Bike Icon: Kawasaki KR-1 — Features — Visordown

20 Мар 2015 | Author: | Комментарии к записи Bike Icon: Kawasaki KR-1 — Features — Visordown отключены
Kawasaki KR 1 S

Bike Icon: Kawasaki

For a few unforgettable years, Kawasaki the 250cc two-… and 400cc classes in Britain with one stinkwheel — the mad, bad 250.

The origins of this motorcycle can be traced back to the 1970s, when Kawasaki’s twin (one cylinder behind the other rather across the frame) KR250 and 350 were winning GPs between and 1982.

As the ’80s moved on, success in GPs dried up. But they celebrated past stroker by unleashing their tandem KR250 road bike, only two years later fitted with powervalves and the ‘S’ after its KR250 Sadly, neither of these saw our shores as an official import.

But the KR-1 did.

By the late Japan was going crazy high-performance 250cc two-strokes and the TZR, Honda NSR and Suzuki RGV born. In 1988, Kawasaki in with the fun by replacing the KR250S the pesky KR-1.

The KR-1 had a parallel twin, engine with case induction and Kawasaki’s KIPS Integrated Powervalve System). It out a healthy 52.5bhp, weighed in at a 123kg and reached an astonishing (the KR only managed The KR-1 had awesome acceleration and the top speed of any of the 250cc two-strokes in at that time.

It was the closest to a race bike that had ever built for the road. It a huge, lightweight aluminium that wouldn’t look out of on a 500cc bike, state of the art with semi floating (think today’s radial and that’s how trick they adjustable suspension, low-profile and a cassette gearbox to whip out you need to tweak the gear for the race down the chippy.

The first KR-1s came B1 stamped on the engine casings and number KR250B-000001. Although officially imported, several imports found their way to Later that year, brought out the KR-1 250 B2, frame B0004001 — which the first UK official import and at £2999 new.

The differences the two models were minimal: the B2 got a new to increase rigidity at the steering and swingarm pivot, modified aluminium beams and front beam, stronger seat and swingarm, plus bosses for damper and centre stand. No mods were detailed, but owners swore the B2 was faster the B1!

By 1989, the cult of the KR-1 had a following, driven by proddy successes. At the final round of the Supersport 400 Championship in Brands KR-1’s filled seven of the top ten with KR-1 riders Ian winning the championship and John finishing a close second.

But Kawasaki didn’t sit on its laurels. By the end of the KR-1 was ditched in favour of the new and KR-1S C1, affectionately known by as Kris. This new kid on the block even better brakes and bigger 300mm discs), a re-worked engine that revised porting, new pistons and bigger powervalves and a new two-piece system with aluminium instead of steel. Power was up 5bhp with a top speed of

It also got new five-spoke wheels fatter tyres (110/70 R17 140/60 R18 rear), and 10mm front forks to further handling. In 1990, John clinched the national Supersport 400 on board his KR-1S. It was the tool.

Kawasaki KR 1 S

A method of distinguishing the KR-1 the KR-1S is by checking out the spannies: the came with black while the latter’s are silver. The will gain a few bhp if you fit the KR-1S — most parts for the bolt straight on to the KR-1 although you will need a for this one.

And while talking modifications, the 18-inch wheel of the KR-1 and KR-1S limited tyre choice so a popular mod of the modern-day enthusiast is to fit the 17-inch rear wheel. The was more reliable than the although the KR-1’s pistons pretty weak so replacing with Yamaha TZ pistons a common mod.

The KR-1S got barrels that were of different lengths and assembled so they needed re-machining and to prevent the powervalves from and causing all kinds of internal But the reputation didn’t put riders the KR-1S was fast and steered and it was all that mattered.

So between 1988 and 1990, ruled the two-… kingdom. But it last. In 1990, Suzuki’s RGV got a powervalve that vastly its power output and delivery, in 1991 sweeping changes the RGV250 M … GP styling, a banana swingarm and upside-down

Suddenly, the KR-1S was no longer top Despite costing slightly than its Suzuki counterpart, the couldn’t match the production enjoyed by the RGV. On top of this, the ‘diesels’ (a term coined by lovers that refers to were rapidly gaining over the 250cc strokers.

So, three KR-1S model (C2 in 1990, C3 in 1991 and C4 in 1992), waved goodbye to its two-… for good to focus on its stable of (also jargon for four-strokes). The KR was end of 1992.

But the legend that is the KR-1 disappear in a puff of Castrol

Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S
Kawasaki KR 1 S

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