The Hot Rod Homepage Blog Archive Kawasaki H2 «KH750-…

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Kawasaki KH 500

Kawasaki H2 “KH750″ Hybrid

As auctions get taken down a while, I have copied the here:

Up for auction is my HIGHLY Kawasaki “KH750″ Cafe Old School Style with the of Modern 2-… Technology….

It has the better part of 4 years this bike to what it is Plenty of trial and error, a amount of time and money, and a supply of help and advice the good guys on the KTW (kawasakitriplesworldwide) The bike has gone through 3 transformations, all a step in the right and finally ending up as you see it in these

An ultra lightweight (nearly 90 lighter than a stock ROCKET of a two-… street I have almost enjoyed it as much as riding it, and luckily been able to ride the in the Mountains surrounding Deals Gap for 2 in a row….Not to mention all of the back riding here in Minnesota (sometimes leading) friends on sportbikes and old two-strokes alike…………….anyways, talk..On to the description.


1. Lightened ’76 KH500 frame…. the year 500 Triple (KH500) came from the factory headstock gusset plating and corner bracing which helped ridigity. Frame was de-tabbed, and shortened, (15+ of unnecessary weight removed frame alone) Frame was Powdercoated “Satin” black

2. FZR400 swingarm…. Mono removed and 3 position “dual tabs welded in place. for shock angle and ride adjustments in addition to adjustability of themselves. Swingarm then and polished.

New pivot needlebearings installed as well.

3. Works shocks…. Dual rate, and sprung for 175-180 pound These shocks work on this bike!

4. Front Stock H2, with Progressive Lowers powdercoated black. New and dust boots.

Caps are road-race Billet extensions allowed for mounting clip-ons upper triple clamp sacrificing fork travel.

5. tank…. Late ’60′s Aluminum Thruxton or Triton “Cafe” tank cut and modified to fit frame. New Billet Aluminum cap installed including vent to catchbottle which eliminates leakage under hard Pingel petcock. Graphics on tank are 3M vinyl and are easily

This is actually the 2nd color I have had on the bike. The bike a year in “Candy Green” deciding on Black when I the Gold Sun wheels last Fender and Tail section are all needs paint if you do decide to the color yet again.

I will include a few rolls of colored vinyl for you to experiment if so inclined.

6. H2R style fiberglass section…. Cut and modified to fit KH500 Seat and side areas with additional fiberglass for Storage compartment is accessed perforated aluminum panel in video), which is attached via (light weight!).

Tail Oil-Injection filler cap (tank beneath tail), and is still enough to carry tool spare plugs, etc. Padding is 1″ closed-cell foam and it or not, it isn’t as uncomfortable as it Riding position is comparable to modern sportbikes, with a less weight on the wrists.

7. (Vortex? i cant remember?) doweled into top triple-clamp to possibility of rotation on hard and acceleration.

8. Sidestand… shortened Ninja…. 1/3 the weight of a stock sidestand.

9. Rearsets are modified to be honest, this is one of those I intended to eventually upgrade and a bit rough around the edges. ZX Ninja, Honda CBR, R1, R6, Suzuki GSXR style would save a bit more and look a lot better. Shift is a single unit (KV75) directly to the shift shaft.

eliminates ALL possibility of slop linkages for more positive Shifting does require a bit “force” as leverage was lessened, but used to it, shifting becomes 2nd Brake lever is cable to as described below.

10. Stock H2 damper…. in excellent condition and well.

11. Stock H2 triple (lightened) with new tapered bearings


1. Sun Anodized 18″ Aluminum rims front 3.5 rear) laced stainless Buchanan spokes to S3 400 rear hub and KH500 4-bolt hub. All hub and brake components “Satin” black

2. 520 DID X-ring conversion with Sprocket “Titan Tough” hard aluminum rear sprocket. or 3.18 (stock H2 being or 3.13). 16 tooth countershaft used to gain chain around larger FZR400 pivot tube.

3. Bridgestone Battleaxe tires (140/70-18 110/80-18 front)

4. Rear is stock A1/A7 (lighter S3 unit) drum. This is nothing more than a spec “Hill holder”, as isn’t a lot of leverage with the brake pedal/cable set-up. No as I do not use rear brake unless in rain or dirt… This obviously wasn’t ridden in conditions. (save for getting in a rainstorm at Deals Gap 2 years If you are a “Rear Brake” type of you will definately need to this…

5. Front brake…. Nissin (Sudco), Stainless braided rebuilt Nissin EX500 with EBC HH pads. MORE enough brake for this during spirited street

Will lift the rear under hard braking.

6. rotor is stock KH500 that has been lightened. and thinned to 5.5mm.

7. Speedometer is a sensor (Stingray) Bicycle Battery recently died in unit, so I purchased a new Sigma to replace it. The stingray was only to 120 mph any ways and needed upgrading. The is good to “as fast as this will go”, which is higher than 120.

of bike will get the new Sigma in box and to install.


1. Early ’74 H2b cases w/rare factory slugs. Slugs removed and then fited with GT750 “silentblock” rubbermounts. away ALL of the nasty H2 engine and makes the bike a pleasure to long distance.

Oilpassages to accept ’72 H2 cylinders and early ’72/’73 oil injection system.

2. ’72 H2 750 cylinders… Cylinders are on 1st overbore and been ported to a “Stage 2″, I was told is similar to Denco 120 (crank hp)

3. Aylor Engineering Valve kits installed to back all the missing “bottom which happens when any of portwork is done. Kits Boyesen Dual Stage petals and modified Wiseco Probably the best “Drivability” done to this bike. The is just as happy putting at 2000 rpm as it is screaming past

Engine no longer exibits any of typical “H2 surging”, and has excellent response even from low

4. Heads… Outer heads for strength. Heads beautifully by Chuck “Supertune” Quenzler in to modern specs. Combustion design, squish, volume sent to me from Leo M. in the Netherlands, who is on the leading edge of Kawasaki technology.

Static compression is at +/- 150 PSI, and perfectly (without detonation) on 91 Octane pump gas.

5. was sent to Mark Doucette at R-D transmissions in Florida, a foremost on high performance Motorcycle and roadracing transmission. Parts magnaflux and roadrace spec cut on all 5 gears. Shimmed to better factory specs using all new and clips.

6. Clutch is stock H2 Barnett spring and plate

7. Project-H2 Sytech clutch makes clutching a 2 finger even with the 5 Barnett New cable.

8. Stock “early” H2 system with stat-o-seal washers. Oil pump cover and “sight window” installed so you at a glance that the oil injection is working (a common failure on bikes)

9. Mikuni TMX35 carbs. These carbs AMAZINGLY “crisp” throttle when coupled together the Reeds and Chambers. Still set up a bit on the (safe) side of things, but again. I like my engines to

One thing these carbs probably need is new “lighter” springs made. These are originally designed for modern cylinder 250 Moto-X bikes pulling on only one carb), so 3 of together requires a bit of force your throttle hand. I got used to it. You can tell by the looks of the handgrip. lol

10. Neville Lush designed expansion chambers. Steel cone kits by Leo Molenaar (Netherlands), and assembled to fit by myself and good friend Pat who is a locally renowned bike-builder in his own Pat and I have well over 20 into cutting/welding/fitting these to the frame for maximum cornering

Old-School welds were not ground down or cleaned up as a to the roadrace pipes being in the late ’60′s-early ’70′s…although pipes are Substantially FATTER/BETTER the skinny chambers of yesteryear…. I been applying “Mop-N-Glo” to a couple of times a year to the rust away. So far so good.

I was to have them ceramic but the “RAW” bare steel works with the rest of the Pipes are a “Torque” designed for EXCELLENT streetability. I’d guess are making max HP around the 8200 RPM and sign off well before you hit No reason to over-rev an H2 on the street. last MUCH longer way.

Silencers are modified DG “Ovals” in place by moto-x spec clamps. Silencers are Lightweight, and not loud, but still retain wicked H2 howl when “on it”.

11. Crankshaft was sent to Kirkland (“the crank of Dothan, Alabama for FULL Crank was fitted with style “slotted” rods, new Kawasaki Seals (now and new bearings.

12. Engine covers stator, oilpump, countershaft) all “satin” black. Shift and levers were also

Kawasaki KH 500


1. Ignition is primarily “Stock” H2 with the of the Neville Lush Mini-coils, offer higher output at 1/3 the and space. New non-resistor plug and wires. CDI box is stock H2.

Stator is NOS old stock) H2. Kill switch in hidden toggle. Wiring custom built to accomodate those things necessary for street use.


1. Headlight is Diachronic 55w beam. Extremely lightweight and compact. Remote switch mounted to side of

I did not modify the headlight wiring when installing, instead bundling it up and locating it under the gusset plates along the inline fuse.

2. Tail/Brake is LED, which is also bright and lightweight. (brake is only operated from Cylinder switch as I do not use rear

3. Charging system is as stated Has stock (late model Voltage Regulator/Rectifier and Bat-Pac Eliminator Capacitor.

ALL of the ignition are located beneath the fuel (barely). Coils are fixed via an jacket and zipties, and CDI box and Voltage R/R via brackets. This bracketry is to be solely utilitarian, and cosmetics an issue being mounted the tank. “Pretty” brackets be up to the next owner.

4. Tachometer is driven “tiny tach” and is for night use. I had originally on updating to a Vapor Trailtech or style digital Tach/Speedo but with a cable driven it gives you peace of mind that the oilpump is spinning the tach and oil-pump are driven off of the gear set.

5. As stated Speedo is magnetic pickup computer. New Sigma included in but needs installing.

6. There are NO on this bike as Minnesota the use of hand signals. Check your State. Turnsignals be terribly difficult to add to the system.

7. There is also NO horn on bike. Another thing could be easily added at the of more weight.

I’m not going to go any more individual detail, but are MANY other subtle and modifications I have made to bike over the last 4 of which were done to its everyday “Ridability”…. As it stands now, the bike/engine has approximately miles on it, and it is as dialed-in and set-up as it has been. As for what it needs?

really, but a new owner that is to respect the power and capabilities of machine. Even for a 30 year old and frame, this bike is fast, fun, and exhilarating to of the modifications (especially the huge reduction), giving it a very inspiring feel. It is solid as a up to and well above 3-digit even bent over in I am not a good enough rider to the limits of what this is capable of.

I do know that I owned CBR’s, FZR’s, and currently have a ZRX1200 as my button” bike. NONE OF come close to the sensation of this motorcycle. That This bike is NOT recommended for but an experienced rider/mechanic that how a 2 … works and isn’t to get his hands dirty when breaks.

It is a 2-…. Something eventually need attention. You can on it.

I suppose I should touch on Cosmetics… I did not build this to be a or “trailerbaby”. It was built to be RIDDEN, and if so RIDDEN DAILY..for hours at a

It is a true testament to “Form Function” and in my humble opinion out to be a beautiful machine. There are the typical small scuffs, nicks, dings etc associated building a “New” bike mostly “refurbished” parts. It has been dropped in the time I had it.

Up close and in person it resembles a nicely kept racebike..Speaking of if it were safety wired, I’m this bike would do well on the track with an rider aboard. Like I before….I am VERY happy how it turned out, as it far exceeded my of what a 30 year old bike is of….Not only cosmetically, but as well.

Even though the bike well as-is, it could use a detailing as it has spent more being ridden than polished. I honestly only it off for these photos….

So why am I selling it? I have another “Custom” H2 waiting in the wings that is to take some serious and financial dedication to get started completed). If I had deeper pockets, I not even consider selling bike, and up until a few months you couldn’t have offered me any of money to buy it… But things change, come to terms, and I’m ready to on.

Bottom line is that I afford to keep this and another. It would cost you in excess of $10,000 (parts and labor alone) to build bike. That doesn’t to include the 100′s of hours of labor, design, parts fabricating, tuning, and maintaining I have into it..

I know what else to probably forgetting a few things, so if is not mentioned in description above, dont hesitate to ask. I REALLY hope that ends up with it, will as much care and have as fun with it as I have.

Please be to click on the Youtube link to see the bike in action. Video was Sunday 8/26, and bike was directly after. Motorcycle not be driven again until ends and new owner claims his

Bike has clean and clear title in my name and is currently and licensed for street use.

bike is sold 100% with no guarantees, warrantees, written or implied. It is a 31 year old and is being sold as such.

Kawasaki KH 500
Kawasaki KH 500
Kawasaki KH 500
Kawasaki KH 500
Kawasaki KH 500
Kawasaki KH 500
Kawasaki KH 500
Kawasaki KH 500


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