If the device was very strange to look at it turned out to be very natural to sit on, though it helps not to be well endowed in the groin area as the single seat has some quite vicious curves. The first cause for celebration was the electric start and an ease of starting that equalled anything a modern bike could offer. The engine puffed into life, not particularly loud, but a nice enough chuff-chuff from the 249cc thumper.
The motor ain’t exactly high-tech, being air-cooled, having two valves but controlled by a single camshaft. Kawasaki claim 20hp at 7500 revs and 14.5ftlb of torque at 6000 revs. Yes, the bike was a sitting duck for de-restricted 125s but at least I wasn’t going to have any back problems down the line. As the Estrella weighed only 310lbs dry and had light steering with a good turning circle, I certainly had no problems doing the usual hustle through London traffic. The upright riding position allowed me to peer ahead, work out a superior line through the traffic.
I found the suspension pretty stiff and the front forks quite likely to twist if I hit the brake lever with a full fisted grip. I’m used to exerting maximum effort on the brakes of older bikes and the Kawasaki responded well to this kind of treatment with squealing tyres that had the peds running for cover and cagers jumping in their seats. I just grinned happily.
Over pot-holes the bike was shook about, rather like a rat being tossed around by a cat, but a firm grip on the bars limited the damage to some unruly pains in my back. Much more upsetting was riding in the rain when the Cheng Sins displayed a questionable understanding of how rubber was supposed to react to wet tarmac and left me with a boot down and a brain screaming that it didn’t want to die quite yet.
The seat height was a usefully low 30 inches, which felt lower still due to the way the saddle was cut away. Had a proper seat been fitted an inch or two more could’ve been lost. Whilst I was studying the seat I realised it resembled those found on old Harleys, which in turn revealed that the mudguards were inspired by the same source. Almost as if they'd used a computer to randomly generate parts from old bikes. The frame, on the other hand, was pure fifties BSA!
Still, it all worked together better than you'd expect and was often surrounded by amazed people wondering what the hell I was doing commuting on an ancient British classic, although the Kawasaki brand was pretty obvious on the tank. My nylon waterproofs and space age helmet didn’t go down too well in these circumstances. People go around with strange delusions.
Top speed was 80mph when the going went mad, although the bike really lost its pace at about 70mph. The engine was smooth enough to allow that speed to be held as a cruising speed. When buses or artics rolled past the wind blast they swept up shook the Kawasaki about so much that at first I thought the rear tyre had blown! Any attempt at high speed overtaking was fraught with risk because even a Metro driver could put his foot down as I came alongside, often leaving me on the wrong side of the road, awaiting my chance to play chicken with oncoming traffic.
This didn’t matter to me, as a through and through Londoner I very rarely left the capital. It made more sense to hit Heathrow for foreign climes than explore the extremities of the UK. A pair of Dunlop tyres were soon fitted, although the Cheng Sins had plenty of life left in them I didn’t think my own life expectancy would be high.
Foolishly, when I bought the bike I hadn't bothered to check the type of tyres, taking the dealer’s assurance of a new set of rubber at face value. Anyway, the tyres transformed the wet weather feel and emphasized the low centre of gravity of the Estrella - for all its strangeness of appearance the handling is very easy to get a handle on, after ten minutes most people will be quite happy twirling the bike through the traffic. I did find the clutch and five speed gearbox a touch on the rough side, a feeling that didn’t fade away under extended exposure - indeed, as the mileage rolled up the odd false neutral came in.
I had expected the worst from the chain. Singles give them a hard time, but I found a life of 8500 miles quite acceptable as the sprockets were still perfect. lt was easy to know when it needed an adjustment because the gear change became BMW clunky. All I did to the engine was change the oil every 1250 miles, after all it was a single!
Fuel varied greatly, from 35 to 70mpg! The latter was achieved by pottering around at moped speeds, the former by riding flat out. Overall, I managed about 60mpg, which gave a reasonable range of over 150 miles - much more, in reality, than that saddle would allow. One habit of the engine that’s worthy of note, is that ridden flat out oil consumption increases from zero to an empty sump in 150 miles (well it went down below the minimum level).
After about five months I became increasingly annoyed with the single seat and the pillion pad. Most women took one look at the latter and said no way. A replica BSA A10 saddle was ordered and after a weekend's head scratching was persuaded on to the Kawasaki. Immediately, the bike looked more normal and was about five times more comfortable. Girls were willing to leap on the back, but they had to be very small otherwise the performance did a complete disappearing act. Putting on a proper saddle’s well worthwhile.
Winter attacked the calipers, the alloy and chrome, although the paint remained immune. Solvol worked but was tedious. Brake pads lasted about 12500 miles but at that point it was a good idea to change the fluid, strip the calipers and clean out all the debris. When in good nick, the brakes worked nicely in the wet but when they were on the way out they became a bit too on/off for my taste.
With 16000 miles under its wheels the twin rear shocks turned into pogo-sticks. These were remote reservoir jobs, somewhat out of place on the Estrella. The box section swinging arm was also a bit strange but gave no cause for concern. The Kawasaki's fittings caused some concern but after visiting about half a dozen breakers, only being mauled once by a mule sized dog, I found a set of old Koni’s that went straight on. After a bit of adjustment they gave a much smoother, controlled ride. A bargain at £20.
A week after that the fork seals went and the handling became more like a starved donkey than a motorcycle. The local Kawasaki dealer refused to believe the bike existed despite the fact that it was sitting outside the showroom. I approached the nearest grey importer full of fear. “No problem, mate, you want a set of gaiters as well? We'll fit them for you for thirty quid this afternoon.” Never having taken forks apart before I acquiesced to everything and came back to find that the bike had also been cleaned up. It makes you wonder if we really need the importers and their rip-off dealers.
The lights and horn are pretty pathetic but OK within the confines of London where they just act as a warning to other drivers of my existence. The switches are OK although the dip switch took about six months to become used to. The mirrors were so useless that they were replaced with a pair I had in the garage. Minor irritants easily fixed, a trait the whole machine shares with fifties bikes in that it can easily be changed to suit the rider’s style.
The Estrella’s one of the most odd looking bikes on the road but I like its shape. The engine is easy going but not powerful, perfect for London but a bit lost on the motorway or even A-roads. The chassis is a throwback but works OK and never comes close to being dangerous. I’m going to fit drum brakes to mine, remove the Kawasaki stickers and really confuse the masses.
W. U.