CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR.

KAWASAKI HEAVY INDUSTRIES OR KHI FOR SHORT. NOT QUITE THE NAME YOU WOU...
SET FOR 1969.WORK CONTINUED AND TESTING WAS CARRIED OUT IN JAPAN AND THE USA.
ALL WAS GOING TO PLAN.
THEN DISASTER. UNKNOW...
Z1 COULD THEN BE RIDDEN HOME AND BACK TO WORK AGAIN ON MONDAY MORNING. THE POWER
AND THE GLORY OF A RACE BIKE WAS NOW AVAI...
UNBELIEVABLY, THE Z1000 PROVED TO BE A BIT UNRELIABLE AND I BECAME A REGULAR
VISITOR TO KNOTT MILL OVER THE NEXT FEW MONTH...
THE TERM "ROSE TINTED SPECTACLES" IS OFTEN OVERUSED BUT IT IS QUITE TRUE IN THIS
CASE.




1972/1973 Z1-900 SUPER FOUR.

F...
EACH LOWER LEG HAD TWO MOUNTING POINTS FOR THE BRAKE CALLIPERS, ALTHOUGH ONLY
THE LEFT ONE WAS USED AS STANDARD. TWO 8MM S...
FRONT FENDER:
THIS WAS A CHROME ITEM WHICH WAS FASTENED TO THE FORK LOWERS BY FOUR 8MM BOLTS.
SANDWICHED BETWEEN THE FENDE...
MANY RECENT OWNERS HAVE FOUND IT VERY DIFFICULT TO OBTAIN THE GENUINE KIT AND
HAVE RESORTED TO USING A LEFT HAND CALLIPER ...
THE TACHOMETER WAS CALIBRATED TO 12,000 RPM AND HAD A RED LINE STARTING AT
9,000.
BOTH CLOCK OUTERS WERE FINISHED IN GLOSS...
THE Z1 WAS FITTED WITH FOUR CHROME INDICATORS MADE BY THE STANLEY COMPANY. THESE
WERE FITTED WITH 12V 21W BULBS IN THE UK ...
THE MAIN FUSE HOLDER. THIS PANEL WAS RUBBER MOUNTED AND BOLTED TO THE SIDE OF
THE BATTERY BOX BY TWO 6MM BOLTS.
THE RECTIF...
RAN DOWN TO THE REAR SWINGING ARM. THIS STOPPED ANY DEBRIS FROM REACHING
ANYWHERE UNDERNEATH THE SEAT AREA.
ANOTHER RUBBER...
THE ENGINE WAS BOLTED TO THE FRAME IN FIVE DIFFERENT POINTS. THE ENGINE WAS
INTENDED TO BE REMOVED FROM THE LEFT HAND SIDE...
RUBBER MOUNTED UNDERNEATH THE BATTERY BOX BY TWO 6MM BOLTS WAS THE VOLTAGE
REGULATOR.


REAR SWINGING ARM:

THIS WAS A TUB...
THE THREADED END OF THE AXLE PROTRUDED THROUGH THE RIGHT HAND SIDE OF THE SWING
ARM AND WAS SECURED WITH AN 18MM ZINC PLAT...
THE CHAIN WAS PROTECTED BY A PLASTIC CHAIN GUARD, FINISHED IN BLACK, WHICH WAS
FASTENED TO THE SWING ARM BY TWO 6MM ZINC P...
NGK B8ES SPARKING PLUGS WERE FITTED AS STANDARD, WHILE B9ES WERE RECOMMENDED FOR
HIGH SPEED USE.


AIR CLEANER ASSEMBLY:
T...
SMALL BLACK METAL CLAMP FASTENED TO THE BRAKE JUNCTION MOUNTING BOLT. BOTH ENDS
OF THE CABLE HAD A SCREW FASTENING.

A TAC...
THE PLASTIC TAILPIECE WAS RUBBER MOUNTED AND BOLTED TO THE FRAME BY FOUR 6MM
ZINC PLATED BOLTS. TWO THROUGH THE TOP OF IT,...
THERE WAS A FLAT BOSS ON THE TOP CASE WHERE THE ENGINE NUMBER WAS STAMPED. ALL
Z1 ENGINES BEGAN WITH THE PREFIX Z1E. THE "...
THE LINERS PROTRUDED FROM THE BASE OF THE BLOCK AND LOCATED INTO THE TOP
CRANKCASE TO ASSIST IN SUPPORTING THE PISTONS. FI...
REQUIRED. THESE WERE HANDED DUE TO THE FACT THAT THE NIPPLES STUCK OUT AT AN
ANGLE TO ASSIST THE FIGMENT OF THE CARB VACUU...
SITTING ON THE TOP OF THE CYLINDER BLOCK WERE TWO METAL TOOTHED IDLER GEARS. THE
CAMCHAIN ENGAGED WITH THESE MAKING SURE T...
IN THE CENTRE OF THE BASKET WAS A LARGE NEEDLE ROLLER BEARING, WHICH RAN IN A
PLAIN BUSH. EXCESSIVE WEAR WAS NOTICED IN TH...
SCREWED INTO THE SIDE OF THE OIL FILTER HOUSING WAS A BY-PASS VALVE IN CASE THE
FILTER ELEMENT GOT BLOCKED.
FROM THE OIL F...
KEYED TO THE TAPERED SHAFT ON THE CRANK WAS THE ROTOR. A 8MM BOLT AND A THICK
WASHER SECURED THIS.
BOLTED TO THE BACK OF T...
IN THE CENTRE OF THE COVER WAS ANOTHER SMALLER PEAR SHAPED COVER, HIGHLY
POLISHED AND SECURED BY TWO 6MM PAN HEAD SCREWS. ...
THEY WERE CONVENTIONAL TYPE SLIDE CARBS AND WERE SPECIALLY DESIGNED BY MIKUNI
FOR KAWASAKI.
THE CARB SLIDES WERE ALL CONNE...
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc
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CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR..doc

  1. 1. CHAPTER ONE: DEVELOPMENT OF THE Z1 900 SUPER FOUR. KAWASAKI HEAVY INDUSTRIES OR KHI FOR SHORT. NOT QUITE THE NAME YOU WOULD IMAGINE WHEN YOU THINK OF A MOTORCYCLE MANUFACTURER. NEVER THE LESS, KHI WAS FOUNDED ORIGINALLY IN 1878 BY SHOZO KAWASAKI, PRIMARILY AS A SHIPYARD, BUILDING OCEAN GOING STEEL SHIPS. IN 1886 THE OPERATION WAS EXPANDED TO BECOME THE KAWASAKI DOCKYARD, AND THEN TEN YEARS LATER ON, KAWASAKI STARTED EXPANDING INTO OTHER MODES OF CONSTRUCTION AND TRANSPORTATION. APART FROM BUILDING SHIPS, THEY BUILD HELICOPTERS, BRIDGES, TRAINS, ROBOTS AND AIRCRAFT, THEY EVEN BUILT THE MASSIVE BORING MACHINE THAT WAS USED FOR THE CHANNEL TUNNEL. THIS WAS INDEED A "HEAVY" IMAGE. THE KAWASAKI AIRCRAFT DEPARTMENT, WHICH WAS FORMED IN 1918, WAS RENAMED IN 1937 AS THE KAWASAKI AIRCRAFT COMPANY AND BECAME A LEADER IN AIRCRAFT DESIGN AND CONSTRUCTION. HOWEVER THE COMPANY FOUND ITSELF ON STICKY GROUND AFTER THE EFFECTS OF THE SECOND WORLD WAR. PRODUCING PLANES FOR "KAMIKAZES" WAS NOW CONSIDERED A "NO-NO"! THEREFORE, THEY HAD A LOT OF REDUNDANT RESOURCES AND MANPOWER TO HAND. THEY TURNED TO PRODUCING SMALL PETROL ENGINES AND WHEN THEY DECIDED TO LIGHTEN THEIR IMAGE THEY JUST WENT OUT AND BOUGHT A MOTORCYCLE MANUFACTURER. THE COMPANY IN QUESTION WAS THE MEGURO MANUFACTURING COMPANY. KAWASAKI HAD ALREADY PRODUCED MOTORCYCLE ENGINES IN CONJUNCTION WITH THE MEIHATSU COMPANY. AS EARLY AS 1954 THEY HAD PRODUCED A 58CC TWO STOKE ENGINE FOR MEIHATSU, BUT THEY HAD BIG PLANS FOR THE FUTURE AND MEIHATSU DID NOT FIGURE IN THEM. MEGURO WERE JAPANS OLDEST MOTORCYCLE COMPANY HAVING HAD PRODUCED BIKES FROM AS EARLY AS 1937, BUT THEY FOUND TRADE HARD GOING AFTER THE SECOND WORLD WAR AND THE DEAL WITH KAWASAKI SEEMED A CONVENIENT ONE. FOR KAWASAKI IT WAS PERFECT. MARKETING RIGHTS ALL OVER JAPAN AND SOUTH EAST ASIA FOR THE MEGURO OHV TWINS WAS THE PERFECT PLATFORM TO BUILD A DEALER NETWORK ON. BY 1961 THE PRODUCTION LINE IN KOBE WAS TURNING OUT THE FOUR STROKE TWINS OF MEGURO AND THEIR OWN BRANDED NAME TWO STROKE MOTORS. THEY NOW HAD A RANGE OF BIKES FROM 50CC TO 500 CC. THE STAGE WAS SET FOR THE QUICKEST RISE TO FAME OF ANY JAPANESE MOTORCYCLE MANUFACTURER. IN 1962 THE FIRST FULL MOTORCYCLE TO CARRY THE KAWASAKI NAME WAS PRODUCED. THIS WAS THE B8 MODEL, A 125CC TWO STROKE SINGLE. HOWEVER KAWASAKI DID NOT FORGET HOW IMPORTANT MEGURO WAS TO THEM AND CONTINUED TO USE THE MEGURO SYMBOL ON KAWASAKI MODELS UP TO THE EARLY SEVENTIES. THE SYMBOL IS STILL USED TODAY ON PACKAGING AND SIGNAGE. BY LATE 1966 KAWASAKI HAD A 650 TWIN FOUR STROKE ON SALE, THE W-SERIES. THIS WAS A DEVELOPMENT OF THE MEGURO TWIN AND BORE A REMARKABLE RESEMBLANCE TO THE BSA TWIN OF THE TIME, BUT WHILE IT WAS A SALES SUCCESS IN THEIR DOMESTIC MARKET, SALES IN THE IMPORTANT USA MARKET WAS POOR. AFTER ALL, WHY HAVE A COPY WHEN YOU CAN HAVE THE REAL THING. SOMETHING HAD TO BE DONE. THE OVERSEAS OFFICE IN CHICAGO USA, WAS FORMED IN 1965, READY AND WAITING TO FURTHER THE BRAND NAME ACROSS THIS VAST COUNTRY, BUT IN READINESS OF THE LAUNCH OF THE A1-MODEL 250 SAMURAI, KAWASAKI MOVED OFFICE TO LOS ANGELES AND IN MARCH OF 1966, AMERICA KAWASAKI MOTORS WAS ESTABLISHED. KAWASAKI CONTINUED DEVELOPING THEIR TWO STROKES IN JAPAN, INTRODUCING THE INFAMOUS TRIPLE RANGE BUT THEY KNEW A FOUR STROKE WAS NEEDED TO CAPTURE THE HEARTS OF THE ALL-IMPORTANT AMERICANS. THE W-SERIES RAN WELL INTO THE EARLY SEVENTIES, SUCH WAS THE DEMAND IN JAPAN, BUT KAWASAKI WANTED MORE. THEY WANTED TO BUILD THE BEST MOTORCYCLE IN THE WORLD. IN ADDITION, THEY WANTED THE AMERICANS TO LOVE IT. IN 1967 A PROJECT TEAM WAS FORMED AND A THOROUGH INVESTIGATION INTO THE USA MARKET WAS STARTED. THE TEAM BACK IN JAPAN UNDER THE GUIDANCE OF GYOICHI "BEN" INAMURA WAS GIVEN A BRIEF OF WHAT WAS EXPECTED OF THEM. A FOUR STOKE, FOUR CYLINDER SPORTS TOURER WITH A LARGE DISPLACEMENT ENGINE OF A TYPE NEVER SEEN BEFORE IN JAPAN. THE CODENAME FOR THIS MACHINE WOULD BE N600. EVENTUALLY THE TEAM PRODUCED A WOODEN MOCK UP OF A 750CC DOUBLE OVERHEAD CAMSHAFT FOUR AND IN SEPTEMBER 1968 PRESENTED IT TO THE BOARD. THIS WAS GIVEN THE THUMBS UP AND MASS PRODUCTION WAS
  2. 2. SET FOR 1969.WORK CONTINUED AND TESTING WAS CARRIED OUT IN JAPAN AND THE USA. ALL WAS GOING TO PLAN. THEN DISASTER. UNKNOWN TO KAWASAKI, HONDA HAD BEEN WORKING ON A SIMILAR PROJECT. THE CB750 FOUR WAS UNVEILED AT THE 1968 TOKYO SHOW. ALMOST IDENTICAL TO THEIR OWN CONCEPT, THIS BIKE TOOK THE WORLD BY STORM. IT WAS A BITTER PAINFUL BLOW TO KAWASAKI AND THE TEAM HAD NO OPTION BUT TO RETURN TO THE DRAWING BOARD. THEY LOOKED CAREFULLY AT THE CB750 IN DETAIL. THEY OBSERVED THE REACTION TO THIS BIKE IN THE WORLD MARKET AND DECIDED TO GO AHEAD WITH THEIR PROJECT. RENAMED PROJECT T103 AND ARMED WITH MOUNTAINS OF DATA AND TEST REPORTS THEY SLOWLY MADE THEIR PLANS. BACK TO AMERICA IN 1969 TO EVALUATE THE MARKET YET AGAIN. COULD THEY BUILD A BIGGER BIKE? UNDER THE USA CODENAME "NEW YORK STEAK" THEY CONTINUED DEVELOPMENT, TRYING ENGINES BETWEEN 900CC AND 1200CC. A 900CC ENGINE WAS CONSIDERED TO BE THE OPTIMUM SIZE AND BY THE SPRING OF 1970 THE FIRST PROTOTYPE WAS READY FOR TESTING AT THE YATABE TEST COURSE NEAR TOKYO. 95 BHP AND A TOP SPEED OF OVER 140 MPH WAS OBTAINED BY ONE OF THE BIKES, WHILE ANOTHER BIKE DISGUISED AS A CB750 WAS DRIVEN MANY MILES IN AN EFFORT TO GAUGE HANDLING AND RELIABILITY. BY SEPTEMBER OF 1971, FINAL TESTS HAD BEEN COMPLETED AND IT WAS LEFT TO MR. T YAMADA, GENERAL MANAGER OF KAWASAKI'S MOTORCYCLE DIVISION, TO FINALLY GIVE THE ORDERS TO BEGIN PRODUCTION. KAWASAKI WERE HAPPY. THE FIRST PRE-PRODUCTION MODELS WERE AVAILABLE FOR SHAKE DOWN TESTS IN FEBRUARY 1972 AND MASS PRODUCTION BEGAN IN MAY 1972. THE NEW BIKE, THE 900 SUPER FOUR MODEL Z1, AS IT WAS TO BE KNOWN, WAS SHOWN TO THE MOTORCYCLE PRESS, FROM ALL OVER THE WORLD, AT A SPECIAL MEETING ON SEPTEMBER 16 1972 AT THE IFMA MOTORCYCLE SHOW IN COLOGNE. THE RESPONSE WAS AMAZING. "BETTER THAN THE HONDA CB750" WAS THE OPINION OF EVERYBODY WHO SAW OR WAS LUCKY ENOUGH TO RIDE IT. THE BIKE WAS RIGHT, THE PRICE WAS RIGHT, AND THE TIME WAS RIGHT. THE KING WAS DEAD, LONG LIVE THE KING. THE Z1, PEOPLE WERE NOW FED UP WITH CALLING IT THE 900 SUPER FOUR-MODEL Z1, WENT ON TOUR. AFTER THE DEBUT AT THE COLOGNE SHOW IT WENT ON TO PARIS THEN OSLO AND IN NOVEMBER, THE EARLS COURT SHOW IN LONDON. THE MOTORCYCLE PRESS IN THE UK WAS DIVIDED. THE AILING BRITISH BIKE INDUSTRY WAS STILL SMARTING FROM THE ONSLAUGHT OF PREVIOUS JAP BIKES AND THIS MUST HAVE SEEMED LIKE THE FINAL NAIL IN THE COFFIN. IT WAS NOT CHEAP AT £1088 BUT IT WAS A LOT OF MOTORCYCLE FOR YOUR MONEY. IT OFFERED THE AVERAGE MAN IN THE STREET THE ULTIMATE MOTORCYCLE AT AN AFFORDABLE PRICE. THE MEN AT KAWASAKI HAD DONE VERY WELL INDEED. THOSE WITH RESERVE WERE SOON CONVERTED BY THE CHARM OF THE Z1. MOVIE STARS, POP STARS, THE RICH AND THE FAMOUS ALL PRAISED THE BIKE AND THE ORDER BOOKS WERE SOON FULL TO BURSTING. "TO HEAVY", "TO COMPLICATED," "TO THIRSTY," "YOU CAN'T FIX IT AT THE SIDE OF THE ROAD." THE CYNICS WERE SOON SILENCED. KAWASAKI HAD NOT SPENT 5 YEARS JUST PLAYING WITH WOODEN AND CLAY MODELS. THEY KNEW HOW TO MAKE AN ENGINE. THEY MADE THIS ENGINE MUCH TO STRONG FOR THE PURPOSE IT WAS INTENDED FOR. NO ONE WOULD BREAK THIS MOTOR. IT WAS "BULLET PROOF". SO STARTED THE LEGEND. THE Z1 "KING OF THE ROAD". THE FINAL SPECIFICATION FOR THE Z1 WAS 903CC, 82 BHP @ 8.500 RPM WITH MAXIMUM TORQUE AT 7.000 RPM. THE MODEST 8.5:1 COMPRESSION RATIO ENSURED THE USE OF UNLEADED PETROL WHICH WAS VERY IMPORTANT TO THE US MARKET. INDEED THE WHOLE ENGINE WAS DESIGNED WITH ANTI-POLLUTION IN MIND. KAWASAKI FORESAW THIS AS AN IMPORTANT SELLING POINT TO THE ENVIRONMENTALLY FRIENDLY AMERICANS. KAWASAKI CLAIMED A REDUCTION OF 40% IN HYDROCARBONS, DUE TO THE USE OF A POSITIVE CRANKCASE VENTILATION SYSTEM AND A LOW NOISE LEVEL OF 83DB. ALL THIS WAS VERY WELL AND GOOD, BUT AT THE END OF THE DAY THIS BIKE HAD WHAT REALLY MATTERED, PERFORMANCE WITH A CAPITAL "P". THE Z1 WAS NOT JUST A BIKE; IT WAS A STATEMENT, A WAY OF LIFE. NEVER THE LESS, KAWASAKI WENT TO GREAT PAINS TO POINT OUT THAT THE Z1 WAS FOR THE EXPERIENCED RIDER AND SHOULD BE TREATED WITH RESPECT. WITHIN MONTHS THE Z1 WAS BEING USED ON RACETRACKS ALL OVER THE WORLD. ENDURANCE RECORDS WERE BEING BROKEN, QUARTER MILES TIMES WERE BROKEN AND STILL THE MIGHTY
  3. 3. Z1 COULD THEN BE RIDDEN HOME AND BACK TO WORK AGAIN ON MONDAY MORNING. THE POWER AND THE GLORY OF A RACE BIKE WAS NOW AVAILABLE TO ANYONE AND EVERYONE. INTERNATIONAL ACCLAIM WAS BESTOWED UPON THE Z1 IN EVERY COUNTRY. IN ENGLAND IT BROKE THE NORTON COMMANDO FIVE-YEAR STRANGLEHOLD IN THE "MOTOR CYCLE OF THE YEAR" AWARD AND WAS THE FASTEST BIKE THAT "MOTOR CYCLE NEWS" HAD TESTED. IN EARLY 1973, THREE Z1`S WERE TAKEN TO DAYTONA RACE CIRCUIT IN THE USA AND BROKE EVERY RECORD IN THE BOOK. IN 24 HOURS THE Z1 WENT THE FURTHEST, THE FASTEST AND THE QUICKEST. THE FIRST TRUE "SUPERBIKE" WAS BORN. BACK HOME IN THE UK, THE ONLY FLY IN THE OINTMENT WAS THE RELATIVE POOR PARTS BACKUP AND A RELUCTANCE OF SOME INSURANCE COMPANIES TO COVER IT. THE BAD CLAIMS RECORDS BETWEEN THE KAWASAKI TRIPLE RANGE AND INSURANCE COMPANIES IN THE UK WERE STILL STRONG IN THE MINDS OF SOME PEOPLE AND MANY WERE WARY OF THIS NEW EXOTIC EXPENSIVE MOTORCYCLE. KAWASAKI UK DID NOT EXIST YET AND THE AGRATI COMPANY OF NOTTINGHAM HANDLED ALL SALES. THE SALES BACKUP LEFT SOMETHING TO BE DESIRED IN THOSE DAYS AND MANY DEALERS FOUND THE 6 MONTHS WARRANTY TO BE SOMEWHAT OF A HEADACHE. SOME DEALERS EVEN HAD TO FLY OUT TO THE KAWASAKI PARTS WAREHOUSE IN HOLLAND AND BRING BACK THE SPARES THEMSELVES. IT MUST OF BEEN WORTH IT THOUGH BECAUSE MANY DEALERS PROSPERED ON THE STRENGTH OF THE Z-RANGE AND WENT ON TO BECOME SOME OF THE BIGGEST NAMES IN THE BUSINESS. NO RECORDS EXIST FROM 1973 BUT IT IS BELIEVED THAT LESS THAN 60 OF THE ORIGINAL Z1 MODELS CAME TO THE UK. MASSIVE INCREASE IN IMPORTS RECENTLY HAVE PUSHED THAT FIGURE UP CONSIDERABLY. WHAT WAS ONCE A VERY RARE BIKE IS NOW ALMOST COMMONPLACE AT A CLASSIC BIKE MEETING. PERHAPS A SHAME BUT THIS MUST SURELY REFLECT THE GREAT INTEREST IN THIS TRUE CLASSIC SUPERBIKE. AN ORIGINAL Z1 IS A STRANGE BEAST. DEPENDING ON WHICH BROCHURE OR PHOTOGRAPH YOU LOOK AT WILL RESULT IN MANY DIFFERENT PERMUTATIONS ON WHAT EXACTLY IS STANDARD. FOR THE PURPOSE OF THIS BOOK I WILL BE CONCENTRATING ON BOTH THE UK AND USA SPECIFICATION. THIS TRULY INTERNATIONAL BIKE DIFFERED IN NEARLY EVERY COUNTRY IT WAS SOLD IN. LOCAL LAWS AND REGULATIONS COVERING LIGHTS, INSTRUMENTS AND FENDERS INSURED MANY DIFFERENCES. THE OFFICIAL PARTS BOOK ISSUED BY KAWASAKI WAS EVEN INCORRECT. THE DIFFERENCE IN TIME BETWEEN PRINTING AND THE LAUNCH OF THE MODEL RESULTED IN SOME OF THE PARTS BEING SUPERSEDED BEFORE THE BIKE EVEN HIT THE SHOWROOM. WHERE POSSIBLE I WILL POINT THESE OUT AND TRY TO EXPLAIN THE REASON FOR THE MODIFICATION. I WILL BE COVERING ALL THE 900 MODELS UP TO 1976 INCLUDING THE Z1, Z1-A, Z1-B, Z900-A4, KZ900-A4 AND THE KZ900-B1 (USA LTD VERSION). I WILL ALSO BE MENTIONING THE JAPANESE DOMESTIC MODELS, THE Z2. THIS WAS THE 750 VERSION THAT NEARLY WAS THE BIKE THAT WE WERE SUPPOSED TO GET IF IT WAS NOT FOR THE LAUNCH OF THE HONDA CB750. THANK YOU VERY MUCH MR. HONDA! MY FIRST EXPERIENCE WITH THE Z1 WAS IN 1975. AFTER MISSING THE BUS LATE ONE NIGHT AFTER A T-REX CONCERT IN MANCHESTER TOWN CENTRE, WE DECIDED TO WALK HOME. THE ROUTE TOOK US PAST THE LOCAL HARLEY DAVIDSON DEALER IN THE KNOTT MILL AREA OF MANCHESTER. THE SAME DEALER, KNOTT MILL MOTORCYCLES, HAD ALSO BEEN SELLING COSSACK MOTORCYCLES AND NOW THE KAWASAKI RANGE. WE STOPPED TO LOOK INTO THE WINDOWS AS ALL 15 YEAR OLD KIDS DID AND THEY'RE IN BETWEEN A COSSACK AND A HARLEY DAVIDSON ELECTRA-GLIDE, STANDING MAJESTICALLY WAS THE Z1. I STOOD THERE FOR 20 MINUTES STARRING AT THIS BROWN AND ORANGE SUPERBIKE. IT WAS LIKE A ROSE BETWEEN TWO THORNS. I MADE MY MIND UP THERE AND THEN; THIS WAS THE BIKE FOR ME. ONLY 2 YEARS, EXAM RESULTS, A JOB AND A WHOLE LOT OF MONEY STOOD BETWEEN ME AND THIS PIECE OF AUTOMOTIVE ART. THOSE TWO YEARS PASSED VERY QUICKLY, BUT THE EXUBERANCE OF YOUTH ENSURED THAT I WAS TO LOWER MY SIGHTS FINANCIALLY AND I ENDED UP WITH, OF ALL THINGS, ON MY SEVENTEENTH BIRTHDAY, A NEW 1975 MODEL CB250-G5 HONDA! TWO YEARS LATER I WAS AGAIN BACK AT KNOTT MILL KAWASAKI PRESSING MY FACE UP AGAINST THE WINDOW, THIS TIME CASH IN HAND. BIG PROBLEM! THE Z1 WAS NOW A Z1000. UNDETERRED I PARTED WITH MY MONEY AND RODE HOME ON A NEW Z1000-A1.
  4. 4. UNBELIEVABLY, THE Z1000 PROVED TO BE A BIT UNRELIABLE AND I BECAME A REGULAR VISITOR TO KNOTT MILL OVER THE NEXT FEW MONTHS. THE BOSS THERE, ARTHUR ARNOLD, JOKED THAT HE WOULD HAVE TO FIND ME A JOB IF I BECAME ANY MORE REGULAR. ONE BUSY SATURDAY I TOOK UP HIS OFFER AND SO BEGAN A LASTING RELATIONSHIP WITH KAWASAKI THAT SAW ME IN 1978 GIVING UP MY JOB AS A PHARMACIST, TO WORK AT THE SAME SAID SHOP AS STORES MANAGER. SUCH WAS THE ATTRACTION OF THE "Z" THAT I WOULD HAVE WILLINGLY WORKED FOR NOTHING JUST TO BE SURROUNDED BY THESE MIGHTY KAWASAKI'S. I BEGAN RESTORING EARLY KAWASAKI MODELS AND RESTORED MY FIRST Z1 IN 1979 IN READINESS FOR THE "BELLE VUE" MOTORCYCLE SHOW IN MANCHESTER. I LEFT KNOTT MILL IN 1984 TO TAKE ON A NEW CHALLENGE, MANAGER OF HUDDERSFIELD KAWASAKI IN YORKSHIRE. THREE YEARS LATER I STARTED THE Z-POWER COMPANY, SUPPLYING PARTS AND RESTORING THE Z-RANGE. I NOW SPEND ALL MY DAYS WITH A Z1 NEVER MORE THAN AN ARMS REACH AWAY. I HAVE BEEN VERY FORTUNATE AND THERE IS NOTHING ELSE IN THE WORLD I WOULD RATHER BE DOING. DAVE MARSDEN DECEMBER 1998 CHAPTER TWO: THE ORIGINAL Z1. STARTING FRAME NO: Z1F-000001-Z1F-020000 THE ROLLING CHASSIS. THE ORIGINAL Z1. JUST WHAT IS AN ORIGINAL Z1? WELL, DEPENDING ON WHICH COUNTRY YOU LIVE IN, IT WILL BE EITHER A 1972 OR 1973 903CC 4-CYLINDER 4-STROKE AIR COOLED SUPERBIKE. AN ORIGINAL Z1, AS STOOD IN THAT SHOWROOM IN 1973, WOULD NOT HAVE WON ANY "CONCOURS" COMPETITION. THE FINISH OF THIS FLAGSHIP WAS ACCEPTABLE FOR THE TIME BUT IT WOULD NOT COMPETE WITH THE MORE MODERN "RETRO`S. WE MUST REMEMBER THAT THIS BIKE WAS DESIGNED IN THE SIXTIES AND BUILT IN THE EARLY SEVENTIES WITH WHAT MATERIALS WERE AVAILABLE AT THE TIME. MOST RECENT RESTORATIONS ARE FAR SUPERIOR TO THE ORIGINAL SPECIFICATION BUT THIS IS TRUE IN MOST AUTO-RESTORATIONS. IF NOTHING ELSE, THE QUALITY OF GENUINE REPLACEMENT PARTS HAVE IMPROVED, AS WELL AS IMPROVEMENTS IN PAINTING AND METAL FINISHING.
  5. 5. THE TERM "ROSE TINTED SPECTACLES" IS OFTEN OVERUSED BUT IT IS QUITE TRUE IN THIS CASE. 1972/1973 Z1-900 SUPER FOUR. FRAME: THE FRAME ON THE Z1 WAS A STEEL DUPLEX CRADLE TYPE UNIT; SIMILAR TO THE FRAME USED ON THE TRIPLE RANGE. THE FINISH OF THE WELDS ON THE VARIOUS ATTACHED BRACKETS WAS OFTEN DESCRIBED AS "SPLATTER WELD", OR SOMETIMES EVEN WORSE! THIS WAS NORMAL FOR THE TIME AND IF NOTHING ELSE, IT WAS MORE THAN ADEQUATE. NOBODY COMPLAINED OF ANYTHING FALLING OFF, SO IT WAS A CASE OF FUNCTION OVER BEAUTY. THE FRAME WAS PAINTED IN A GLOSS BLACK FINISH. NO PRIMER OR LACQUER WAS EVIDENT, AND THE THICKNESS OF THE PAINT VARIED BETWEEN BIKES. I HAVE SEEN FRAMES STILL WITH A THICK COAT OF PAINT AFTER 25 YEARS BUT THEN AGAIN I HAVE SEEN RUST SETTING IN AFTER 12 MONTHS. THERE ARE MANY DIFFERENT WAYS OF RE-PAINTING THE FRAMES THESE DAYS, INCLUDING PLASTIC COATING, BUT I HAVE FOUND THE MOST ORIGINAL FINISH TO BE BY RUBBING DOWN TO BARE METAL AND THEN THREE COATS OF PRIMER FOLLOWED BY SIX COATS OF GLOSS BLACK ENAMEL SPRAY PAINT. CELLULOSE PAINT WILL WORK BUT IT WILL FADE WITH TIME. HOWEVER, MOST PEOPLE WILL NOT BE BOTHERED OR ABLE TO DO THIS AND USE AN EPOXY COATING COMPANY TO CARRY OUT THE WORK. THERE ARE MANY COMPANIES SPECIALISING IN FRAME COATINGS AND THEY DO AN EXCELLENT AND COST EFFECTIVE JOB. UNDERNEATH THE HEADSTOCK WAS A TRIANGULAR PLATE, WHICH ACTED AS BOTH A STRENGTHENING POINT AND AS A MOUNTING POINT FOR THE OPTIONAL EXTRA OIL COOLER KIT. IT SOON BECAME APPARENT THAT SMALL CRACKS WERE FORMING IN THIS PLATE, EVEN WITHOUT THE OIL COOLER FITTED. KAWASAKI BROUGHT OUT A "FRAME STRENGTHENING KIT" WHO CONSISTED OF A SMALL STRIP OF METAL, WHICH MOUNTED BETWEEN THE OIL COOLER MOUNTINGS AND BASICALLY, DID NOTHING! THE PART NUMBER OF THIS KIT WAS 99990-532. THEY LATER MODIFIED THE FRAME AND CHANGED THE PART NUMBER. ALL NEW FRAMES WOULD HAVE THE MODIFIED SECTION ON THEM. THE PART NUMBER FOR THE OLD FRAME WAS 32002-055 WHILE THE NEW NUMBER WAS 32002-1018. THE CHASSIS NUMBER WAS STAMPED ON THE HEADSTOCK. THE IDENTIFICATION ALWAYS BEGAN WITH Z1F AND THEN THE NUMBER. THE "F" WAS FOR FRAME. AMERICAN MODELS ALSO HAD A WHITE OBLONG STICKER STATING THE MONTH AND YEAR OF MANUFACTURE AS WELL AS THE FRAME NUMBER. THIS WAS NOT THE DATE OF REGISTRATION AND IT CAN CAUSE CONFUSION WHEN TRYING TO REGISTER AN AMERICAN IMPORT. ON THE PLUS SIDE, IT CAN PROVE THE DATE OF MANUFACTURE TO ASSIST OWNERS IN OBTAINING PRE 1973 ROAD FUND LICENSE EXCLUSION. THE ONLY OTHER PROBLEM WITH FRAMES WERE ACCIDENT DAMAGE AND THE STRANGE HABIT OF PREVIOUS OWNERS REMOVING CERTAIN BRACKETS TO SAVE WEIGHT. REAR FOOTREST AND EXHAUSTS MOUNTINGS WERE USUALLY THE FIRST TO GO FOLLOWED BY THE SIDE AND MAIN STAND BRACKETS. THE RIGHT HAND FRONT OF THE FRAME ALSO HAD A BRACKET TO WHICH YOU COULD ATTACH A STEERING DAMPER, BUT THIS IS OFTEN BROKEN OFF. CHECK ALL THE BRACKETS BEFORE YOU SPEND TIME AND MONEY REPAINTING THE FRAME. FRONT SUSPENSION: THE FRONT FORKS WERE HYDRAULICALLY DAMPED TELESCOPIC WITH HARD CHROMED INNER STANCHIONS AND LIGHT ALLOY BOTTOM OUTERS. THERE WAS A BOSS ON THE OUTSIDE OF THE LOWERS WHERE A REFLECTOR WAS ATTACHED ON AMERICAN MODELS, WHILE THE UK HAD A CHROME DISC FITTED INSTEAD. THE FORK TUBES WERE 36MM IN DIAMETER AND WERE SEALED WITH AN OIL SEAL AND PROTECTED BY A RUBBER DUST COVER. A DAMPING PISTON CONNECTED THE INNER AND LOWER FORKS TOGETHER AND WAS SECURED AT THE BOTTOM OF THE FORK BY AN ALLEN SCREW. A SPECIAL TOOL WAS REQUIRED TO SEPARATE THE PARTS BUT MOST OWNERS IMPROVISED WITH WHAT TOOLS THEY POSSESSED. 170CC OF FORK OIL WAS REQUIRED FOR EACH FORK LEG.
  6. 6. EACH LOWER LEG HAD TWO MOUNTING POINTS FOR THE BRAKE CALLIPERS, ALTHOUGH ONLY THE LEFT ONE WAS USED AS STANDARD. TWO 8MM STUDS WERE SCREWED INTO THE BOTTOM OF EACH OF THE LOWER LEGS WHICH SECURED THE AXLE CLAMPS BY USING 8MM NUTS AND SPRING WASHERS. THE FORK SPRINGS WENT INSIDE EACH STANCHION AND WERE SECURED AT THE TOP BY A LARGE ALUMINIUM NUT AND O`RING. THE BOTTOM FORK LEGS WERE POLISHED AND THEN LACQUERED, BUT NOT TO A MIRROR FINISH, MORE A "BRUSHED" EFFECT. TYPICAL OF THE JAPANESE AT THIS TIME, THE BACK OF THE FORK LOWERS WERE NOT POLISHED AT ALL AND WERE LEFT IN THEIR NATURAL STATE. THERE WAS NO POINT POLISHING WERE YOU COULD NOT SEE! THE BOTTOM YOKE WAS FINISHED IN GLOSS BLACK. TWO CHROMED 12MM BOLTS CLAMPED THE FORKS INTO THE YOKE. THE STEERING LOCK ALSO FASTENED TO THE YOKE. THERE WERE VARIOUS DIFFERENT LOCKS DEPENDING ON THE MARKET IT WAS INTENDED FOR. THERE WAS AN 8MM HOLE DRILLED THROUGH THE RIGHT HAND SIDE OF THE YOKE FOR OWNERS TO FIT THE 7 WAY OIL DAMPED STEERING DAMPER FROM THE TRIPLE RANGE. THE TOPE YOKE WAS FINISHED IN A SATIN BLACK FINISH. KAWASAKI CALLED THIS FINISH "FLAT BLACK". THREE CHROME 8MM BOLTS CLAMPED THE FORKS WHILE A LARGE CHROME NUT AND WASHER FASTENED THE YOKES TOGETHER. THE YOKES WERE ATTACHED TO THE FRAME USING FOUR BALL RACES AND CONES. 39 BALL BEARINGS WERE USED, 20 AT THE BOTTOM AND 19 AT THE TOP. TAPER ROLLER BEARINGS ARE NOW AVAILABLE AS AN AFTER-MARKET OPTION. A LARGE CASTLE TYPE NUT THAT SCREWED ONTO THE BOTTOM YOKE STEM ADJUSTED THE HEADRACES. BETWEEN THE TWO YOKES, SLIDING ON THE FORK STANCHIONS WERE TWO CHROME HEADLAMP BRACKETS WHICH ALSO HELD THE FRONT INDICATOR STEMS. THESE WERE CUSHIONED BY A COLLECTION OF DAMPER RUBBERS AND COLLARS TO ENSURE A TIGHT FIT. THESE BRACKETS WERE A ONE-PIECE AFFAIR, THE JOINTS BEING SEAMLESS. TWO MORE CHROME COVERS WERE USED TO HIDE THE BOTTOM YOKE. THESE WERE DIRECTLY UNDER THE HEADLAMP BRACKETS. THE FORKS COULD BE BOUGHT AS A COMPLETE ASSEMBLY OR IN MANY PIECES, DEPENDING ON WHAT WAS REQUIRED. THE FRONT SUSPENSION WAS CONSIDERED ADEQUATE BUT NOT EXCELLENT. IT WAS BORDERING ON THE SOFT SIDE AND MANY OWNERS REPLACED THE FORK OIL WITH A HEAVIER GRADE. STANDARD WEIGHT WAS 10W. MANY AFTER-MARKET PRODUCTS WERE DEVELOPED FOR THE Z1 FORKS INCLUDING PROGRESSIVE FORK SPRINGS, PRE-LOADERS AND FORK BRACES ALONG WITH LONGER FORK TUBES FOR THAT "CHOPPER" LOOK. THESE WERE VERY POPULAR ON AMERICAN BIKES. THERE WERE NO REPLACEABLE BUSHES IN THE FORKS, SO EXCESSIVE PLAY CAN ONLY BE CURED WITH MAJOR NEW PART REPLACEMENT. FRONT WHEEL: THE FRONT WHEEL HAD A CHROMED STEEL 19-INCH RIM MADE BY THE TAKASAGO COMPANY. THIS WAS A 1.85X19 SIZE WITH 40 HOLES. THIS WAS ATTACHED TO THE FRONT WHEEL HUB BY 40 ZINC PLATED "BUTTED" SPOKES. THE HUB ITSELF WAS LIGHT ALLOY ITEM FINISHED IN SATIN BLACK. BOTH SIDES OF THE HUB HAD SIX 8MM HOLES TO WHICH BOLTED THE FRONT DISC ROTORS. THE RIGHT HAND SIDE HOLES WERE BLANKED OFF BY A STAINLESS STEEL COVER WHICH WAS HELD ON BY THREE 5MM CHROME COUNTERSUNK SCREWS. THIS WOULD HAVE TO BE REMOVED IF THE OPTIONAL DOUBLE DISK CONVERSION KIT WAS TO BE FITTED. TWO ROLLER BEARINGS WERE ENCLOSED IN THE HUB WITH A SPACER BETWEEN THEM. BEARING NUMBERS FOR THESE WERE 6203. AN OIL SEAL ON THE RIGHT HAND SIDE KEPT THE GREASE FOR THE BEARINGS IN PLACE. RUNNING THROUGH THE HUB WAS A ZINC PLATED AXLE. THIS SCREWED INTO THE SPEEDOMETER GEARBOX. THE GEARBOX WAS FINISHED IN SATIN BLACK AND HOUSED TWO GEARS, A DRIVE PLATE, AND A GREASE SEAL. A ZINC PLATED SPACER WAS FITTED BETWEEN THE HUB AND THE RIGHT HAND FORK LEG. A BLOB OF YELLOW PAINT WAS APPLIED BY THE FACTORY PRODUCTION LINE TO THE THREADED END OF THE AXLE TO CONFIRM IT WAS TIGHTENED TO THE CORRECT TORQUE. THE FRONT WHEEL WAS FITTED WITH A RIM TAPE, INNER TUBE AND A 3.25HX19 4PR DUNLOP GOLD SEAL F6 TYRE. THIS WAS A RIBBED FRONT TYRE, WHICH KAWASAKI CLAIMED TO ASSIST HIGH SPEED STABILITY. THE STATED AIR PRESSURE FOR THIS TYRE WAS 26PSI. MINIMUM TREAD DEPTH WAS 1MM.
  7. 7. FRONT FENDER: THIS WAS A CHROME ITEM WHICH WAS FASTENED TO THE FORK LOWERS BY FOUR 8MM BOLTS. SANDWICHED BETWEEN THE FENDER AND LEFT HAND FORK LEG WAS A CHROME BRACKET WHICH HELD THE SPEEDO CABLE AND THE FRONT BRAKE HOSE. THE SUPPLYING DEALER DRILLED MANY FRONT FENDERS IN ORDER TO FIT THE THEN COMPULSORY FRONT NUMBERPLATE. THE MORE THOUGHTFUL DEALER ATTACHED THE PLATE UNDERNEATH THE HEADLAMP OVER THE BRAKE JUNCTION BOX. FRONT BRAKE: THE Z1 WAS FITTED WITH JUST ONE DISK BRAKE AS STANDARD, A 296MM DISK PLATE. THE STAINLESS DISK WAS ATTACHED TO THE FRONT WHEEL HUB BY SIX 8MM BOLTS. THESE BOLTS WERE SECURED BY THREE ZINC PLATED TABBED LOCKING WASHERS. THE CARRIER OF THE DISK PLATE WAS FINISHED IN SATIN BLACK. THE BOLTS WERE UNUSUAL BECAUSE THEY USED A METRIC THREAD OF 1MM, NOT THE NORMAL 1.25MM. THEY ALSO HAD A HEAD OF 12MM SPANNER SIZE. ATTACHED TO THE RIGHT HAND FORK LOWER BY TWO 10MM CHROME BOLTS WAS A SINGLE BRAKE CALLIPER. THIS WAS A SINGLE PISTON ITEM SO THE BODY OF THE CALLIPER TOGETHER WITH THE TWO BRAKE PADS HAD TO BE FREE TO SLIDE SIDEWAYS ON ITS TWO ZINC PLATED ALLEN BOLT SHAFTS. THESE SHAFTS RAN THROUGH THE HOLDER PLATE AND WERE FITTED WITH O`RINGS AND DUST SEALS. A PISTON SEAL OF 42MM KEPT THE FLUID IN AND A LARGE DUST SEAL KEPT THE ELEMENTS FROM CORRODING THE CHROMED PISTON. THE CALLIPER BODY WAS FINISHED IN SATIN BLACK, AS WAS THE HOLDER BRACKET. THE OUTSIDE OF THE CALLIPER HAD A CIRCULAR DECAL ON IT, PURPLISH BROWN WITH A SILVER EDGE TO IT. THIS WAS MORE OF A DECORATION THAN SERVED A PURPOSE. A BLEED NIPPLE, PROTECTED BY A SMALL BLACK RUBBER CAP, SCREWED INTO THIS OUTER BODY ALONG WITH A SHAPED STEEL PIPE THAT RAN TO THE FLEXIBLE RUBBER BRAKE PIPE. THIS FLEXIBLE PIPE RAN UP TO THE BRAKE JUNCTION BOX WHICH WAS ATTACHED TO THE BOTTOM YOKE BY TWO 6MM CHROME BOLTS. THIS JUNCTION BOX ALSO HELD THE HYDRAULIC FRONT BRAKE LIGHT SWITCH. THIS SWITCH SCREWED INTO THE JUNCTION BOX AND WAS PROTECTED BY A RUBBER COVER AND STRANGELY ENOUGH, IT IS WORTH NOTING THAT IT DOES NOT HAVE A METRIC THREAD. THE JUNCTION BOX WAS FINISHED IN A MATT BLACK ANODISED FINISH. RUNNING FROM THE JUNCTION BOX WAS ANOTHER FLEXIBLE BRAKE PIPE, PROTECTED BY A LONG COILED SPRING. BOTH OF THESE HOSES WERE CONNECTED TO THE JUNCTION BOX BY 10MM ZINC PLATED BANJO BOLTS AND ALUMINIUM FLAT WASHERS. THIS TOP HOSE WAS CONNECTED TO THE HYDRAULIC MASTER CYLINDER BY ANOTHER 10MM BANJO BOLT AND PROTECTED, AT THE END, BY A RUBBER DUST COVER. THE FRONT MASTER CYLINDER WAS A SINGLE PISTON ITEM WITH A SCREWED ON TOP. THIS WAS FASTENED TO THE HANDLEBARS BY TWO 6MM CHROME BOLTS. THE CYLINDER WAS FINISHED IN A BLACK ANODISED COLOUR. WITH AGE THIS FADES TO A SHADE OF PURPLE. THE CYLINDER IS DRILLED ON TOP WITH A 10MM HOLE FOR THE MIRROR MOUNT. THIS IS THE USUAL 1.25MM METRIC THREAD PITCH. MOST MODELS WERE FITTED WITH A SOLID ALL METAL CYLINDER. HOWEVER, SOME MODELS HAD A PLASTIC RESERVOIR. THE SCREW ON TOP WAS EMBOSSED WITH THE WORDS "BRAKE FLUID", WHILE THE AMERICAN MODEL HAD A DECAL STATING WHICH TYPE OF BRAKE FLUID TO USE. RECOMMENDED FLUID WAS TYPE J-1703 OR DOT 3. THE FRONT BRAKE LEVER WAS ADJUSTABLE BY THE USE OF A CONCENTRIC BOLT WHICH WOULD ROTATE TO ELIMINATE ANY EXCESSIVE PLAY. THE FRONT BRAKE PADS WERE FITTED WITH A METAL SHIM WHICH WAS INTENDED TO REDUCE BRAKE SQUEAL. IT DID NOT WORK. EVEN TODAY WITH ALL THE NEW PAD MATERIAL AVAILABLE, THE PROBLEM STILL EXISTS. THE SINGLE DISK SET-UP WAS DESCRIBED BY KAWASAKI AS "RETRO ROCKET." HOWEVER, MOST OWNERS WERE LESS THAN IMPRESSED. THE RIGHT HAND DOUBLE DISK CONVERSION KIT THAT KAWASAKI OFFERED AS AN OPTIONAL EXTRA WAS EXPENSIVE BUT ESSENTIAL. THE COST WAS MORE THAN 10% OF THE TOTAL MOTORCYCLE PURCHASE PRICE. THE PART NUMBER FOR THIS KIT WAS 99990-523. THE KIT CONSISTED OF ANOTHER DISK, EXACTLY THE SAME AS THE LEFT HAND ONE ALREADY FITTED, A RIGHT HAND CALLIPER, A MASTER CYLINDER WITH A BIGGER PISTON, ANOTHER FLEXIBLE BRAKE HOSE, A RIGHT HAND METAL BRAKE PIPE AND ANOTHER BRACKET TO SANDWICH BETWEEN THE FENDER AND THE RIGHT HAND FORK LEG TO HOLD THE NEW BRAKE PIPE. ALSO INCLUDED WAS A FOUR-WAY JUNCTION BOX, ALL THE RELEVANT FITTINGS AND AN INSTRUCTION MANUAL.
  8. 8. MANY RECENT OWNERS HAVE FOUND IT VERY DIFFICULT TO OBTAIN THE GENUINE KIT AND HAVE RESORTED TO USING A LEFT HAND CALLIPER WHICH CAN BE TURNED AROUND AND MADE TO FIT. A "DOUBLE DISK" MASTER CYLINDER IS ALSO VERY HARD TO OBTAIN, RESULTING IN PARTS FROM MUCH LATER MODELS TO BE USED. ALL "DOUBLE DISK" CYLINDERS HAVE "5/8" STAMPED ON THEM ON THE UNDERNEATH. THIS REPRESENTS THE SIZE OF THE PISTON. SINGLE DISK SIZE IS HALF AN INCH. HANDLEBARS: THE HANDLEBARS ON THE Z1 WERE CHROME HIGH RISE ITEMS. THESE WERE ATTACHED TO THE TOP YOKE BY TWO SATIN BLACK FINISHED CLAMPS AND WERE FASTENED DOWN WITH FOUR 8MM DOME HEADED CHROME BOLTS. ORIGINALLY THESE HAD A 12MM HEAD BUT NEW REPLACEMENT BOLTS HAVE A 13MM HEAD. THE CENTRE OF THE BARS WERE KNURLED TO ASSIST FIGMENT AND THERE IS A SMALL HOLE DRILLED INTO THE TOP OF THE RIGHT HAND SIDE TO HELP LOCATE THE RIGHT SWITCHGEAR. THE BARS WERE DESIGNED WITH THE AMERICANS IN MIND AND MANY EUROPEAN OWNERS CHANGED THEM FOR LOWER ITEMS. THIS MADE HIGH SPEED TOURING MUCH MORE COMFORTABLE. SWITCHGEAR AND CONTROLS: ATTACHED TO THE HANDLEBARS WERE TWO SWITCH CLUSTERS. THE LEFT HAND ONE, WHICH WAS FINISHED IN SATIN BLACK, HAD CONTROLS FOR THE HORN, INDICATORS AND HIGH AND LOW BEAM SELECTION. THE UK MODEL ALSO HAD A FACILITY TO FLASH THE HEADLAMP ON TO HIGH BEAM. THE RIGHT HAND ONE, ALSO FINISHED IN SATIN BLACK, HAD CONTROLS FOR THE LIGHTS, STARTER BUTTON AND THE EMERGENCY ENGINE KILL SWITCH. ON THE UK MODEL THE LIGHT SWITCH COULD BE PAUSED ON THE MIDDLE POSITION TO SELECT "CITY LIGHTS". THIS LIT UP THE SMALL 4-WATT BULB IN THE HEADLAMP FOR RIDING AT DUSK. THE WIRING FOR BOTH THE SWITCHES RAN ALONG THE OUTSIDE OF THE HANDLEBARS OVER THE TOP YOKE AND DISAPPEARED UNDER THE RIGHT HAND SIDE OF THE FUEL TANK WHERE THEY CONNECTED TO THE MAIN LOOM. FOUR BLACK CABLE TIES, TWO ON EACH SIDE, SECURED THE WIRING TO THE HANDLEBARS. THE RIGHT SWITCHGEAR ALSO HELD THE THROTTLE GRIP AND THE TWO THROTTLE CABLES. BETWEEN THE TWO CABLES WAS A FRICTION ADJUSTING SCREW, WHICH COULD BE USED TO HOLD THE REVS AT A GIVEN SPEED. HANDY WHEN YOU WERE SETTING THE CARBURETTORS UP. ATTACHED TO THE LEFT HAND SIDE OF THE HANDLEBARS WAS THE CLUTCH LEVER AND HOLDER. THE HOLDER BRACKET WAS FINISHED IN SATIN BLACK AND HELD ON TO THE BARS BY A 6MM CHROME BOLT. DRILLED INTO THE BRACKET WAS A THREADED 10MM HOLE FOR ATTACHING THE LEFT HAND MIRROR. A CHROME SCREWED ADJUSTER WAS THREADED ONTO THIS BRACKET TO ENABLE ADJUSTMENT OF THE CLUTCH CABLE. A RUBBER HANDGRIP WAS GLUED TO THE END OF THE HANDLEBAR TO MATCH THE THROTTLE GRIP RUBBER ON THE OPPOSITE END. MIRRORS: THE Z1 WAS FITTED WITH TWO MIRRORS AS STANDARD. THESE WERE BOTH THE SAME DUE TO THE FACT THAT THE HEAD OF THE MIRROR WAS 360 DEGREE ADJUSTABLE, ENABLING LEFT OR RIGHT FIGMENT. THE STEM OF THE MIRROR WAS METAL FINISHED IN GLOSS BLACK WHILE THE HEADS WERE PLASTIC, FINISHED IN SATIN BLACK. THE MIRROR HEADS WERE ADJUSTABLE INTERNALLY GIVING A WIDE FIELD OF VISION. THE ENDS OF THE STEMS WERE FITTED WITH A 10MM THREAD. THE PLASTIC HEADS WERE REMOVABLE FROM THE STEMS BUT COULD NOT BE BOUGHT SEPARATELY. THE MIRRORS WERE FINE AT LOW SPEEDS BUT VIBRATED BADLY ABOVE 4,000 RPM. INSTRUMENTS: TWO ROUND CLOCKS WERE FITTED TO THE Z1. THE FACE OF THE INSTRUMENTS WERE IN A CHARCOAL GREY FINISH, NOT QUITE BLACK. THE SPEEDOMETER WAS CALIBRATED TO 160 MPH IN INCREMENTS OF 20 MPH. THERE WAS A TRIP METER WITH A RESET WHEEL ON THE LEFT HAND SIDE OF IT.
  9. 9. THE TACHOMETER WAS CALIBRATED TO 12,000 RPM AND HAD A RED LINE STARTING AT 9,000. BOTH CLOCK OUTERS WERE FINISHED IN GLOSS BLACK WITH A STAINLESS SECURING RING AROUND THEM. THEY HAD WHITE NEEDLES AND WERE ILLUMINATED BY TWO BULBS EACH. THE NUMERALS ON BOTH METERS WERE FINISHED IN WHITE. ON THE BACK OF EACH METER WAS A DOMED, GLOSS BLACK FINISHED, COVER. A SMALL 3MM PAN HEAD SCREW HELD THESE ONTO THE METER. THE COVER OVER THE BACK OF THE SPEEDO HAD A SMALL CUT OUT SLOT FOR THE RESET WHEEL. THE METERS WERE ATTACHED TO AN ALLOY BRACKET WITH A SERIES OF RUBBERS, COLLARS, NUTS, AND WASHERS. THE END RESULT WAS A SLIGHTLY LOOSE EFFECT TO COMBAT VIBRATION. THIS BRACKET WAS FINISHED IN SATIN BLACK AND WAS BOLTED TO THE TOP YOKE WITH TWO 8MM ZINC PLATED BOLTS. THE TOP FACE OF THE METER BRACKET WAS COVERED WITH A THIN LAYER OF FOAM RUBBER, WHICH ACTED AS A VIBRATION DAMPER. BETWEEN THE TWO METERS WAS AN "IDIOT LIGHT" COVER. THIS HOUSED THE IGNITION SWITCH AND THE WARNING LIGHT CLUSTER. THE IGNITION SWITCH HAD THREE POSITIONS. OFF, ON AND PARK. ABOVE THE SWITCH WAS A SMALL HOLE. A STICKER ABOVE THIS CLAIMED IT WAS A KEY HOLDER. HOWEVER, IT WAS NEVER USED AS SUCH. NO ONE IN THEIR RIGHT MIND WOULD HAVE LEFT THEIR KEY IN THERE! THEY OBVIOUSLY HAD NEVER HEARD OF BIKE THEFT IN JAPAN! BELOW THE SWITCH RAN A SERIES OF FOUR COLOURED WARNING PANELS. THESE WERE, IN ORDER FROM LEFT TO RIGHT, NEUTRAL, FLASH, HIGH BEAM, AND OIL. DIRECTLY BELOW THIS COVER WAS ANOTHER PLASTIC COVERING WHICH HID ALL THE WIRING FROM VIEW. THREE SMALL 3MM PAN HEAD SCREWS ATTACHED THIS TO THE CLOCK MOUNTING BRACKET. THE Z1 INSTRUMENT CONSOLE HAS BECOME SOMETHING OF AN ICON AND IS OFTEN DUPLICATED IN MANY MODERN DESIGNS SUCH AS THE KAWASAKI ZEPHYR RANGE. ONCE AGAIN PROVING THE LASTING EFFECT THE Z1 HAD ON THE WORLD. HEADLAMP: THE HEADLAMP ON THE Z1 VARIED FROM COUNTRY TO COUNTRY. THE SHELL HOWEVER WAS THE ALWAYS THE SAME. THIS WAS A SATIN BLACK FINISHED ITEM WITH ONE LARGE HOLE IN THE REAR, TO ALLOW THE WIRING TO RUN THROUGH IT. ON THE TOP OF THE SHELL WAS ANOTHER SMALL HOLE, WHICH WAS PLUGGED WITH A RUBBER BUNG. THIS HOLE WAS TO ALLOW THE FITTING OF THE SPEED WARNING LIGHT OF THE Z2-750 MODEL. THE SHELL WAS ALSO USED ON THE H2-750 TRIPLE AND THIS HOLE HOUSED THE HIGH BEAM WARNING LIGHT ON THIS MODEL. THE FRONT SECTION OF THE HEADLAMP IN THE UK CONSISTED OF A CHROME OUTER RIM WHICH WAS SECURED TO THE SHELL BY TWO 5MM COUNTER SUNK PAN HEAD SCREWS. THE LENS UNIT WAS A 7-INCH UNIT MADE BY THE `KOITE` COMPANY WITH A REMOVABLE BULB HOLDER FOR THE MAIN BULB AND ONE FOR THE SMALL PARKING LIGHT BULB. AMERICAN HEADLAMPS USED A SEALED BEAM UNIT, WHICH MEANT A COMPLETE REPLACEMENT WAS NEEDED IF THE BULB FAILED. THERE WAS NO PARKING LIGHT FITTED TO THIS UNIT. ANOTHER INNER RIM WAS ATTACHED SO THAT A LONG 4MM PAN HEAD SCREW COULD MAKE VERTICAL ADJUSTMENT. THE HEADLAMP WAS CONSIDERED TO BE VERY POOR AT THE TIME DUE TO THE USE OF A LOW 40/45-WATT BULB. SOME OF THE AMERICAN UNITS WERE EVEN WORSE AND USED A PITIFUL 35-WATT BULB. MANY OWNERS REPLACED THE HEADLAMP WITH AN AFTERMARKET QUARTZ HALOGEN UNIT, WHICH WAS FAR SUPERIOR. A SMALL BLACK METAL BRACKET WAS BOLTED TO THE BOTTOM OF THE HEADLAMP SHELL BY A 8MM ZINC PLATED BOLT AND FASTENED AT THE OTHER END BETWEEN THE BRAKE JUNCTION BOX AND BOTTOM YOKE TO ADD SUPPORT AND ADJUSTMENT TO THE HEADLAMP. THIS BRACKET WAS REMOVED ON LATER MODELS BECAUSE IT WAS FOUND TO BE CONTRIBUTING TO BULB FAILURE DUE TO VIBRATION. THE HEADLAMP UNIT WAS THEN SANDWICHED BETWEEN THE TWO BRACKETS ON THE FRONT FORKS BY A SERIES OF RUBBER MOUNTS. THE TWO CHROME INDICATOR STEMS PUSHED THROUGH THESE BRACKETS AND THEN THROUGH THE HEADLAMP SHELL AND BOLTED THE WHOLE LOT TOGETHER. TWO ALLOY EARTHING COLLARS INSIDE THE SHELL ACTED AS SPACERS WHILE EVERYTHING WAS TIGHTENED AND SECURED BY TWO 10MM NUTS. INDICATORS:
  10. 10. THE Z1 WAS FITTED WITH FOUR CHROME INDICATORS MADE BY THE STANLEY COMPANY. THESE WERE FITTED WITH 12V 21W BULBS IN THE UK BUT OTHER MARKETS USED BULBS BETWEEN 18W AND 23W. THE ORANGE LENSES WERE SECURED TO THE BODY BY TWO 4MM CHROME PAN HEAD SCREWS. 6MM X 32MM CHROME BOLTS, NUTS, AND WASHERS THEN CLAMPED THESE TO THE FOUR CHROME STEMS. THE STEMS WERE RUBBER MOUNTED TO THE HEADLAMP AT THE FRONT AND THROUGH HOLES IN THE FRAME AT THE REAR. EARTH LEADS WERE FITTED TO ALL STEMS AND A SINGLE WIRE RAN FROM EACH INDICATOR TO THE MAIN WIRING LOOM. A SMALL FLASHER RELAY WAS RUBBER MOUNTED TO THE TOOLBOX UNDERNEATH THE RIGHT HAND SIDE PANEL. TWO WIRES RAN FROM THE MAIN LOOM TO THIS UNIT. ALL FOUR INDICATORS HEADS AND LENSES WERE EXACTLY THE SAME. REAR LIGHT: THE TAILLIGHT UNIT ON THE Z1 WAS AN OVAL SHAPE WITH A BUILT IN REFLECTOR. THE RED LENS WAS SCREWED TO ITS CHROME BACKING PLATE BY TWO 4MM PAN HEAD SCREWS. THE BULB USED IN THE UK WAS A TWIN FILAMENT 12V 21/5W. THIS ASSEMBLY WAS THEN BOLTED TO THE TAILLIGHT BRACKET BY THREE 6MM BOLTS. THE BRACKET WAS FINISHED IN SATIN BLACK AND BOLTED TO THE REAR FENDER BY ANOTHER THREE 6MM BOLTS. BETWEEN THE BRACKET AND THE FENDER WAS A BLOCK OF RUBBER, WHICH HELPED TO DAMPEN THE VIBRATION. THERE WAS TWO DIFFERENT TYPES OF BRACKETS. ONE FOR THE LONG REAR FENDER AND ONE FOR THE SHORT FENDER. THEY HELD THE TAILLIGHT AT DIFFERENT ANGLES DUE TO THE DIFFERENCE IN THE SHAPE OF THE FENDERS. THIS ENSURED THAT THE TAILLIGHT SAT SNUGLY UNDERNEATH THE REAR TAIL FAIRING. A SMALL WIRING LOOM THEN RAN FROM THE TAILLIGHT ASSEMBLY TO THE MAIN WIRING LOOM CONNECTING UNDER THE SEAT WITH A MALE AND FEMALE SIX PIN BLOCK CONNECTOR. THE BRAKE LIGHT WAS ACTIVATED BY THE HYDRAULIC SWITCH AT THE FRONT AND BY A MECHANICAL SWITCH AT THE REAR. REAR BRAKE PEDAL: THIS WAS A CHROME UNIT AND PIVOTED ON A SHAFT WELDED TO THE MAIN FRAME. A WASHER AND AN 8MM DOME NUT SECURED IT TO THIS SHAFT. A LARGE COILED SPRING HELPED TO RETURN THE PEDAL ONCE IT HAD BEEN DEPRESSED. A SMALL 6MM BOLT SCREWED INTO THE FRAME, ABOVE THE PEDAL, TO ACT AS A STOP AND DOUBLED AS AN ADJUSTER. ATTACHED TO THE REAR OF THE PEDAL WAS THE ZINC PLATED BRAKE ROD WHICH RAN BACKWARDS TO THE REAR BRAKE PANEL ON THE RIGHT HAND SIDE OF THE REAR WHEEL. THE ROD WAS THREADED ON BOTH ENDS TO ENABLE ADJUSTMENT. THIS THREAD WAS 6MM. RUNNING FROM THE PEDAL WAS A SPRING AND A SMALL METAL HOOK, WHICH ACTIVATED THE REAR BRAKE LIGHT SWITCH. THIS SWITCH WAS FIXED TO THE RIGHT HAND REAR ENGINE MOUNTING BRACKET AND WAS ADJUSTED BY TWO THIN 12MM NUTS. TWO WIRES RAN FROM THIS SWITCH TO THE MAIN WIRING LOOM. OTHER ELECTRICAL COMPONENTS: THE MAIN WIRING LOOM ON THE Z1 RAN FROM THE HEADLAMP SHELL BACKWARDS TO THE REAR FENDER. FROM THE SHELL IT PASSED OVER THE LEFT HAND SIDE OF THE HEADSTOCK UNDERNEATH THE PETROL TANK AND DOWN TOWARDS THE RIGHT HAND SIDE PANEL. HERE IT MEETS UP WITH THE CENTRE LOOM, WHICH CONSISTS OF A SERIES OF FOUR COLOURED PLUG CONNECTORS. ONE WHITE, ONE GREEN, ONE BLUE AND ONE BROWN. IT THEN CARRIES ON TO MEET UP WITH THE TAILLIGHT LOOM. PLASTIC CABLE TIES HOLD IT TO THE FRAME IN VARIOUS LOCATIONS. UNDERNEATH THE RIGHT HAND SIDE PANEL WAS THE MAIN ELECTRICAL PANEL. ATTACHED TO THIS PANEL WAS THE CENTRE LOOM, VOLTAGE RECTIFIER, STARTER SOLENOID SWITCH AND
  11. 11. THE MAIN FUSE HOLDER. THIS PANEL WAS RUBBER MOUNTED AND BOLTED TO THE SIDE OF THE BATTERY BOX BY TWO 6MM BOLTS. THE RECTIFIER WAS RUBBER MOUNTED TO THE BRACKET AND HELD BY TWO 6MM NUTS. A WHITE PLUG CONNECTED IT TO THE CENTRE LOOM. THE SINGLE 20 AMP FUSE WAS HOUSED IN A WHITE PLASTIC HOLDER AND CONNECTED BETWEEN THE POSITIVE BATTERY LEAD AND THE RECTIFIER. A SMALL RUBBER HOLDER HELD THE FUSE IN PLACE AND ALSO HELD TWO SPARE 20 AMP FUSES. THE STARTER SOLENOID SWITCH WAS RUBBER MOUNTED TO THE BRACKET AND HELD BY TWO 6MM BOLTS AND CONNECTED TO THE CENTRE LOOM BY TWO WIRES. THE SWITCH ITSELF HAD TWO LEADS CONNECTED TO IT, ONE TO THE STARTER MOTOR AND THE OTHER TO THE POSITIVE SIDE OF THE BATTERY. CONNECTED TO THE GREEN PLUG ON THE CENTRE LOOM WAS THE VOLTAGE REGULATOR. THIS WAS RUBBER MOUNTED TO THE BOTTOM OF THE BATTERY BOX AND HELD BY TWO 6MM BOLTS. THE BROWN PLUG ON THE PANEL WAS CONNECTED TO THE MALE BROWN PLUG FROM THE MAIN WIRING LOOM. THE REMAINING BLUE PLUG WAS CONNECTED TO THE ALTERNATOR SITUATED ON THE LEFT HAND SIDE OF THE ENGINE. THE BATTERY WAS A 12V 14 AMP YUASA LEAD ACID UNIT. THE NEGATIVE LEAD FROM THE BATTERY RAN DOWN TO CONNECT TO THE REAR OF THE ENGINE CRANKCASE. ANOTHER WIRE RAN FROM THIS LEAD TO THE MAIN LOOM ACTING AS AN EXTRA EARTH. THE BATTERY SAT IN A PLASTIC TRAY WHICH IN TURN SAT INTO THE BATTERY BOX. AN OVERFLOW PIPE RAN FROM THE BATTERY DOWN TOWARDS THE REAR SWING ARM. THE Z1 WAS EQUIPPED WITH A 12V 2.5AMP HORN WHICH WAS FIXED BY AN 8MM BOLT TO THE FRAME UNDERNEATH THE HEADSTOCK. THE FINISH ON THE HORN WAS A SATIN BLACK PAINT. THE BRACKET HOLDING THE HORN TO THE FRAME WAS ORIGINALLY A THREE-PIECE LEAF AFFAIR, BUT IN ORDER TO INCREASE PERFORMANCE KAWASAKI MODIFIED IT TO A FOUR- PIECE UNIT. THIS TOOK PLACE IN DECEMBER 1973 FROM FRAME NUMBERS Z1F-31667 ONWARDS. A NEW COMPLETE HORN WAS MADE AVAILABLE UNDER THE NEW PART NUMBER 27003-053. TWO WIRES RAN FROM THE HORN, A BLACK ONE TO THE LEFT HAND SWITCHGEAR AND THE OTHER, A BROWN ONE, TO THE MAIN LOOM. THE Z1 WAS EQUIPPED WITH A 12V ELECTRIC STARTER MOTOR MADE BY THE MITSUBA COMPANY OF JAPAN. MODEL NUMBER FOR THIS MOTOR WAS SM-226-K. A SINGLE LEAD FROM THIS MOTOR RAN TO THE STARTER SOLENOID SWITCH. IT WAS BOLTED TO THE TOP OF THE CRANKCASES BY TWO 6MM BOLTS AND COVERED BY A CHROME METAL COVER, ITSELF SECURED BY TWO CHROME 6MM BOLTS. IT WAS A CONVENTIONAL DIRECT CURRENT MOTOR AND CONNECTED TO AN IDLER GEAR WHICH IN TURN CONNECTED TO A MUCH LARGER GEAR WHICH OPERATED THE ONE WAY STARTER CLUTCH INSIDE THE LEFT HAND SIDE ALTERNATOR CASING. PROBLEMS WERE REPORTED OF EXCESSIVE BULB BLOWING AND KAWASAKI DECIDED THE FAULT WAS DUE TO POOR EARTHING OF THE VOLTAGE REGULATOR UNIT. A MODIFIED UNIT WAS PRODUCED WITH A SEPARATE BLACK EARTH WIRE, WHICH WAS TO BE CONNECTED DIRECTLY TO EITHER THE POSITIVE BATTERY TERMINAL OR THE EARTH MOUNTING POINT ON THE CRANKCASES. THE MODIFIED PART WAS GIVEN THE PART NUMBER 21066-019. THE OLD NUMBER WAS 21066-013. THE IDENTIFICATION NUMBER ON TOP OF THE MODIFIED REGULATOR WAS RS 2123. THE HEADLAMP MOUNTING RUBBERS WERE ALSO MODIFIED TO A SOFTER COMPOUND IN AN EFFORT TO REDUCE VIBRATION. NONE OF THESE MODIFICATIONS PROVED TO BE SUCCESSFUL AND IT WOULD BE MANY YEARS BEFORE THE PROBLEM WAS SOLVED. REAR FENDER: THERE WAS TWO DIFFERENT TYPES OF REAR FENDERS FITTED TO THE Z1. A LONG ONE AND A SHORT ONE. THE UK VERSION WAS THE LONG ONE WHILE THE AMERICAN MODEL GOT THE SHORTER SPORTIER ITEM. THEY WERE BOTH FINISHED IN BRIGHT CHROME. THE FENDER WAS ATTACHED TO THE FRAME BY SIX 6MM BOLTS. THE FRONT TWO BOLTS FASTENED THROUGH A SERIES OF RUBBER MOUNTS, THROUGH THE FRAME AND INTO CAPTIVE NUTS IN THE FENDER ITSELF. SANDWICHED BETWEEN THE FRAME AND FENDER WAS A PLASTIC INNER FENDER WHICH
  12. 12. RAN DOWN TO THE REAR SWINGING ARM. THIS STOPPED ANY DEBRIS FROM REACHING ANYWHERE UNDERNEATH THE SEAT AREA. ANOTHER RUBBER MOUNTED BRACKET WRAPPED AROUND THE REAR FRAME LOOP AND BOLTED TO THE FENDER, USING THE OTHER FOUR BOLTS, HOLDING IT SECURELY IN PLACE. THE TAILLIGHT BRACKET WAS THEN BOLTED TO THE FENDER. BELOW THIS BRACKET, ON THE SHORT FENDERS, WAS A SMALL HOLE, WHICH HELD A SMALL RUBBER BUNG. THIS BUNG WAS TO STOP THE REAR NUMBERPLATE FROM HITTING THE FENDER AND CAUSING VIBRATION. TWO MORE RUBBER DAMPERS PUSHED INTO THE SIDE OF THE FRAME AND CUSHIONED THE FENDER SIDEWAYS. STUCK ONTO THE TOP OF THE INNER PLASTIC FENDER WAS A SERIES OF WARNING STICKERS. THESE WERE INFORMATION FOR DRIVE CHAIN, TYRE AND LOAD DATA AND ON THE UK MODEL, BRAKE FLUID REQUIREMENTS. REAR SUSPENSION: TWO OIL FILLED SHOCK ABSORBERS WERE FITTED TO THE Z1. THESE WERE CHROME UNITS AND WERE ADJUSTABLE FOR PRE-LOAD BY A FIVE WAY ADJUSTER AT THE BOTTOM OF EACH SHOCK. THEY WERE EYED AT EACH END AND THE TOP OF EACH UNIT PUSHED ONTO STUDS ON THE MAIN FRAME. THEY WERE THEN SECURED BY TWO 12MM CHROME DOMED NUTS AND WASHERS. TWO CHROME 10MM BOLTS SECURED THE BOTTOM MOUNTS TO THE REAR SWING ARM. THE UK MODEL HAD PLAIN CHROMED METAL SHROUDS ON THE TOP OF THE SHOCKS WHILE THE AMERICAN MODEL HAD CHROMED PLASTIC SHROUDS INCORPORATING A SCREW ON RED REFLECTOR. THESE SHOCK ABSORBERS WERE CONSIDERED A WEAK SPOT ON THE Z1 AND MANY OWNERS REPLACED THEM WITH SUPERIOR AFTER MARKET ITEMS. FOOTREST: ON EACH SIDE OF THE MAIN FRAME, THERE WERE TWO STUDS WHICH SCREWED INTO THE FRAME AND WERE SECURED BY 10MM NUTS AT THE REAR. THE FRONT FOOTREST BRACKETS WERE THEN MOUNTED TO THESE STUDS USING RUBBER BUSHES TO REDUCE VIBRATION. A DOMED WASHER AND 8MM-DOMED NUT THEN WENT ONTO EACH STUD TO SECURE THE BRACKETS. THE BRACKETS WERE FINISHED IN SATIN BLACK. THE UK MODEL HAD NON-FOLDING FOOTREST AND USED JUST A RUBBER WHICH PUSHED ONTO THE METAL BRACKET. THE AMERICAN MODEL USED FOLDING RUBBER FOOTREST, WHICH PIVOTED ONTO THE MAIN BRACKET BY THE USE OF A CLEVIS PIN. A LARGE WASHER WENT BETWEEN THE BRACKET AND THE RUBBER AND A SMALL COTTER PIN SECURED THE CLEVIS PIN IN PLACE. THE REAR FOOTREST CONSISTED OF A BLACK METAL BRACKET, WHICH SCREWED INTO THE REAR FRAME SECTION. A 12MM CHROME NUT WAS THEN USED TO TIGHTEN THIS BRACKET IN THE DESIRED POSITION. A CHROMED METAL STEM THEN PIVOTED ON THIS BRACKET USING A SMALL CLEVIS PIN, WASHER, AND SPLIT PIN. OVER THIS STEM THEN WENT THE FOOTREST RUBBER LEAVING THE EXPOSED CHROMED END OF THE STEM TO SHOW THROUGH. STANDS: THE Z1 WAS FITTED WITH TWO STANDS. A SIDE STAND AND A MAIN CENTRE STAND. THE SIDE STAND WAS FINISHED IN GLOSS BLACK AND WAS SECURED TO THE FRAME BY A SHOULDERED ZINC PLATED 10MM BOLT AND 10MM NUT. A ZINC PLATED RETURN SPRING ATTACHED TO THE STAND AND THEN ONTO A PEG ON THE MAIN FRAME. THE MAIN STAND WAS FINISHED IN GLOSS BLACK AND WAS ATTACHED TO THE MAIN FRAME BY TWO ZINC PLATED SHOULDERED BOLTS AND NUTS. THESE RAN THROUGH TWO LOOPED BRACKETS ON THE UNDERSIDE OF THE FRAME. A SINGLE ZINC PLATED RETURN SPRING WAS FITTED BETWEEN THE TWO BOLTS. ON THE ORIGINAL 1972/1973 Z1, THESE SHOULDERED BOLTS WERE HOLLOW. LATER MODELS WENT TO A SOLID DESIGN BUT KEPT THE SAME PART NUMBER. ENGINE MOUNTINGS:
  13. 13. THE ENGINE WAS BOLTED TO THE FRAME IN FIVE DIFFERENT POINTS. THE ENGINE WAS INTENDED TO BE REMOVED FROM THE LEFT HAND SIDE OF THE FRAME, SO THE MOUNTING POINTS ON THE RIGHT HAND SIDE WERE FIXED. THERE WERE TWO TRIANGULAR PLATES BOLTED TO THE FRAME ON THE RIGHT HAND SIDE, ONE ON THE DOWN TUBE AND A SMALLER ONE JUST BELOW THE CLUTCH COVER. THE LARGER PLATE WAS SECURED WITH TWO ZINC PLATED 8MM BOLTS, ONE 56MM LONG, AND THE OTHER 63MM LONG. TWO 8MM NUTS ALONG WITH WASHERS TIGHTENED THEM UP. THE BOTTOM SMALLER PLATE WAS SECURED WITH TWO ZINC PLATED 8 X 18 MM BOLTS WHICH SCREWED DIRECTLY INTO THE FRAME. THERE WAS TWO MORE REAR ENGINE MOUNTING PLATES THAT WERE BOLTED TO THE REAR FRAME TUBES BY FOUR 8 X 40 MM BOLTS. THESE PLATES HAD 8MM CAPTIVE NUTS BUILT INTO THEM. BOTH PLATES HAD A RUBBER GROMMET ON THEM, WHICH HELD THE FRONT MOUNTING LUGS OF THE SIDE PANELS. THE RIGHT HAND PLATE ALSO HAD A FORKED BRACKET TO HOLD THE REAR BRAKE LIGHT SWITCH. ALL THESE PLATES WERE FINISHED IN GLOSS BLACK PAINT. THE FRONT TOP ENGINE MOUNTING WAS A ZINC PLATED 10 X 310 MM LONG BOLT. IT PASSED THROUGH THE FRAME AND CRANKCASES AND THEN THROUGH THE LARGE REMOVABLE TRIANGULAR PLATE ON THE RIGHT HAND SIDE. A 10MM LOCKING NUT THEN SECURED IT. THE LEFT HAND BOTTOM MOUNTING WAS A 12MM ZINC PLATED BOLT WHICH RAN THROUGH THE FRAME AND INTO THE CRANKCASES AND WAS SECURED BY A SPECIAL PEAR SHAPED 12MM NUT. THE SHAPE OF THIS NUT ENSURED THAT IT WOULD SELF LOCK AGAINST THE CRANKCASES. THE RIGHT HAND BOTTOM MOUNTING WAS THE SAME SET UP BUT THIS TIME IT RAN THROUGH THE SMALL REMOVABLE TRIANGULAR PLATE BEFORE ENTERING THE CRANKCASES. THE BOTTOM REAR MOUNTING USED A 10 X 165 MM ZINC PLATED BOLT AND WAS SECURED AT THE OTHER SIDE BY A 10MM LOCKING NUT. THE TOP REAR MOUNTING USED A 10 X 250 MM ZINC PLATED BOLT. BETWEEN THE CRANKCASES AND THE REAR MOUNTING PLATES WERE TWO ZINC PLATED SPACERS. THE LEFT HAND SPACER WAS 52MM LONG WHILE THE RIGHT HAND SIDE ONE WAS 31MM LONG. THIS SHORTER SPACER HAD A RUBBER CLAMP ATTACHED TO IT, WHICH HELD THE CARBURETTOR OVERFLOW PIPES. A 10MM LOCKING NUT TIGHTENED EVERYTHING TOGETHER. OTHER FRAME FITTINGS: GRAB RAIL: THE Z1 WAS FITTED WITH A CHROMED PASSENGER GRAB RAIL. THIS WAS FASTENED TO THE TOP REAR SHOCK ABSORBER MOUNTINGS BETWEEN THE SHOCK AND THE DOMED NUT. A FURTHER TWO MORE 10MM BOLTS SCREWED INTO THE GRAB RAIL, A LITTLE FURTHER BACK, FROM INSIDE THE FRAME AND TIGHTENED IT ALL UP. SANDWICHED BETWEEN THE GRAB RAIL AND FRAME AT THIS POINT WAS TWO LARGE ZINC PLATED 10MM FLAT WASHERS. BATTERY BOX: THE BATTERY BOX WAS FINISHED IN GLOSS BLACK AND WAS RUBBER MOUNTED TO THE MAIN FRAME UNDERNEATH THE SEAT AREA BY TWO 6MM BOLTS. TWO MORE RUBBER MOUNTS HELD THE BOX SECURE TO THE SIDE OF THE FRAME. THE BATTERY WAS HELD IN PLACE BY A LARGE RUBBER STRAP, WHICH STRETCHED ACROSS THE TOP OF THE BATTERY BOX. FOUR FLAT RUBBER DAMPERS SAT AT THE BASE OF THE BOX TO CUSHION THE BATTERY. ATTACHED TO THE FRONT OF THE BOX BY TWO 6MM BOLTS WAS THE AIR BOX HOLDING PLATE. THIS WAS FINISHED IN GLOSS BLACK. THE BRACKET HAD TWO BUILT IN CLAMPS UNDERNEATH IT THAT HELD THE STARTER MOTOR WIRE ON ITS WAY TO THE STARTER SOLENOID SWITCH. ATTACHED TO THE REAR OF THE BOX BY TWO 6MM BOLTS WAS THE TOOL TRAY. THIS WAS FINISHED IN GLOSS BLACK. THE TOOLBOX HAD A SMALL ROUND HOLE IN IT WHERE THE BATTERY BREATHER PIPE RAN THROUGH. ON THE RIGHT HAND SIDE OF THE TOOLBOX WAS A SMALL METAL BRACKET, WHICH THE FLASHER RELAY MOUNTED TO. ON THE LEFT HAND SIDE WAS ANOTHER BRACKET, WHICH HELD THE CHAIN OILER OVERFLOW PIPE. ATTACHED TO THE RIGHT HAND SIDE OF THE BATTERY BOX WAS THE MAIN ELECTRICAL PANEL BRACKET. THIS WAS ALSO FINISHED IN GLOSS BLACK. ATTACHED TO THE LEFT HAND SIDE OF THE BATTERY BOX BY TWO 6MM BOLTS WAS A ZINC PLATED BRACKET WHICH HELD THE REAR DRIVE CHAIN OILER BOTTLE. THIS BRACKET HAD THREE HOLES IN IT WHERE THREE RUBBER DAMPERS SAT.
  14. 14. RUBBER MOUNTED UNDERNEATH THE BATTERY BOX BY TWO 6MM BOLTS WAS THE VOLTAGE REGULATOR. REAR SWINGING ARM: THIS WAS A TUBULAR DESIGN AND FINISHED IN GLOSS BLACK. ALTHOUGH BRACED AT THE FRONT IT WAS CONSIDERED TO BE ANOTHER OF THE Z1`S WEAK SPOTS. MANY AFTER MARKET SWING ARMS WERE AVAILABLE FOR THE Z1, THE MOST FAMOUS PERHAPS BEING THE DRESDA BOX SECTION. MOST REPLACEMENTS WERE "MORE SHOW THAN GO", BUT THIS WAS AN AREA THAT CERTAINLY NEEDED TO BE IMPROVED ON. THE ARM RAN ON A SET UP OF PHOSPHOR BRONZE BUSHES AND SLEEVES. ONE BUSH AND ONE SLEEVE ON EACH END. IN BETWEEN THE BUSHES WAS A STEEL SPACER. A GREASE NIPPLE WAS FITTED ON TOP OF THE FRONT OF THE ARM AND A ZINC PLATED CAP AND O`RING KEPT THE GREASE IN PLACE AT EACH END. THIS WAS THEN SECURED TO THE FRAME BY A LONG ZINC PLATED SHAFT BOLT AND CHROME PLATED 16MM LOCKING NUT. THERE WAS TWO BRACKETS ON THE LEFT HAND SIDE OF THE ARM TO WHICH THE CHAIN GUARD FIXED. THESE BRACKETS WERE DRILLED WITH 6MM THREADED HOLES. ON EACH SIDE OF THE REAR OF THE ARM WAS A "U" SHAPED 10MM-THREADED BRACKET, WHICH WERE THE MOUNTINGS FOR THE REAR SHOCK ABSORBERS. UNDERNEATH ON THE RIGHT HAND SIDE OF THE ARM WAS ANOTHER BRACKET WITH A 12MM HOLE THROUGH IT. THROUGH THIS HOLE PASSED A SHOULDERED 10MM ZINC PLATED BOLT AND NUT. THE BOLT WAS DRILLED WITH A SMALL HOLE THROUGH WHICH PASSED A SMALL R-CLIP. THIS BOLT WAS TO HOLD THE CHROME PLATED REAR BRAKE TORQUE ARM. THE TORQUE ARM THEN RAN BACK TOWARDS THE REAR BRAKE PANEL WHERE IT FASTENED TO THE BRAKE PANEL BY ANOTHER 10MM ZINC PLATED BOLT, NUT, AND R-CLIP. THE TORQUE ARM WAS 370MM LONG, FLAT IN DESIGN AND HAD A HOLE DRILLED IN EACH END. THE INSIDE OF THE ARM WAS STAMPED WITH AN IDENTIFICATION MARK, NORMALLY A ONE OR TWO DIGIT NUMBER. THE END OF THE SWING ARM HAD AN OPEN-ENDED FORK DESIGN. INTO THIS OPEN END WENT TWO STOPPERS WHICH BOLTED TO THE ARM BY TWO 8MM ZINC PLATED BOLTS. THIS DESIGN ENABLED THE REMOVAL OF THE STOPPERS SO THAT THE REMOVAL OF THE REAR WHEEL COULD BE MADE WITHOUT HAVING TO REMOVE THE MUFFLERS. THE REAR AXLE COULD NOT BE REMOVED WITH THE MUFFLERS IN PLACE. REAR WHEEL: THE REAR WHEEL WAS AN 18 INCH ONE. A CHROME 215X18, 40 HOLE RIM MADE BY THE TAKASAGO COMPANY WAS ATTACHED TO THE LIGHT ALLOY HUB BY 40 ZINC PLATED BUTTED SPOKES. THE OUTSIDE OF THE HUB WAS RIBBED TO ASSIST COOLING AND WAS FINISHED IN A NATURAL ALUMINIUM FINISH. IT CONTAINED TWO 6304 ROLLER BEARINGS AND A STEEL SPACER COLLAR. THE WHEEL WAS FITTED WITH A RIM TAPE, INNER TUBE AND A 400HX18 4PR DUNLOP K87 MK11 TYRE. RECOMMENDED AIR PRESSURE WAS 31 PSI AND MINIMUM TREAD WEAR LIMIT WAS 2MM. THE RIM WAS FITTED WITH TWO BEAD PROTECTORS, WHICH HELPED TO STOP THE TUBE AND TYRE FROM MOVING UNDER SEVERE ACCELERATION. THESE PROTECTORS WERE NOT SHOWN ON THE PARTS BOOK BUT THEY WERE AVAILABLE UNDER THE PART NUMBER 41024-008. IT IS WORTH NOTING THAT THE PARTS BOOK GIVES THE WRONG NUMBER FOR THE REAR WHEEL RIM. THE NUMBER QUOTED IS 41025-052, WHICH IS ACTUALLY A FRONT RIM FOR AN S1-250. THE CORRECT NUMBER IS 41025-049. SIX CUSH DRIVE RUBBERS SEATED INTO THE LEFT HAND SIDE OF THE HUB AND PUSHED INTO THESE WAS THE LIGHT ALLOY SPROCKET CARRIER ALSO FINISHED IN NATURAL ALUMINIUM. BETWEEN THE HUB AND THE CARRIER WAS A SMALL ALLOY SPACER. THE CARRIER HELD A 6206 ROLLER BEARING AND A GREASE SEAL. ANOTHER SMALL ALLOY SPACER FITTED INTO THIS SEAL AND SPACED THE CARRIER AWAY FROM THE SWING ARM. THE REAR SPROCKET WAS FASTENED TO THE CARRIER BY SIX 10MM ZINC PLATED BOLTS, SIX 10MM NUTS AND THREE LOCKING TAB WASHERS. THROUGH THE WHEEL RAN A 20MM ZINC PLATED AXLE. THERE WAS ANOTHER ALLOY SPACER BETWEEN THE BRAKE PANEL AND THE RIGHT HAND SIDE OF THE SWING ARM.
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
  16. 16. THE CHAIN WAS PROTECTED BY A PLASTIC CHAIN GUARD, FINISHED IN BLACK, WHICH WAS FASTENED TO THE SWING ARM BY TWO 6MM ZINC PLATED BOLTS. THE CHAIN WAS ADJUSTED AT THE REAR OF THE SWING ARM BY TWO ZINC PLATED ADJUSTER PLATES. TWO ZINC PLATED 8MM BOLTS PUSHED AGAINST THE SWING ARM STOPPERS AND PULLED BACK THE REAR AXLE UNTIL CORRECT TENSION WAS OBTAINED. AN 8MM NUT THEN LOCKED THE ADJUSTER BOLT INTO PLACE. THE CORRECT ADJUSTMENT WAS 30-35 MM OF SLACK MEASURED BETWEEN THE TWO SPROCKETS. ANOTHER FIRST ON THE Z1 WAS THE FITTING OF AN AUTOMATIC CHAIN OILER. UNDERNEATH THE LEFT HAND SIDE PANEL WAS A WHITE PLASTIC TANK WHICH HELD SAE 90 GEAR OIL. A RUBBER RETAINING STRAP HELD THIS TO A BRACKET. A DECAL WAS STUCK ONTO THE TANK STATING WHICH OIL WAS TO BE USED TO FILL IT UP WITH. ON TOP OF THE TANK WAS A BLACK, SCREW-ON, FILLER CAP AND A BLACK RUBBER DIPSTICK FOR CHECKING THE OIL LEVEL WHEN THE SIDE PANEL WAS FITTED. A BLACK VINYL OVERFLOW PIPE RAN UPWARDS FROM THE TOP OF THE TANK, OVER THE SIDE OF THE TOOLBOX AND DOWN TOWARDS THE SWING ARM. A SMALL FILTER SCREWED TO THE BOTTOM OF THE TANK AND FROM THIS LED A BLACK VINYL PIPE. THIS FED A SMALL PUMP IN THE RIGHT HAND ENGINE CASING WHICH IN TURN SPLASH FED THE FRONT SPROCKET WITH OIL. THE DRIVE FOR THIS PUMP CAME FROM A SMALL PIN SITUATED IN THE END OF THE GEARBOX OUTPUT SHAFT. THIS IN TURN LUBRICATED THE DRIVE CHAIN. THIS PROVED TO BE A VERY MESSY SYSTEM, BUT THE PUMP WAS ADJUSTABLE AND COULD BE REGULATED TO A MERE TRICKLE. OWNERS PREFERRED THIS SETTING BECAUSE THEIR PRIDE AND JOY LOOKED A LOT CLEANER. HOWEVER, THE PRICE TO PAY FOR THIS WAS EXTREME EXCESSIVE WEAR ON THE DRIVE CHAIN. SOME OWNERS WERE APPALLED TO FIND OUT THEY NEEDED TO REPLACE THE CHAIN WITHIN 5000 MILES! KAWASAKI CAME TO THE RESCUE AND REPLACED MOST CHAINS UNDER WARRANTY. IT BECAME APPARENT TO THEM HOWEVER THAT THEY WERE ON A LOSER, SO A REVISED INFORMATION STICKER WAS ATTACHED TO THE BIKES ON THE PRODUCTION LINE STATING THAT A REPLACEMENT CHAIN WOULD ONLY BE ALLOWED ON MACHINES THAT HAD COVERED UNDER 3000 MILES! ONLY ONE CHAIN PLUS THE ORIGINAL WAS ALLOWED PER BIKE. MOST OWNERS RAN THE OILER DRY AND RESORTED TO MANUALLY LUBRICATING THE CHAIN THEMSELVES. IGNITION SYSTEM: THE IGNITION SYSTEM ON THE Z1 WAS THE USUAL COIL AND BATTERY SET UP. INSIDE THE FRONT RIGHT HAND SIDE ENGINE CASE WAS A CENTRIFUGAL AUTOMATIC ADVANCER UNIT, WHICH WAS KEYED TO THE CRANKSHAFT BY A SMALL 4MM DOWEL PIN. THIS HAD A SINGLE LOBE CAM, WHICH OPENED EACH PAIR OF POINTS ONCE PER ENGINE REVOLUTION. THE ADVANCEMENT WAS MADE BY TWO SMALL SPRINGS, WHICH COULD NOT BE OBTAINED SEPARATELY. ON TOP OF THIS, SCREWED TO THE INNER ENGINE CASE BY THREE 5MM PAN HEAD SCREWS, WAS A BACKING PLATE WHICH HELD THE TWO SETS OF POINTS AND A PAIR OF CONDENSERS. A SMALL BLOCK OF FELT WAS ALSO ATTACHED TO THIS PLATE TO ASSIST IN LUBRICATING THE CAM. AN 8MM BOLT AND SPECIAL 17MM LOCKING WASHER THEN HELD EVERYTHING TOGETHER. THIS 17MM WASHER WAS MODIFIED ALMOST IMMEDIATELY BY KAWASAKI TO INCORPORATE A BUILT IN FLAT WASHER, GIVING IMPROVED CONNECTION TO THE AUTO ADVANCER. THE POINTS FIRED A PAIR OF TWIN LEADED COILS WHICH WERE SITUATED UNDERNEATH THE FUEL TANK. THESE WERE MOUNTED TO BRACKETS ON THE FRAME BY TWO 6MM PAN HEAD SCREWS AND TIGHTENED UP BY 6MM NUTS. ORIGINALLY THE COILS WERE IN A "GREYISH" BAKELITE FINISH, BUT I HAVE SEEN SOME IN A BLACK FINISH. THIS WAS OBVIOUSLY AN INCONSISTENCY FROM THE SUPPLIER, THE TOYODENSO COMPANY OF JAPAN. TWO WIRES RAN FROM EACH COIL, ONE TO THE MAIN LOOM AND THE OTHER TO THE LOW TENSION LEAD, WHICH RAN FROM THE POINTS PLATE ASSEMBLY. THE HIGH TENSION LEADS WERE BONDED INTO THE BODIES OF THE COILS AND WERE NOT REMOVABLE. THE LEADS FOR 1+4 CYLINDERS WERE LONGER THAN THE LEADS FOR 2+3 CYLINDERS. UK MODELS WERE FITTED WITH METAL SHROUDED GREY PLASTIC PLUG CAPS WHILE AMERICAN MODELS HAD BLACK PLASTIC CAPS. FITTED TO EACH LEAD WAS A SMALL PLASTIC CLIP, WHICH WERE NUMBERED 1 TO 4. THIS ENSURED THE CORRECT LEAD WENT TO THE CORRECT CYLINDER.
  17. 17. NGK B8ES SPARKING PLUGS WERE FITTED AS STANDARD, WHILE B9ES WERE RECOMMENDED FOR HIGH SPEED USE. AIR CLEANER ASSEMBLY: THE AIR BOX FITTED TO THE Z1 WAS A ONE-PIECE RUBBER ITEM. INSERTED INTO THE TOP THROUGH AN OBLONG HOLE WAS A PAPER FILTER ELEMENT. THIS HAD A HANDLE ON THE TOP OF IT TO ASSIST IN REMOVAL. COVERING THIS HOLE WAS A BLACK PLASTIC GRILLED COVER, WHICH JUST PUSHED ONTO THE AIR BOX STOPPING ANY LARGE ITEMS ENTERING THE BOX. CONNECTED TO THE BOTTOM OF THE BOX WAS A RUBBER PIPE WHICH RAN TO THE TOP OF THE CRANKCASE BREATHER COVER. THIS PIPE WAS SECURED WITH A SMALL METAL WIRE CLIP. FOUR BLACK METAL CLAMPS SECURED THE INLET HOSES TO THE REAR OF THE CARBURETTORS ENSURING AN AIRTIGHT CONNECTION. A BLACK 5MM PAN HEAD SCREW TIGHTENED THESE CLAMPS. EXHAUST SYSTEM: THE SILENCER SYSTEM ON THE Z1 IS PERHAPS THE MOST VISUAL EXHAUST EVER FITTED TO A MOTORCYCLE. THE FOUR SEPARATE SILENCERS STAND OUT TO MAKE THE Z1 INSTANTLY RECOGNISABLE. EACH CHROME SILENCER WAS HELD TO THE CYLINDER HEAD PORT BY TWO ZINC PLATED HALF MOON COLLETS AND A CHROME STEEL FINNED CLAMP. THESE CLAMPS FITTED OVER TWO 6MM STUDS AND WERE SECURED WITH 6MM NUTS AND SPRING WASHERS. A COPPER CIRCULAR GASKET SEALED THE DOWN PIPE TO THE EXHAUST PORT ENSURING A GAS TIGHT FIT. THE DOWN PIPES WERE DOUBLE SKINNED TO REDUCE DISCOLORATION AND WERE WELDED TO THE MUFFLERS BEFORE THEY WERE CHROMED. THIS JOIN WAS JUST BELOW THE FRONT FOOTREST. EACH PAIR OF SILENCERS WAS CONNECTED AT THE REAR BY A SMALL RUBBER TUBE AND A ZINC PLATED CLAMP. A 6MM PAN HEAD SCREW TIGHTENED THIS CLAMP UP. A DAMPER RUBBER WAS FITTED TO EACH OF THE TWO LEFT HAND SILENCERS, ONE ON THE BOTTOM MUFFLER TO STOP THE MAIN STAND HITTING IT AND ONE ON THE UPPER MUFFLER FOR THE SIDE STAND. A CHROME 10 X 108MM BOLT RAN THROUGH EACH PAIR OF MUFFLERS AND THEN THROUGH A PAIR OF RUBBER COATED METAL BUSHES WHICH WERE SITUATED IN THE FRAME. A FLAT WASHER AND A 10MM LOCK NUT THEN TIGHTENED THE WHOLE LOT UP. THIS BOLT WAS MODIFIED VERY EARLY ON IN PRODUCTION AND REPLACED INSTEAD WITH A BOLT WITH A LARGE CHROME FLANGED HEAD. EACH SILENCER WAS FITTED AT THE REAR END WITH A BAFFLE SECURED WITH A 6MM BOLT. UK MODELS HAD A BAFFLE WITH A SMALL TUBE STICKING OUT OF THE END OF IT WHILE AMERICAN MODELS HAD BAFFLES WITH A BAR WELDED ACROSS THEM. THIS WAS TO ASSIST WITH REMOVAL. FURTHER DOWN INSIDE THE MUFFLER WAS A SERIES OF MORE BAFFLES, WHICH COULD NOT BE REMOVED. AT THE BOTTOM OF EACH SILENCER WAS A SMALL DRAIN HOLE WHERE WATER COULD ESCAPE. IT WAS VERY IMPORTANT TO KEEP THESE HOLES CLEAR OTHERWISE PREMATURE INTERNAL ROTTING WOULD OCCUR, SOMETIMES WITHIN MONTHS. THE WHOLE SYSTEM WAS VERY HEAVY AND MANY OWNERS REPLACED THEM WITH A NOISIER, LIGHTER, AND FASHIONABLE FOUR INTO ONE SYSTEM. THESE SOMETIMES INCREASED PERFORMANCE BUT MORE OFTEN THAN NOT DIDN'T. CONTROL CABLES: THE Z1 HAD A TOTAL OF FIVE CONTROL CABLES. ALL FINISHED IN BLACK. A SPEEDOMETER CABLE RAN FROM THE GEARBOX ON THE FRONT WHEEL UP TO THE SPEEDOMETER HEAD. IT PASSED THROUGH THE CHROME METAL BRACKET, WHICH HELD THE FRONT BRAKE RUBBER HOSE PIPE ATTACHED TO THE LEFT HAND LOWER FORK LEG, AND A
  18. 18. SMALL BLACK METAL CLAMP FASTENED TO THE BRAKE JUNCTION MOUNTING BOLT. BOTH ENDS OF THE CABLE HAD A SCREW FASTENING. A TACHOMETER CABLE RAN FROM THE TACHOMETER DRIVE ON THE CYLINDER HEAD UP TO THE TACHOMETER HEAD. IT PASSED THROUGH A SMALL BLACK METAL CLAMP FASTENED TO THE BRAKE JUNCTION MOUNTING BOLT. BOTH ENDS HAD A SCREW FASTENING. A CLUTCH CABLE RAN FROM THE CLUTCH RELEASE MECHANISM DOWN IN THE REAR LEFT HAND ENGINE CASE UP TO THE CLUTCH LEVER ON THE HANDLEBARS. THERE WAS A ZINC PLATED ADJUSTER HALF WAY UP THE CABLE AND BOTH ENDS HAD A NIPPLE ON THEM. A BLACK METAL CLAMP HELD THE CABLE CLOSE TO THE FRAME DOWN TUBE AWAY FROM THE EXHAUST. THERE WAS AN IDENTIFICATION NUMBER AT THE TOP OF THE CABLE. THIS NUMBER WAS 11-048. THERE WERE TWO THROTTLE CABLES, ONE FOR OPENING THE CARBS AND ONE FOR CLOSING THEM. THERE WAS A CURVED CHROME ADJUSTER ON EACH CABLE AT THE TWIST GRIP END AND A STRAIGHT ZINC PLATED ADJUSTER AT THE CARB END. THEY PASSED THROUGH A CHROME CIRCULAR GUIDE FASTENED TO THE TOP RIGHT HAND YOKE MOUNTING BOLT. THERE WAS AN IDENTIFICATION NUMBER ON EACH CABLE AT THE TOP. ON THE OPEN CABLE THIS WAS 12-081 AND ON THE CLOSE CABLE, 12-087. BODY WORK: THE BODYWORK DESIGN OF THE Z1 HAS BECOME SOMETHING OF A LEGEND. MANY MODERN RETRO BIKES HAVE TRIED TO RE-CAPTURE THE FLOWING LINES OF THE Z1 INCLUDING KAWASAKI'S OWN ZEPHYR RANGE. THERE WERE TWO COLOUR OPTIONS FOR THE Z1. CANDY BROWN AND ORANGE AND CANDY GREEN AND YELLOW. MOST UK MODELS WERE IN THE BROWN OPTION WHILE MANY AMERICANS WENT FOR THE GREEN OPTION. THE TERM "CANDY" WAS A TERM GIVEN TO THE PAINTING PROCESS OF THE TIME. IT WAS ACTUALLY A MULTI COAT PROCESS USING METALLIC PAINTS AND COLOURED LACQUERS. THE FUEL TANK WAS A "TEAR-DROP" SHAPE PRESSED FROM STEEL. A CHROME FILLER CAP WAS FITTED ONTO THE TOP OF THE TANK AND OPENED BY A SMALL SPRING LOADED HOOK WHICH WAS DEPRESSED TO ALLOW THE CAP TO BE LIFTED UP. A BLACK FUEL TAP WAS SCREWED ONTO THE BOTTOM OF THE LEFT HAND SIDE OF THE TANK BY A LARGE NUT AND HAD THREE POSITION, ON, OFF AND RESERVE. THE TAP HAD A REMOVABLE SEDIMENT BOWL AND FILTER AT THE BOTTOM AND HAD TWO OUTLETS AT THE REAR WHICH FED FUEL TO THE CARBURETTORS. THERE WAS AN EMBLEM ON EACH SIDE OF THE TANK BARING THE NAME "KAWASAKI." THESE EMBLEMS WERE 155 MM LONG AND WERE SCREWED TO THE TANK BY TWO BLACK COUNTER SUNK 3MM PAN HEAD SCREWS. THE EMBLEMS WERE BLACK BASED WITH THE LETTERS FINISHED IN WHITE SURROUNDED BY CHROME. THE TANK WAS RUBBER MOUNTED BY TWO CIRCULAR RUBBERS AT THE FRONT, ONE ON EACH SIDE OF THE FRAME AND CUSHIONED UNDERNEATH AT THE REAR BY TWO HONEY-COMBED RUBBERS WHICH WRAPPED AROUND THE FRAME TUBES. A RUBBER STRAP THEN HELD THE TANK AT THE REAR HOLDING IT DOWN CLOSE TO THE FRAME. THERE WAS A PLASTIC PANEL ON EACH SIDE FINISHED IN THE MAIN BODY COLOUR. THESE WERE SECURED TO THE FRAME BY LUGS THAT PUSHED INTO RUBBER GROMMETS, THREE ON EACH SIDE OF THE FRAME. THE LEFT SIDE COVERED THE CHAIN OILER TANK AND HAD A HOLE IN THE TOP TO ALLOW THE CHAIN OIL DIPSTICK TO PASS THROUGH. THERE WAS ALSO A HOLE TO ALLOW ACCESS TO THE SEAT LOCK. THE RIGHT HAND PANEL COVERED THE ELECTRICAL BASE PLATE. EACH PANEL HAD AN EMBLEM FITTED, WHICH WERE SECURED TO IT BY SMALL CLIPS AT THE REAR. THE EMBLEM PROUDLY ANNOUNCED "900 DOUBLE OVERHEAD CAMSHAFT." THE EMBLEM WAS BLACK BASED WITH THE "900" LEGEND IN WHITE SURROUNDED BY CHROME. THE REST OF THE LETTERS WERE IN CHROME ON A BLACK BACKGROUND. A KAWASAKI TRADEMARK AT THE TIME WAS THE FITTING OF A TAIL FAIRING TO THEIR MODELS AND THE Z1 WAS NO EXCEPTION.
  19. 19. THE PLASTIC TAILPIECE WAS RUBBER MOUNTED AND BOLTED TO THE FRAME BY FOUR 6MM ZINC PLATED BOLTS. TWO THROUGH THE TOP OF IT, UNDERNEATH THE SEAT AND TWO MORE UNDERNEATH THE FAIRING, ABOVE THE TAILLIGHT. THE BOLTS AT THE TOP ALSO HELD TWO GLOSS BLACK METAL HELMET HOOKS WHERE OWNERS COULD SECURE THEIR HELMET AFTER LOCKING DOWN THE SEAT. THERE WAS FOUR INFORMATION DECALS ON THE TAILPIECE, TWO FOR THE HELMET HOLDERS, ONE FOR ENGINE OIL AND ONE FOR REAR DRIVE CHAIN WARRANTY. INSIDE THE TAILPIECE THERE WAS A BLACK PLASTIC TRAY WHICH COULD BE USED TO HOLD IMPORTANT DOCUMENTS. THERE WAS A RUBBER HANDLE FITTED TO THIS TRAY TO ENABLE EASY REMOVAL. STUCK TO THE BASE OF THIS TRAY WAS A LARGE SILVER DECAL WITH SERVICE INFORMATION AND A WIRING DIAGRAM PRINTED ON IT. THERE WAS NO COLOUR CODE PRODUCED FOR ANY OF THE COLOUR COMBINATIONS, ONLY A DESCRIPTION. CORRECTLY MATCHING THE ORIGINAL COLOUR IS VERY DIFFICULT. KAWASAKI THEMSELVES STRUGGLED AND MANY BIKES WERE INCONSISTENT IN THEIR FINISH. IT WAS QUITE RARE TO HAVE A BIKE WITH ALL COLOURED PARTS MATCHING AND INDEED, PINSTRIPES AND MARKINGS WERE NEVER THE SAME ON ANY TWO SAME BIKES. THERE ARE MANY COMPANIES OFFERING A PAINTING SERVICE THESE DAYS AND THE BEST I HAVE FOUND IS A COMPANY CALLED "DREAM MACHINE" IN NOTTINGHAM, HERE IN THE UK. THEIR QUALITY IS RENOWN ALL OVER THE WORLD AND THEY USE MODERN PAINTS AND TECHNIQUES TO ACHIEVE A "BETTER THAN NEW" FINISH. THE MOST POPULAR COLOUR CHOICE BY FAR IS THE BROWN AND ORANGE OPTION, OFTEN REFERRED TO AS A "JAFFA CAKE." HOWEVER THE GREEN AND YELLOW IS WORTH CONSIDERING IF ONLY TO BE DIFFERENT. KAWASAKI DID OFFER A SMALL POT OF PAINT, IN A 1/12 LITRE TIN, AS A TOUCH UP FOR THE Z1 BUT IT WAS VERY AWKWARD TO USE. THE PART NUMBER FOR THESE WERE, BROWN 56019-108-96 AND GREEN 56019-108-97. TOOLKIT AND HANDBOOK: THE Z1 WAS SUPPLIED WITH A 56 PAGE OWNERS HANDBOOK, PART NUMBER 99997-800. THIS COVERED OPERATIONAL INSTRUCTIONS AND BASIC MAINTENANCE PROCEDURES. ALSO INCLUDED IN IT WAS A FULL COLOUR WIRING DIAGRAM. THE COVER OF THE HANDBOOK WAS WHITE WITH BLACK AND GOLD WRITING. THE TOOLKIT SUPPLIED WAS ADEQUATE FOR BASIC MAINTENANCE AND WAS CONTAINED IN A BLACK VINYL POUCH. IT WAS LOCATED IN THE TOOLBOX UNDERNEATH THE SEAT. THERE WAS SIXTEEN DIFFERENT TOOLS SUPPLIED INCLUDING A SELECTION OF OPEN-ENDED SPANNERS, SCREWDRIVERS, A SPARK PLUG WRENCH, PLIERS, SHOCK ABSORBERS ADJUSTING TOOL, ALLEN KEY, AND A FEELER GAUGE. ALSO AVAILABLE FROM KAWASAKI WAS A WORKSHOP MANUAL. THE PART NUMBER FOR THIS WAS 99997-700. THIS MANUAL WAS UPDATED EACH YEAR UP TO AND INCLUDING THE Z900-A4 OF 1976. UNFORTUNATELY THE MANUAL IS NOW NO LONGER AVAILABLE FROM KAWASAKI. CHAPTER THREE ENGINE, GEARBOX AND CARBURETTOR: STARTING ENGINE NO: Z1E-000001-Z1E-020000 THE HEART OF THE Z1 WAS THE ENGINE. NEVER BEFORE HAD ANYONE SEEN AN ENGINE AS TOUGH AS THIS. IT TRULY DESERVED THE TITLE GIVEN TO IT "BULLET PROOF." IF THE FRAME AND SUSPENSION WAS CONSIDERED A COMPROMISE, THEN THE ENGINE MORE THAN MADE AMENDS. CRANKCASES: THE CRANKCASES WERE TYPICAL JAPANESE IN THEIR DESIGN BEING SPLIT HORIZONTALLY. THEY WERE MATCHED TOGETHER AS A PAIR AND WERE FINISHED IN A SATIN BLACK PAINT.
  20. 20. THERE WAS A FLAT BOSS ON THE TOP CASE WHERE THE ENGINE NUMBER WAS STAMPED. ALL Z1 ENGINES BEGAN WITH THE PREFIX Z1E. THE "E" STOOD FOR ENGINE. ALSO FITTED TO THE TOP CASE WAS THE OIL FILLER CAP. THIS CAP WAS A SCREW FITTING AND WAS SEALED WITH AN O`RING. THE TYPE OF OIL RECOMMENDED, SAE 10W-40, WAS EMBOSSED ONTO THE TOP OF THE CAP. 3.7 LITRES OF OIL WERE POURED INTO THIS HOLE AND RAN DOWN OVER THE CLUTCH AND DIRECTLY INTO THE SUMP. THE BEARING HOUSINGS FOR THE GEARBOX AND CRANKSHAFT WERE ALL MACHINED WITH THE CASES ASSEMBLED AND A SERIES OF PINS AND HALF RINGS LOCATED THE RELEVANT BEARINGS BOTH RADIALLY AND AXIALLY. THE CASES WERE HELD TOGETHER BY TWENTY-TWO 6MM BOLTS AND EIGHT 8MM BOLTS. THE LARGER 8MM BOLTS WERE SITUATED OVER THE CRANKSHAFT MAIN BEARINGS. NO GASKET WAS USED BETWEEN THE TWO HALVES BUT KAWASAKI DID RECOMMENDED THE USE OF LIQUID GASKET CEMENT. THERE WAS A SMALL O`RING FITTED BETWEEN THE TWO HALVES, SEALING THE OIL PASSAGE, BUT THIS WAS NOT MENTIONED IN THE PARTS BOOK. THE PART NUMBER FOR THIS O`RING IS 92055-048. TWELVE 10MM STUDS SCREWED INTO THE TOP CRANKCASE. ON TO THESE FITTED THE CYLINDER HEAD AND BARRELS. THE CASES WERE FINNED AT THE FRONT TO ASSIST IN THE COOLING OF THE ENGINE. CRANKSHAFT: THE CRANKSHAFT ASSEMBLY WAS AN ALL CAGED ROLLER BEARING AFFAIR WITH A TOTAL OF SIX MAIN BEARINGS. THE CENTRE TWO BEARINGS WERE SUPPORTED BY THE MAIN BEARING CAP, WHICH WAS LINE BORED AND MATCHED WITH THE CRANKCASES. THIS CAP WAS BOLTED TO THE TOP CRANKCASE BY FOUR 8MM BOLTS. THE CRANK WAS PRESSED TOGETHER WITH THE MAIN SHAFTS FORGED WITH THE WEBS AND SHAPED TO PROVIDE A BALANCING EFFECT. NONE OF THE MAIN BEARINGS WERE AVAILABLE AS A SEPARATE PART SO IN THE VERY UNLIKELY EVENT OF FAILURE THE WHOLE OF THE CRANKSHAFT HAD TO BE REPLACED. THE MAIN BEARINGS WERE ALL FITTED INTO HOUSINGS AND EACH OF THE SIX WERE FIXED BY A PIN TO ENSURE ALIGNMENT OF THE OIL HOLES. FOUR ONE-PIECE CON RODS WERE USED WITH PLAIN LITTLE ENDS. THERE WAS A TAPERED SHAFT ON THE LEFT HAND SIDE OF THE CRANK, THREADED WITH A 8MM HOLE, WHERE THE ALTERNATOR ROTOR FITTED. THERE WAS A SMALL SLIT MACHINED INTO THE TAPER FOR FIGMENT OF A WOODRUFF KEY. THE RIGHT HAND SIDE OF THE CRANK WAS THREADED WITH A 8MM HOLE AND DRILLED WITH A SMALL 4MM HOLE WHERE THE TIMING ADVANCER PEGGED INTO. THREE GEARS WERE CUT INTO THE CRANK. IN THE CENTRE WAS THE GEAR DRIVE FOR THE CAM CHAIN AND MACHINED INTO THE INNER WEB OF THE RIGHT HAND SIDE WAS THE PRIMARY DRIVE. ANOTHER GEAR WAS MACHINED ON THE LEFT SIDE TO DRIVE THE OIL PUMP. PISTONS AND RINGS: FOUR 66MM DOMED PISTONS, MADE BY THE 'ART' COMPANY, WERE HELD TO THE CON RODS BY GUDGEON PINS AND SECURED BY TWO CIRCLIPS ON EACH PISTON. EACH PISTON HAD AN ARROW STAMPED ON THE TOP OF IT TO MAKE SURE IT WAS FITTED FACING THE RIGHT WAY. TWO OVERSIZES WERE AVAILABLE, 0.5MM AND 1.00MM. THE PISTONS GIVE A COMPRESSION RATIO OF 8.5:1. THREE PISTON RINGS WERE FITTED TO EACH PISTON, ONE SCRAPER AND TWO COMPRESSION. THE CENTRE RING WAS MANUFACTURED WITH A REBATE ON THE INSIDE OF IT. TWO OVERSIZES OF 0.5MM AND 1.00MM WERE AVAILABLE. CYLINDER BARRELS: THE CYLINDER BARRELS WERE OF LIGHT ALLOY CONSTRUCTION AND FINISHED IN SATIN BLACK. FOUR IRON SLEEVES WERE COLD PRESSED INTO THEM. BORE AND STROKE WAS EQUAL AT 66MM GIVING A DISPLACEMENT OF 903CC. THE BARRELS WERE HEAVILY FINNED TO ASSIST IN COOLING. THE OUTSIDE EDGE OF THE FINS WERE POLISHED AT EACH END AND CONTINUED POLISHED AROUND THE FRONT.
  21. 21. THE LINERS PROTRUDED FROM THE BASE OF THE BLOCK AND LOCATED INTO THE TOP CRANKCASE TO ASSIST IN SUPPORTING THE PISTONS. FITTED TO THE BOTTOM OF EACH LINER WAS A 73MM O`RING. A SERIES OF SMALL ROUND RUBBER DAMPERS WERE ALSO INSERTED INTO THE BASE OF THE BARRELS. THESE EIGHT RUBBERS WERE NOT SHOWN IN THE PARTS BOOK, BUT THEY WERE AVAILABLE UNDER THE PART NUMBER 92074-030. HOLLOW DOWEL PINS WERE FITTED OVER THE TWO FRONT END CYLINDER STUDS AND A PAPER GASKET SAT ON TOP OF THE CRANKCASES. THE BLOCK WAS THEN FITTED OVER THE TWELVE STUDS. THE CYLINDER HAD A TUNNEL CAST INTO THE CENTRE OF IT WHERE THE CAM CHAIN RAN AND ON EACH END THERE WAS TWO 6MM THREADED HOLES. TWO MORE HOLLOW DOWELS SAT IN THESE HOLES. THERE WAS A SQUARE HOLE IN THE REAR OF THE BLOCK WHERE THE CAM CHAIN TENSIONER BODY FITTED. ABOVE AND BELOW THIS HOLE WAS A 6MM THREADED HOLE. THE FRONT BOTTOM LEFT OF THE CYLINDER WAS STAMPED WITH THE LEGEND "903CC" TO HELP IDENTIFY IT. ORIGINALLY THE Z1 WAS FITTED WITH A SINGLE ONE-PIECE HEAD GASKET BUT IT WAS SOON DISCOVERED THAT THIS CAUSED EXCESSIVE OIL LEAKS FROM AROUND THE CAM CHAIN TUNNEL AREA. KAWASAKI MODIFIED THE CYLINDERS FROM ENGINE NUMBER Z1E-14319 ONWARDS. THIS MODIFICATION CONSISTED OF A GROVE MACHINED AROUND THE TOP OF THE CAM CHAIN TUNNEL WHICH WAS THEN FITTED WITH A SHAPED O`RING. THE PART NUMBER FOR THIS O`RING WAS 92055-062. A TWO PIECE HEAD GASKET WAS THEN FITTED, BOTH HALVES BEING THE SAME. THE PART NUMBER OF THESE GASKETS WAS 11004-066. THIS SEEMED TO CURE THE PROBLEM. CYLINDER HEAD: THE CYLINDER HEAD WAS OF A LIGHT ALLOY CONSTRUCTION AND FINISHED IN BLACK. IT WAS WELL FINNED AND LIKE THE CYLINDERS, THE OUTER FINS WERE POLISHED. THE POLISHING STARTED AT THE SIDES AND EXTENDED TO THE FRONT. EIGHT 6MM STUDS SURROUNDED THE FOUR EXHAUST PORTS TO WHICH THE EXHAUST COLLARS FITTED. EIGHT VALVE SEATS WERE CAST INTO THE HEAD AND WERE OF A VERY HARD MATERIAL TO ENABLE THE USE OF LEAD FREE FUEL. THE EIGHT VALVES MOVED IN BRONZE GUIDES THAT WERE PRESSED INTO THE HEAD AND SECURED BY SMALL CIRCLIPS. THESE GUIDES PROVED TO BE TO SOFT FOR THE JOB AND WERE ONE OF THE FEW MISTAKES KAWASAKI ENGINEERS MADE. THEY WERE LATER MODIFIED TO A CAST IRON ITEM. A SMALL OIL SEAL WAS FITTED TO THE TOP OF EACH GUIDE, WHICH STOPPED ANY OIL SEEPING DOWN THE VALVE STEM. EACH VALVE HAD AN INNER AND OUTER SPRING, WHICH SAT ON A STEEL SEAT AROUND THE GUIDE. A COLLAR AND TWO COLLETS RETAINED THE SPRINGS. ON THE TOP OF EACH VALVE ASSEMBLE WAS A BUCKET WHICH HELD THE VALVE CLEARANCE ADJUSTING SHIM. AT THE FRONT OF THE HEAD, JUST ABOVE NUMBER THREE EXHAUST PORT WAS A HOLE, WHICH HELD THE TACHOMETER DRIVE GEAR. THE GEAR WAS HOUSED IN A THREADED HOLDER WHICH CONTAINED A SMALL OIL SEAL AND O`RING AND WAS SECURED TO THE HEAD BY A 6MM PAN HEAD SCREW. THE REV COUNTER CABLE SCREWED ONTO THIS HOUSING. FASTENED TO THE REAR OF THE HEAD WERE THE FOUR CARBURETTOR INLET RUBBERS. THESE WERE MADE FROM A HARD RUBBER COMPOSITE AND SECURED TO THE HEAD BY EIGHT 6MM PAN HEAD SCREWS, TWO FOR EACH RUBBER. FITTED TO THESE RUBBERS WERE FOUR BLACK METAL CLAMPS THAT WERE USED TO TIGHTEN THE RUBBERS TO THE CARBS. EACH CLAMP USED A BLACK 5MM PAN HEAD SCREW. BUILT INTO THE HEAD WERE FOUR NIPPLES, ONE FOR EACH CYLINDER. THESE WERE LOCATED INTO EACH CYLINDERS INLET TRACK AND USED FOR TAKE OFF POINTS TO BALANCE THE CARBS. WHEN NOT IN USE THEY WERE BLANKED OFF WITH A SMALL RUBBER PLUG. THIS PROVED TO BE TROUBLESOME AND KAWASAKI MODIFIED THE CYLINDER HEAD FROM ENGINE NUMBER Z1E-2201 ONWARDS. THE MODIFIED HEAD NO LONGER HAD THE NIPPLES IN THEM, BUT INSTEAD MODIFIED INLET RUBBERS WERE SUPPLIED WITH THE NIPPLES BUILT INTO THEM. THE PART NUMBER FOR THE MODIFIED HEAD WAS 11002-012 AND THE MODIFIED RUBBERS WERE 16065-022 FOR THE RH AND 16065-023 FOR THE LH. TWO OF EACH WAS
  22. 22. REQUIRED. THESE WERE HANDED DUE TO THE FACT THAT THE NIPPLES STUCK OUT AT AN ANGLE TO ASSIST THE FIGMENT OF THE CARB VACUUM BALANCE PIPES. TWO CAMSHAFTS SAT ON THE TOP OF THE CYLINDER HEAD. THESE WERE OF A HOLLOW DESIGN AND WERE HELD BY FOUR CAMSHAFT CAPS THAT WERE NUMBERED ONE TO FOUR AND LINE BORED WITH THE CYLINDER HEAD. THESE CAPS WERE NOT AVAILABLE AS A SEPARATE PART AND IF BROKEN A COMPLETE NEW HEAD WAS REQUIRED. EACH CAP WAS SECURED BY FOUR 6MM BOLTS AND LOCATED BY TWO SMALL DOWEL PINS. AN ARROW CAST INTO THE TOP OF EACH CAP ENSURED THAT THE CAP WAS CORRECTLY FITTED. FOUR PAIRS OF SPLIT PLAIN BEARINGS SURROUNDED THE CAMS, TWO IN EACH CAP AND TWO SITTING IN THE HEAD DIRECTLY OPPOSITE TO THEM. BOLTED TO EACH CAM BY THREE 6MM BOLTS WAS A CAMSHAFT SPROCKET. STAMPED ONTO THESE WERE THE CAMSHAFT TIMING MARKS. THE EXHAUST CAM WAS ALSO MACHINED WITH A SKEW GEAR, WHICH DROVE THE TACHOMETER DRIVE GEAR. THE CAM LOBE RAN DIRECTLY ONTO THE SHIMS AND ADJUSTMENT WAS MADE BY CHANGING THESE SHIMS TO OBTAIN THE CORRECT CLEARANCE. THE SHIMS WERE AVAILABLE IN SIZES FROM 2.00 TO 3.20 MM IN INCREMENTS OF 0.05MM. A SPECIAL TOOL, PART NUMBER 57001-113, WAS AVAILABLE TO ASSIST IN CHANGING THESE SHIMS. THE HEAD WAS FITTED OVER THE TWELVE CRANKCASE STUDS AND SECURED BY TWELVE 10MM CHROME TOP HAT DOMED NUTS. UNDER THESE NUT WAS A 10MM COPPER WASHER WHICH ACTED AS A GASKET. ORIGINALLY THESE NUTS WERE 10.5MM HIGH BUT A PROBLEM WAS EXPERIENCED WITH OIL SEEPAGE FROM THE CYLINDER BASE GASKET AND IT WAS DECIDED TO INCREASE THE HEIGHT OF THE NUT TO 13MM SO THAT EXTRA TORQUE COULD BE APPLIED TO THEM. THE MODIFIED PART NUMBER FOR THESE NUTS WAS 92015-070. EITHER THE ONE PIECE HEAD GASKET OR LATER BY THE TWO PIECE GASKET AND THE SHAPED O`RING SEALED THE HEAD TO THE CYLINDER BARREL. A CHROME 6MM BOLT ON EACH END OF THE HEAD BOLTED THROUGH TO THE CYLINDER BARREL DOWN THROUGH THE DOWEL PINS AND COMPLETED THE FASTENING PROCEDURE. FOUR SPARKING PLUGS WERE SCREWED INTO THE HEAD INCLINED OUTWARDS. THE FINNING PATTERN OF THE CYLINDER HEAD WAS SUCH THAT AIR FLOWED PAST THE PLUGS INWARDS AND HELPED TO COOL ALL FOUR OF THEM. AT THE END OF EACH CAMBOX WAS A HALF CIRCULAR CUT OUT WHERE THE HEAD HAD BEEN LINE BORED FOR THE CAMSHAFT CAPS. TO BLOCK THESE HOLES OFF THERE WERE FOUR HALF MOON RUBBER BUNGS FITTED, TWO ON EACH END. A "H" SHAPED GASKET WAS THEN FITTED FOLLOWED BY THE CAM COVER. THIS COVER WAS ALSO FINISHED IN BLACK BUT THE FOUR ROUNDED ENDS WERE HIGHLY POLISHED. SIXTEEN CHROME 6MM BOLTS SECURED THE COVER TO THE CYLINDER HEAD AND FASTENED TO FOUR OF THEM WERE RUBBER COATED METAL CLAMPS THAT WERE USED TO HOLD THE FOUR HIGH TENSION LEADS AWAY FROM THE HOT CYLINDER HEAD. CAMCHAIN AND TENSIONER: A SINGLE ENDLESS CHAIN DROVE THE CAMSHAFTS FROM THE GEAR CUT INTO THE CENTRE OF THE CRANKSHAFT. THIS CHAIN WAS 219T X 122 LINKS. THE FIRST TENSIONER WAS A RUBBER ROLLER LOCATED IN THE TOP OF THE CRANKCASES WITH THE CHAIN PASSING EITHER SIDE OF IT. IT ROTATED ON A SMALL METAL SHAFT AND WAS DAMPENED BY TWO SMALL BLOCKS OF RUBBER. AS THE CHAIN PASSED THROUGH THE CYLINDER BARRELS IT WAS TENSIONED AT THE FRONT BY A SMALL RUBBER SLIPPER BLADE WHICH WAS SECURED TO THE BLOCK BY A 6MM PAN HEAD SCREW. TENSION WAS OBTAINED AT THE REAR BY ANOTHER RUBBER ROLLER THAT WAS ENCASED IN A METAL CAGE. THE CAM CHAIN TENSIONER PLUNGER PUSHED AGAINST THIS CAGE TO ENSURE CONSTANT TENSION. THIS PLUNGER WAS PART OF THE TENSIONER ASSEMBLE WHICH BOLTED TO THE BACK OF THE BLOCK BY TWO 6MM BOLTS. ENCLOSED WITH THE ASSEMBLE WAS AN ALLOY BODY WHICH HELD A LARGE SPRING AND THE PLUNGER ITSELF. ADJUSTMENT WAS MADE BY A 6MM BOLT AND LOCK NUT WHICH WHEN LOOSENED ALLOWED THE PLUNGER TO MOVE FORWARD AND DO ITS JOB. AFTER ADJUSTMENT THE BOLT AND NUT WAS TIGHTENED UP AGAIN. THE PLUNGER WAS A METAL ROD WITH A RUBBER COATED METAL PAD AT THE END.
  23. 23. SITTING ON THE TOP OF THE CYLINDER BLOCK WERE TWO METAL TOOTHED IDLER GEARS. THE CAMCHAIN ENGAGED WITH THESE MAKING SURE THE CHAIN RAN TRUE. THESE IDLERS RAN IN A NEEDLE ROLLER BEARING AND ROTATED ON SMALL METAL SHAFTS THAT WERE EACH DAMPED BY TWO SMALL BLOCKS OF RUBBER. THE REAR IDLER ALSO HELD THE METAL CAGE WITH THE RUBBER ROLLER IN IT. THE CHAIN THEN RAN OVER BOTH THE CAMSHAFTS AND THE FINAL TENSIONER WAS ANOTHER METAL TOOTHED IDLER GEAR, THIS TIME ENCLOSED IN A METAL CAGE. THIS WAS DAMPED BY FOUR OBLONG RUBBER PADS, TWO ON EACH SIDE, AND THEN BOLTED TO THE TOP OF THE CYLINDER HEAD BETWEEN THE TWO CAMS BY FOUR 6MM BOLTS. VIBRATION AT CERTAIN REVS WAS SOMETIMES TRACED TO THE IDLER SHAFTS AND KAWASAKI MODIFIED THESE SHAFTS, MAKING THE GROVES 0.5MM DEEPER. THE NEW PART NUMBER FOR THESE SHAFTS WAS 12052-005 AND THEY WERE TO BE FITTED ALONG WITH MODIFIED BLOCK RUBBERS, PART NUMBER 92075-232. MODIFIED PARTS WERE FITTED TO THE PRODUCTION LINE FROM ENGINE NUMBER Z1E-17089 ONWARDS. THIS SYSTEM WHILE ADEQUATE, PROVED TO BE ANOTHER WEAK SPOT AND REPLACEMENT OF THE CHAIN AND VARIOUS TENSIONERS MEANT THE COMPLETE STRIP DOWN OF THE ENGINE. A SOFT RIVET LINK SPLIT CHAIN WAS THE ONLY CHEAP OPTION BUT THIS DID NOT REPLACE THE WORN OUT TENSIONERS. IT MERELY PROLONGED THE AGONY. GEARBOX: THE Z1 WAS FITTED WITH A FIVE SPEED RETURN SHIFT GEARBOX LOCATED IN THE REAR OF THE CRANKCASES. A LARGE ROLLER BEARING AT ONE END AND A SMALLER NEEDLE ROLLER BEARING AT THE OTHER END SUPPORTED EACH GEAR SHAFT IN THE CRANKCASES. BUSHES SURROUNDED THE NEEDLE ROLLER BEARINGS AND THESE WERE THEN LOCATED BY PINS TO THE CRANKCASES. THE FIVE GEARS WERE ARRANGED IN THE ORDER OF 2, 5, 3, 4, 1 STARTING FROM THE LEFT. THE GEARS WERE SEPARATED BY A SERIES OF THRUST WASHERS AND CIRCLIPS. THE CLUTCH WAS CONNECTED TO THE END OF THE INPUT SHAFT WHILE THE FRONT ENGINE SPROCKET WAS CONNECTED TO THE END OF THE OUTPUT SHAFT. NEUTRAL WAS LOCATED BETWEEN FIRST AND SECOND GEAR AND WAS EASY TO FIND DUE TO A POSITIVE NEUTRAL FINDING SYSTEM. THIS COMPRISED OF THREE SMALL BALL BEARINGS SET INSIDE FOURTH GEAR. WHEN THE OUTPUT SHAFT WAS TURNING THEY FLEW OUT UNDER CENTRIFUGAL FORCE AND ALLOWED THE GEAR TO SLIDE SIDEWAYS FOR SELECTION BUT WHEN AT A STANDSTILL, SUCH AS AT TRAFFIC LIGHTS, AT LEAST ONE BALL WOULD DROP INTO A SLOT IN THE SHAFT AND PREVENT THE GEARBOX FROM MOVING INTO SECOND GEAR. SIMPLE BUT EFFECTIVE. SELECTION OF THE GEARS WAS MADE BY THREE SELECTOR FORKS. ONE OF THESE RAN ON THE SELECTOR DRUM WHILE THE OTHER TWO BOTH IDENTICAL FORKS RAN ON THEIR OWN SHAFT. ALL THREE FORKS ENGAGED, BY PINS, WITH GROOVES IN THE SELECTOR DRUM ENABLING SELECTION OF ALL FIVE GEARS. THE SELECTOR DRUM EMERGED ON THE LEFT HAND SIDE OF THE CRANKCASES WITH A SIX PIN CIRCULAR PLATE. A RAISED CONTACT ON THIS PLATE EARTHED OUT A NEUTRAL POSITIONING SWITCH WHICH IN TURN ACTIVATED THE GREEN WARNING LIGHT ON THE IDIOT LIGHT CONSOLE. A SYSTEM OF SCISSORS LIKE FORKS AND PLATES WERE ATTACHED TO A SPLINED GEAR CHANGE SHAFT WHICH PROTRUDED THROUGH THE BACK LEFT HAND OUTER ENGINE CASE. A CHROME GEAR CHANGE PEDAL WAS BOLTED TO THIS SHAFT BY A CHROME 6MM BOLT. A SMALL RUBBER THEN PUSHED ONTO THE END OF THE LEVER. A STRONG SPRING ATTACHED TO THE SHAFT ENSURED A POSITIVE RETURN WHEN EACH GEAR HAD BEEN SELECTED. SELECTING FIRST GEAR WAS ALWAYS ACCOMPANIED BY A LOUD CLONKING SOUND WHICH BECAME A KAWASAKI TRADITION BUT THE GEARBOX IN GENERAL WAS EXCELLENT. CLUTCH: THE CLUTCH ON THE Z1 WAS A MULTI PLATE UNIT CONSISTING OF EIGHT FRICTION PLATES AND SEVEN STEEL PLATES. A 20MM LOCKING NUT ATTACHED THE CLUTCH BASKET TO THE INPUT SHAFT.
  24. 24. IN THE CENTRE OF THE BASKET WAS A LARGE NEEDLE ROLLER BEARING, WHICH RAN IN A PLAIN BUSH. EXCESSIVE WEAR WAS NOTICED IN THIS BUSH AND KAWASAKI MODIFIED IT ALMOST IMMEDIATELY. THE NEW PART NUMBER FOR THIS BUSH WAS 92028-135. THE BACK OF THE BASKET WAS DAMPED BY A SERIES OF COILED SPRINGS, WHICH NORMALLY WERE NOT REMOVABLE. BUILT INTO THIS BASIC CUSH DRIVE WAS A LARGE STRAIGHT CUT GEAR WHICH MESHED TO THE PRIMARY DRIVE GEAR ON THE CRANKSHAFT TO PROVIDE DRIVE TO THE GEARBOX. INSIDE THE CLUTCH BASKET WAS AN ALUMINIUM HUB, WHICH HELD THE VARIOUS PLATES IN PLACE. THIS HUB WAS SPLINED IN THE MIDDLE AND FIXED DIRECTLY ONTO THE INPUT SHAFT. SANDWICHED BETWEEN THE HUB AND THE BASKET WAS A THRUST WASHER. THE HUB HAD FIVE FINGER LIKE 6MM THREADED PROJECTIONS TO WHICH THE FIVE CLUTCH SPRINGS WERE SECURED TO. THE OUTER CLUTCH PRESSURE PLATE WAS FITTED TO THE END OF THE ASSEMBLY AND TIGHTENED UP BY FIVE 6MM BOLTS AND WASHERS. RUNNING THROUGH THE INPUT SHAFT FROM LEFT TO RIGHT, WAS A LONG METAL PUSH ROD, WHICH PUSHED AGAINST A 3/8 BALL BEARING. THIS IN TURN PUSHED AGAINST A MUSHROOM TYPE PUSHER AND MADE CONTACT WITH THE INSIDE OF THE OUTER PRESSURE PLATE. ADJUSTMENT WAS MADE BY A TWO PIECE RELEASE MECHANISM THAT WAS SCREWED INTO THE OUTSIDE REAR LEFT HAND ENGINE CASE BY TWO 6MM PAN HEAD SCREWS. THIS WAS A WORM TYPE ASSEMBLY WITH AN INTERNAL 8MM-SLOTTED SCREW ADJUSTER. CONNECTED TO THE INNER RELEASE PIECE WAS AN ARM TO WHICH THE CLUTCH CABLE ATTACHED. BETWEEN THE ARM AND THE CABLE WAS A SHORT COILED SPRING, WHICH PLACED A SMALL AMOUNT OF TENSION ON THE CABLE. A SMALL COTTER PIN FITTED THROUGH THIS ARM, ENSURING THAT THE CABLE DID NOT COME OUT. KICK-STARTER: THE Z1 WAS FITTED WITH A KICK-START AS WELL AS THE ELECTRIC STARTER. THE KICK-STARTER SHAFT RAN THROUGH THE REAR RIGHT HAND SIDE OF THE CRANKCASES AND WAS MESHED WITH FIRST GEAR ON THE OUTPUT SHAFT BY A SIMPLE RATCHET GEAR. ON A DOWNWARD STROKE THE RATCHET GEAR TURNED THE GEARBOX AND THEN THE CLUTCH AND THUS THE CRANKSHAFT. A METAL STOP PLATE, SECURED TO THE CRANKCASES, PULLED THE RATCHET OUT OF MESH WHEN THE PEDAL WAS RETURNED TO ALLOW THE GEAR TO RUN FREE. A LARGE COILED SPRING WAS USED TO PROVIDE A RETURN FOR THE PEDAL. THE PEDAL ITSELF WAS FITTED OVER THE SPLINED SHAFT AND SECURED WITH ZINC PLATED 14MM BOLT. THE LEVER PIVOTED ON A STEM FROM THE KICK-START BOSS AND WAS HELD TO THIS STEM BY A 10MM CIRCLIP AND WASHER. A SMALL SPRING LOADED BALL BEARING SAT INTO AN INDENT ON THE BOSS TO ASSIST IN POSITIONING. THE PEDAL WAS CHROMED AND A RIBBED RUBBER PROTECTED IT FROM YOUR FOOT. ORIGINALLY IT HAD QUITE A PROMINENT BEND IN IT, ABOUT A THIRD OF THE WAY UP, BUT THIS WAS MODIFIED ON LATER MODELS TO A STRAIGHTER DESIGN. THE KICK-START WAS RARELY REQUIRED, BUT IF NEED BE, IT COULD TURN THE ENGINE OVER VERY EASILY. IN FACT, IT WAS THAT EASY YOU COULD TURN IT OVER WITH YOUR HAND! LUBRICATION SYSTEM: THE LUBRICATION SYSTEM WAS A WET SUMP DESIGN AND A SINGLE OIL PUMP SAW TO THE NEEDS OF THE ENGINE, GEARBOX, AND CLUTCH. THE OIL PUMP WAS DIRECTLY DRIVEN BY THE TOOTHED GEAR ON THE CRANKSHAFT AND BOLTED INTO THE INSIDE BOTTOM OF THE CRANKCASES BY THREE 6MM BOLTS, USING TWO SMALL DOWEL PINS ON TWO OF THE BOLTS. ONE O`RING WAS FITTED WHERE OIL ENTERED THE PUMP FROM THE OIL PASSAGE IN THE CRANKCASES. ATTACHED UNDERNEATH THE PUMP, BY THREE 5MM PAN HEAD SCREWS, WAS A LARGE GAUZE FILTER. FROM HERE THE OIL WENT INTO THE OIL FILTER ELEMENT.
  25. 25. SCREWED INTO THE SIDE OF THE OIL FILTER HOUSING WAS A BY-PASS VALVE IN CASE THE FILTER ELEMENT GOT BLOCKED. FROM THE OIL FILTER THE OIL WENT ALONG THE MAIN DISTRIBUTION TUNNEL, ALONG THE BACK OF THE UPPER CRANKCASE. A SMALL REMOVABLE PLUG AND O`RING BLOCKED OFF THIS TUNNEL ON THE RIGHT HAND SIDE OF THE CRANKCASES. THIS PLUG COULD BE SCREWED OUT OF THE CASES AND AN OIL PRESSURE GAUGE, A KAWASAKI SPECIAL TOOL, COULD BE FITTED. FROM THIS PASSAGE THE OIL COULD THEN TAKE THREE PATHS. FIRSTLY, TO THE MAIN BEARINGS ON THE CRANKSHAFT, THE BIG END BEARINGS AND THE STARTER CLUTCH ASSEMBLY. THIS OIL THEN SPLASH FED THE CON RODS, LITTLE ENDS, AND THE CYLINDER BORES. SECONDLY, THE OIL FED THROUGH THE REAR CRANKCASE STUDS, UP THROUGH THE CYLINDER BARRELS AND UP INTO THE CYLINDER HEAD. FROM HERE IT LUBRICATED THE CAMSHAFT BEARINGS AND SPLASH FED THE CAMS AND VALVE LIFTERS. IT THEN DRAINED DOWN THE CAM CHAIN TUNNEL BACK TO THE SUMP. THIRDLY, THE OIL WAS FED TO THE GEARBOX BEARINGS AND THEN SPLASH FED THE REST OF THE TRANSMISSION AND CLUTCH BEFORE RETURNING TO THE SUMP. TAKING A FEED FROM THE MAIN OIL PASSAGE WAS AN ALLOY HOUSING WHICH HELD THE OIL PRESSURE SWITCH. THIS HOUSING WAS ATTACHED TO THE TOP CRANKCASE BY FOUR 6MM PAN HEAD SCREWS AND WAS SEALED WITH TWO 18MM O`RINGS. THIS ONE-PIECE HOUSING WAS REPLACED WITH A TWO PIECE SET UP WHEN THE OPTIONAL OIL COOLER KIT WAS FITTED, ALLOWING OIL TO FLOW THROUGH THE COOLER AND RETURN TO THE SAME PLACE. THIS OIL COOLER KIT WAS AVAILABLE FROM DEALERS UNDER THE PART NUMBER 99990-524. RETAIL PRICE OF THIS KIT IN 1973 WAS AROUND £35.00. THE OIL CIRCULATED THE ENGINE ON A VERY LOW PRESSURE, BUT THE USE OF ROLLER BEARING THROUGHOUT THE MOTOR MEANT THIS WAS MORE THAN ADEQUATE. POSITIVE CRANKCASE VENTILATION: KAWASAKI WAS VERY PROUD OF THIS SYSTEM AND MENTIONED IT IN ALL THEIR SALES BLURB. "PCV" THEY CALLED IT, FOR SHORT. IT WAS BASICALLY JUST A METHOD OF RETURNING UN-BURNT FUEL BACK TO THE AIR FILTER SYSTEM. WHEN UN-BURNT FUEL SLIPPED PAST THE RINGS, INTO THE CRANKCASES, IT WAS ROUTED TO THE BACK OF THE CASES BEFORE IT COULD CONTAMINATE THE OIL. IT THEN EXITED THROUGH A BREATHER SYSTEM, CONSISTING OF A METAL PLATE AND TWO SHAPED RUBBER PIPES, AND THEN THROUGH A 'S' SHAPED RUBBER PIPE UP INTO THE BOTTOM OF THE AIR BOX WHERE IT COULD BE RE-BURNT. THIS GAVE A SIGNIFICANT REDUCTION IN HYDROCARBON EMISSIONS. THE DOWN SIDE WAS THAT ENGINE OIL COULD ALSO ESCAPE AND FIND ITS WAY INTO THE AIR BOX AND CLOG THE AIR FILTER ELEMENT. KAWASAKI LATER ADDRESSED THIS PROBLEM. THE CRANKCASE BREATHER WAS COVERED BY A LARGE POLISHED ALLOY DOMED COVER AND SEALED WITH A LARGE 91MM O`RING. A SPECIAL HOLLOW 10MM BOLT AND SMALL O`RING SECURED IT TO THE CRANKCASES. ALTERNATOR AND STARTER CLUTCH: THE CHARGING SYSTEM ON THE Z1 WAS A THREE PHASE SYSTEM, CONSISTING OF A MAGNETIC ROTOR AND COIL WOUND STATOR, MADE BY THE KOKUSAN COMPANY OF JAPAN, WHO ALSO MADE THE VOLTAGE REGULATOR. THE MODEL NUMBER FOR THE GENERATOR WAS AR3703. THE STATOR WIRES WERE WOUND TO A METAL RING AND COATED WITH A CLEAR RESIN. THIS WAS THEN BOLTED TO THE INSIDE OF THE LEFT HAND FRONT ENGINE COVER BY THREE 6MM ALLEN BOLTS. THE WIRING RAN FROM THIS, THROUGH A SQUARE RUBBER GROMMET, AND UP TO MAIN ELECTRICAL PLATE UNDER THE RIGHT HAND SIDE PANEL. IT CONNECTED TO THE CENTRE LOOM BY A BLUE SIX-PIN BLOCK CONNECTOR. ATTACHED TO THE ALTERNATOR WIRING WAS TWO MORE WIRES, ONE FOR THE NEUTRAL SWITCH AND THE OTHER FOR THE OIL PRESSURE SWITCH. THE OIL PRESSURE SWITCH CONNECTION WAS SCREWED TO THE WHITE PLASTIC SWITCH AND PROTECTED BY A BLACK RUBBER CAP.
  26. 26. KEYED TO THE TAPERED SHAFT ON THE CRANK WAS THE ROTOR. A 8MM BOLT AND A THICK WASHER SECURED THIS. BOLTED TO THE BACK OF THE ROTOR BY THREE 8MM ALLEN BOLTS WAS THE ONE WAY STARTER CLUTCH ASSEMBLE. RUNNING IN THE CENTRE OF THIS CLUTCH WAS THE METAL STARTER GEAR. THIS 71 TOOTHED GEAR ENGAGED WITH THE SMALLER INTERMEDIATE IDLER GEAR WHICH IN TURN ENGAGED WITH THE STARTER MOTOR. THE STARTER GEAR MADE A CONNECTION TO THE CLUTCH BY THREE PINS, THREE SPRINGS, AND THREE ROLLERS. IT RAN, ON THE CRANKSHAFT, ON A SMALL 22MM NEEDLE ROLLER BEARING WITH A THRUST WASHER ON EACH SIDE. THE WHOLE ASSEMBLY RAN IN OIL, WHICH WAS, SUPPLIED THROUGH A HOLE IN THE CRANKCASE HALVES. BETWEEN THE LARGE STARTER GEAR AND THE CRANKCASE WAS A RUBBER COATED METAL SPACER RING THAT CAME IN THREE DIFFERENT THICKNESS', 6.3MM, 7.3MM AND 8.3MM. THE CORRECT SIZE WAS FITTED WHEN ASSEMBLED BY KAWASAKI TO TAKE UP ANY CLEARANCE BETWEEN THE TWO. IT BECAME APPARENT ALMOST IMMEDIATELY THAT EXCESSIVE WEAR WAS APPEARING IN THE SMALL NEEDLE ROLLER BEARING AND IN THE STARTER GEAR. THIS WAS CAUSED BY ECCENTRIC ROTATION OF THE RUBBER DAMPER. THE STARTER GEAR WAS MODIFIED TO INCORPORATE A CIRCULAR RIDGE HELPING TO CENTRALISE THE DAMPER RUBBER. TO EFFECT THIS MODIFICATION, THE ROTOR, SPACER AND RUBBER DAMPER WAS ALSO REPLACED. THE NEW NUMBERS WERE AS FOLLOWS: OLD NUMBER NEW NUMBER GEAR 21167-001 21167-003 ROTOR 21007-023 21007-029 SPACER 92026-085 92026-092 DAMPER 92075-186 92075-192 DAMPER 92075-187 92075-193 DAMPER 92075-188 92075-194 THE MODIFIED PARTS WERE FITTED FROM FRAME NUMBER Z1F-6396 ONWARDS. OUTER ENGINE CASES: ALTERNATOR CASE. THIS COVER WAS SCREWED TO THE FRONT LEFT HAND CRANKCASE BY 6MM PAN HEAD SCREWS AND SEALED WITH A PAPER GASKET. IT WAS HIGHLY POLISHED AND CARRIED THE LEGEND "DOHC". THE AREA SURROUNDING THE LEGEND WAS FINISHED IN BLACK. INNER TRANSMISSION COVER. THIS COVER WAS FINISHED IN A NATURAL UN-POLISHED FINISH. IT WAS SECURED BY 6MM PAN HEAD SCREWS AND SEALED WITH A PAPER GASKET. THERE WERE THREE OIL SEALS PRESSED INTO THE COVER, ONE FOR THE CLUTCH PUSH ROD, ONE FOR THE GEAR CHANGE SHAFT AND ONE FOR THE GEARBOX OUTPUT SHAFT. THE PLASTIC NEUTRAL SWITCH ALSO SCREWED INTO THIS COVER. SCREWED TO THIS COVER WAS A THIN METAL PLATE, WHICH OFFERED SOME PROTECTION TO THE CLUTCH RELEASE IN THE EVENT OF THE REAR DRIVE CHAIN BREAKING. FRONT SPROCKET COVER: THIS WAS A HIGHLY POLISHED COVER BOLTED TO THE LEFT HAND REAR CRANKCASE BY FOUR ZINC PLATED 6MM BOLTS. TWO OF THE BOLTS WERE LOCATED WITH SMALL DOWEL PINS. TWO OIL SEALS WERE FITTED TO THIS COVER WHERE THE GEAR CHANGE SHAFT RAN THROUGH. THE CLUTCH RELEASE MECHANISM WAS ATTACHED TO THIS COVER AS WAS THE REAR DRIVE CHAIN OIL PUMP. A SMALL HOLE IN THE BOTTOM OF IT ALLOWED THE CLUTCH CABLE TO PASS THROUGH ON ITS WAY TO THE RELEASE LEVER.
  27. 27. IN THE CENTRE OF THE COVER WAS ANOTHER SMALLER PEAR SHAPED COVER, HIGHLY POLISHED AND SECURED BY TWO 6MM PAN HEAD SCREWS. THIS COVER NEEDED TO BE REMOVED IF ACCESS TO THE CLUTCH ADJUSTER OR OIL PUMP WAS REQUIRED. A PAPER GASKET FITTED BEHIND THIS COVER BUT WAS NOT REALLY REQUIRED. INNER POINTS COVER. THIS WAS A CIRCULAR, HIGHLY POLISHED COVER AND WAS SECURED TO THE FRONT RIGHT HAND CRANKCASE BY 6MM PAN HEAD SCREWS. IT WAS SEALED BY A PAPER GASKET AND IN THE MIDDLE OF IT WAS A SMALL OIL SEAL. THIS COVER HOUSED THE POINTS PLATE ASSEMBLY AND THE AUTOMATIC TIMING ADVANCER. POINTS COVER. THIS WAS A HIGHLY POLISHED CIRCULAR COVER EMBOSSED WITH THE LEGEND "DOHC". THE AREA SURROUNDING THE LEGEND WAS FINISHED IN BLACK. IT WAS SECURED TO THE INNER POINTS CAP BY TWO 6MM PAN HEAD SCREWS AND SEALED WITH A CIRCULAR PAPER GASKET. CLUTCH COVER. THIS WAS A LARGE FLAT HIGHLY POLISHED COVER, SEALED BY A PAPER GASKET AND SECURED WITH 6MM PAN HEAD SCREWS TO THE REAR RIGHT HAND CRANKCASE. ON THE BOTTOM OF THE COVER WAS AN OIL SIGHT GLASS WHERE THE OIL LEVEL COULD BE INSPECTED. THIS GLASS WAS SEALED IN A RUBBER RING AND PRESSED INTO THE COVER. TWO PARALLEL LINES, CAST INTO THE COVER, NEXT TO THE SIGHT GLASS HELPED TO DETERMINATE THE OIL LEVEL. KICK-START COVER. THIS WAS A SMALL BLACK OBLONG COVER, SEALED TO THE REAR OF THE RIGHT HAND CRANKCASE BY A PAPER GASKET AND SECURED BY FOUR 6MM PAN HEAD SCREWS. AN OIL SEAL WAS FITTED TO THE CENTRE OF IT WHERE THE KICK-START SHAFT PROTRUDED THROUGH. ABOVE IT , EMBOSSED INTO THE CRANKCASE ITSELF, WAS THE LEGEND "KICK-STARTER". IN CASE YOU WEREN'T SURE !!. SUMP COVER. THIS COVER WAS HIGHLY FINNED FOR COOLING, FINISHED IN A NATURAL UN-POLISHED ALLOY AND SEALED TO THE BOTTOM OF THE CRANKCASES BY A LARGE PAPER GASKET AND A 91MM O`RING. IT WAS BOLTED TO THE CRANKCASES BY SEVENTEEN ZINC PLATED 6MM BOLTS AND WASHERS. THERE WAS A LARGE CIRCULAR HOLE IN THE SUMP PLATE WHERE THE OIL FILTER LIVED. HOLDING THE FILTER IN WAS AN ALLOY FINNED CIRCULAR PLATE, WHICH WAS SEALED TO THE SUMP BY A LARGE 105MM O`RING. A SMALL 8MM BOLT AND O`RING SCREWED INTO THE FILTER PLATE TO ASSIST IN OIL REMOVAL. THROUGH THE CENTRE OF THE FILTER COVER RAN A SPECIAL HOLLOW BOLT. THIS BOLT WAS FITTED WITH A 16 MM O`RING AT THE BOTTOM AND PUSHED UP THROUGH A COILED SPRING, A FLAT STEEL WASHER AND THEN THE FILTER ELEMENT ITSELF. THIS THEN SCREWED INTO THE BOTTOM CRANKCASE HOLDING EVERYTHING TOGETHER. THE HEAD OF THIS BOLT WAS 14MM SPANNER SIZE. A LITTLE FURTHER FORWARD ON THE SUMP PLATE WAS ANOTHER THREADED HOLE IN TO WHERE THE MAIN OIL DRAIN PLUG FITTED. THIS WAS A MAGNETIC TYPE PLUG AND WAS SEALED WITH A 22 MM O`RING. THE HEAD OF THE PLUG HAD A 17MM SPANNER SIZE NUT BUILT INTO IT AND IT WAS HOLLOW. IT WAS LATER MODIFIED TO A SOLID DESIGN BUT KEPT THE SAME PART NUMBER. CARBURETTORS: THE Z1 WAS FITTED WITH FOURVM28 MM MIKUNI UNITS. THEY WERE ALL MOUNTED TO A SINGLE PLATE SO THAT THEY COULD BE REMOVED AS A SINGLE UNIT.
  28. 28. THEY WERE CONVENTIONAL TYPE SLIDE CARBS AND WERE SPECIALLY DESIGNED BY MIKUNI FOR KAWASAKI. THE CARB SLIDES WERE ALL CONNECTED BY A SERIES OF ARMS AND ADJUSTERS. A SINGLE CROSS-ROD HELD A PULLEY WHEEL TO WHICH THE TWO THROTTLE CABLES ATTACHED TO, THUS ENSURING ALL THE SLIDES WOULD OPEN AND CLOSE TOGETHER. THERE WAS A SINGLE THROTTLE STOP SCREW TO ADJUST THE TICK OVER AND EACH CARB HAD ITS OWN CHOKE ASSEMBLY. THESE CHOKES WERE ALSO CONNECTED BY A SINGLE ROD AND OPERATED BY A SMALL LEVER ON THE LEFT HAND SIDE. THE LEVER HAD A SMALL RUBBER BLACK BOOT ON IT. EACH CARB BODY WAS FINISHED IN A NATURAL CAST FINISH, WHILE THE TOP COVERS AND FLOAT BOWLS WERE POLISHED ALLOY. THE OUTSIDE TWO MORE POLISHED THAN THE INNER TWO. THE CAPS WERE SECURED BY TWO 4 X 16 MM PAN HEAD SCREWS WHILE THE BOWLS USED FOUR EACH OF THE SAME SCREWS. ON THE BOTTOM OF EACH FLOAT BOWL WAS A LARGE REMOVABLE NUT WHICH GIVE EASY ACCESS TO THE MAIN JETS. SCREWED INTO THE SIDE OF EACH CARB BODY, AT AN ANGLE, WAS A PILOT AIRSCREW. THE FUEL WAS SUPPLIED BY TWO BLACK RUBBER PIPES FROM THE FUEL TAP WHICH CONNECTED TO A "T" PIECE BETWEEN EACH PAIR OF CARBS AND SECURED BY SMALL METAL CLIPS. ANOTHER TWO "T" PIECE CONNECTIONS, A LITTLE HIGHER UP, BETWEEN EACH PAIR OF CARBS HELD ANOTHER BLACK RUBBER PIPE, AGAIN SECURED BY SMALL METAL CLIPS. THESE WERE AIR OUTLET PIPES AND JUST EXITED INTO THE AIR UNDERNEATH THE FUEL TANK. CONNECTED TO THE BOTTOM OF EACH FLOAT BOWL WAS A THIN BLACK RUBBER TUBE WHICH WERE THE FUEL OVERFLOW PIPES. THESE WERE SECURED BY SMALL WIRE CLIPS AND HELD TOGETHER AT THE BOTTOM BY THE RUBBER CLAMP ON THE REAR RIGHT HAND TOP ENGINE MOUNTING SPACER. THIS ENSURED ANY FUEL OVERFLOW WOULD EXIT UNDERNEATH THE BIKE, OUT OF HARMS WAY. ADJUSTMENT WAS BEST LEFT TO THE DEALER DUE TO THE REQUIREMENT OF SPECIAL VACUUM GAUGES. IN STANDARD TRIM, WITH THE CORRECT AIR BOX AND EXHAUST FITTED, THE CARBS WORKED VERY WELL, BUT FITTING NON STANDARD PARTS WOULD SOON RESULT IN POOR PERFORMANCE. CHAPTER FOUR THE 1974 Z1-A: STARTING FRAME NO: Z1F-020001-Z1F-047499 IN AUGUST OF 1973, KAWASAKI BEGAN PRODUCTION OF THE 1974 MODEL Z1-A. KAWASAKI WERE MORE THAN HAPPY WITH THE WAY THE Z1 HAD GONE, SO MINIMAL CHANGES WERE PLANNED FOR THIS SECOND YEAR MODEL. THERE HAD BEEN A FEW MINOR PROBLEMS BUT KAWASAKI WERE ON TOP OF THEM AND MOST WERE ADDRESSED IN THE Z1-A. KAWASAKI MOTORS UK HAD BEEN FORMED IN THE FIRST PART OF 1974 AND IN THE CAPABLE HANDS OF JOHN NORMAN, THEY IMPROVED THEIR IMAGE AND CUSTOMER SATISFACTION LEVELS TO AN ALL TIME HIGH. INCREASED SALES OF THE Z1 MODEL FOLLOWED, ENSURING A PERFECT START FOR THE NEW COMPANY. MAJOR CHANGES: BODYWORK: CANDY BROWN OR CANDY YELLOW.

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