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{{Infobox Motorcycle | |||
|name = [[Kawasaki]] ZL600 | |||
|image = [[File:Kawasaki-ZL600-86.jpg|frameless|Kawasaki ZL600]] | |||
|aka = ZL600 (reduced effect #2), ZL 600 (reduced effect #2), ZL600 (reduced effect), ZL 600 (reduced effect), ZL 600, ZL600 Eliminator, ZL 600 Eliminator | |||
|manufacturer = Kawasaki | |||
|parent_company = | |||
|production = 1986 - 91 | |||
|model_year = | |||
|predecessor = | |||
|successor = | |||
|class = | |||
|engine = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. | |||
|bore_stroke = | |||
|compression = 11.0:1 | |||
|top_speed = 181.6 km/h / 112.8 mph | |||
|power = | |||
|torque = | |||
|fuel_system = | |||
|ignition = Solid state digital | |||
|spark_plug = | |||
|battery = | |||
|transmission = 6 Speed | |||
|frame = | |||
|suspension =Front: 37mm Kayaba air assisted forks <br> | |||
Rear: Dual shocks adjustable for rebound and preload damping | |||
|brakes =Front: Single 280mm disc <br>Rear: Drum | |||
|front_tire = {{tire|100/90-18}} | |||
|rear_tire = {{tire|150/80-15}} | |||
|rake_trail = | |||
|wheelbase = | |||
|length = | |||
|width = | |||
|height = | |||
|seat_height = 715 mm / 28.1 in | |||
|dry_weight = | |||
|wet_weight = | |||
|fuel_capacity = 12 Liters / 3.1 US gal | |||
|oil_capacity = | |||
|fuel_consumption = | |||
|turning_radius = | |||
|related = | |||
|competition = | |||
}} | |||
It could reach a top speed of 181.6 km/h / 112.8 mph. | |||
==Engine== | |||
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 11.0:1 [[compression ratio]]. | |||
==Chassis== | |||
It came with a 100/90-18 front [[tire]] and a 150/80-15 rear tire. Stopping was achieved via Single 280mm disc in the front and a Drum in the rear. The front suspension was a 37mm Kayaba air assisted forks while the rear was equipped with a Dual shocks adjustable for rebound and preload damping. The ZL600 Eliminator was fitted with a 12 Liters / 3.1 US gal fuel tank. | |||
== Photos == | |||
[[File:Kawasaki-ZL600-86.jpg|600px|Kawasaki ZL600]] | |||
== Overview == | |||
Kawasaki ZL 600 Eliminator | |||
What would you call a 600cc "cruiser" that has the seat height | |||
of a garden tractor, the comfort of a kitchen chair and is as quick as a | |||
Ninja? | |||
Before there were Japanese style-cruisers or power-cruisers or | |||
half-ton touring Titans or repli-racers big and small, there were only | |||
standards. From all corners of Japan they came, stacking four cylinders across | |||
twin-shock frames. Standards were town and counUy stormers, their | |||
bailiwick wide and deep, their differences subtle. Year after year, new models | |||
brought higher levels of functionengine performance, covr\for[, | |||
convenience, solid handling. Yet success killed the standards. They were | |||
destined to vanish; their greatest sin was being common. | |||
Americans turned to cruisers for something differenta certain | |||
look, sound, feel, mystique and the standard fell victim to this | |||
tyranny of intangibles. Comfort? Convenience? Versatility? Although | |||
today's cruisers are slowly heading back to more sensible ergonomics, those | |||
that crumple riders into unnatural positions still outnumber those that don't. | |||
Motorcycling also has repli-rac-ers that sacrifice convenience and versatility | |||
for cutting-edge performance as well as full-boat tourers that continue to | |||
bulge toward motel proportions. Contemporary motorcycling has everything, it | |||
seems, but wide-spectrum motorcycles, and that fact has not escaped Kawasaki. | |||
Unlike specialized motorcycles as limited as bit actors, | |||
Kawasaki's ZL600 is an all-purpose player covering a broad, majestic stage: | |||
boulevard leads to open highway and open highway to mountain pass. | |||
The ZL600's styling is neostandard, despite its fatso | |||
150/80-15 rear tire, and its ergonomics ride the middle of the road. Its | |||
appeal sinks in at dusk, after you've trolled through town, after you've | |||
ridden for a hundred miles in comfort on the freeway, after you've reveled in | |||
the immediacy of its power delivery, after you've experienced the ease with | |||
which it hustles down knotted mountain roads, after you've ridden everywhere | |||
that roadways go and realized the ZL never once felt out of place. | |||
Mere fledglings will sense the ZL's sporting character: it | |||
feels light, stable, reassuring in a way that makes average riders push harder | |||
in the tight stuff than they would on the Ninja, and feel more comfortable | |||
doing it. An expert-caliber rider wheel the ZL600 as quickly as the | |||
high-strung Ninja 600 on all but the fastest swervery. | |||
And power? The ZL600 has more bottom end than the 600 Ninja, | |||
pulling easily away during 45-70-mph roll-ons in fourth, fifth and sixth | |||
gears. The Ninja, with more top end and more slippery aerodynamics, plays its | |||
advantage only at the end of the drag strip. Both bikes turn ETs within a | |||
tenth of each other; the Ninja's terminal speed is nearly four mph faster. | |||
Like the big Eliminator introduced last year, the ZL600 | |||
adheres to the basic Ninja engine formulasix-speed gearbox, liquid-cooled, | |||
oversquare cylinders with 16 valvesbut features shaft drive and carefully | |||
orchestrated changes to flatten the Ninja's high-rise power curve. The ZL600 | |||
is more aggressive down low, its carburetion crisper and more immediate than | |||
that of its exotic repli-racer cousin. Though big and small ZLs share the same | |||
powerband-reshaping philosophy, Ka-' wasaki engineers achieved more impressive | |||
results with the 600. | |||
In the ZL600, Kawasaki engineers reshaped the powerband | |||
without cracking a single engine gasket. The 900 Eliminator was recammed to | |||
spread power, but the 600 shares cam specificationsduration, lift, and valve | |||
overlapwith the 600 Ninja. Where the 900 uses a large resonance chamber to | |||
manage exhaust pulses for stronger mid-range, the 600 employs only a narrow | |||
crossover tube. The exhaust system, together with the smaller carbs and their | |||
airbox, accounts for the re-contoured powerband. | |||
Ninjas make peak horsepower upstairs. Large valves and big | |||
carbs work well at high engine speeds; hence the 600 Ninja's outsized 32mm | |||
units. But big-throated carburetors, especially round-slide mixers, meter fuel | |||
poorly at low rpm. In the 600 Ninja, Kawasaki engineers used the flat/round | |||
slide carb design first seen on the big Ninja to promote better fuel | |||
atomization during part-throttle openings. The ZL600 benefits first from the | |||
same carburetor technology and then from its smaller, 30mm Keihins. The | |||
decrease in venturi size increases air velocity at lower engine speeds, | |||
promoting more complete fuel atomization, better fuel metering, crisper | |||
response, and, ultimately, more usable power. | |||
On the dyno the ZL spots the Ninja top-side power, as well as | |||
lacking a decisive advantaged downstairs with a peak output of 57.24, the | |||
ZL600 lags five horsepower behind the Ninja. Past its 10,000-rpm peak, the ZL | |||
chokes as the Ninja soars. But the ZL starts out as much as two horsepower | |||
stronger than the Ninja, and from there it's a see-saw battle. The ZL is up at | |||
4500, the Ninja at 5000; ZL again at 5500 and the Ninja at 6000; at 6500, the | |||
ZL edges ahead, reaching its biggest power advantage2.4 horsepowerby 7000 | |||
rpm. | |||
The ZL's low- and mid-range dyno numbers don't reflect its | |||
roll-on advantage on the road. Why does the ZL squirt away from the Ninja in | |||
roll-on contests and match its quarter-mile quickness? | |||
Two reasons: First, dyno numbers are generated with engines | |||
running at a constant throttle settingwide open. But roll-on tests measure | |||
acceleration in a real-world environment where engines accelerate from part- | |||
to full-throttle. In such conditions, the ZL's smaller mixers provide superior | |||
response, accounting for mucht)f its roll-on advantage. Second, though the two | |||
600s share transmission and primary gear ratios, a different rear tire and | |||
final drive gearing let the ZL engine spin significantly faster than the | |||
Ninja: At 60 mph, the ZL is taching 5102 rpm, the Ninja 4756 rpm. | |||
Lower overall gearing pushes the ZL further up its power curve | |||
than the Ninja at the same ground speed. The combination of lower overall | |||
gearing and crisp carburetion is hard to beat. With a 0-60-mph time of 3.36 | |||
seconds (the Ninja takes 3.52 seconds), the ZL makes up what it lacks in peak | |||
power with a hard launch off the line. In our 45-70-mph roll-on tests, the | |||
ZL600 begins and ends its runs anywhere from two to four horsepower stronger | |||
than the Ninja. On the road the ZL has a solid horsepower advantage over the | |||
Ninja up to 9500 rpm. By the time the Ninja hits 9000 rpm, the ZL is already a | |||
quarter-scale dwarf on the horizon. | |||
The ZL picked up its parts from places beyond the Ninja bin. | |||
Since the KZ/GPz/Ninja/ZL belong to the same engine family, adapting the shaft | |||
drive was a bolt-on proposition. The entire shaft-drive unitbevel gears front | |||
and rear, drive shaft, and transfer case were grafted from the KZ550 LTD, now | |||
discontinued. The forward bevel gears, however, are now supported by roller | |||
bearings rather than the KZ's tapered bearings to cut mechanical losses. Like | |||
the big Eliminator, the 600 also acquired a two-piece clutch housing that | |||
provides limited slip during high-speed deceleration. The new clutch combats | |||
rear-wheel hop sometimes associated with shaft-driven machines. | |||
The ZL's chassis, like the big Eliminator's, is long and low, | |||
and ZLs big and small use the same basic frame layout, with one significant | |||
difference. The 900's frame places the engine's left and right cylinders | |||
outboard of the double downtubes in conventional fashion, while the 600's | |||
frame positions all four cylinders inside. Why? The ZL600's engine is so | |||
narrow, its cylinders so tightly packed together, there just wasn't room | |||
between the header pipes for frame rails. So the 600 got outboard downtubes, | |||
which Kawasaki engineers exploited to achieve more acute trian-gulation and | |||
greater rigidity. | |||
Beyond its unorthodox downtube design, the ZL's chassis is | |||
simple, low tech, and effective. Example: The ZL uses an 18-inch front wheel | |||
with a single disc brake, and a 37mm fork void of anti-dive plumbing. The ZL | |||
has two degrees more steering-head angle, and, at 61 inches between axles, its | |||
wheel-base outdistances the Ninja's by nearly half a foot. | |||
ZL weight is carried low: the engine sits two inches deeper in | |||
the frame than the Ninja's, and a 28-inch seat height positions the rider two | |||
inches closer to the ground. A narrower front tire, and the forceful leverage | |||
of a higher, wider handlebar helps the ZL through directional changes. This | |||
low center of gravity and high handlebar explain some of the ZL's light, agile | |||
handling. Though it weighs only ten pounds less, the ZL makes the Ninja feel | |||
chunky-large in fast transitions, and it steers quicker and with less effort | |||
than the 16-inch-wheeled ZX. Furthermore, the ZL's suspension | |||
provides superior ride quality to that of the stiff-legged | |||
Ninja. The larger, more powerful Eliminator 900 must use stiff-er spring and | |||
damping rates to control its shaft reaction; however, Kawasaki engineers can | |||
limit pogo-motion in the ZL's shaft drive with light, compliant springs and | |||
softer valving. They have, and, set up softly, the ZL delivers a cushier | |||
freeway ride than the big 900 Eliminator and both Ninjas. The ZL's twin shocks | |||
also offer, through 5 position rebound damping and preload settings, a much | |||
broader compliance range. Preload adjustment is difficult, however. Twisting a | |||
screwdriver stuffed into the spring collar is a crude method of adjustment in | |||
this age of pneumatic shocks, and the ZL's lack of a centerstand further | |||
complicates the process. | |||
But on fast backroads, the hassle pays off. With rear preload | |||
set to full stiff, and six to eight psi pumped through the fork's separate | |||
nozzles, you can ride the ZL at about 85 percent of a white-knuckle pace and | |||
still enjoy the greenery. Though some driveline lash is present, the shaft | |||
doesn't hamper speedy progress, and the Dunlop skins stick well. | |||
That last 15 percent, however, reaches into the ZL's twilight | |||
zone. The single-disc front brake and drum rear offer good response and | |||
require only light effort, but they don't provide enough stopping power during | |||
highspeed running. While the ZL can accelerate harder, corner to corner, than | |||
the Ninja, its sheer speed gets the best of its braking components. In slow | |||
and medium fast turns, the ZL has enough cornering clearance to joust with the | |||
Ninja, but push the ZL hard in faster sweepers, and its grinding footpegs | |||
trigger a sensory red alert. | |||
Comfort, convenience, versatility, the watchwords of the old | |||
standards, clearly apply to Eliminators big and small. The 900 Eliminator is | |||
miles ahead of most big cruisers for versatility and sportiness, but its low | |||
bars and thin seat are concessions to drag-bike styling. The ZL600 is much | |||
less an "image" motorcycle than the 900 Eliminator and has a wider usefulness: | |||
Its handlebar is higher, its seat wider, flatter, plusher, and its footpegs | |||
more rearset. | |||
As Kawasaki moves toward wide-spectrum motorcycles, the | |||
profile of such new standards as the ZL600 contrasts in so many ways with | |||
"old" ones. The seat skims the ground seemingly because so many riders today | |||
identify their ability to flat-foot at stoplights with comfort and convenience | |||
and safety. Still, old concerns live on, too: for many enthusiasts, shaft | |||
drive and smooth, rubber-mounted powerplants are likewise part of any | |||
general-duty motorcycle. The ZL600's broad-ranged capability | |||
doesn't come cheap: at $3499, the ZL600 costs as much as the | |||
high-tech Ninja. But the ZL600 is a Do-Everything machine that ties the day's | |||
travel into a seamless ribbon of asphalt. To some riders, that's what | |||
motorcycling is all about. | |||
Source Cycle 1986 | |||
{| class="wikitable" | |||
|- | |||
!Make Model | |||
|Kawasaki ZL 600 Eliminator | |||
|- | |||
!Year | |||
|1986 - 91 | |||
|- | |||
!Engine Type | |||
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. | |||
|- | |||
!Displacement | |||
|592 cc / 36.1 cu-in | |||
|- | |||
!Bore X Stroke | |||
|60 x 52.4 mm | |||
|- | |||
!Cooling System | |||
|Liquid cooled | |||
|- | |||
!Compression | |||
|11.0:1 | |||
|- | |||
!Induction | |||
|4x 30mm Keihin CV | |||
|- | |||
!Ignition | |||
|Solid state digital | |||
|- | |||
!Starting | |||
|Electric | |||
|- | |||
!Max Power | |||
|74 hp / 54 kW @ 10500 rpm | |||
|- | |||
!Max Torque | |||
|53.8 Nm / 39.7 ft-lb @ 8500 rpm | |||
|- | |||
!Transmission | |||
|6 Speed | |||
|- | |||
!Final Drive | |||
|Shaft | |||
|- | |||
!Front Suspension | |||
|37mm Kayaba air assisted forks | |||
|- | |||
!Front Wheel Travel | |||
|137 mm / 5.3 in | |||
|- | |||
!Rear Suspension | |||
|Dual shocks adjustable for rebound and preload damping | |||
|- | |||
!Rear Wheel Travel | |||
|89 mm / 3.5 in | |||
|- | |||
!Front Brakes | |||
|Single 280mm disc | |||
|- | |||
!Rear Brakes | |||
|Drum | |||
|- | |||
!Front Tire | |||
|100/90-18 | |||
|- | |||
!Rear Tire | |||
|150/80-15 | |||
|- | |||
!Seat Height | |||
|715 mm / 28.1 in | |||
|- | |||
!Wet-weight | |||
|209 kg / 460.7 lbs | |||
|- | |||
!Fuel Capacity | |||
|12 Liters / 3.1 US gal | |||
|- | |||
!Consumption Average | |||
|43 mpg | |||
|- | |||
!Standing ¼ Mile | |||
|12.2 sec / 106.7 mph | |||
|- | |||
!Top Speed | |||
|181.6 km/h / 112.8 mph | |||
|} | |||
The '''Kawasaki ZL600A''' is a [[motorcycle]] produced by [[Kawasaki]] from 1986 to 1987. | The '''Kawasaki ZL600A''' is a [[motorcycle]] produced by [[Kawasaki]] from 1986 to 1987. |