmission = 5 Speed | ||
|frame = | |frame = | ||
|suspension = | |suspension =Front: Oil telescopic forks, 140mm [[wheel]] travel. <br> | ||
|brakes = | Rear: Swinging arm oil [[damper]] 5-way spring preload, 100mm wheel travel. | ||
|front_tire = {{tire| | |brakes =Front: 2x 320mm discs 1 [[piston]] [[caliper]] <br>Rear: Single 279mm disc 2 piston caliper | ||
|rear_tire = {{tire| | |front_tire = {{tire|M90-19}} | ||
|rake_trail = | |rear_tire = {{tire|M90-16}} | ||
|wheelbase = | |rake_trail = | ||
|length = | |wheelbase = | ||
|width = | |length = | ||
|height = | |width = | ||
|seat_height = | |height = | ||
|dry_weight = | |seat_height = 825 mm / 32.4 in | ||
|wet_weight = | |dry_weight = | ||
|fuel_capacity = | |wet_weight = 250 kg / 551 lbs | ||
|oil_capacity = | |fuel_capacity = 13 Liters / 3.5 US gal | ||
|fuel_consumption = | |oil_capacity = | ||
|turning_radius = | |fuel_consumption = | ||
|related = | |turning_radius = | ||
|competition = | |related = | ||
|competition = | |||
}} | }} | ||
The Kawasaki KZ1000G was a super cruiser motorcycle produced by [[Kawasaki]] in 1980. It could reach a top speed of 127 mph / 204 km/h. | |||
==Engine== | |||
The engine was a Air cooled cooled Four stroke, transverse four cylinder, DOHC, 2 Valve per cylinder.. The engine featured a 8.7:1 [[compression ratio]]. | |||
==Drive== | |||
Power was moderated via the Wet multiplate. | |||
==Chassis== | |||
It came with a M90-19 front [[tire]] and a M90-16 rear tire. Stopping was achieved via 2x 320mm discs 1 piston caliper in the front and a Single 279mm disc 2 piston caliper in the rear. The front suspension was a Oil telescopic forks, 140mm wheel travel. while the rear was equipped with a Swinging arm oil damper 5-way spring preload, 100mm wheel travel.. The Z 1000G-1 Classic was fitted with a 13 Liters / 3.5 US gal fuel tank. | |||
== Photos == | |||
[[File:Kawasaki-Z-1000G-1-Classic.jpg|600px|Kawasaki Z 1000G-1 Classic]] | |||
== Overview == | |||
Kawasaki | |||
Z 1000G-1 Classic | |||
The sun breaks over the horizon, sweeping remnants of night into long shadows | |||
across the drive. The memory of sleep too-soon ended is slapped away by dawn | |||
air, still crisp with the chill of darkness. | |||
A rider shivers into his jacket, tugs on helmet and gloves, clicks on the | |||
ignition, pulls in the clutch and hits the starter. | |||
The engine growls to life, revs rising instantly in response to the throttle. | |||
The bike sweeps rapidly down the road, each upshift clean. It doesn't jerk, or | |||
buck, or hesitate. A scant 20 seconds after an ice-cold start, the motorcycle | |||
hurtles down the pavement with the speedometer pegged at 85 mph, while the rest | |||
of the world still sleeps. | |||
Environmental Protection Agency (EPA) emissions standards are a fact of | |||
motorcycling in 1980. The message carried by the new, fuel-injected Kawasaki | |||
KZ1000G-1 Classic is that those standards don't have to carry with them the kind | |||
of cold-start nightmares we have come to expect, detest and live with in many | |||
late-model motorcycles. | |||
The price the price of cold-start perfection and excellent tractability in | |||
spite of stiff emissions standards is $4199 on the showroom floor and the | |||
staggering complexity of an onboard computer (to regulate the amount of fuel | |||
injected) and a slew of electronic sensing systems to feed the computer's | |||
insatiable demands for information concerning engine temperature, ambient air | |||
temperature, air flow through the air cleaner, twist-grip position and engine | |||
rpm. | |||
The Kawasaki injection system may be the answer to meeting government | |||
standards without giving away accurate, efficient "carburetion." But it also may | |||
be the death knell for home maintenance and roadside repairs. | |||
The electronic fuel injection system used on the Kawasaki Classic adds about | |||
$500 in retail price and a little less than one pound total weight to the | |||
motorcycle, compared to the carbureted LTD 1000. It is manufactured for Kawasaki | |||
by Japan Precision Electronics, a Bosch licensee, and is essentially identical | |||
in concept and design to the Bosch Jetronic injection system used in Datsun | |||
cars. | |||
The obvious question when confronted with the Classic is simply: Why? Exactly | |||
why this bike, this year may never be answered, and nobody at Kawasaki Motors | |||
Corp., U.S. volunteered the answer. But Kawasaki engineers firmly believe that | |||
fuel injection is The Answer for the future. Using such a system allows | |||
emissions standards to be met while retaining excellent driveability. It is | |||
still possible to build a carbureted motorcycle with good drive-ability in 1980, | |||
the engineers point out, but what about 1985? | |||
What the system does is collect six bits of information and use that | |||
information to determine exactly how much fuel the engine needs to operate most | |||
efficiently. "Most efficiently" in this case doesn't necessarily mean the engine | |||
makes the best power, but rather, runs acceptably well while meeting emissions | |||
standards. | |||
The six pieces of information collected and sent to a control boxbasically | |||
an onboard computerare: | |||
Ambient air temperature. | |||
Engine temperature at cylinder | |||
head. | |||
Air flow into the air box. | |||
Engine rpm (signalled from the | |||
electronic ignition). | |||
Throttle position. | |||
Intake manifold vacuum. | |||
According to the information sent to the computer by the involved sensors, | |||
the amount of fuel injected into the intake tracts is varied by the amount of | |||
time the injectors stay open per injection. That time varies from 1.5 to 6.0 | |||
milliseconds, being 1.5 milliseconds at idle, and 6.0 milliseconds around 10,000 | |||
rpm. (In actual fact, at 10,000 rpm the injection cycle is so frequent that the | |||
injectors are open constantly, so 10,000 rpm is the theoretical maximum | |||
attainable rpm with the system. With the injection system operating at maximum | |||
capacity at that point, additional rpm would result in a lean mixture condition. | |||
Since the Classic is redlined at 8,500 rpm, the 10,000 rpm system limit is a | |||
moot point.) | |||
The injectors are fed off a fuel line pressurized to 36 psi above intake | |||
manifold pressure (or vacuum) by a fuel pump. Excess fuel is bled off back into | |||
the fuel tank through a one-way valve. | |||
Since the system keeps fuel line pressure at 36 psi above manifold pressure, | |||
the amount of fuel injected per unit of time remains constant. On the other | |||
hand, if a single, non-varying fuel line pressure was used, then the engine | |||
would get more fuel at an idle than it would at full throttle, since intake | |||
pressure (vacuum) at idle would be much lower relative to fuel line pressure | |||
than at full throttle. | |||
Because the system senses intake pressure, it compensates (to a degree) for | |||
altitude, with the result that the Classic performs better in a ride from sea | |||
level to high mountain passes than a carbureted machine. At higher altitudes, | |||
thinner air reduces intake vacuum per rpm, so the system injects less fuel. | |||
The system uses no conventional choke. The excellent cold-starting | |||
characteristics of the Classic are due to enrichment provided by the computer. | |||
At idle, the system provides a 6 percent enrichment regardless of engine | |||
temperature, that enrichment dropping just off idle and being picked up again | |||
for two-thirds to full throttle. | |||
An additional 6 percent enrichment is kicked in when the engine is cold, | |||
giving a total cold-engine enrichment of 12 percent. | |||
Replacing the traditional choke lever is one marked "fast idle," which opens | |||
the throttle valves in the intake throats a set amount. | |||
The key to the system's demand-related response is the air-flow meter, | |||
located between the air cleaner and a dead-air box. The air flow meter has a | |||
pivoting, spring-loaded trap-door flap in its throat, with a small idle air | |||
passageway bypassing the flap. Once the engine is running, air sucked through | |||
the air cleaner opens the flap, with more air flow producing more opening. The | |||
pivot axle of the flap is also the pivot axle of a potentiometer located on top | |||
of the air flow meter housing. As the potentiometer moves, it varies the voltage | |||
sent to the computer, thus signalling how much air is passing through the air | |||
flow meter. | |||
If the engine stops running, the air flow meter flaps closes, shutting off | |||
the fuel pump. | |||
As long as the engine is turning over with the ignition switch on, the fuel | |||
pump operates. A relay off the starter relay sends power to the fuel pump when | |||
the electric starter button is first pushed, but that doesn't mean that the bike | |||
will only start with the electric starter. It's possible to kick or bump-start | |||
the Classic as long as the engine is turned over fast enough to move the air | |||
flow meter flap, which causes a set of tiny contact points to touch and again | |||
starts the fuel pump. | |||
The idle air passageway can be adjusted at the factory by a large air screw | |||
in the side of the air flow meter, but that screw is sealed off" by a solid | |||
steel plug to prevent (gasp!) owner tampering, something the EPA frowns upon. | |||
(The original plan was to use a stamped metal plug similar to a freeze plug | |||
to block the screw, the EPA testers discovered that such plugs could be removed | |||
easily with a screwdriver and hammer, and so demanded the more substantial | |||
plugs). | |||
The air box located between the air flow meter and the intake manifold acts | |||
as a surge tank to damp out air flow pulsations. | |||
All together, the system weighs 16.7 lb., compared to 15.76 lb. for a | |||
conventional carburetor assembly. Current draw by the various components is | |||
enough that Kawasaki engineers increased alternator output 20 percent to handle | |||
the load. | |||
Considered in terms of function alone setting aside the real-world factors of | |||
cost and ease of maintenance or repair, the Kawasaki fuel injection system works | |||
flawlessly. Let the engine idle down to 1000 rpm in fifth gear, then grab a | |||
handful of throttle. Instead of a gasp and a dead engine, the rider gets smooth, | |||
steady acceleration without a shudder of complaint. Snap the throttle open on a | |||
just-started, still-cold engine and the tach needle soars toward redline without | |||
a microsecond of delay, without so much as a blink in the rate of acceleration. | |||
The engine can't be killed with the twist grip, can't be handled so clumsily | |||
that it won't run any way but smoothly, steadily. | |||
At the dragstrip, our 555-lb. test Kawasaki turned the quarter-mile in 12.06 | |||
sec. with a terminal speed of 110.42 mph, marginally better than the 554-lb. | |||
spoke-wheeled KZ1000 we tested in May 1978, which turned 12.10 and 109.09 mph. | |||
The 571-lb. KZ1000 Mk II, tested in August, 1979 turned 12.12 and 109.62. What | |||
that indicates is that the injected model isn't gaining any peak horsepower over | |||
earlier, carbureted models, but then it isn't losing any, either. And on the | |||
Cycle World mileage test loop, the injected Kawasaki delivered 48 mpg, | |||
better than any other Kawasaki 1000 we've tested. (The next-best mileage loop | |||
performance we've seen for a Kawasaki 1000 was 45.5 mph, turned in by the | |||
original, 1978 Zl-R. The | |||
Photos by John Ulrich and Brian Blades 1979 Mk II got 41.6 mpg, the | |||
spoke-wheeled 1978 KZ1000 42.7 mpg). | |||
To get that same power, better throttle response and improved mileage you've | |||
got to get past the styling of the KZ1000G-1. It comes in one version, and one | |||
version only the semi-chopper Classic. Based on the popular LTD, the G-l Classic | |||
differs in amount of chrome (more, including chromed engine covers), exhaust | |||
system (more restrictive, longer), seat, tail section (no tailpiece on the | |||
Classic), tank, handlebars, engine color (black on the Classic) and cast | |||
aluminum wheel color (gold for the Classic, black for the LTD). | |||
Ironically, the most sporting Kawasaki 1000, the KZ1000MkII,is available only | |||
with carburetors. Besides paying the extra $750 in suggested retail price for | |||
the Classic (compared to the Mk II) the buyer has to take the semi-chopper | |||
styling. | |||
Styling is subjective. What is special to one man is junk to another. | |||
On to what lies underneath, and how that substance works. | |||
The engine, aside from injector mounts cast into the cylinder head, is | |||
straight-forward KZ1000. Two valves per cylinder, dohc, 70-30, 30-70 valve | |||
timing, roller bearing crankshaft, gear primary drive, five-speed transmission. | |||
Like the carbureted versions, the Classic uses a system of reed valves and | |||
passageways to introduce air from the air cleaner into the exhaust ports, | |||
producing an after-burner effect, and thus, lower exhaust emissions. | |||
Ignition is breakerless electronic. | |||
The chassis is LTD, differing from the Mk II and Zl-R only because it lacks | |||
their double-thickness-reinforced front downtubes between the steering head and | |||
the upper front engine mount. Suspension is Kayaba forks up front and Mulhol | |||
land shocks in the rear. | |||
Taken all together, out on the road, the Kawasaki makes a pretty good | |||
package. As is the case with all the Kawasaki 1000 engines, the rider can feel a | |||
familar four-cylinder buzz through the bars, but it isn't what you'd call | |||
annoying vibration. The engine has good torque throughout the rpm range, and | |||
willwith the injection systempull evenly and smoothly from 1000 rpm in fifth | |||
gear when the throttle is instantly whacked open, something that reduces the | |||
carbureted 1000 to stumbles. Best power comes on above 6000 rpm, but the engine | |||
is reasonably strong from 4000 rpm. Redline is 8500. | |||
While gas mileage on the Cycle World mileage test loop was 48 mpg, | |||
when unrestrained by our informal mileage loop rule of sticking close to the | |||
speed limits, the injected Kawasaki got about 40-42 mpg. The worst mileage came | |||
from a series of 7000-rpm (109 mph) sprints down two lonely country roads but | |||
equal stretches of 65 mph down the heavily-patrolled interstate highway balanced | |||
to produce a low average on that tank of 34 mpg. | |||
Even that low average of 34 mpg isn't too bad, but the fact that the injected | |||
Kawasaki has a tank capacity of 3.6 gal. means that actual range is limited. | |||
More precisely, the tank may hold 3.6 gal., but since the Classic like the | |||
LTDdoes not have a centerstand (for reasons we can't imagine), getting 3.6 gal. | |||
into the tank isn't that simple. Measured at the brochure, the tank holds 3.4 | |||
gal. before reserve, which, at 39 mpg would give the Classic a range of 132.6 | |||
miles before switching on reserve. In actual fact, the most gas that can be | |||
easily pumped into the tank at a gas station with the bike on the sidestand | |||
figures out to a little more than 3.0 gal. before reserve, which gives the | |||
Classic an actual, real-world range (under fast riding conditions) of about 105 | |||
miles at 34 mpg. | |||
That's not enough range to be practical. The problem is that motorcycle | |||
stylists seeking the perfect semi-chopper shape for the gas tank have trouble | |||
resolving the conflict between adequate fuel capacity and a sleek, teardrop | |||
shape. Yamaha does the best job of resolving the conflict, giving the XS850 | |||
Special over 5.0 gal. of fuel without sacrificing tank style. The Classic | |||
Kawasaki has the lines, the style, the shape, but not the function, the | |||
substance of reasonable fuel capacity. | |||
Perhaps it's just as well. For if the rider spends many of those fast 105 | |||
miles on a concrete highway, about 105 miles in a stretch will be plenty between | |||
stops. Two problems intrude into the rider's enjoyment of the scenery, the wind | |||
in his face and the mellow, throaty exhaust note of the Classic: | |||
1) The peg/seat/handlebars relationship. | |||
2) The rear suspension. | |||
Designed to further the laid-back, cruise-the-boulevard look, the bars sweep | |||
up and back, putting the wrists at odd angles, especially when the rider is | |||
working the bars on a stretch of twisting road at higher speeds. The low, | |||
stepped seat is as comfortable asmaybe more comfortable thanany stepped seat | |||
we've encountered in the recent past, but is too close to the footpegs, while | |||
the footpegs are too far forward. The bike actually feels too short for the | |||
laid-back position, without enough distance from seat to bars. The combination | |||
is too much for our tastes, and although the owner of a Classic can certainly | |||
change the bars, doing so may cause trouble with the front master cylinder and | |||
front brake lever, since they're carefully angled to follow the exaggerated bend | |||
of the bars. | |||
Then there is the suspension, the lack of compliance in the rear shocks. | |||
Riding over small, repetitive bumps? You'll feel every one, even with the shocks | |||
set at the lowest spring preload. On smooth asphalt, they're okay. | |||
Turned off the highway onto a twisting road, the Classic handles better than | |||
we expected. Slow speed corners are no problem, and the bike is stable at speed | |||
as well. But the rider must take care to be especially smooth in order to | |||
overcome some problems. To start with, the tiresespecially the wide, 16-in. | |||
rear tirehave a flattish-profile best suited to straight, flat running. Jam the | |||
Classic into a set of left, right, left turns at speed and get the slightest bit | |||
sloppy or too quick in the transition from one side to the other and the bike | |||
wobbles a tad as the rear tire slams from one edge to the center tread to the | |||
other edge. Precisely speaking, it isn't a perfectly smooth transition across | |||
the face of the tire, and the rider must compensate for that by making the | |||
change from left-turn-to-right-turn very smooth and gradual. | |||
That's not to say that the Classic cannot be ridden through corners hard and | |||
fast. It can. But as well as the transitional tire profile problem, the rider | |||
must also deal with the fact that the tires don't really stick very well when | |||
hot, and that they heat up rapidly when pushed. | |||
Not as serious at least not as serious for a rider used to hanging off in | |||
turns is the cornering clearance situation. For a semi-chopper, the Kawasaki has | |||
acceptable cornering clearance, clearance that may even be classified as | |||
reasonably good for street use. But gas it up a bit and the sidestand drags on | |||
the left, along with the left header pipe heat shield, while the peg and heat | |||
shield drag on the right. | |||
But, the Kawasaki Classic fan may protest, this is a cruising machine, not a | |||
road racer. Fair enough. But any bike with as much power as a Kawasaki 1000 and | |||
the Kawasaki 1000 does not have exceptional power by 1980 standardsis capable | |||
of propelling its rider quite quickly down the pavement. It's reasonable to | |||
assume that at some point or another that pavement will include a turn or two, | |||
and that is exactly the point of our whipping the Classic down a canyonto find | |||
out what happens when the rider decides to ride fast in other than a straight | |||
line. | |||
And about that cruising ... We already know that anyone planning on cruising | |||
a Classic very far better be resigned to making fuel stops with frequency. What | |||
about repair stops? | |||
The basic Kawasaki engine has to be the most bulletproof four cylinder engine | |||
of modern times. Can't hurt the clutch. Valve train in stock condition is plenty | |||
strong. Crank, no problem. The shim adjustment system used on the Kawasaki has | |||
been the standard for motorcycles since its modern introduction on the Z-l eight | |||
years ago. True, you need shims to adjust the valves, and true, you need a | |||
special tool. You can buy them at your dealer's, and the valves don't require | |||
adjustment too frequently. Installing very high lift cams in a Kawasaki engine | |||
without changing to high-performance, shim-underneath valve buckets can result | |||
in the cam lobe kicking out the shims, usually under hard downshifts, and a spit | |||
shim will ruin the head. | |||
But for stockers? The system is reliable. | |||
The Classic has electronic ignition, so the owner doesn't have to worry about | |||
setting points or timing. | |||
The big question is the electronic fuel injection. | |||
Kawasaki engineers say that the system is more precise than carburetors, so | |||
yields cleaner exhaust. More important, they say, the system is more precise | |||
longer, since carburetor needles and slides wear in normal use. | |||
They go on to say that changes in the engine's running characteristics (such | |||
as carbon build-up in the combustion chamber, changes in valve clearances, etc.) | |||
are in effect sensed by the system (via temperature or air flow changes) and | |||
compensated for, keeping the injection-equipped Classic running better longer. | |||
Okay. But if something does go wrong with the system, what is the owner to | |||
do? | |||
Proceed to dealer. Do not pass toolbox, do not look for repair instructions | |||
in owner's manual. | |||
And if that owner is in the middle of the Texas wasteland on Interstate 10, | |||
with nary a cow nor town in sight? | |||
Radio for a helicopter to airlift in a new injection black box or system in | |||
toto, because you won't find anything of any help in the tool kit. | |||
Which is the scary part. Maybe we're old fashioned. Maybe we're too | |||
traditional, and maybe we started riding too long ago, since we remember the | |||
Harleys and Triumphs and BSAs that ruled American roads before the Japanese | |||
arrived in force. | |||
And sure, BSAs and Triumphs weren't, in reality, as reliable as 1980 Japanese | |||
bikes. | |||
But by God, if one broke someplace, you had a chance of fixing the thing at | |||
the roadside and riding it home. | |||
The Kawasaki Classic works just fine. It didn't break when we rode it. Fuel | |||
injection may be the wave of the future in meeting emissions standards. | |||
The thing is, 25 years ago fuel injection was The Answer for cars. There were | |||
lots of stories in car magazines, lots of promises of more power. It sounded | |||
right because Indy cars had gone to fuel injection, and in theory, pumping fuel | |||
instead of suctioning it through a restrictive venturimeant a 10 percent power | |||
gain. | |||
So Chevrolet, Pontiac and Chrysler introduced injected production cars. Chevy | |||
sold some, Pontiac sold a handful, Chrysler made embarrased noises. | |||
Fuel injection cost a lot, and didn't actually deliver added power. It got | |||
stalled for 20 years, because the alternatives were cheaper, simpler and just as | |||
good in real-road use. Fuel injection wasn't worth the bother. | |||
But the choice was taken away. The emissions rules got so tough that some | |||
factories turned to electronic fuel injection, not because people wanted it, or | |||
wanted to pay for it, but because it was one way the factories could sell you a | |||
car you can drive without re-designing the whole engine. | |||
Fuel injection has sales appeal now, but the appeal is in cocktail party | |||
talk. No more power, and you have those mysterious black boxes to fail by the | |||
side of the road. | |||
Recently we tested six large touring machines. During the time we had those | |||
bikes around the office, three of them had to be push started because the | |||
batteries discharged. One of the editors rode a KZ1300 to the Aspencade, and at | |||
high elevations the electric starter wouldn't spin the engine fast enough for it | |||
to fire in the combination of thin air and cold temperature. The rider had to | |||
bump start the bike, either recruiting enough people to push quickly on flat | |||
ground or else coasting down a hill. | |||
If motorcycle manufacturers can't give us touring bikes with an electrical | |||
system that can handle the load of factory accessories, if the rider of a KZ1300 | |||
can't count on the electric starter to fire the engine in the mountains, can | |||
those same manufacturers build and sell a foolproof, dead-reliable electronic | |||
system as complex as the injection on the Kawasaki? | |||
Maybe. But until we get our graduate degree in electronics, we'll take the | |||
KZ1000 Mk. II (or even the carbureted LTD) every time. | |||
Source Cycle World 1980 | |||
{| class="wikitable" | |||
|- | |||
!Make Model | |||
|Kawasaki Z 1000G-1 Classic | |||
|- | |||
!Year | |||
|1980 | |||
|- | |||
!Engine Type | |||
|Four stroke, transverse four cylinder, DOHC, 2 Valve per cylinder. | |||
|- | |||
!Displacement | |||
|1015 cc / 61.9 cu-in | |||
|- | |||
!Bore X Stroke | |||
|69.4 х 66 mm | |||
|- | |||
!Cooling System | |||
|Air cooled | |||
|- | |||
!Compression | |||
|8.7:1 | |||
|- | |||
!Lubrication | |||
|Wet sump | |||
|- | |||
!Induction | |||
|Electronic fuel injection | |||
|- | |||
!Ignition | |||
|CDI | |||
|- | |||
!Starting | |||
|Electric | |||
|- | |||
!Max Power | |||
|93 hp / 69.3 kW @ 8000 rpm | |||
|- | |||
!Max Torque | |||
|8.1 kgf-m / 58.5 lb-ft @ 6500 rpm | |||
|- | |||
!Clutch | |||
|Wet multiplate | |||
|- | |||
!Transmission | |||
|5 Speed | |||
|- | |||
!Final Drive | |||
|Chain | |||
|- | |||
!Front Suspension | |||
|Oil telescopic forks, 140mm wheel travel. | |||
|- | |||
!Rear Suspension | |||
|Swinging arm oil damper 5-way spring preload, 100mm wheel travel. | |||
|- | |||
!Front Brakes | |||
|2x 320mm discs 1 piston caliper | |||
|- | |||
!Rear Brakes | |||
|Single 279mm disc 2 piston caliper | |||
|- | |||
!Front Tire | |||
|M90-19 | |||
|- | |||
!Rear Tire | |||
|M90-16 | |||
|- | |||
!Seat Height | |||
|825 mm / 32.4 in | |||
|- | |||
!Wet Weight | |||
|250 kg / 551 lbs | |||
|- | |||
!Fuel Capacity | |||
|13 Liters / 3.5 US gal | |||
|- | |||
!Consumption Average | |||
|47.5 mpg | |||
|- | |||
!Standing ¼ Mile | |||
|12.0 sec / 110 mph | |||
|- | |||
!Top Speed | |||
|127 mph / 204 km/h | |||
|} | |||
The '''Kawasaki KZ1000G''' is a [[motorcycle]] produced by [[Kawasaki]] in 1980. | The '''Kawasaki KZ1000G''' is a [[motorcycle]] produced by [[Kawasaki]] in 1980. |