Kawasaki KR250 — CycleChaos

17 Янв 2015 | Author: | Комментарии к записи Kawasaki KR250 — CycleChaos отключены
Kawasaki KR 1 S


Kawasaki designer Sato started work on the KR twin during 1974 an inline layout in order to the width and thus the frontal of the machine whilst still able to utilise disc The liquid cooled engine was in a conventional twin loop frame with twin shock absorbers. The machine appeared in competition during often with Mick in the saddle continuing into

These years brought in terms of success, but provided a of information and the opportunity to develop the racer. 1977 marked a point for the twin and Kawasaki Mick Grant secured the first Grand Prix win in the class at the Dutch TT at Assen and that success with a win at the Grand Prix later the year.

The following season saw Kork Greg Hansford and Anton joining the team, with securing 2nd place in the 250cc and Mang taking fifth, securing Grand Prix in the process. Good as these were they were by Kork Ballington’s performance, victory in both the 250 and 350cc Championships, a feat he repeated in 1979.

Mang took the 250 and 350 crowns in 1980, Ballington and Jean Francois Balde (in both the 250 and 350 classes). Mang his success in both classes for and narrowly missed a hatrick of in 1982 securing second in the 250cc championship and winning the For the 1981 season Kork concentrated on the 500 class with the KR500. leaving Jean Balde to partner Anton in the quarter litre and three classes.

Kawasaki UK chose to celebrate the fantastic racing achievement, not by the new KR250 but by releasing a limited-edition version of the dreary Kawasaki four-… twin (excuse me I just go and be sick. ). The KR was never imported by Kawasaki UK — in 1984 the enterprising manager of the dealer Huddersfield Kawasaki there was a small market for high-tech machine and brought in 18 bikes himself and offered for sale in his shop. This was the first UK example of ‘grey-importing’ was to become so popular later on.

It was priced at £2799 which was the same price as the officially GPZ600R alongside it in the showroom. Its in the marketplace were the similarly-exotic V3 MVX250 and the more conventional RG250 Gamma. Yamaha’s was still some way off, nearest comparable bike at time being the first YPVS.

The original 1984 was designated ‘A1′. In 1985 the replaced it — the changes limited to an upgrade of the primary There are small differences to for the legal requirements of the importing so the Australian/New Zealand models a longer rear-mudguard, fairing-mounted and separate indicators on stalks of the small square integrated on the Japanese and South African

The ‘Huddersfield 18′ came South Africa I believe and have since come in from Japan so all bikes in the UK to be the same. Standard colours are silver (with a red seat), black/red and red/grey. I don’t the KR has any kind of deliberate power or restriction — if you know please let me know.

A year Kawasaki released the KR250S. It was the as the 1985 ‘A2′ model from the addition of ‘KVSS’, version of the ‘powervalve’ system. The seems to have been bottom-end power as it appears to no effect above 7000rpm.

The ‘S’ also had fairing-mounted (instead of bar-mounted) and was available in and blue/white.

Kawasaki KR250

Engine 249cc (56.0 x watercooled 180º tandem-twin

Rotary Reed Induction with Mikuni 28mm carbs

6-speed gearbox, crankcases

Chassis Aluminium double-cradle frame

Kawasaki KR 1 S

UniTrak (adjustable damping and 5-way with underslung (extending) and braced aluminium swingarm

35mm forks with adjustable AVDS anti-dive

front 110/80-18 rear cast alloy wheels

front 260mm and single 240mm disc brakes, sliding calipers

Dimensions 2.035m (l) x 0.685m (w) x (h), 1.360m (w/b), (s/h)


27º rake, trail

Performance 45bhp @ 26.8ft/lb @ 8000rpm


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


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