KAWA KE100
1978 on, 99cc t/s single,
12hp, 65mph, 70mpg 190lb
Amazingly long lived trail bike strictly in seventies style. Well proven disc valve motor works as well as ever and lasts longer than most small strokers. A lot ended up thrashed to death, though, only fit for scrap after 20-25k. Plenty of cheap spares in breakers. Engine makes lots of smoke, rattles and knocks when dying. Recent ones should prove useful commuters as they can be slashed through traffic with ease.
1978 on, 99cc t/s single,
12hp, 65mph, 70mpg 190lb
Amazingly long lived trail bike strictly in seventies style. Well proven disc valve motor works as well as ever and lasts longer than most small strokers. A lot ended up thrashed to death, though, only fit for scrap after 20-25k. Plenty of cheap spares in breakers. Engine makes lots of smoke, rattles and knocks when dying. Recent ones should prove useful commuters as they can be slashed through traffic with ease.
KAWA KH100/125
KH100: 69-93, 99cc t/s single
12hp, 65mph, 70mpg 230lb
KH125: 78 on, 124cc t/s single,
15/12hp, 70/65mph, 85/100mpg
Commuter, often abused in learner hands, strong on engine durability but later chassis parts tend to rot during British winters. Early bikes had drum brakes which aren’t up to much, later bikes had cast wheels and front disc. Engine lasts 30-40k. KH125 has better economy and more speed. KC100 cheaper, slower, economy version.
KH100: 69-93, 99cc t/s single
12hp, 65mph, 70mpg 230lb
KH125: 78 on, 124cc t/s single,
15/12hp, 70/65mph, 85/100mpg
Commuter, often abused in learner hands, strong on engine durability but later chassis parts tend to rot during British winters. Early bikes had drum brakes which aren’t up to much, later bikes had cast wheels and front disc. Engine lasts 30-40k. KH125 has better economy and more speed. KC100 cheaper, slower, economy version.
KAWA KE125/175
1973-86, 123/174cc t/s single,
12/16hp, 70/80mph, 65/60mpg
70’s models similar to KE100 with disc valve motors (that were reliable) and slab sided styling. 80's models retained twin shock frames but used reed valve engine and MX styling – costly rebores due to eletrofusion bore, plus clutch slip after 10k and dodgy gearbox.
1973-86, 123/174cc t/s single,
12/16hp, 70/80mph, 65/60mpg
70’s models similar to KE100 with disc valve motors (that were reliable) and slab sided styling. 80's models retained twin shock frames but used reed valve engine and MX styling – costly rebores due to eletrofusion bore, plus clutch slip after 10k and dodgy gearbox.
KAWASAKI AR125
1978-96, 123cc w/c t/s single,
12hp, 70mph, 70mpg 190lb
Kawasaki make much better strokers (for other markets) but the AR’s tough, reliable in 12hp form but can blow up when tuned to 25hp by amateurs – makes lots of noise just before it goes down. Check rear end, caliper and rectifier. Rust is another problem but some well sorted bikes out there, though it’s easy to buy something on the way out. Plently of used bits. Great variety of bikes out there, some of the early models renovated well.
1978-96, 123cc w/c t/s single,
12hp, 70mph, 70mpg 190lb
Kawasaki make much better strokers (for other markets) but the AR’s tough, reliable in 12hp form but can blow up when tuned to 25hp by amateurs – makes lots of noise just before it goes down. Check rear end, caliper and rectifier. Rust is another problem but some well sorted bikes out there, though it’s easy to buy something on the way out. Plently of used bits. Great variety of bikes out there, some of the early models renovated well.
KAWA KMX125
1986 on, 124cc w/c t/s single,
12hp, 70mph, 60mpg 220lb
Robust stroker in 12hp tune, derestricted by using different shims in the KIPS linkage to make 24hp when it maintains reliability for 20 to 30k (when piston, small-end and crank seals go). Can be tuned to 30hp when it breaks quickly. More often crashed than seized. Look out for rear disc seizure, loose chassis bearings, monoshock wear and electrics. Not that many useful or cheap spares in breakers
1986 on, 124cc w/c t/s single,
12hp, 70mph, 60mpg 220lb
Robust stroker in 12hp tune, derestricted by using different shims in the KIPS linkage to make 24hp when it maintains reliability for 20 to 30k (when piston, small-end and crank seals go). Can be tuned to 30hp when it breaks quickly. More often crashed than seized. Look out for rear disc seizure, loose chassis bearings, monoshock wear and electrics. Not that many useful or cheap spares in breakers
KAWA KMX200
1988-93, 193cc w/c t/s single,
30hp, 90mph, 50mpg, 225lb
Bigger version of the KMX125 which is fun to ride because of the power to weight ratio. Check for caliper seizures, monoshock bearing wear and unusual engine noises, as after 20,000 miles hard used or neglected engines can suffer bore/piston wear. Crash damage tends to bend the frame as well as ruin the cosmetics, so avoid cheap bikes from breakers as they turn out very expensive.
1988-93, 193cc w/c t/s single,
30hp, 90mph, 50mpg, 225lb
Bigger version of the KMX125 which is fun to ride because of the power to weight ratio. Check for caliper seizures, monoshock bearing wear and unusual engine noises, as after 20,000 miles hard used or neglected engines can suffer bore/piston wear. Crash damage tends to bend the frame as well as ruin the cosmetics, so avoid cheap bikes from breakers as they turn out very expensive.
KH250/350/400
72-80, 249/350/399cc t/s triple,
28/40hp, 95/105mph, 45/35mpg
Early 250S1 had 30hp and wacky handling, KH250 slowed as it got older but tamed most of the handling problems. 350 quite mad, 400 almost sane. Engines could be tough but eat main bearings & piston rings after as little as 15k, plus boxes of spark plugs. Also suspect ignition and crankshaft seals. Erratic running may be down to shot HT leads as they are poor quality. Engines need stock airbox for semblance of reliability. Poor gearbox, excess vibes normal.
72-80, 249/350/399cc t/s triple,
28/40hp, 95/105mph, 45/35mpg
Early 250S1 had 30hp and wacky handling, KH250 slowed as it got older but tamed most of the handling problems. 350 quite mad, 400 almost sane. Engines could be tough but eat main bearings & piston rings after as little as 15k, plus boxes of spark plugs. Also suspect ignition and crankshaft seals. Erratic running may be down to shot HT leads as they are poor quality. Engines need stock airbox for semblance of reliability. Poor gearbox, excess vibes normal.
KAWA KR1/S
1989-92, 250cc w/c t/s twin,
60hp, 130mph, 35mpg, 285lbs
Pay special attention to the back end, including rear wheel bearings which sometimes break up. Most were thrashed, some seized up after 15k, others did twice that. Vary between bikes about to blow up (as much from amateur tuning efforts as fast wearing components) and the odd good ’un.
1989-92, 250cc w/c t/s twin,
60hp, 130mph, 35mpg, 285lbs
Pay special attention to the back end, including rear wheel bearings which sometimes break up. Most were thrashed, some seized up after 15k, others did twice that. Vary between bikes about to blow up (as much from amateur tuning efforts as fast wearing components) and the odd good ’un.
KAWA Z200
1978-84, 195cc OHC single,
20hp, 80mph, 100mpg, 280lbs
Straightforward thumper that now has 15 years of abuse against it. Vibrates flat out but otherwise capable. Top ends go at 30k (rocker or cam lobe wear), piston/bore around 40k, but some bikes made it to 60k when most of the chassis rotted away. Quick wear suspension and swinging arm bearings, poor front disc and exhaust rots at its mounting plate.
1978-84, 195cc OHC single,
20hp, 80mph, 100mpg, 280lbs
Straightforward thumper that now has 15 years of abuse against it. Vibrates flat out but otherwise capable. Top ends go at 30k (rocker or cam lobe wear), piston/bore around 40k, but some bikes made it to 60k when most of the chassis rotted away. Quick wear suspension and swinging arm bearings, poor front disc and exhaust rots at its mounting plate.
KAWA Z250C
1980-83, 246cc OHC single,
24hp, 80mph, 80mpg, 290lbs
Bigger version of the Z200 which didn’t last so well. Poor running at high revs may just be a split carb diaphragm. Vibration’s something of a killer above 70mph and handling goes off on worn suspension and tyres. Chains last 6k, so check around the back of the crankcase for cracks in case one’s broken. Most were out of the game by 30k. KL250 engine bits can be used to keep an old one running.
1980-83, 246cc OHC single,
24hp, 80mph, 80mpg, 290lbs
Bigger version of the Z200 which didn’t last so well. Poor running at high revs may just be a split carb diaphragm. Vibration’s something of a killer above 70mph and handling goes off on worn suspension and tyres. Chains last 6k, so check around the back of the crankcase for cracks in case one’s broken. Most were out of the game by 30k. KL250 engine bits can be used to keep an old one running.
KAWA KL250
1974-83, 246cc OHC single,
20hp, 75mph, 75mpg, 300lbs
KL250A’s an amusing old plodder that tended to run through things off road, suffered from cyl head problems and vibes. KL250C had MX styling but lacked low end torque, would jump out of second gear in a random manner and had the kind of sick 6V electrics that made you thankful for its off-road ability when you rode off the tarmac in the dark. Still have their uses as a cheap town hack.
1974-83, 246cc OHC single,
20hp, 75mph, 75mpg, 300lbs
KL250A’s an amusing old plodder that tended to run through things off road, suffered from cyl head problems and vibes. KL250C had MX styling but lacked low end torque, would jump out of second gear in a random manner and had the kind of sick 6V electrics that made you thankful for its off-road ability when you rode off the tarmac in the dark. Still have their uses as a cheap town hack.
KAWA KLR250
87 on, 250cc w/c DOHC single,
28hp, 80mph, 65mpg 300lbs
Compact, light thumper that hasn’t sold in huge numbers, so hard to find a nice one. Later models had tougher engines. Check piston and valves on high mileage motors (anything with more than 20k on it), plus all the chassis bearings, especially at the rear. Chassis can rot quickly if not kept clean. There’s a neat road bike trying to get out, but hardly worth the effort to find it. Some sustained very heavy crash damage in minor shunts.
KAWA KLX250
93 on, 249cc w/c DOHC single,
30hp, 85mph, 55mpg, 285lbs
Off-road thumper that inspires much madness when ridden on the tarmac. The high tech four valve engine’s its most impressive feature, the tubular chassis being strong but rather short and top heavy. Nothing taking three inches out of the suspension travel at each end wouldn’t cure.
87 on, 250cc w/c DOHC single,
28hp, 80mph, 65mpg 300lbs
Compact, light thumper that hasn’t sold in huge numbers, so hard to find a nice one. Later models had tougher engines. Check piston and valves on high mileage motors (anything with more than 20k on it), plus all the chassis bearings, especially at the rear. Chassis can rot quickly if not kept clean. There’s a neat road bike trying to get out, but hardly worth the effort to find it. Some sustained very heavy crash damage in minor shunts.
KAWA KLX250
93 on, 249cc w/c DOHC single,
30hp, 85mph, 55mpg, 285lbs
Off-road thumper that inspires much madness when ridden on the tarmac. The high tech four valve engine’s its most impressive feature, the tubular chassis being strong but rather short and top heavy. Nothing taking three inches out of the suspension travel at each end wouldn’t cure.
KAWA Z250
1980-90, 248cc OHC twin,
30hp, 100mph, 65mpg, 350lbs
Spirited, straightforward twin that mutated into the GPz305. Engine suffers top end hassles from 20k on if oil changes and maintenance neglected, with even the big-ends going. After 50k both engine and chassis knackered. The odd one reinvigorated with a newish 305cc engine but most dross now. Later models had belt drive (lasts 10 to 20k) and Unitrak rear end (needs yearly grease). Be careful of the engine as it goes off very quickly.
1980-90, 248cc OHC twin,
30hp, 100mph, 65mpg, 350lbs
Spirited, straightforward twin that mutated into the GPz305. Engine suffers top end hassles from 20k on if oil changes and maintenance neglected, with even the big-ends going. After 50k both engine and chassis knackered. The odd one reinvigorated with a newish 305cc engine but most dross now. Later models had belt drive (lasts 10 to 20k) and Unitrak rear end (needs yearly grease). Be careful of the engine as it goes off very quickly.
KAWA GPz305
1983-96, 306cc OHC twin,
36hp, 105mph, 70mpg, 330lbs
More recent examples last longer than earlier bikes but frequent oil changes are essential for engine longevity (30-50k; neglected bikes took out the camshaft at 12k). Top end and big-end noises should be viewed with fear. Vibes at 5500 revs normal but should smooth out thereafter. Uni-track and disc wear. Engine needs spark plugs every 5k. Some bargains out there.
1983-96, 306cc OHC twin,
36hp, 105mph, 70mpg, 330lbs
More recent examples last longer than earlier bikes but frequent oil changes are essential for engine longevity (30-50k; neglected bikes took out the camshaft at 12k). Top end and big-end noises should be viewed with fear. Vibes at 5500 revs normal but should smooth out thereafter. Uni-track and disc wear. Engine needs spark plugs every 5k. Some bargains out there.
KAWA GPX250
1989-90, 250cc w/c DOHC twin,
40hp 100mph 55mpg 350lb
High revving 8 valve engine needs to be caned to get anywhere quick but chassis works well with so little mass. Engine tough but continuous thrashing and high miles causes piston, small-end and valves to wear out. Not the kind of engine on which to miss oil changes nor neglect maintenance. Poor finish and shagged suspension should be expected at this age. It was quite easy to lose the front end on slippery roads so check the frame and forks for signs of crash damage.
1989-90, 250cc w/c DOHC twin,
40hp 100mph 55mpg 350lb
High revving 8 valve engine needs to be caned to get anywhere quick but chassis works well with so little mass. Engine tough but continuous thrashing and high miles causes piston, small-end and valves to wear out. Not the kind of engine on which to miss oil changes nor neglect maintenance. Poor finish and shagged suspension should be expected at this age. It was quite easy to lose the front end on slippery roads so check the frame and forks for signs of crash damage.
KAWA ZZR250
1990-93, 249cc w/c DOHC twin,
40hp, 100mph, 50mpg 320lbs
Similar mill to the GPX bunged into modern chassis, nice styling, but the motor combines gutless low rev behaviour with lack of kicks at the top end. Engine neglect could ruin the motor in 20k but some run to twice that with the top end going first. Overall finish’s a good guide to how the bike’s been abused. Also Jap market, 58hp, 425lb, ZZR400 version.
1990-93, 249cc w/c DOHC twin,
40hp, 100mph, 50mpg 320lbs
Similar mill to the GPX bunged into modern chassis, nice styling, but the motor combines gutless low rev behaviour with lack of kicks at the top end. Engine neglect could ruin the motor in 20k but some run to twice that with the top end going first. Overall finish’s a good guide to how the bike’s been abused. Also Jap market, 58hp, 425lb, ZZR400 version.
KAWA EL250
1994 on, 248cc w/c DOHC twin,
27hp, 80mph, 55mpg, 320lb
Detuned GPX250 engine in cruiser chassis whose styling’s ruined by naff radiator and downtubes but not too nasty on the road and quite comfy for town work. Sensible twin rear shocks and drum brake. In this state of tune should be reliable and long-lived. Quite a few have already turned up in breakers, where they go for around £1250 with mild cosmetic damage. New retail prices are high but dealers haggle.
1994 on, 248cc w/c DOHC twin,
27hp, 80mph, 55mpg, 320lb
Detuned GPX250 engine in cruiser chassis whose styling’s ruined by naff radiator and downtubes but not too nasty on the road and quite comfy for town work. Sensible twin rear shocks and drum brake. In this state of tune should be reliable and long-lived. Quite a few have already turned up in breakers, where they go for around £1250 with mild cosmetic damage. New retail prices are high but dealers haggle.
250 ESTRELLA
1993 on, 249cc OHC single,
20hp, 80mph, 65mpg, 310lb
Kawasaki actually beat Triumph to the market in the retro game but lacked the history to pull it off. The appearance’s transformed with a proper dual seat (like latest version) but it’s not so easy to dump the silly rear disc. The engine peaks at 7500rpm but has plenty of grunt from 3000 revs up. Competent in town, motorways are pushing things. Only available as a grey import, few are on the road, but they seem tough enough and it’s fun to hustle around on such a weird looking device.
1993 on, 249cc OHC single,
20hp, 80mph, 65mpg, 310lb
Kawasaki actually beat Triumph to the market in the retro game but lacked the history to pull it off. The appearance’s transformed with a proper dual seat (like latest version) but it’s not so easy to dump the silly rear disc. The engine peaks at 7500rpm but has plenty of grunt from 3000 revs up. Competent in town, motorways are pushing things. Only available as a grey import, few are on the road, but they seem tough enough and it’s fun to hustle around on such a weird looking device.
KAWA BALIUS
1993 on, 249cc DOHC four,
40hp, 120mph, 55mpg, 320lb
Neat, compact and light four that isn’t as sensible as it looks because the motor peaks out at 15000rpm! Don’t buy anything with more than 25k; rattly top ends first sign of demise. Only available as grey imports and rare in the UK with nonexistent used engine spares. Expensive when it goes wrong.
1993 on, 249cc DOHC four,
40hp, 120mph, 55mpg, 320lb
Neat, compact and light four that isn’t as sensible as it looks because the motor peaks out at 15000rpm! Don’t buy anything with more than 25k; rattly top ends first sign of demise. Only available as grey imports and rare in the UK with nonexistent used engine spares. Expensive when it goes wrong.
KAWA Z400/440
1977-84, 399/443cc OHC twin,
40hp, 105mph, 50mpg, 400lbs
The early KZ suffered gearbox, piston, balancer and camchain faults. Z400’s reliable for the first 30,000 miles when they suffered similar problems. Z400B gutless below 5k, above vibrates badly. Z440 best of the bunch with few problems for the first 35000 miles. Heavy vibes mean the chain driven balancer’s on the way out. Laid back for a Jap twin, capable up to 80mph. Chassis and caliper rot will have eaten most bikes alive by now. Also Yank imports..
1977-84, 399/443cc OHC twin,
40hp, 105mph, 50mpg, 400lbs
The early KZ suffered gearbox, piston, balancer and camchain faults. Z400’s reliable for the first 30,000 miles when they suffered similar problems. Z400B gutless below 5k, above vibrates badly. Z440 best of the bunch with few problems for the first 35000 miles. Heavy vibes mean the chain driven balancer’s on the way out. Laid back for a Jap twin, capable up to 80mph. Chassis and caliper rot will have eaten most bikes alive by now. Also Yank imports..
KAWA Z400J
1981-84, 398cc DOHC four,
43hp, 105mph, 50mpg, 425lbs
Understressed, underpowered and overweight four. Stable handling when new but wallows on worn suspension. Durable to 40k when camchain goes, the whole lot begins to rot at 60k, but some made it to 75k, just about every component worn out. Electrics, rusted through cycle parts, ruined discs and disintegrating seat minor inconveniences compared to knocking main's, dead primary drive and odd shaped pistons.
1981-84, 398cc DOHC four,
43hp, 105mph, 50mpg, 425lbs
Understressed, underpowered and overweight four. Stable handling when new but wallows on worn suspension. Durable to 40k when camchain goes, the whole lot begins to rot at 60k, but some made it to 75k, just about every component worn out. Electrics, rusted through cycle parts, ruined discs and disintegrating seat minor inconveniences compared to knocking main's, dead primary drive and odd shaped pistons.
KAWA ZXR400
1992 on, 399cc w/c DOHC four,
65hp 135mph 50mpg 350lb
Low mass and hard charging engine that peaks out at 12000rpm. If you can take the riding position, and many can’t, great fun. Engine should be smooth and quiet, if it ain’t then top end may be dying, though usually the bike does 50k. Signs of high miles are leaking upside down forks and worn tank paint. A lot of thrashed examples out there, easy to blow a stack of dosh on a dog.
1992 on, 399cc w/c DOHC four,
65hp 135mph 50mpg 350lb
Low mass and hard charging engine that peaks out at 12000rpm. If you can take the riding position, and many can’t, great fun. Engine should be smooth and quiet, if it ain’t then top end may be dying, though usually the bike does 50k. Signs of high miles are leaking upside down forks and worn tank paint. A lot of thrashed examples out there, easy to blow a stack of dosh on a dog.
KAWA ZRX400
1994 on, 399cc w/c DOHC four,
53hp 125mph 50mpg 410lb
Jap market four with styling so conventional it could pass for a seventies hack. Motor similar to the ZXR400 but with less power and more midrange grunt; the extra 60lbs of mass takes the heat out of the performance. However, improved comfort and easier handling in town compensates somewhat.
1994 on, 399cc w/c DOHC four,
53hp 125mph 50mpg 410lb
Jap market four with styling so conventional it could pass for a seventies hack. Motor similar to the ZXR400 but with less power and more midrange grunt; the extra 60lbs of mass takes the heat out of the performance. However, improved comfort and easier handling in town compensates somewhat.
400 XANTHUS
1993 on, 399cc w/c DOHC four,
53hp 125mph 50mpg 375lb
Weirdly styled four with a strangely shaped frame, tries but fails to hide excess plumbing of the watercooled engine. Agile handling, reasonable mass, comfortable perch and useful power add up to some amusing on the road kicks. Can use ZXR400 engine bits.
1993 on, 399cc w/c DOHC four,
53hp 125mph 50mpg 375lb
Weirdly styled four with a strangely shaped frame, tries but fails to hide excess plumbing of the watercooled engine. Agile handling, reasonable mass, comfortable perch and useful power add up to some amusing on the road kicks. Can use ZXR400 engine bits.
KAWA 500H1
1969-76, 498cc t/s triple,
60/55hp, 120/115mph, 25/35mpg
H1 had wild power and frightening handling. KH dubious but a little slower and safer. Clutch, main bearings, seals, CDI and spark plugs all wear out rapidly. Engine rattles even after rebore (every 15k). H1B has points, carbs that need 300 mile servicing; KH has poor airfilter. Use Nippon Denso plugs, Denco or Allspeed pipes, Ferodo lining in the H1’s drum or Z900 caliper and master cylinder in KH’s disc - or fit GPz750 front end. Fun in a crazy kind of way!
1969-76, 498cc t/s triple,
60/55hp, 120/115mph, 25/35mpg
H1 had wild power and frightening handling. KH dubious but a little slower and safer. Clutch, main bearings, seals, CDI and spark plugs all wear out rapidly. Engine rattles even after rebore (every 15k). H1B has points, carbs that need 300 mile servicing; KH has poor airfilter. Use Nippon Denso plugs, Denco or Allspeed pipes, Ferodo lining in the H1’s drum or Z900 caliper and master cylinder in KH’s disc - or fit GPz750 front end. Fun in a crazy kind of way!
KAWA EN450/500
85 on, 443/499cc w/c DOHC twin,
50hp 100mph 50mpg 410lb
Rather odd custom with a nice enough motor (though too complicated for the level of power) if you can get used to the gearchange (especially clunky in the 500 version). Handles okay. Grey import 400 Vulcan. Engine’s generally reliable, top end first to go; plenty of low mileage examples on offer. Chassis corrodes if used during winter.
85 on, 443/499cc w/c DOHC twin,
50hp 100mph 50mpg 410lb
Rather odd custom with a nice enough motor (though too complicated for the level of power) if you can get used to the gearchange (especially clunky in the 500 version). Handles okay. Grey import 400 Vulcan. Engine’s generally reliable, top end first to go; plenty of low mileage examples on offer. Chassis corrodes if used during winter.
KAWA GPZ500
1987 on, 499cc w/c DOHC twin,
60hp 125mph 55mpg 375lb
Excellent twin but pre ’94 bikes had 16” front wheel that could flip away on worn OE rubber (Avons or Michelins better). Neglect of oil changes can ruin cams by 20k but usually runs to 55k before camchain goes. Finish and suspension on early bikes go off after a couple of years.
1987 on, 499cc w/c DOHC twin,
60hp 125mph 55mpg 375lb
Excellent twin but pre ’94 bikes had 16” front wheel that could flip away on worn OE rubber (Avons or Michelins better). Neglect of oil changes can ruin cams by 20k but usually runs to 55k before camchain goes. Finish and suspension on early bikes go off after a couple of years.
KAWA KLE500
1991 on, 499cc w/c DOHC twin,
50hp 110mph 45mpg 400lb
Awkward gearbox, transmission lash at low revs. A combination of neglect, excessive town work (when the oil emulsifies if not changed every 1500 miles) and over 25000 miles of abuse can give the top end a hard time, whilst finish goes off after the first three years. Prone to electrical and piston hassles after 60k but many low mileage bikes out there.
1991 on, 499cc w/c DOHC twin,
50hp 110mph 45mpg 400lb
Awkward gearbox, transmission lash at low revs. A combination of neglect, excessive town work (when the oil emulsifies if not changed every 1500 miles) and over 25000 miles of abuse can give the top end a hard time, whilst finish goes off after the first three years. Prone to electrical and piston hassles after 60k but many low mileage bikes out there.
KAWA Z500/550
1979-84, 499/553cc DOHC four
50/56hp 110/115mph 50mpg
Underdeveloped four broke camchains, tensioners at low mileages – post ’81 better. Fitting 550 bits helps. Gutless engine, most flogged to early death, and fast corroding chassis turned into a giant pogo-stick at speed. GPz mill fits.
1979-84, 499/553cc DOHC four
50/56hp 110/115mph 50mpg
Underdeveloped four broke camchains, tensioners at low mileages – post ’81 better. Fitting 550 bits helps. Gutless engine, most flogged to early death, and fast corroding chassis turned into a giant pogo-stick at speed. GPz mill fits.
KAWA GT550
1983 on, 553cc DOHC four,
56hp, 115mph, 50mpg, 450lb
Highly practical four that has run to as much as 250,000 miles in the hands of mad DR’s. Check for electronic ign burn-outs, ruined camchains (50k), worn bores and naff gearboxes (after 75k). Both high miler hacks and nice tourers available. Post ’93 bikes have more low end and midrange grunt from ZR mill. Loads of used spares, engines, etc.
1983 on, 553cc DOHC four,
56hp, 115mph, 50mpg, 450lb
Highly practical four that has run to as much as 250,000 miles in the hands of mad DR’s. Check for electronic ign burn-outs, ruined camchains (50k), worn bores and naff gearboxes (after 75k). Both high miler hacks and nice tourers available. Post ’93 bikes have more low end and midrange grunt from ZR mill. Loads of used spares, engines, etc.
KAWA GPz550
1981-89, 553cc DOHC four,
58/65hp 120mph 60/55mpg
Early GP was a Z550 with flash looks and tuned motor. Faster GPz improved handling with a Uni-track back end. Last version had useful half-fairing, air suspension and anti-dive. Very fast, also useful commuter (70mpg). After 50k, top end, camchain and electronic ign hassles. Quick rot exhaust and calipers. Most hard used until the engine wore out around 80k.
1981-89, 553cc DOHC four,
58/65hp 120mph 60/55mpg
Early GP was a Z550 with flash looks and tuned motor. Faster GPz improved handling with a Uni-track back end. Last version had useful half-fairing, air suspension and anti-dive. Very fast, also useful commuter (70mpg). After 50k, top end, camchain and electronic ign hassles. Quick rot exhaust and calipers. Most hard used until the engine wore out around 80k.
ZR550 ZEPHYR
1991 on, 553cc DOHC four,
50hp, 110mph, 48mpg, 400lb
Neat looking four with reasonable handling and engine that hasn’t been properly developed – a mildly tuned four needs a singe carb for frugality, torque, smoothness and cheapness. Nevertheless, a pleasant enough device on the road that’s sufficiently tough to take the usual neglect and abuse. Some bargains out there with poor cosmetics (that can be sorted cheaply) plus plenty of good low mileage stuff. Also 50hp grey 400 version.
1991 on, 553cc DOHC four,
50hp, 110mph, 48mpg, 400lb
Neat looking four with reasonable handling and engine that hasn’t been properly developed – a mildly tuned four needs a singe carb for frugality, torque, smoothness and cheapness. Nevertheless, a pleasant enough device on the road that’s sufficiently tough to take the usual neglect and abuse. Some bargains out there with poor cosmetics (that can be sorted cheaply) plus plenty of good low mileage stuff. Also 50hp grey 400 version.
KAWA GPZ600
1985-90, 592cc w/c DOHC four,
70hp 130mph 50mpg 440lb
Outclassed by modern 600 fours but still a useful device. The frame bends rather too easily in crashes and the motor begins to give trouble after 60k, with knackered cams, shot camchain and melting pistons. Quick rot exhaust, Uni-track linkages, suspension, calipers, ignition units and speedo’s. Can go off very quickly.
1985-90, 592cc w/c DOHC four,
70hp 130mph 50mpg 440lb
Outclassed by modern 600 fours but still a useful device. The frame bends rather too easily in crashes and the motor begins to give trouble after 60k, with knackered cams, shot camchain and melting pistons. Quick rot exhaust, Uni-track linkages, suspension, calipers, ignition units and speedo’s. Can go off very quickly.
KAWA GPX600
87-90; 94 on, 592cc w/c DOHC four
85hp 140mph 45mpg
Reasonably fast four that has a tuned up engine out of the GPZ600, somewhat twitchy front end when the tyres wear down to 2mm and similar problems to the GPZ at high miles. Reintroduced in ’94 as a cheap way into the speed game but looks dated. Some did the DR blues, engines exploded at 60,000 miles.
87-90; 94 on, 592cc w/c DOHC four
85hp 140mph 45mpg
Reasonably fast four that has a tuned up engine out of the GPZ600, somewhat twitchy front end when the tyres wear down to 2mm and similar problems to the GPZ at high miles. Reintroduced in ’94 as a cheap way into the speed game but looks dated. Some did the DR blues, engines exploded at 60,000 miles.
KAWA ZZR600
1990-95, 599cc w/c DOHC four,
99hp 150mph 50mpg, 435lb
Neat if somewhat heavy bike for those who like the plastic replica pose and speed. Engines have run to 50k without hassle, thereafter expect camchain and valve troubles but a couple of bikes made it through the 100k barrier. ’93 model had more power, ’94 less chain snatch and better finish. Way off the pace compared to modern bikes but still a useful old bruiser for highway kicks on the cheap; benefits greatly from a suspension upgrade!
1990-95, 599cc w/c DOHC four,
99hp 150mph 50mpg, 435lb
Neat if somewhat heavy bike for those who like the plastic replica pose and speed. Engines have run to 50k without hassle, thereafter expect camchain and valve troubles but a couple of bikes made it through the 100k barrier. ’93 model had more power, ’94 less chain snatch and better finish. Way off the pace compared to modern bikes but still a useful old bruiser for highway kicks on the cheap; benefits greatly from a suspension upgrade!
KAWASAKI ZX-6R
1995 on, 599cc w/c DOHC four,
100hp 155mph 45mpg 410lb
The ZX-6R either equals or betters the CBR600 – the distinction’s so fine that most road riders won’t pick up on it and buy according to their personal preferences, mostly down to whether they prefer the integrated plastic of the Honda or the more race replica look of the Kawasaki. Both bikes kill tyres and brake pads in short order, whilst insurance is high.
1995 on, 599cc w/c DOHC four,
100hp 155mph 45mpg 410lb
The ZX-6R either equals or betters the CBR600 – the distinction’s so fine that most road riders won’t pick up on it and buy according to their personal preferences, mostly down to whether they prefer the integrated plastic of the Honda or the more race replica look of the Kawasaki. Both bikes kill tyres and brake pads in short order, whilst insurance is high.
600 ELIMINATOR
1995 on, 592cc w/c DOHC four
70hp 120mph 50mpg 420lb
Curious custom with more grace than most such devices and a bit more blood and guts than the 550 Zephyr. Also available as a 400 in Japan with a 53hp motor that peaks out at 12000rpm! Engine shares many components with other four cylinder models in the Kawasaki range, should be reliable and tough in this guise. Seen a lot of crashed ones in breakers!
1995 on, 592cc w/c DOHC four
70hp 120mph 50mpg 420lb
Curious custom with more grace than most such devices and a bit more blood and guts than the 550 Zephyr. Also available as a 400 in Japan with a 53hp motor that peaks out at 12000rpm! Engine shares many components with other four cylinder models in the Kawasaki range, should be reliable and tough in this guise. Seen a lot of crashed ones in breakers!
KAWA KLR600/650
1984 on, 600/650cc single,
50hp 100mph 50mpg 345lb
Early models had troublesome engines but later ones okay. Restrained styling for this kind of thing. Off-road use hard going due to the mass. Heavy on chains, pads and exhaust. Look for rear suspension wear, top end rattles and disintegrating clutch or gearbox. Poor seat for touring.
1984 on, 600/650cc single,
50hp 100mph 50mpg 345lb
Early models had troublesome engines but later ones okay. Restrained styling for this kind of thing. Off-road use hard going due to the mass. Heavy on chains, pads and exhaust. Look for rear suspension wear, top end rattles and disintegrating clutch or gearbox. Poor seat for touring.
KAWA KLX650
1993 on, w/c 650cc single,
40hp 105mph 40mpg 350lb
Radical big thumper that’s full of torque and relatively smooth thanks to its balancer system (absorbs a lot of power, combined with poor aerodynamics, the bike turning in only 40mpg against as much as 90mpg from ancient British thumpers). Gearbox a touch notchy but excessive torque helps. Large variety of used bikes.
1993 on, w/c 650cc single,
40hp 105mph 40mpg 350lb
Radical big thumper that’s full of torque and relatively smooth thanks to its balancer system (absorbs a lot of power, combined with poor aerodynamics, the bike turning in only 40mpg against as much as 90mpg from ancient British thumpers). Gearbox a touch notchy but excessive torque helps. Large variety of used bikes.
KAWA Z650
1980-85, 652cc DOHC four,
64hp 120mph 45mpg 480lb
Tough old four with slightly dubious main bearings if oil changes neglected but can run to 100k when both engine and chassis rot stops it dead – wiring loom rots, tank rusts, top end breaks, etc! Early Z's had quick wear s/a bearings, later models had needle rollers. Use Metz or Pirelli tyres and Dunlopads. Custom version, better finish, handling naff. Try to avoid anything with more than 75k on the clock. Still some nice ones.
1980-85, 652cc DOHC four,
64hp 120mph 45mpg 480lb
Tough old four with slightly dubious main bearings if oil changes neglected but can run to 100k when both engine and chassis rot stops it dead – wiring loom rots, tank rusts, top end breaks, etc! Early Z's had quick wear s/a bearings, later models had needle rollers. Use Metz or Pirelli tyres and Dunlopads. Custom version, better finish, handling naff. Try to avoid anything with more than 75k on the clock. Still some nice ones.
KAWA 750 TRIPLE
1973-76, 749cc t/s triple,
70hp 125mph 25mpg 400lb
Wild old Kawasaki triple, but some low rev torque and could rattle along mildly until the short-lived spark plugs oiled up. Tuned 750's thoroughly mad, both in power delivery and handling. There’s a certain machoness to riding one fast and surviving! Ruins crankshafts, pistons, spark plugs, chains, tyres, forks, shocks and frames very quickly. Otherwise, jolly good fun if you can afford the running costs. Odd original one, most tuned for madness.
1973-76, 749cc t/s triple,
70hp 125mph 25mpg 400lb
Wild old Kawasaki triple, but some low rev torque and could rattle along mildly until the short-lived spark plugs oiled up. Tuned 750's thoroughly mad, both in power delivery and handling. There’s a certain machoness to riding one fast and surviving! Ruins crankshafts, pistons, spark plugs, chains, tyres, forks, shocks and frames very quickly. Otherwise, jolly good fun if you can afford the running costs. Odd original one, most tuned for madness.
KAWA Z750 TWIN
1976-80, 738cc DOHC twin,
50hp 110mph 40mpg 500lb
Ridiculous engine, too many balance shafts, too much mass and too little power. As slow as many 400’s and as expensive to run as big fours but kinda laid back, cheap to buy and plods on reliably for the first 35-40k. Should be smooth but with a lot of grumbling, churning and rattling – if it vibrates harshly below 6000 revs then something’s about to break. Some lasted for 50k, so uses as hack.
1976-80, 738cc DOHC twin,
50hp 110mph 40mpg 500lb
Ridiculous engine, too many balance shafts, too much mass and too little power. As slow as many 400’s and as expensive to run as big fours but kinda laid back, cheap to buy and plods on reliably for the first 35-40k. Should be smooth but with a lot of grumbling, churning and rattling – if it vibrates harshly below 6000 revs then something’s about to break. Some lasted for 50k, so uses as hack.
KAWA Z750
1980-85, 738cc DOHC four,
70hp 125mph 45mpg 480lb
Enlarged and restyled Z650 with nasty handling. Early models suffered tensioner problems, engines don’t like neglect - from the main bearings through to the top end. Also custom Ltd version with strange handling and better reliability. Turbo version’s almost extinct due to the complexity.
1980-85, 738cc DOHC four,
70hp 125mph 45mpg 480lb
Enlarged and restyled Z650 with nasty handling. Early models suffered tensioner problems, engines don’t like neglect - from the main bearings through to the top end. Also custom Ltd version with strange handling and better reliability. Turbo version’s almost extinct due to the complexity.
KAWA GPz750
1982-87, 736cc DOHC four,
86hp 130mph 40mpg 470lb
Early twin shocker needs suspension upgrade to handle sanely. Uni-track version needs yearly grease. Steering head bearings short-lived. Needs Phantom tyres. Engines start to give trouble after 45k, most dead by 65k. Also, exhaust, clutch, cyl head gasket, caliper and electrical hassles. Camchain tensioner can stick with loads of rattles. Motor flat below 3000 revs even when new but engine has reasonable power.
1982-87, 736cc DOHC four,
86hp 130mph 40mpg 470lb
Early twin shocker needs suspension upgrade to handle sanely. Uni-track version needs yearly grease. Steering head bearings short-lived. Needs Phantom tyres. Engines start to give trouble after 45k, most dead by 65k. Also, exhaust, clutch, cyl head gasket, caliper and electrical hassles. Camchain tensioner can stick with loads of rattles. Motor flat below 3000 revs even when new but engine has reasonable power.
KAWA GT750
1983 on, 736cc DOHC four,
74hp, 125mph, 48mpg, 500lb
Popular shaftie, either thrashed by DR’s or has an easy life as a tourer. Electrics, ign and exhaust can die at relatively low miles but most engines survived for at least 50k, some have done 75k. Shaft drive can turn twitchy on the overrun, especially after 50k. Occasional gearbox problems around 25k. Some clocked bikes, thrashing can run the engine dry of oil.
1983 on, 736cc DOHC four,
74hp, 125mph, 48mpg, 500lb
Popular shaftie, either thrashed by DR’s or has an easy life as a tourer. Electrics, ign and exhaust can die at relatively low miles but most engines survived for at least 50k, some have done 75k. Shaft drive can turn twitchy on the overrun, especially after 50k. Occasional gearbox problems around 25k. Some clocked bikes, thrashing can run the engine dry of oil.
750 ZEPHYR
1991 on, 738cc DOHC four,
60hp, 120mph, 45mpg, 450lb
Z650 looks inspired some but lack of power, without decent frugality, turned off most. Early ones had head gaskets that leaked and the finish could go off quickly over a couple of winters, but the odd one around that has done 60k without blowing up; most are low milers, possibility of buying one in poor cosmetic shape for small money.
1991 on, 738cc DOHC four,
60hp, 120mph, 45mpg, 450lb
Z650 looks inspired some but lack of power, without decent frugality, turned off most. Early ones had head gaskets that leaked and the finish could go off quickly over a couple of winters, but the odd one around that has done 60k without blowing up; most are low milers, possibility of buying one in poor cosmetic shape for small money.
KAWA GPX750
1988-91, 750cc w/c DOHC four
90hp 150mph 40mpg, 430lb
Interesting power to weight ratio, twitchy 16 inch wheels, odd styling. Could be in trouble in as little as 25k from shot camshaft, valves, camchain, clutch or ignition module. Now rare on the road, with chassis rot adding to the carnage, worth tracking down for the speed.
1988-91, 750cc w/c DOHC four
90hp 150mph 40mpg, 430lb
Interesting power to weight ratio, twitchy 16 inch wheels, odd styling. Could be in trouble in as little as 25k from shot camshaft, valves, camchain, clutch or ignition module. Now rare on the road, with chassis rot adding to the carnage, worth tracking down for the speed.
KAWA ZXR750
1988 on, 750cc w/c DOHC four,
90/120hp 155/160mph 35mpg
Early version slower and heavier than post ’93 with somewhat weird handling from the back end. In some ways the definitive race rep – either exult in or take a hammer to it. Unlikely to find any gently treated, with some examples having ruined bores and top end in as little as 35k. Others have run to over 75k. New ZX-7 for 1996.
1988 on, 750cc w/c DOHC four,
90/120hp 155/160mph 35mpg
Early version slower and heavier than post ’93 with somewhat weird handling from the back end. In some ways the definitive race rep – either exult in or take a hammer to it. Unlikely to find any gently treated, with some examples having ruined bores and top end in as little as 35k. Others have run to over 75k. New ZX-7 for 1996.
KAWA Z1/Z900
1973-76, 903cc DOHC four,
83hp 130mph 50mpg 550lb
Immensely strong but heavy four with dubious handling, although most now have upgraded suspension and brakes (Z1’s disc crap). Engine tough, runs for 75 to 100,000 miles; clutch, gearbox and camchain most likely to go. Unlike smaller Z fours, has roller bearing crankshaft and gear primary drive. Make sure that 4-1 exhausts are matched with jetted carbs, otherwise pistons and valves melt. Immaculate Z1’s fetch serious money but chassis modded Z900’s make much more sense
1973-76, 903cc DOHC four,
83hp 130mph 50mpg 550lb
Immensely strong but heavy four with dubious handling, although most now have upgraded suspension and brakes (Z1’s disc crap). Engine tough, runs for 75 to 100,000 miles; clutch, gearbox and camchain most likely to go. Unlike smaller Z fours, has roller bearing crankshaft and gear primary drive. Make sure that 4-1 exhausts are matched with jetted carbs, otherwise pistons and valves melt. Immaculate Z1’s fetch serious money but chassis modded Z900’s make much more sense
KAWA Z1000/1100
1977-85, 998/1098cc DOHC 4,
78/90hp 125/135mph 50/45mpg
Bigger versions of the Z900 which became a touch tamer, either ending up as tourers or modded into fast and furious scratchers. Handling and mass (550lbs) pose serious limitations on the latter but lack of classic status means prices are reasonable and still many on the road. Avoid Z1000ST; 600lbs of shaft driven madness doesn’t inspire. The Z1000 Mk.2 lost the classic lines but had more speed (140mph) and more mass (560lbs). Factor in the heavy consumable costs when considering purchase.
KAWA Z1R/Z1100R
1980-84, 998/1098cc DOHC four,
90hp 140mph 40mpg 540/525lb
Harder edged than the straight Z1000, the extra power taking its toll on engine reliability with clutch, gearbox and top end hassles after 40k. The heavier Z1R was a bit dangerous at speed whilst the Z1100R was the Lawson replica that needed lots of guts to ride fast. They can be modded into reasonable handlers but few seem to have survived ten years of abuse. Classic status, these days!
1977-85, 998/1098cc DOHC 4,
78/90hp 125/135mph 50/45mpg
Bigger versions of the Z900 which became a touch tamer, either ending up as tourers or modded into fast and furious scratchers. Handling and mass (550lbs) pose serious limitations on the latter but lack of classic status means prices are reasonable and still many on the road. Avoid Z1000ST; 600lbs of shaft driven madness doesn’t inspire. The Z1000 Mk.2 lost the classic lines but had more speed (140mph) and more mass (560lbs). Factor in the heavy consumable costs when considering purchase.
KAWA Z1R/Z1100R
1980-84, 998/1098cc DOHC four,
90hp 140mph 40mpg 540/525lb
Harder edged than the straight Z1000, the extra power taking its toll on engine reliability with clutch, gearbox and top end hassles after 40k. The heavier Z1R was a bit dangerous at speed whilst the Z1100R was the Lawson replica that needed lots of guts to ride fast. They can be modded into reasonable handlers but few seem to have survived ten years of abuse. Classic status, these days!
KAWA GPz1100
1982-88, 1098cc DOHC four
120hp 140mph 45mpg 530lb
Early twin shocker had hard to tame handling, Uni-track version has short-lived chassis bearings; both should have upgraded suspension and brakes by now. Fuel injected model has problematic sensors (beware a misfiring engine; also caused by naff sidestand cut-out switch) and make sure rubber mounts for black box in tail are okay. Also, valve, camchain and exh gasket hassles. Vibes at high revs normal. Can turn out a very expensive buy but still some fast and reliable bikes out there.
1982-88, 1098cc DOHC four
120hp 140mph 45mpg 530lb
Early twin shocker had hard to tame handling, Uni-track version has short-lived chassis bearings; both should have upgraded suspension and brakes by now. Fuel injected model has problematic sensors (beware a misfiring engine; also caused by naff sidestand cut-out switch) and make sure rubber mounts for black box in tail are okay. Also, valve, camchain and exh gasket hassles. Vibes at high revs normal. Can turn out a very expensive buy but still some fast and reliable bikes out there.
1100 ZEPHYR
1992 on, 1098cc DOHC four
90hp 140mph 35mpg 540lb
Hefty, thirsty but raunchy looking with bags of performance and reasonable handling up to the ton. Engines have run reliably to 30-35,000 miles, so far, with nothing more than the odd gasket leak and camchain rattle. Relatively low prices for amount of power make them good buys, especially if you don’t mind sorting the cosmetic decay that afflicts the chassis after a couple of winters.
1992 on, 1098cc DOHC four
90hp 140mph 35mpg 540lb
Hefty, thirsty but raunchy looking with bags of performance and reasonable handling up to the ton. Engines have run reliably to 30-35,000 miles, so far, with nothing more than the odd gasket leak and camchain rattle. Relatively low prices for amount of power make them good buys, especially if you don’t mind sorting the cosmetic decay that afflicts the chassis after a couple of winters.
KAWA GPZ900
1984-95, 903cc w/c DOHC four
115hp 150mph 45mpg 500lb
Still fast and easy to control for steroid warriors. Early bikes had camshaft, valve, camchain and clutch hassles around 30k but many were rebuilt, made it past 100k. Recent examples do 50k without problems. Many high milers, crashed bikes. Post ’90 better handling. Cheap GPZ750.
1984-95, 903cc w/c DOHC four
115hp 150mph 45mpg 500lb
Still fast and easy to control for steroid warriors. Early bikes had camshaft, valve, camchain and clutch hassles around 30k but many were rebuilt, made it past 100k. Recent examples do 50k without problems. Many high milers, crashed bikes. Post ’90 better handling. Cheap GPZ750.
KAWA ZX-9R
1994 on, 900cc w/c DOHC four
125hp 170mph 40mpg 480lb
Fast, furious, ergonomically challenged and 50lbs too heavy compared to the rival CBR900; the Kawasaki has odd handling from the rear, the Honda from the front. Heard of some examples that’ve been crashed and repaired; fearful at 170mph. Valvegear needs regular servicing, front discs can warp after 15k and suspension goes off with high miles. Caliper seal leaks can wreck things.
1994 on, 900cc w/c DOHC four
125hp 170mph 40mpg 480lb
Fast, furious, ergonomically challenged and 50lbs too heavy compared to the rival CBR900; the Kawasaki has odd handling from the rear, the Honda from the front. Heard of some examples that’ve been crashed and repaired; fearful at 170mph. Valvegear needs regular servicing, front discs can warp after 15k and suspension goes off with high miles. Caliper seal leaks can wreck things.
KAWA GPZ1000RX
1987-89, 997cc w/c DOHC four
120hp 155mph 30mpg 530lb
Heavy, rapid, sophisticated if dated looking four that needs suspension upgrade and expensive tyres to handle. After 25k, chassis bearings’ demise and dead suspension, rusty exhaust and cracked plastic. High rev buzzing’s normal. Look for burnt out valves, clutch and ignition unit; few made it past 50k - easy to fall off on wet tarmac.
1987-89, 997cc w/c DOHC four
120hp 155mph 30mpg 530lb
Heavy, rapid, sophisticated if dated looking four that needs suspension upgrade and expensive tyres to handle. After 25k, chassis bearings’ demise and dead suspension, rusty exhaust and cracked plastic. High rev buzzing’s normal. Look for burnt out valves, clutch and ignition unit; few made it past 50k - easy to fall off on wet tarmac.
KAWA GTR1000
1987 on, 997cc w/c DOHC four
110hp 140mph 45mpg 570lb
Big tourer with shaft drive and protective fairing that betters many BMW’s on the road but can’t rival the Bavarian beasts on finish, torque or rider loyalty. Later bikes became 10mph slower and 10mpg less economical but, alas, no lighter. Poor running or performance may just be naff HT leads. Can be nasty in the wet with lots of cutting out; quick rust!
1987 on, 997cc w/c DOHC four
110hp 140mph 45mpg 570lb
Big tourer with shaft drive and protective fairing that betters many BMW’s on the road but can’t rival the Bavarian beasts on finish, torque or rider loyalty. Later bikes became 10mph slower and 10mpg less economical but, alas, no lighter. Poor running or performance may just be naff HT leads. Can be nasty in the wet with lots of cutting out; quick rust!
KAWA ZX-10
1989-90, 997cc w/c DOHC four
125hp 165mph 40mpg 510lb
Rapid, sometimes wild, four that becomes dubious in the wet, especially on worn tyres – many skated down the road, breaking the plastic and bending the frame - heavy power kick and loose transmission. Some top end problems at 35k, others made it past 50k when the bores were often shot. A cheap way of getting an excess of performance.
1989-90, 997cc w/c DOHC four
125hp 165mph 40mpg 510lb
Rapid, sometimes wild, four that becomes dubious in the wet, especially on worn tyres – many skated down the road, breaking the plastic and bending the frame - heavy power kick and loose transmission. Some top end problems at 35k, others made it past 50k when the bores were often shot. A cheap way of getting an excess of performance.
KAWA ZZR1100
1990 on, 1052cc w/c DOHC four
125hp 170mph 40mpg 510lb
Ruthlessly fast four that will lose licences rapidly. Early models, high milers, have rough gearboxes, transmission snatch. If you’re used to 500lb bikes the handling’s okay until the rear shock goes off after 2 or 3 years. A few have done 100k! Cosmetics are a good guide to how the bike’s been treated.
1990 on, 1052cc w/c DOHC four
125hp 170mph 40mpg 510lb
Ruthlessly fast four that will lose licences rapidly. Early models, high milers, have rough gearboxes, transmission snatch. If you’re used to 500lb bikes the handling’s okay until the rear shock goes off after 2 or 3 years. A few have done 100k! Cosmetics are a good guide to how the bike’s been treated.
KAWA GPZ1100
1995 on, 1052cc w/c DOHC four
95hp 160mph 35mpg 540lb
Competent if uninspired big four, a bit laughable as a tourer and the mass makes them awkward on UK back roads. Some have run to over 50k without blowing up and used prices are reasonable. Cosmetic decay if used during the winter and calipers gum up. Some nice low milers around.
1995 on, 1052cc w/c DOHC four
95hp 160mph 35mpg 540lb
Competent if uninspired big four, a bit laughable as a tourer and the mass makes them awkward on UK back roads. Some have run to over 50k without blowing up and used prices are reasonable. Cosmetic decay if used during the winter and calipers gum up. Some nice low milers around.
KAWA Z1300
1981-89, 1286cc w/c DOHC six
120hp 130mph 35mpg 660lb
Six cylinder behemoth that some intrepid owners ride at ten-tenths, fear inspiring wheelies and all. Try to buy one that’s been used as a tourer. Engine tough until 40k, when thrashed examples burn out valves, clutches and pistons; even the odd mangled crankshaft. Others made it to 80k before engine needed a rebuild. Rear disc can crack up, chassis bearings wear out fast and suspension not really up to the mass...six cylinder smoothness, wicked acceleration and the sheer outrageousness of the plot commendable.
1981-89, 1286cc w/c DOHC six
120hp 130mph 35mpg 660lb
Six cylinder behemoth that some intrepid owners ride at ten-tenths, fear inspiring wheelies and all. Try to buy one that’s been used as a tourer. Engine tough until 40k, when thrashed examples burn out valves, clutches and pistons; even the odd mangled crankshaft. Others made it to 80k before engine needed a rebuild. Rear disc can crack up, chassis bearings wear out fast and suspension not really up to the mass...six cylinder smoothness, wicked acceleration and the sheer outrageousness of the plot commendable.
Kawa VN750/800/1500
1993 on, 750/805/1470cc w/c v-twin
60/70hp 110mph 50mpg
Sophisticated vee-twins, with four valve heads and watercooling, plus shaft drive that works well enough in the custom context. But lacks the street credibility of Harleys and doesn’t really compete on price Not many on offer in the used market and no real faults as far as we know. New Classic versions of the VN800/1500 for 1996 with more on the ball styling and even better engines.