Kawasaki GPZ550

5 Июн 2015 | Author: | Комментарии к записи Kawasaki GPZ550 отключены
Kawasaki GPZ 500

The Uni-Trak CPz550 really set the class alight when it out in 1982. It was the result of steady that produced a mid-weight could give the big boys a run for their money.

They had it much their own way since CBX550 wasn’t out and Suzuki 550 wasn’t out and Suzuki’s admirable 550 was not at such a sports market.

the GPZ600R has largely replaced it, but the 550 has plenty of fans who prefer its lines and air-cooled integrity.

went up from 54 to a claimed so the move to monoshock was a sensible and one. A steady stream of in every department shows can be done when the manufacturer with one design and refines it than chucking it all away and with a new configuration.

Like a lot of the here, it is a blend of many that makes it so good as much as outright performance.

and Years

The GPz evolved from the 500 in becoming the Z550A1. The basic configuration remained the same with double overhead running off a central chain.

58 x bore and …, producing at 8500rpm. This model had cast wheels and a slab-sided with black engine and exhaust

A Z550C custom did appear but we’d rather not about it

In ’81 they got with the Z550GP, still twin shocks but with at 9000rpm, a handlebar fairing and an oil The engine and exhaust were in black, but it usually fell off you switched on the ignition. The problem this model is that the was starting to overcome the handling.

The logical progression was the true of 1982 with Uni-Trak end. Wheelbase and rear travel both went up, and the got air assistance and dual rate

They squeezed another out of it with 28mm instead of inlet ports and Tekei up to 26mm. Finish was better, and you can this one by the five-spoke wheels and tail-light, it had the sidestand cut-out and camchain problems were by fitting a Hy-Vo chain Teflon-coated slippers.

The final came in 1984. This had the LCD set in the petrol tank, the three-spoke and a frame-mounted fairing. Suspension was easier to adjust and anti-dive on the forks.

By now they had got the hang of chrome as well.

Faults and

Despite their eventual high state of tune the don’t seem either or thirsty.

Pre-Hy-Vo chained could lunch their in only 10,000 miles, but the versions would go on for much

You can forget the ignition except for an lubing of the mechanical advance.

The models managed to get more and more economy by dint of the engines, but these run very hot with the oil-coolers, so make you change the oil often and keep it up since they hate low.

They normally to smoke around the 35,000 mark, but can normally go on to 50,000 you need a top-end overhaul, is normally for worn valve and piston rings.

A major to inspect is the Uni-Trak rising-rate if you are going for a later model. have a highly stressed arrangement and it needs frequent stuck, as it is, down where and salt can … it To check it at the back of the bike and lift it up and If it is worn you will hear a when you change direction. The will be very rough and

Note that there not be any lateral movement as the swing arm may be unaffected.

Subtle refinement has this GPz the best in its four-year Is it enough to stave off the competition?

It has been a sore point evolutionists that the roughest pone duffer can poke big in their theorizing with the observation that you can’t get from a Nauga’s backside, no how long you’re willing to Given plenty of time, a fin may a toe and a toe a Florsheim, but the leap to a whole new is beyond the capacity of random Moving forward, according to means moving in a series of progressive stages.

Kawasaki Since the sporting cousin of the first appeared on the scene in the GPz has enjoyed remarkable staying fending off the onslaughts of other through the continual upgrading of its basic design. Chassis have been modernized and and every season Kawasaki wring a few more ergs the 553cc two-valve engine hot-rod trickery and time-tested legerdemain.

This year’s 550 at the middleweight skirmish dressed in new-style wraparound bodywork, it into fashion with the ZX models in the GPz corps: the 1100, 750 and 750 A plastic, frame-mounted quarter supporting mirrors, turn and an inner liner replaces the screen of past GPz550s, the is reshaped to mesh with the side panels, and the stepped has been thinned and narrowed to the bike’s aggressively sporting The new instrumentation includes a 150-mph with push-button reset smaller-diameter tach with voltage meter, the standard of … lights surrounding the switch, and a pod on the fuel tank fuel level and a number of indicators in two-color LCDs.

The GPz’s new layout offers benefits and drawbacks. First the bad The short-stemmed mirrors are mounted too to the bike’s cen-terline to offer an view of the road behind, and the tachometer is sometimes difficult to as are the warning lights in the tank being situated below the line of sight. Perhaps the aspect of the ZX styling is the bike’s new

Kawasaki GPZ 500

GPzs have never renowned for their plush but the ’84 550’s saddle is a pelvis cleaver—thin, stiff and narrow and convex that an ride leaves you feeling a dressage competitor stuck on a burro. On the positive side, the footpegs and forward-mounted, narrow give the GPz more riding for larger riders, and the frame-mounted affords good wind for the upper body without highspeed stability.

Modest in the engine bay has upped maximum to a claimed 65 horsepower at 10,500 five horsepower and 1000 rpm up on year’s 550. Much of the comes from intake and cams with 10 degrees duration, fed by constant-velocity TK carburetors, one larger this year at The mechanical advance mechanism has replaced by an all-electronic ignition with five degrees spark advance near

The GPz’s added muscle when riding in its upper and the 550’s mid-range is noticeably as well. The new GPz, far from high-strung and temperamental, starts warms up quickly and pulls and smoothly through the range no discernible hiccups or flat in its power curve. Fuel also proved excellent for any sport bike or no, the GPz turning in a average, dipping to 38 mpg on one redline-intensive ride.

Our GPz, a California-only arrived equipped with its tangle of paraphernalia for trapping emissions: a collector bottle the right side panel to condensed fuel droplets the tank, plus a charcoal mounted in the tail section, all by yards of rubber hose in and out around the chassis. Kawasaki assure us that performance of the model is on a par with that of the 49-state bikes; however, Coast GPz owners are advised accidentally pinching the fuel hoses may damage the ventless gas when a full load of presses against the tank heat expansion.

The greatest to the rider with touring on his is the GPz’s incorporation of the ZX series’ system, which isolates the in a set of four elastic dampers to vibration. Last year’s with a solid-mounted engine an-noyingly buzzy when above 6000 rpm for anything than a sprint. Aboard the new an irritating hum still buzzes the bars

at precisely 60 miles an in sixth gear, but this be attributed to a maverick harmonic; at every other speed and the rubber-cradled GPz is remarkably smooth and

While styling and engine are the most obvious changes to the GPz, much of the new model’s is centered in its chassis. Here abound, though it takes a eye to ferret them out. In an to keep pace with the new of sporting middleweights with front wheels, Kawasaki has up the GPz’s steering geometry.

The switch from a leading-axle to center-axle legs steepens by 1.5 degrees and shortens trail by than half an inch. spring rates give a ride, and new-style 18-inch fitted fore and aft replace year’s 19-inch front and rear spinners. Though the new GPz loses ground through transition turns to Suzuki’s GS550 and the new Honda 500 Interceptor, its agility, excellent ground and high-spee ahead of last GPz in overall sporting prowess.

The new also carries anti-dive adjusted by cranking a knurled at the bottom of the fork leg. by increased hydraulic pressure the brakes are applied, the hardware little to fast-riding control. many other hydraulic however, the units do not compromise action by creating a spongy at the lever.

Stopping action is and progressive front and rear on the though the Kawasaki’s dual discs cannot match the and controllability of the dual-piston calipers on the Suzuki or the Honda 500 Interceptor.

the other ZX models in the GPz line, the Uni-Trak rear suspension gas-charged Kayaba damper is now in forged aluminum arms, and the bolts directly to the frame at its end, allowing the rocker arm and to be positioned beneath the extruded, aluminum swing arm for a lower of gravity. Wheel travel is reduced by this system, rates are up, but the suppleness and load-handling of the GPz’s new rear end give it and stability to match that of the ad weaponry. Damping rates are by turning a wheel at the base of the body, and preload changes are by the use of a remote hydraulic adjuster just under the left panel.

If you’re getting the impression the new GPz is in fundamental way better motorcycle its predecessors, you’re right. and careful ands have this bike’s ortcomings preserving the strengths that fostered a cult of GPz fanatics, and the of function have been at every turn.

For years, a GPz was as close as you could get to owning a of the sport-bike rock. The 550 ruled as king of the middleweight jungle, its spurs in canyon battle, against larger foe. Now the toughest challenge comes its rivals in the middleweight camp; the is quicker, the FJ600 stronger, the 500 more advanced.

Designs inherent limitations, and refinement annihilation in a period of exploding Ultimately, the only law the sport-bike observes is survival of the fittest, and the is the fastest in a world the GPz550 did to create.

Kawasaki GPZ 500

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