Kawasaki Z550 GP

19 Май 2015 | Author: | Комментарии к записи Kawasaki Z550 GP отключены

Not long ago, middleweight were poor stepsisters in Greater Theater. They sat at the of the limelight when major rolled their big-inch onto center stage. came off mid-sized bikes on way to the big stuff, which had everything.

technical and styling innovations to the fringes, but often were old by the they became standard on scooters.

In the 1980s the stepsisters front and center; manufacturers mid-sized motorcycles that radically updated or completely The commitment to the class is real; the array of sophisticated 1982 Kawasaki, in particular, became the middleweight leader with the a handsome lightweight Super-bike with three discs, suspension components and 12-second credentials.

Although the 550 engine and GPz have changed little for the running gear is completely much improved.

Uni-Trak the 1982 GPz550 radically from its twin-shock predecessors. is Kawasaki’s label for its single-shock suspension system, which now has been used only on its motocross and enduro models.

The label, however, applies to than a single system; the unit differs substantially the Uni-Trak on the KDX and KX. In these Kawasaki bikes, the bottom of the vertically shock bolts to the frame, the top mounts to a bellcrank system. The arm actuates a pair of vertically struts which connect to one end of the whose pivot anchors to the

The other end of the bellcrank pushes through the top eye of the shock.

The GPz550 works differently. First, the of the shock mounts to the swing not to the frame. A bellcrank still to the top of the shock; the crank pivot is on the frame, and the other end of the crank to a very short strut runs to an eye on the triangulated swing

This system, not dissimilar to Full Floater, compresses the from both ends; unlike Suzuki’s system, aren’t long struts from the trailing end of the bellcrank to the arm.

Most important, the Uni-Trak is truly a rising-rate that is, the amount of wheel to a given unit of shock decreases as the shock compresses. In a rising-rate system initially soft and responsive wheel that gives a smooth and ride, but as the wheel moves the top of its travel the action becomes stiffer. This means the initial ride does not the quality of rear-wheel travel.

Although the GPz Uni-Trak is a rising-rate it is not steadily progressive; the wheel/shock ratio makes a couple of one during the first bit of wheel and the other toward the end. But for of the in-between portion, the ratio of compression to wheel travel the same. And while this may be in a theoretical way, in practical it doesn’t count for much in the case.

In the real world, the single-shock rear suspension works well; the 550’s is firm without being and the adjustable shock lets you in a setting to suit your and riding style. The shock for both rebound damping and preload. Located at the bottom of the the damper adjusting knob is by a rubber dust cover.

The 550 four settings; the second provides 15 percent more damping than the lightest the third and fourth offer 30 and 47 more damping, respectively. We the shock set on the number-three damping with the spring preload set at the number-three or number-four level, on rider weight.

Set up in this the rear suspension is excellent. The feels predictable and solid, and the spring rates and damping make the GPz’s handling The GPz flies through fast with dips that have lesser bikes on entry and pogo-ing and wallowing on the way

And while the Kawasaki’s suspension are ideal for hard backroad the GPz’s ride remains but acceptable on the freeway.

You’ll mistake the GPz for an armchair-plush long-distance rig, but neither will you chewed up and spit out after a day’s ride. Many GPz won’t care about the long-distance capabilities, but it’s to know that the 550 can pull duty.

The GPz’s single shock isn’t easy to To begin the adjustment procedure, you pull off the seat to get to the tool which is stored in a small box in the section. Next, you remove the sidecover, the air cleaner and housing, and the chain guard.

Then you get to the which has a slotted adjusting that allows for very increments and makes preload easier than the typical jam used on most single-shock systems. You can adjust the preload the hook wrench provided in the kit, but the involved process roadside alterations. Most will choose an all-around for their riding style and

Those who feel compelled to the rear suspension every the chosen path changes form a distinct minority

Although the 1982 GPz550 looks like last air-assisted leading-axle unit, has incorporated a number of small The 1982 fork legs this makes charging the a snap. The fork’s coil are marginally stiffer this and use a TrtHe more spring More significantly, the rebound rate is up 14 percent over year’s GPz, and the compression rate is up a whopping 42 percent.

the 550 might have benefited a little more rebound and a little less compression in general these changes please the canyon racing fork performance is first-rate hard riding conditions, and the 550 starts the gentle wallowing fast sweepers. With the fork oil and 18 to 20 psi air pressure, the front end well for backroad thrashes giving up little re sponsiveness on the a ni ticeable amount of stiction in the though not 1 enough to make the GPz a bike. But please note-we air pressures well over recommended 11-psi limit.

rear suspension units, then Yamaha’s monoshocks, the shocks between the swing-arm and the rear wheel. This stretches out the wheelbase; in the case of the 550, 2.1 inches have added, bringing it to 57.0 Middle-displacement bikes seem enough to withstand the extra though we suspect manufacturers hesitated to fit single-shock systems to larger bikes, which have long (60-inch) with conventional twin-shock suspension, or to motorcycles that all available space occupied by not easily relocated.

Kawasaki the 550’s steering geometry to the newly stretched wheelbase. and trail are both greater last year’s; 27.5 and 110mm (4.33 inches) 26 degrees and 98mm (3.86 Although these changes the new 550 a slower-steering bike than versions, the GPz is in no way cumber-pme.The Kawasaki slower than most but it feels more stable than less agile if you hop off the GPZ and on to mid sizers back to back, feel small and twitchy in

GPz550s had very good clearance in 1981, and this bike is excellent in this If you grind away the footpeg you can eventually get to the exhaust pipe on the right side. On the left, the bracket for the switch that the sidestand down warning scrapes after the footpeg has trimmed away. We nibbled enough of the switch bracket so we barely touch the foot of the to the ground.

Most riders will it challenging enough to pavement-file the and smart riders will not go this limit.

The GPz brakes plenty of stopping force. The brake is a bit sensitive, especially lockup point, and our test front brake lever had a of sponginess and required higher-than-average pressure. Otherwise the brakes are linear, powerful, predictable, and on hard downhill chases.

year Kawasaki switched to Mag Mopus tires, which are issue on nearly all Japanese bikes. The vast majority of won’t notice the change, but our runs toward the Dunlops on past Kawasaki 550s; we they grip better in dry California conditions and break in or in quicker than the Bridgestones. We the Bridgestones have a little rubber compound and would longer mileage, though had no opportunity to test these back-to-back for mileage.

In any case, the is so much fun to ride hard many riders may switch to any of premium tires after wear down the original

The 553cc dual-overhead-cam engine largely unchanged from year’s powerplant—a high-performance of the KZ550-A1 engine. Last Kawasaki used bigger and exhaust pipes, more valve lift and timing, and a compression ratio to boost the horsepower output in the GPz version. year four 26mm TK carbs replace the 22mm mixers used in the past.

carburetors draw from a new necessary to accommodate the Uni-Trak which uses up some normally taken by the airbox. A red-and-black oil cooler is standard, a feature for a sport bike.

The new have cured the 1981 reluctant cold starting. Our bike fired up readily on mornings and required no cajoling the choke lever. Once the only mini-glitch was a micro-second between throttle shut-off and the response, a characteristic of CV carbs.

than that, the GPz’s is perfect.

The bigger carbs no penalty in fuel efficiency; we 46.8 miles per gallon, a better than with year’s bike. This combined with a larger gas should reward the average with a range of over 200 The tank is 0.8 gallon larger; a leaky gas cap on our test bike the use of all the capacity.

Fully gassed, the 1982 GPz550 is five pounds than last year’s model. That’s quite an one which made us look to drag-strip testing. Last GPz made 54 horsepower on the dyno and ran off a 12.86-second, 102.62-mph quarter-mile.

We thought the 1982 bike, less weight and more should be a flier—though seat-of-the-pants suggested that our bike, a model used for testing in and the United States, might not 12-second intensity. Still, aren’t drag-strip clocks; pants can fool you. The 13.32-second, 98.90-mph drag-strip proved one-half second and three miles per hour on our 1981 test GPz.

the bike went back to slightly bent exhaust were discovered in cylinders one and some scoring on the number-three wall. When set right, the went to the dyno.

The dyno curve, even with the engine, indicated that our test bike just have the horsepower of our 1981 unit and lacked the punch to be a quarter-miler. The difference in peak 54.12 (1981) versus bhp (1982), amounted to six, but didn’t indicate fully the at lower rpm levels.

Kawasaki Z 1100 GP

Nowhere did the power curve overreach the one, and the difference at 4000 rpm was than three horsepower; at rpm, more than at 6000 rpm, six; at rpm, seven; at 8000 eight. We concluded, on the basis of our and dyno experience, that our bike might run a 13.15 to quarter-mile, but it wouldn’t have the to cut a 12-sec-ond number.

What to the horsepower? We don’t know, but share our speculations. Perhaps our bike was only an okay in a test-bike world where the is a good runner, though the of the difference is greater than we’ve experienced between and okay runners.

Perhaps the cam on our test bike was slightly it wouldn’t take much to a huge difference. Perhaps was wrong internally with the 550 was discovered when the valves replaced, though the bike had no noises, nor did it show any other of distress. Perhaps the new airbox carburetor combination cooled out the It wouldn’t be the first time seen that, but never to a degree. Perhaps all of the above.

It’s difficult to believe such a horsepower loss is to the 1982 GPz550s, but we can’t how we think a motorcycle model perform. We deal only how one particular test motorcycle did

Even at 48 horsepower, nobody call the GPz550 Uni-Trak As it stands, the GPz is still a quick and only a couple of clicks off the 650s around. And the rest of the train works well.

The pull is remarkably light, its point broad, and the clutch a number of harsh drag-strip without overheating.

The gearshift is positive and smooth, even a moderately long throw. A shifter might find ground between fifth and gears; a decisive left never misses anything. The has a positive neutral selection; is, when you’re stopped and in the gearbox will shift to neutral.

This feature the fishing between first and gear at stoplights.

The gearbox are well matched to the Kawasaki’s power-band, and the six-speed box always has at a gear or two to suit every Driveltne snatch, the traditional Thing of Japanese Power Not very noticeable normally; need heavy stop-and-go to identify any.

The 550 is remarkably for all-day travel, in part the GPz has one of the most comfortable riding available, regardless of motorcycle Only the firm foam would wear on a non-stop after an hour or so. We liked the bar and the pull-back of the bar strikes a happy though two staffers would liked to angle the bars a touch.

This is impossible the bike has individual handlebars fasten onto each of the top clamp, and they cannot be for pullback.

Although the 550’s remains unchanged, the new Bridgestone tire has a greater circumference last year’s Dunlop. taller rear tire engine speed 200 rpm at 60 miles per in top gear, making the Uni-Trak than its predecessor on turnpike You have to ride a long way you detect even a finger

The GPz has a new instrument panel. A centrally Liquid Crystal Display fuel gauge keeps a accurate measure; the gauge winking and a red warning light just a bit before you have to to reserve. The red warning light blinks in conjunction with other LCD warning indicators.

They light up when the oil or battery electrolyte levels are or when the sidestand is down. The has no means of canceling the warning it glows until the rider with the problem. The electric serves double duty as a you merely push a button to get a reading.

The upper portion of the panel is protected by a glass that seals out the elements but the cover can produce a glaring

At night the instruments glow a pleasant green hue that through the markings inscribed on the faces. The 60/55 watt dispels the darkness with efficiency, and a hazard switch all four turn signals in an

The GPz550 is the standard by which all middleweight sporting bikes be judged. Its single-shock rear system is a functional stride the motorcycle is the best-handling middleweight tested. Its riding position all mid-displacement sport bikes.

the rider intersects with the he gets the impression that who understands sport riding on the design and development of this Sure we’d like to an easier way to adjust the rear slightly softer saddle, a pullback adjustability in the bars, and GPz horsepower not present in our test Yet anyone who wants a mid-displacement bike to hone into a personal weapon would with the GPz550 Uni-Trak.

We the choice is that obvious. your liter-up Superbike sneer at your half-size just invite them on a trip down your twisty road. If you’re up to it, may well be surprised to find bike turns out to be Super.

Kawasaki Z 1100 GP
Kawasaki Z 1100 GP
Kawasaki Z 1100 GP
Kawasaki Z 1100 GP


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