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| {{Motorcycle
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| |name = Kawasaki KZ 1000G-1 Classic
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| |photo = Kawasaki-Z-1000G-1-Classic.jpg
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| |aka = Z 1000 G, Classic
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| |manufacturer = Kawasaki
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| |parent_company =
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| |production = 1980
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| |model_year =
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| |predecessor =
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| |successor =
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| |class = Road
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| |engine = [[Four stroke]], transverse four cylinder, [[DOHC]], 2 Valve per cylinder.
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| |bore_stroke =
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| |compression = 8.7:1
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| |top_speed = 127 mph / 204 km/h
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| |power =
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| |torque =
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| |fuel_system =
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| |ignition = CDI
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| |spark_plug = {{sparkplug|NGK B8ES}} '80
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| |battery = {{battery|YUASA YB14L-A2}} '80
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| |transmission = 5 Speed
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| |frame =
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| |suspension =Front: Oil telescopic forks, 140mm [[wheel]] travel. <br>
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| Rear: Swinging arm oil [[damper]] 5-way spring preload, 100mm wheel travel.
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| |brakes =Front: 2x 320mm discs 1 [[piston]] [[caliper]] <br>Rear: Single 279mm disc 2 piston caliper
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| |front_tire = {{tire|M90-19}}
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| |rear_tire = {{tire|M90-16}}
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| |rake_trail =
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| |wheelbase =
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| |length =
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| |width =
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| |height =
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| |seat_height = 825 mm / 32.4 in
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| |dry_weight =
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| |wet_weight = 250 kg / 551 lbs
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| |fuel_capacity = 13 Liters / 3.5 US gal
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| |oil_capacity =
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| |recommended_oil=K-tech 10W-40
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| |fuel_consumption =
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| |turning_radius =
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| |related =
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| |competition =
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| |oil_filter={{oilfilter|K&N KN-126}}<ref name="kl_2019">{{cite book|title=2019 K&L Supply Co Catalog|publisher=[https://www.klsupply.com/ K&L Supply Co]|date=2019}}</ref>
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| |final_drive={{chain|630}} `80<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref>
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| }}
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| 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.
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|
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| ==Engine==
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| 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]].
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|
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| ==Drive==
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| Power was moderated via the Wet multiplate.
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|
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| ==Chassis==
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| 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.
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| == Photos ==
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| [[File:Kawasaki-Z-1000G-1-Classic.jpg|600px|Kawasaki Z 1000G-1 Classic]]
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|
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| == Overview ==
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| Kawasaki
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| Z 1000G-1 Classic
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|
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| The sun breaks over the horizon, sweeping remnants of night into long shadows
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| across the drive. The memory of sleep too-soon ended is slapped away by dawn
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| air, still crisp with the chill of darkness.
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| A rider shivers into his jacket, tugs on helmet and gloves, clicks on the
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| ignition, pulls in the clutch and hits the starter.
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| The engine growls to life, revs rising instantly in response to the throttle.
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| The bike sweeps rapidly down the road, each upshift clean. It doesn't jerk, or
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| buck, or hesitate. A scant 20 seconds after an ice-cold start, the motorcycle
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| hurtles down the pavement with the speedometer pegged at 85 mph, while the rest
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| of the world still sleeps.
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| Environmental Protection Agency (EPA) emissions standards are a fact of
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| motorcycling in 1980. The message carried by the new, fuel-injected Kawasaki
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| KZ1000G-1 Classic is that those standards don't have to carry with them the kind
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| of cold-start nightmares we have come to expect, detest and live with in many
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| late-model motorcycles.
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| The price the price of cold-start perfection and excellent tractability in
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| spite of stiff emissions standards is $4199 on the showroom floor and the
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| staggering complexity of an onboard computer (to regulate the amount of fuel
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| injected) and a slew of electronic sensing systems to feed the computer's
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| insatiable demands for information concerning engine temperature, ambient air
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| temperature, air flow through the air cleaner, twist-grip position and engine
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| rpm.
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| The Kawasaki injection system may be the answer to meeting government
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| standards without giving away accurate, efficient "carburetion." But it also may
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| be the death knell for home maintenance and roadside repairs.
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| The electronic fuel injection system used on the Kawasaki Classic adds about
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| $500 in retail price and a little less than one pound total weight to the
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| motorcycle, compared to the carbureted LTD 1000. It is manufactured for Kawasaki
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| by Japan Precision Electronics, a Bosch licensee, and is essentially identical
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| in concept and design to the Bosch Jetronic injection system used in Datsun
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| cars.
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| The obvious question when confronted with the Classic is simply: Why? Exactly
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| why this bike, this year may never be answered, and nobody at Kawasaki Motors
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| Corp., U.S. volunteered the answer. But Kawasaki engineers firmly believe that
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| fuel injection is The Answer for the future. Using such a system allows
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| emissions standards to be met while retaining excellent driveability. It is
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| still possible to build a carbureted motorcycle with good drive-ability in 1980,
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| the engineers point out, but what about 1985?
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| What the system does is collect six bits of information and use that
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| information to determine exactly how much fuel the engine needs to operate most
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| efficiently. "Most efficiently" in this case doesn't necessarily mean the engine
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| makes the best power, but rather, runs acceptably well while meeting emissions
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| standards.
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| The six pieces of information collected and sent to a control boxbasically
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| an onboard computerare:
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| Ambient air temperature.
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| Engine temperature at cylinder
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| head.
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| Air flow into the air box.
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| Engine rpm (signalled from the
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| electronic ignition).
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| Throttle position.
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| Intake manifold vacuum.
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| According to the information sent to the computer by the involved sensors,
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| the amount of fuel injected into the intake tracts is varied by the amount of
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| time the injectors stay open per injection. That time varies from 1.5 to 6.0
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| milliseconds, being 1.5 milliseconds at idle, and 6.0 milliseconds around 10,000
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| rpm. (In actual fact, at 10,000 rpm the injection cycle is so frequent that the
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| injectors are open constantly, so 10,000 rpm is the theoretical maximum
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| attainable rpm with the system. With the injection system operating at maximum
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| capacity at that point, additional rpm would result in a lean mixture condition.
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| Since the Classic is redlined at 8,500 rpm, the 10,000 rpm system limit is a
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| moot point.)
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| The injectors are fed off a fuel line pressurized to 36 psi above intake
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| manifold pressure (or vacuum) by a fuel pump. Excess fuel is bled off back into
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| the fuel tank through a one-way valve.
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| Since the system keeps fuel line pressure at 36 psi above manifold pressure,
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| the amount of fuel injected per unit of time remains constant. On the other
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| hand, if a single, non-varying fuel line pressure was used, then the engine
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| would get more fuel at an idle than it would at full throttle, since intake
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| pressure (vacuum) at idle would be much lower relative to fuel line pressure
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| than at full throttle.
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| Because the system senses intake pressure, it compensates (to a degree) for
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| altitude, with the result that the Classic performs better in a ride from sea
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| level to high mountain passes than a carbureted machine. At higher altitudes,
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| thinner air reduces intake vacuum per rpm, so the system injects less fuel.
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| The system uses no conventional choke. The excellent cold-starting
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| characteristics of the Classic are due to enrichment provided by the computer.
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| At idle, the system provides a 6 percent enrichment regardless of engine
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| temperature, that enrichment dropping just off idle and being picked up again
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| for two-thirds to full throttle.
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| An additional 6 percent enrichment is kicked in when the engine is cold,
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| giving a total cold-engine enrichment of 12 percent.
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| Replacing the traditional choke lever is one marked "fast idle," which opens
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| the throttle valves in the intake throats a set amount.
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| The key to the system's demand-related response is the air-flow meter,
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| located between the air cleaner and a dead-air box. The air flow meter has a
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| pivoting, spring-loaded trap-door flap in its throat, with a small idle air
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| passageway bypassing the flap. Once the engine is running, air sucked through
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| the air cleaner opens the flap, with more air flow producing more opening. The
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| pivot axle of the flap is also the pivot axle of a potentiometer located on top
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| of the air flow meter housing. As the potentiometer moves, it varies the voltage
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| sent to the computer, thus signalling how much air is passing through the air
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| flow meter.
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| If the engine stops running, the air flow meter flaps closes, shutting off
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| the fuel pump.
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| As long as the engine is turning over with the ignition switch on, the fuel
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| pump operates. A relay off the starter relay sends power to the fuel pump when
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| the electric starter button is first pushed, but that doesn't mean that the bike
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| will only start with the electric starter. It's possible to kick or bump-start
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| the Classic as long as the engine is turned over fast enough to move the air
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| flow meter flap, which causes a set of tiny contact points to touch and again
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| starts the fuel pump.
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| The idle air passageway can be adjusted at the factory by a large air screw
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| in the side of the air flow meter, but that screw is sealed off" by a solid
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| steel plug to prevent (gasp!) owner tampering, something the EPA frowns upon.
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| (The original plan was to use a stamped metal plug similar to a freeze plug
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| to block the screw, the EPA testers discovered that such plugs could be removed
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| easily with a screwdriver and hammer, and so demanded the more substantial
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| plugs).
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| The air box located between the air flow meter and the intake manifold acts
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| as a surge tank to damp out air flow pulsations.
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| All together, the system weighs 16.7 lb., compared to 15.76 lb. for a
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| conventional carburetor assembly. Current draw by the various components is
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| enough that Kawasaki engineers increased alternator output 20 percent to handle
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| the load.
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| Considered in terms of function alone setting aside the real-world factors of
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| cost and ease of maintenance or repair, the Kawasaki fuel injection system works
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| flawlessly. Let the engine idle down to 1000 rpm in fifth gear, then grab a
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| handful of throttle. Instead of a gasp and a dead engine, the rider gets smooth,
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| steady acceleration without a shudder of complaint. Snap the throttle open on a
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| just-started, still-cold engine and the tach needle soars toward redline without
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| a microsecond of delay, without so much as a blink in the rate of acceleration.
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| The engine can't be killed with the twist grip, can't be handled so clumsily
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| that it won't run any way but smoothly, steadily.
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| At the dragstrip, our 555-lb. test Kawasaki turned the quarter-mile in 12.06
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| sec. with a terminal speed of 110.42 mph, marginally better than the 554-lb.
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| spoke-wheeled KZ1000 we tested in May 1978, which turned 12.10 and 109.09 mph.
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| The 571-lb. KZ1000 Mk II, tested in August, 1979 turned 12.12 and 109.62. What
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| that indicates is that the injected model isn't gaining any peak horsepower over
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| earlier, carbureted models, but then it isn't losing any, either. And on the
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| Cycle World mileage test loop, the injected Kawasaki delivered 48 mpg,
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| better than any other Kawasaki 1000 we've tested. (The next-best mileage loop
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| performance we've seen for a Kawasaki 1000 was 45.5 mph, turned in by the
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| original, 1978 Zl-R. The
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| Photos by John Ulrich and Brian Blades 1979 Mk II got 41.6 mpg, the
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| spoke-wheeled 1978 KZ1000 42.7 mpg).
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| To get that same power, better throttle response and improved mileage you've
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| got to get past the styling of the KZ1000G-1. It comes in one version, and one
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| version only the semi-chopper Classic. Based on the popular LTD, the G-l Classic
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| differs in amount of chrome (more, including chromed engine covers), exhaust
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| system (more restrictive, longer), seat, tail section (no tailpiece on the
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| Classic), tank, handlebars, engine color (black on the Classic) and cast
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| aluminum wheel color (gold for the Classic, black for the LTD).
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| Ironically, the most sporting Kawasaki 1000, the KZ1000MkII,is available only
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| with carburetors. Besides paying the extra $750 in suggested retail price for
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| the Classic (compared to the Mk II) the buyer has to take the semi-chopper
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| styling.
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| Styling is subjective. What is special to one man is junk to another.
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| On to what lies underneath, and how that substance works.
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| The engine, aside from injector mounts cast into the cylinder head, is
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| straight-forward KZ1000. Two valves per cylinder, dohc, 70-30, 30-70 valve
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| timing, roller bearing crankshaft, gear primary drive, five-speed transmission.
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| Like the carbureted versions, the Classic uses a system of reed valves and
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| passageways to introduce air from the air cleaner into the exhaust ports,
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| producing an after-burner effect, and thus, lower exhaust emissions.
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| Ignition is breakerless electronic.
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| The chassis is LTD, differing from the Mk II and Zl-R only because it lacks
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| their double-thickness-reinforced front downtubes between the steering head and
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| the upper front engine mount. Suspension is Kayaba forks up front and Mulhol
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| land shocks in the rear.
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| Taken all together, out on the road, the Kawasaki makes a pretty good
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| package. As is the case with all the Kawasaki 1000 engines, the rider can feel a
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| familar four-cylinder buzz through the bars, but it isn't what you'd call
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| annoying vibration. The engine has good torque throughout the rpm range, and
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| willwith the injection systempull evenly and smoothly from 1000 rpm in fifth
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| gear when the throttle is instantly whacked open, something that reduces the
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| carbureted 1000 to stumbles. Best power comes on above 6000 rpm, but the engine
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| is reasonably strong from 4000 rpm. Redline is 8500.
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| While gas mileage on the Cycle World mileage test loop was 48 mpg,
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| when unrestrained by our informal mileage loop rule of sticking close to the
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| speed limits, the injected Kawasaki got about 40-42 mpg. The worst mileage came
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| from a series of 7000-rpm (109 mph) sprints down two lonely country roads but
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| equal stretches of 65 mph down the heavily-patrolled interstate highway balanced
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| to produce a low average on that tank of 34 mpg.
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| Even that low average of 34 mpg isn't too bad, but the fact that the injected
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| Kawasaki has a tank capacity of 3.6 gal. means that actual range is limited.
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| More precisely, the tank may hold 3.6 gal., but since the Classic like the
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| LTDdoes not have a centerstand (for reasons we can't imagine), getting 3.6 gal.
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| into the tank isn't that simple. Measured at the brochure, the tank holds 3.4
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| gal. before reserve, which, at 39 mpg would give the Classic a range of 132.6
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| miles before switching on reserve. In actual fact, the most gas that can be
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| easily pumped into the tank at a gas station with the bike on the sidestand
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| figures out to a little more than 3.0 gal. before reserve, which gives the
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| Classic an actual, real-world range (under fast riding conditions) of about 105
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| miles at 34 mpg.
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| That's not enough range to be practical. The problem is that motorcycle
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| stylists seeking the perfect semi-chopper shape for the gas tank have trouble
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| resolving the conflict between adequate fuel capacity and a sleek, teardrop
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| shape. Yamaha does the best job of resolving the conflict, giving the XS850
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| Special over 5.0 gal. of fuel without sacrificing tank style. The Classic
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| Kawasaki has the lines, the style, the shape, but not the function, the
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| substance of reasonable fuel capacity.
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| Perhaps it's just as well. For if the rider spends many of those fast 105
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| miles on a concrete highway, about 105 miles in a stretch will be plenty between
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| stops. Two problems intrude into the rider's enjoyment of the scenery, the wind
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| in his face and the mellow, throaty exhaust note of the Classic:
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| 1) The peg/seat/handlebars relationship.
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| 2) The rear suspension.
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| Designed to further the laid-back, cruise-the-boulevard look, the bars sweep
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| up and back, putting the wrists at odd angles, especially when the rider is
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| working the bars on a stretch of twisting road at higher speeds. The low,
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| stepped seat is as comfortable asmaybe more comfortable thanany stepped seat
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| we've encountered in the recent past, but is too close to the footpegs, while
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| the footpegs are too far forward. The bike actually feels too short for the
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| laid-back position, without enough distance from seat to bars. The combination
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| is too much for our tastes, and although the owner of a Classic can certainly
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| change the bars, doing so may cause trouble with the front master cylinder and
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| front brake lever, since they're carefully angled to follow the exaggerated bend
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| of the bars.
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| Then there is the suspension, the lack of compliance in the rear shocks.
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| Riding over small, repetitive bumps? You'll feel every one, even with the shocks
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| set at the lowest spring preload. On smooth asphalt, they're okay.
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| Turned off the highway onto a twisting road, the Classic handles better than
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| we expected. Slow speed corners are no problem, and the bike is stable at speed
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| as well. But the rider must take care to be especially smooth in order to
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| overcome some problems. To start with, the tiresespecially the wide, 16-in.
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| rear tirehave a flattish-profile best suited to straight, flat running. Jam the
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| Classic into a set of left, right, left turns at speed and get the slightest bit
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| sloppy or too quick in the transition from one side to the other and the bike
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| wobbles a tad as the rear tire slams from one edge to the center tread to the
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| other edge. Precisely speaking, it isn't a perfectly smooth transition across
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| the face of the tire, and the rider must compensate for that by making the
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| change from left-turn-to-right-turn very smooth and gradual.
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| That's not to say that the Classic cannot be ridden through corners hard and
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| fast. It can. But as well as the transitional tire profile problem, the rider
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| must also deal with the fact that the tires don't really stick very well when
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| hot, and that they heat up rapidly when pushed.
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| Not as serious at least not as serious for a rider used to hanging off in
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| turns is the cornering clearance situation. For a semi-chopper, the Kawasaki has
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| acceptable cornering clearance, clearance that may even be classified as
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| reasonably good for street use. But gas it up a bit and the sidestand drags on
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| the left, along with the left header pipe heat shield, while the peg and heat
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| shield drag on the right.
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| But, the Kawasaki Classic fan may protest, this is a cruising machine, not a
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| road racer. Fair enough. But any bike with as much power as a Kawasaki 1000 and
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| the Kawasaki 1000 does not have exceptional power by 1980 standardsis capable
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| of propelling its rider quite quickly down the pavement. It's reasonable to
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| assume that at some point or another that pavement will include a turn or two,
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| and that is exactly the point of our whipping the Classic down a canyonto find
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| out what happens when the rider decides to ride fast in other than a straight
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| line.
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| And about that cruising ... We already know that anyone planning on cruising
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| a Classic very far better be resigned to making fuel stops with frequency. What
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| about repair stops?
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| The basic Kawasaki engine has to be the most bulletproof four cylinder engine
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| of modern times. Can't hurt the clutch. Valve train in stock condition is plenty
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| strong. Crank, no problem. The shim adjustment system used on the Kawasaki has
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| been the standard for motorcycles since its modern introduction on the Z-l eight
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| years ago. True, you need shims to adjust the valves, and true, you need a
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| special tool. You can buy them at your dealer's, and the valves don't require
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| adjustment too frequently. Installing very high lift cams in a Kawasaki engine
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| without changing to high-performance, shim-underneath valve buckets can result
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| in the cam lobe kicking out the shims, usually under hard downshifts, and a spit
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| shim will ruin the head.
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| But for stockers? The system is reliable.
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| The Classic has electronic ignition, so the owner doesn't have to worry about
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| setting points or timing.
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| The big question is the electronic fuel injection.
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| Kawasaki engineers say that the system is more precise than carburetors, so
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| yields cleaner exhaust. More important, they say, the system is more precise
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| longer, since carburetor needles and slides wear in normal use.
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| They go on to say that changes in the engine's running characteristics (such
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| as carbon build-up in the combustion chamber, changes in valve clearances, etc.)
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| are in effect sensed by the system (via temperature or air flow changes) and
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| compensated for, keeping the injection-equipped Classic running better longer.
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| Okay. But if something does go wrong with the system, what is the owner to
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| do?
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| Proceed to dealer. Do not pass toolbox, do not look for repair instructions
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| in owner's manual.
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| And if that owner is in the middle of the Texas wasteland on Interstate 10,
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| with nary a cow nor town in sight?
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| Radio for a helicopter to airlift in a new injection black box or system in
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| toto, because you won't find anything of any help in the tool kit.
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| Which is the scary part. Maybe we're old fashioned. Maybe we're too
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| traditional, and maybe we started riding too long ago, since we remember the
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| Harleys and Triumphs and BSAs that ruled American roads before the Japanese
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| arrived in force.
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| And sure, BSAs and Triumphs weren't, in reality, as reliable as 1980 Japanese
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| bikes.
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| But by God, if one broke someplace, you had a chance of fixing the thing at
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| the roadside and riding it home.
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| The Kawasaki Classic works just fine. It didn't break when we rode it. Fuel
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| injection may be the wave of the future in meeting emissions standards.
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| The thing is, 25 years ago fuel injection was The Answer for cars. There were
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| lots of stories in car magazines, lots of promises of more power. It sounded
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| right because Indy cars had gone to fuel injection, and in theory, pumping fuel
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| instead of suctioning it through a restrictive venturimeant a 10 percent power
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| gain.
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| So Chevrolet, Pontiac and Chrysler introduced injected production cars. Chevy
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| sold some, Pontiac sold a handful, Chrysler made embarrased noises.
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| Fuel injection cost a lot, and didn't actually deliver added power. It got
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| stalled for 20 years, because the alternatives were cheaper, simpler and just as
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| good in real-road use. Fuel injection wasn't worth the bother.
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| But the choice was taken away. The emissions rules got so tough that some
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| factories turned to electronic fuel injection, not because people wanted it, or
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| 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.
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| Fuel injection has sales appeal now, but the appeal is in cocktail party
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| talk. No more power, and you have those mysterious black boxes to fail by the
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| side of the road.
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| Recently we tested six large touring machines. During the time we had those
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| bikes around the office, three of them had to be push started because the
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| batteries discharged. One of the editors rode a KZ1300 to the Aspencade, and at
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| high elevations the electric starter wouldn't spin the engine fast enough for it
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| to fire in the combination of thin air and cold temperature. The rider had to
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| bump start the bike, either recruiting enough people to push quickly on flat
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| ground or else coasting down a hill.
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| 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
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| can't count on the electric starter to fire the engine in the mountains, can
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| those same manufacturers build and sell a foolproof, dead-reliable electronic
| |
| system as complex as the injection on the Kawasaki?
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| Maybe. But until we get our graduate degree in electronics, we'll take the
| |
| KZ1000 Mk. II (or even the carbureted LTD) every time.
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| Source Cycle World 1980
| |
|
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|
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| {| class="wikitable"
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| |-
| |
| !Make Model
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| |Kawasaki Z 1000G-1 Classic
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| |-
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| !Year
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| |1980
| |
| |-
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| !Engine Type
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| |Four stroke, transverse four cylinder, DOHC, 2 Valve per cylinder.
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| |-
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| !Displacement
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| |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
| |
|
| |
| |}
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|
| |
|
| |
|
| |
|
| |
| The '''Kawasaki KZ1000G''' is a [[motorcycle]] produced by [[Kawasaki]] in 1980.
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|
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| ==KZ1000 G1:CLASSIC== | | ==KZ1000 G1:CLASSIC== |
| ==1980 Kawasaki KZ1000-G1== | | ==1980 Kawasaki KZ1000-G1== |
| [[Image:1980-Kawasaki-KZ1000G-Classic.jpg|left|thumb|1980 Kawasaki KZ1000G Classic]] | | [[Image:1980-Kawasaki-KZ1000G-Classic.jpg|left|thumb|1980 Kawasaki KZ1000G Classic]][[Image:1980-Kawasaki-KZ1000-G1-Classic.jpg|left|thumb|1980 Kawasaki KZ1000-G1 Classic]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-0.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-1.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-2.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-3.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-4.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-5.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]][[Image:1980-Kawasaki-KZ1000-G1-Black-4915-6.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] |
| [[Image:1980-Kawasaki-KZ1000-G1-Classic.jpg|left|thumb|1980 Kawasaki KZ1000-G1 Classic]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-0.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-1.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-2.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-3.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-4.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-5.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| [[Image:1980-Kawasaki-KZ1000-G1-Black-4915-6.jpg|left|thumb|1980 Kawasaki KZ1000-G1 in Black]] | |
| <br style="clear: left"/> | | <br style="clear: left"/> |
|
| |
|
| [[Kawasaki]]'s KZ1000 Classic bike was the first fuel injected production motorcycle and was the talk of the industry in 1980. Based on the original [[Kawasaki Z1|Z1 900]] and [[Kawasaki KZ1000A|KZ1000]] engine and housed in a [[Kawasaki KZ1000B|LTD]] chassis it was a marvel of two wheeled engineering. | | [[Kawasaki]]'s KZ1000 Classic bike was the first fuel injected production motorcycle and was the talk of the industry in 1980. Based on the original [[Kawasaki Z1|Z1 900]] and [[Kawasaki KZ1000A|KZ1000]] engine and housed in a [[Kawasaki KZ1000B|LTD]] chassis it was a marvel of two wheeled engineering. |
| ==References==
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| {{reflist}}
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|
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| {{template:Kawasaki KZ}}
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| {{Kawasaki}}
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| [[Category:Kawasaki motorcycles|KZ1000G]] | | [[Category:Kawasaki motorcycles|KZ1000G]] |
| [[Category:Kawasaki KZ series]] | | [[Category:Kawasaki KZ series]] |