Kawasaki GPz1000RX

Kawasaki GPz1000RX

Manufacturer	Kawasaki
Also called	GPz 1000 RX
Production	1986
Engine	Four stroke, transverse four cylinders, 4 valve per cylinder
Compression ratio	10.2:1
Top speed	255.5 km/h / 158.7 mph
Ignition type	TCI (Transistor Controlled Ignition)
Transmission	6 Speed
Frame type	Steel, twin spar
Suspension	Front: 40mm Telescopic forks, air assistance and AVDS Rear: Uni-Trak rising-rate with adjustable rebound damping.
Brakes	Front: 2x 280mm discs 1 piston calipers Rear: Single 260mm disc 1 piston caliper
Front Tire	120/80-16
Rear Tire	150/80-16
Seat height	790 mm / 31.1 in
Weight	238 kg / 524 lbs
Fuel capacity	21 Litres / 5.5 US gal
Manuals	Service Manual
Tech Specs · Brochures · Reviews · Ads · Videos

It could reach a top speed of 255.5 km/h / 158.7 mph.

Engine

The engine was a Liquid cooled cooled Four stroke, transverse four cylinders, 4 valve per cylinder. The engine featured a 10.2:1 compression ratio.

Drive

Power was moderated via the Wet, multiple discs, cable operated.

Chassis

It came with a 120/80-16 front tire and a 150/80-16 rear tire. Stopping was achieved via 2x 280mm discs 1 piston calipers in the front and a Single 260mm disc 1 piston caliper in the rear. The front suspension was a 40mm Telescopic forks, air assistance and AVDS while the rear was equipped with a Uni-Trak rising-rate with adjustable rebound damping.. The GPz1000RX was fitted with a 21 Litres / 5.5 US gal fuel tank. The bike weighed just 238 kg / 524 lbs.

Photos

Overview

Kawasaki GPz 1000RX

At its heart is a bored and stroked version of their award-winning GPz900R engine, a liquid-cooled, DOHC, 16 valve, transverse four, as technologically advanced and sophisticated as any lump around. Having decided on one last mega-bike, a horsepower-packed speedball, their engine designers looked at all the possible types of engine configuration from V4s and V6s to straight sixes; they concluded, nevertheless, that their tried and trusted inline four was still the best, and one that Kawasaki have stuck with since the heady, halcyon days of the 1970s and the Z1.

The 1000R has more power everywhere than the 900 but also more bulk and weight. The engine has been rubber mounted because of increased vibration but otherwise it follows the same careful and compact pattern - wet liners, a cam chain repositioned at the side of the engine with the alternator above the gearbox. Features unique to the 1000R dazzling engine specification include flat aluminum pistons, a unique cool air induction system and hand-polished intake ports. Surprisingly, it is not at all peaky. Power is available with a beautifully smooth surge from 3,000rpm and above 6,000rpm there is plain, no nonsense stomp all the way to the 10,500rpm redline. Response is lively, strong and clean. This is not an engine for the fainthearted. Unlike the 900 which has a steel diamond frame using the engine as a stressed member, the 1000R gets an all new perimeter-type frame with square-section top rails curving wide around the engine to meet in a massively braced and extremely rigid steering head. Kawasaki claim the rear aluminum swing-arm is the strongest they have ever produced. There is state of the art suspension; Uni-Trak at the back with all the linkages placed below the single shock to keep the weight low.

The 40mm braced forks with AVDS (automatic variable damping system) vary the compression damping according to changes in both the speed and distance of wheel travel. Wheels are 16in front and back, with low-profile tires, the rear being a notable, drag strip like, 150/80 section. Handling and roadholding are more than respectable for the weight and sheer size of the bike. Although it is undeniably more powerful and faster than its illustrious predecessor, the 900R, motorcycle enthusiasts around the world have also found it more cumbersome and unstable. The 900R is quicker through most bends and around a race-track because it is more manageable. Hence popular opinion has deemed the 1000R to be for professional use only and to rate the 900 as both a better all-rounder and a specifically better sports bike. One has even so to admit the 1000R impressive specification and totally irresistible performance. It's just that maybe, after all, you can have too much of a good thing.

At its heart is a bored and stroked version of their award-winning GPz900R engine, a liquid-cooled, DOHC, 16 valve, transverse four, as technologically advanced and sophisticated as any lump around. Having decided on one last mega-bike, a horsepower-packed speedball, their engine designers looked at all the possible types of engine configuration from V4s and V6s to straight sixes; they concluded, nevertheless, that their tried and trusted inline four was still the best, and one that Kawasaki have stuck with since the heady, halcyon days of the 1970s and the Z1.

The 1000R has more power everywhere than the 900 but also more bulk and weight. The engine has been rubber mounted because of increased vibration but otherwise it follows the same careful and compact pattern - wet liners, a cam chain repositioned at the side of the engine with the alternator above the gearbox. Features unique to the 1000R dazzling engine specification include flat aluminum pistons, a unique cool air induction system and hand-polished intake ports. Surprisingly, it is not at all peaky. Power is available with a beautifully smooth surge from 3,000rpm and above 6,000rpm there is plain, no nonsense stomp all the way to the 10,500rpm redline. Response is lively, strong and clean. This is not an engine for the fainthearted. Unlike the 900 which has a steel diamond frame using the engine as a stressed member, the 1000R gets an all new perimeter-type frame with square-section top rails curving wide around the engine to meet in a massively braced and extremely rigid steering head. Kawasaki claim the rear aluminum swing-arm is the strongest they have ever produced. There is state of the art suspension; Uni-Trak at the back with all the linkages placed below the single shock to keep the weight low.

The 40mm braced forks with AVDS (automatic variable damping system) vary the compression damping according to changes in both the speed and distance of wheel travel. Wheels are 16in front and back, with low-profile tires, the rear being a notable, drag strip like, 150/80 section. Handling and roadholding are more than respectable for the weight and sheer size of the bike. Although it is undeniably more powerful and faster than its illustrious predecessor, the 900R, motorcycle enthusiasts around the world have also found it more cumbersome and unstable. The 900R is quicker through most bends and around a race-track because it is more manageable. Hence popular opinion has deemed the 1000R to be for professional use only and to rate the 900 as both a better all-rounder and a specifically better sports bike. One has even so to admit the 1000R impressive specification and totally irresistible performance. It's just that maybe, after all, you can have too much of a good thing.

Make Model	Kawasaki GPz 1000RX
Year	1986
Engine Type	Four stroke, transverse four cylinders, 4 valve per cylinder
Displacement	997 cc / 60.8 cu-in
Bore X Stroke	74 x 58 mm
Cooling System	Liquid cooled
Compression	10.2:1
Lubrication	Wet sump
Induction	4x Keihin CVK 36 carburetors
Ignition	TCI (Transistor Controlled Ignition)
Starting	Electric
Max Power	125 hp / 91.1 kW @ 9500 rpm ( 116.2 hp @ 9750 rpm )
Max Power Rear Tire	116.2 hp @ 9750 rpm
Max Torque	10.1 kgf-m / 99 Nm @ 8500 rpm
Clutch	Wet, multiple discs, cable operated
Transmission	6 Speed
Final Drive	Chain
Frame	Steel, twin spar
Front Suspension	40mm Telescopic forks, air assistance and AVDS
Front Wheel Travel	140 mm / 5.9 in
Rear Suspension	Uni-Trak rising-rate with adjustable rebound damping.
Rear Wheel Travel	115 mm / 4.5 in
Front Brakes	2x 280mm discs 1 piston calipers
Rear Brakes	Single 260mm disc 1 piston caliper
Front Tire	120/80-16
Rear Tire	150/80-16
Seat Height	790 mm / 31.1 in
Dry Weight	238 kg / 524 lbs
Wet-weight	267.0 kg / 588.6 lbs
Fuel Capacity	21 Litres / 5.5 US gal
Consumption Average	14.5 km/lit
Braking 60 - 0 / 100 - 0	13.4 m / 39.1 m
Standing ¼ Mile	10.7 sec / 206.8 km/h
Top Speed	255.5 km/h / 158.7 mph
Road Test	Motosprint 1987 Group Test