Kawasaki GPz900R Ninja

8 Июн 2015 | Author: | Комментарии к записи Kawasaki GPz900R Ninja отключены

The Z1, introduced in 1972, astonished the world with its engine handling stability, and durability. At the its performance capabilities were -class, earning the Z1 and Kawasaki respect. Since the later Z1R and were developed along the lines as the Z1, Kawasaki’s air-cooled, 2-valve engine technology even further and proved popular among motorcyclists.

At the time, however; competitors rapidly advancing their own Other manufacturers were new development efforts to build single cylinder engines, engines and rotary and turbo and on and on. Although Kawasaki maintained confidence in its air-cooled, 4-cylinder, engines, they had to admit the appeal of the Z1’s technology was to pale.

A decision was made, to develop a brand-new, high-performance, generation motorcycle by applying Kawasaki engineers had learned their Z1 experiences. This was in 1980.

One year passed a prototype was produced. Amazingly, the had mounted a DOHC air-cooled, 2-valve engine to it! Development for the new machine were high output and low vibration and the 6-cylinder delivered more than with very little vibration. For a first-time prototype, its layout, impressively, was nearly but the Kawasaki Engineers were not

Why? Because the engine was too and, they felt, tame, especially when main objective was to develop a that would shock the even than the Z1 did.

So, gave up the mild 6-cylinder and to build a DOHC, air-cooled, 4-valve engine. The decision to all of Kawasaki’s previous 2-valve technology and embark upon of a completely new 4-valve design, a for Kawasaki, was based on the need for charging efficiencies. And with the new design, Kawasaki could set engineering precedent by adopting a balancer to its new engine to control

For a low center of gravity Kawasaki for the first time, adapt its frame technology for a large-displacement, performance motorcycle.

During the of the GPZ900R, as with the developments of the III and Z1, the engineers had to leap one technical after another. One challenge, in was how to effectively deal with the temperatures generated by high-performance, engines. The high temperatures ‘heat fatigue’ that power output to decline and warp the valve cover and vital engine components.

Kawasaki engineers quickly that current air-cooled technology would not allow for the of a durable, high-performance, 120PS engine. After all, ten had already past since the Z1 and its technology were introduced.

A engine is the answer! This completely changed the development that laid ahead. and development efforts were out with new resolve and the original goal of producing something than the Z1 served to further to the fervour. Towards the end of 1982, ten years after the introduction of the Z1, the DOHC liquid-cooled,

4-cylinder, prototype was produced. Wet liners used for improved cylinder efficiency, and the previous center was moved to the left side to the engine more compact.

Although the production engine had a cam-chain driving two camshafts, the was equipped with two cam-chains; one the left side of the crankshaft to the side and the other from the side of the exhaust to the intake in an effort to make the cam sprocket as as possible. By adopting the side system, together with the new located at the rear of the cylinder, the were able to realize a dream of building small

Next came the frame. It was first attempt to apply frame design technology to a high-performance machine. Because of the frame construction, the engine was a stressed member of the frame and had to be in analysis of the frame’s structural

At the time, Kawasaki did not possess the necessary for computer analysis so test-rides of hundreds of kilometers per day had to be out, again and again. various trials, it was decided high tensile steel would be used for the main and aluminium square pipe for the rail. An Automatic Variable System (AVDS) equipped front fork and a rear suspension system, together the 16 front and 18rear wheels, chassis development and provided the with light handling and stability.

With the frame nearing it was time to delve into design. At a time when motorcycles were the main forces, Kawasaki was working to them with a 900. So of the perfect design was required for the Supersports machine.

Research was from the dual aspects of design and aerodynamic efficiency. maintaining ‘good looks’, part had to be produced in a manner enhanced top speed. Illustrations based on the slant-nosed appearance of a dolphin’-like image. But in the end, the silhouette had to be toned-down due to market that were rejecting extreme.

Many proposals were and finally the uniquely modem and angular appearance of the GPZ900R finished. Numerous wind-tunnel were made to improve characteristics as well as design The resulting coefficient of drag was a low 0.33.

Kawasaki GPZ 900 R

Eleven years the introduction of the Z1, Kawasaki’s newest could again claim the World’s Fastest. Its recorded top was over 240km/h and its 0-400m time was 10.976 seconds. tireless preparation, Kawasaki the new GPZ900R to the public at the 1983 Salon.

Its outstanding performance utterly impressed all who attended the world press introduction at Seca Raceway, USA in December of the year. In January 1984, of the GPZ900R began world-wide the word Ninja added as a to its name for the North American It didn’t take long the GPZ900R became the best-selling in the world. It won the title Bike of the in many countries.

Since introduced 13 years ago, than 70,000 units been shipped from despite the GPZ900R having its Kawasaki flagship position to the in 1990.

Source z-power.co.uk

Bike 1984

Yamaha FJ1100 vs Jota vs Kawasaki GPz 900R vs VF 1000F vs BMW K100RS


easy-going motor

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Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R
Kawasaki GPZ 900 R

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