Road Test: 1995 Kawasaki GPz1100 —

18 Май 2015 | Author: | Комментарии к записи Road Test: 1995 Kawasaki GPz1100 — отключены
Kawasaki 500 H1 (Match III) Prototype

Road Test: 1995 GPz1100

Kawasaki has long famous for making bikes class-leading power: The first motorcycle to rip down the quarter in under 11 seconds? GPz 750 Turbo seconds in 1984). Fastest bike made? The ZX-11.

dominance dates back to the 1960s and those evil two-strokes — first the 500cc H1 Mach III, seconds in the quarter mile) and the nicknamed widow-makers, the 750cc H2s.

Later came a of powerful four-strokes, the 900cc Z1 and the big KZs, taken to prominence in the roadracing series by the likes of Lawson and Wayne Rainey.

The 1980s saw the advent of the all-conquering GPz and in the KZ1000ELR, in commemoration of Eddie’s Superbike Championship; 1984 saw the of the Ninja, a name that has synonymous with the term ever since.

Enter the 1995. By resurrecting the GPz name, hopes to lure those who long for the glory days of when the motorcycle industry was in its and horsepower was king. Of course, conveniently forgets that, in the 1970s and 80s, horsepower king and bikes were for broad, usable powerbands.

real enthusiast would was the name of the game back But we digress: The official model of the GPz1100 is ZX1100E, which stirs up images of the GPz’s big the retina-melting ZX-11, yet the big surprise is the GPz gets a de-tuned version of its brother’s motor.

Rather bring back a straight-line in retro-guise, Kawasaki designed a that would capture the fun of motorcycling — big torque a wide powerband — modern-day sporting capabilities. And done an excellent job, a bike that pinches where it doesn’t matter for riders — for instance, by a steel backbone frame of a costly extruded aluminum unit — and delivers torque in a package that excellent brakes and a comfortable position.

The motor changes are aimed at the GPz 1100 a user-friendly machine, more low-end grunt and top-end terror than the fast ZX-11. The GPz does the ZX’s pressurized ram-air system — necessary for 180mph top-end rush, but for the rest of us that spend percent of our time below 125 mph do spend most of your below double-digits, we hope).

refinements include camshafts less lift and duration, and 4mm carburetors. Spent gasses through a four-into-two-into-two exhaust — claimed to boost power without sacrificing too top end. The result is an exceptionally torque curve, and a near-linear in the horsepower curve.

With of power down low — to out-power the ZX-11 to 4400 rpm it gets out of corners quickly, and has top gear roll-on acceleration.

you, the GPz builds speed quick: With the torque at a mere 4800 rpm, the drops slightly yet remains flat to about 9000 meaning you’re going to hard now . Any gear, any time the taunts its rider, and I’ll your … down the Naturally, throttle response is and carburetion is smooth from idle with no surging or throughout the rev-range.

Add up all that a smooth, progressive and abuse-loving and what do you get? Why, seconds in the quarter mile at mph. More impressive is the that the GPz hauled past the 60 mark in 1.562 seconds, our launch (second best is now the CBR600F3, 1.735 seconds) and a indication of how well the GPz1100 can other bikes off the line.

Of course, there’s a catch you have to be sitting way back on the as it spins the tire at anything half throttle. Even the horsepower starts to build, spin the tire before it Don’t believe us?

Then some on-board dragstrip and time it yourself.

Coupled to the of the bike is a conventional non-adjustable fork, and the rear end is suspended Kawasaki’s UniTrak mono-shock, for spring preload and rebound Overall, the suspension is quite for everyday use, and is an excellent between being able to freeway bumps and potholes and stiff enough to handle a road at a good clip.

At a 533 lbs dry, with a top speed of 150 miles per hour, the brakes had be top of the line.



These are some of the best brakes we have tested. A squeeze on the lever and the brakes with instant bite, the bike down in a big hurry. Up are a pair of twin-piston floating that grip a pair of discs. Feedback and power are

Out back is a thick 250mm that offers good without being too eager to the wheel.

With the suspension so compliant on the freeway, it is easy to get the to appreciate the ergonomics of the bike. The noticeable is the fairing, which more wind protection the standard race-replica bike, and is enough to divert air around the chest without making you like you’re riding a boat tourer. Even can ride in comfort, out of annoying draft, but still get a refreshing of air through the helmet vents.

The fairing’s modest lowers most of the rider’s leg out of the path of and wind, but your hands out in the elements.

The fairing also the dashboard which contains a speedometer, liquid-crystal clock, gauge, oil pressure gauge and gas The GPz’s gas gauge seemed of most motorcycle gauges in it does not move from the mark until you’ve at least 50 miles, and will the last third of the range quickly. But none of this matters since the bike has a mechanical petcock that the cavernous tank onto

And with almost six gallons fill-ups, gas stops are few and far between. We about 42 mpg while cruising at 70 mph loaded.

Fortunately the ergonomics the fuel capacity. Low footpegs, seat and bars that force the rider into the position mean that the is comfortable enough to run over 500 in one day. In fact, Editorial Todd Canavan cruised miles in one day on the GPz, and even on the tank for an hour or so in the middle of the

With optional hard the GPz1100 could become one of the best road-going sport-touring

After putting over miles on our GPz, the true of the newest Kawasaki entry the realm of the sport tourer is bit as good as they could hoped for, and possibly The GPz’s value lies not in the most powerful motorcycle on the Rather, it’s as fun to ride as it is The GPz 1100 is, however, a shy bike, revealing its character after you get the to experience it, rather than its intent at you from the showroom

By taking the best of the past and it with modern advantages of the and sharing lineage with the brutally fast bike Kawasaki has done what manufacturers wish they do this well — a bike from the past, better with help today’s technology, all the while the performance and character that the old bike a popular seller.

Kawasaki 500 H1 (Match III) Prototype


1. Brent Plummer,

Oddly, the first thing I of as I pulled out of Kawasaki’s warehouse This bike is everything wants to be. The GPz1100 mixes the old of a steel backbone frame and suspension with a modern and brakes better than any bike — including — in a relatively low-cost The suspension is perfect from the the motor is awesome and the brakes are better.

We rode our GPz1100 to and back (South Dakota in the of a heat wave, that up and down the drag strip, it out on the dyno and wheelied it through the Never once did it overheat, to start or otherwise complain. The built Bridgestone VT-54 offered superior lifespan, but did a little traction — we slid it out of corners up in the canyons Los Angeles, so be careful.

Or, just floor it when fully over in the turns — massive torque can bite At any rate, the GPz1100 is perfect, awesome it’s the best since the Z1 900 kicked everyone’s back in ’73. If you’re for a powerful bike, buy a GPz1100. The at least in my eyes, earns our five star rating.

2. Mike Franklin, Managing

As a confirmed sportbike weenie, I the GPz yet miss the top end rush of the bike its came from, the ZX-11. In special occasions, horsepower be the determining factor in deciding a bike is going to sell More often, as it should be, world practicalities take and little things like or not there is a digital clock on the can decide a bike’s fate.

Riding a dedicated race-replica on the demands respect for the machine and amounts of self-control if you want to alive. For those that the rewards are addictive. For most else, in it for the practicality or convenience, bikes like the GPz1100 are the of the day.

Fortunately, this plate special is not just leftovers. The non-adjustable fork is, as our rep likes to say whenever we moan the fact, perfect from the The brakes are truly awesome for a of this weight, and with a set of tires, it would put a lot of full-on bikes to shame in the tight — until the rider got of hefting the thing around.

It feels heavy when the gets fast, and the low-end can easily overcome the stock side grip adding to the level of concentration and consequently

But for your average rider on an day, this is an above-average On the down side, fit and finish, around the dash area, are not up to the standards we have become to in this day and age, and they away all that horsepower. give this bike stars. ****

3. Todd Editorial Assistant

Having many hours and too many aboard the GPz, I’m to tell you that the GPz1100 is a great bike. It tears me to like it, I am supposed to like race replica bikes, and want to admit that I a bike that has the L word as an option. But the GPz has changed me.

The big, torquey motor lets you pass at will, the stock brakes proved worthy and the all-day comfort was a when I cruised from Colorado to Los Angeles in one day.

I always liked tinkering my bikes, but I don’t think I would even put a pipe on the GPz I was assured that it would the bitchin’ jet engine noise and add even more midrange.

The side of the bike is that, at 533 dry, it is heavier than I like, but that is the racer-replica of me peeking out again. A cool fork, and more power be on my wish list also, but very things are what kill the soul of the GPz by raising the to that of an open class where it would be beaten by the steroid-fed fighters that that class. In all, glad Kawasaki made a for regular folks instead of a run-of-the-mill open class bike and calling it practical, but saving all five star for orgasmically horsepower-laden bikes and the GPz four stars for it’s ability, and daily practicality.

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