$21,205
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Condition:
Used
Make:
Kawasaki
Mileage:
17,000 miles
Year:
1975
Description
The 1975 Kawasaki Z1B-900, Candy Super Red and Gold, Original Paint, Unrestored, 17,107 Original Miles2 Owners From New Frame Z1F-70096Engine Z1E-070147Manufacture Date: 1/75
The 1975 Kawasaki Z1B-900, Candy Super Red and Gold, Original Paint, Unrestored, 17,107 Original Miles2 Owners From New Frame Z1F-70096Engine Z1E-070147Manufacture Date: 1/75 Often described as the first true “Superbike”, the Kawasaki Z1 is one of the most iconic Classic Japanese Motorcycles of all time. The Kawasaki Z1 is a four-cylinder, air-cooled, double-overhead camshaft, carbureted, chain-drive motorcycle introduced in 1972 by…
The 1975 Kawasaki Z1B-900, Candy Super Red and Gold, Original Paint, Unrestored, 17,107 Original Miles2 Owners From New Frame Z1F-70096Engine Z1E-070147Manufacture Date: 1/75
The 1975 Kawasaki Z1B-900, Candy Super Red and Gold, Original Paint, Unrestored, 17,107 Original Miles2 Owners From New Frame Z1F-70096Engine Z1E-070147Manufacture Date: 1/75 Often described as the first true “Superbike”, the Kawasaki Z1 is one of the most iconic Classic Japanese Motorcycles of all time. The Kawasaki Z1 is a four-cylinder, air-cooled, double-overhead camshaft, carbureted, chain-drive motorcycle introduced in 1972 by Kawasaki. Following the introduction of Honda’s CB750 in 1968, the Z1 helped popularize the in-line, across-the-frame four-cylinder, a format that became known as the Universal Japanese Motorcycle or UJM. The Z1 was noted for being the first large-capacity Japanese four-cylinder motorcycle to use the double-overhead-camshaft system on a production motorcycle. When it was introduced, only the MV Agusta 750 S used this system; it was a very expensive limited-production machine, as opposed to the Kawasaki which was less than half the price. Marketed variously as the Z1-900, 900 Z1 or 900 S4 (“Super Four”), the Z1 was the first of Kawasaki’s Z models. The Kawasaki Z1 was developed under the project name “New York Steak”. In the late 1960s Kawasaki, already an established manufacturer of two-stroke motorcycles, had begun prototyping a 750 cc four-cylinder four-stroke sports motorcycle working with McFarlane Design in 1969 to develop the bike’s overall appearance. When Honda introduced the CB750 to the market first, Kawasaki postponed the Z1’s release until its displacement could be increased to 903 cc and the motorcycle could be marketed in the 1000cc-class. Z1 production began in 1972 as the most powerful Japanese 4-cylinder 4-stroke ever marketed. I discovered this motorcycle in an Illinois garage about 5 years ago. At that time, it was a one owner machine and had been parked with a just under 17,000 original miles. The machine was completely taken apart down to the frame, which was inspected very closely for any type of cracks, especially where these frames are prone to crack, around the steering head brace, or gusset. There are no cracks anywhere on the frame. The top end was completely re-built to its original specifications, and the bottom end was inspected and re-assembled. The bike was cleaned, detailed, and re-assembled with every finish left intact and original. No painted, chromed, or polished part of the machine was altered or restored. None of the engine finishes were restored, just cleaned and preserved. The same can be said for the frame, which was cleaned and polished to preserve its authenticity. The wheels are the Japanese rims original to the machine, as are the carburetors, swingarm, etc., all of which have the proper date codes. Any part of the motorcycle that could be preserved was preserved, and whatever parts needed to be replaced were replaced by either N.O.S. or exact factory reproductions of the original parts, such as an original style reproduction seat and exhaust from Z1 Enterprises and handlebar grips. The new tires currently installed are the correct style and size Dunlop Gold Seal tires. Every other part of the machine is original and the way it was delivered from the factory. The cosmetic condition of this machine is just as it looks in the photos. Almost every finish on the machine is original. As far as I can tell, no part of the bike has been painted or re-finished except those noted above. The running condition of the machine is flawless, starting immediately. This bike has been part of my collection and is ridden on a regular basis. It’s basically a well-maintained and well cared for bike that runs and rides with absolutely no issues. Leave it the way it is (preferred) or continue to restore it eventually after having some fun with it. I just happen to like unrestored bikes. The paint on the tank, side covers and rear fender are original, and have never had any type of paintwork or touchup. The paint and on the frame and associated parts is also original, and aside from some minor age freckling, is in very nice condition. The bike has never been in any type of accident or been dropped at any time. The seat is also in original condition and is very nice. The fenders are also original to the machine. And again, the exhaust is new and was sourced from Z1 Enterprises, since the original was not present when I discovered the bike. The Z1 runs and rides the way you expect a machine with this type of mileage to run. All of the mechanical components have been checked over to ensure they work properly including the clutch and brakes. The fuel system was completely gone through this season and functions perfectly. The charging system also works perfectly. There is absolutely nothing you will have to do to this motorcycle to ride and enjoy it this upcoming season. PLEASE NOTE: I am the second owner of this machine, and it will be sold with the documents provided in the previous owner’s name. You should have no issues titling it in your home state, if you desire. The registration documents are, to me, a part of the bike’s history and too valuable to give up just to get a license plate on the motorcycle. If you would like a different title situation, please let me know after you purchase the motorcycle, and I’ll be happy to oblige. Please don’t forget to take a look at all of the photos in the ad! Feel free to contact me anytime at SIX THREE ZERO, FOUR THREE ZERO, THREE EIGHT FIVE FIVE with any questions! If you’d like any additional photos of any particular part of the motorcycle, please let me know. I’m happy to email or text it to you. And if you would like to inspect the bike or ask any questions, please email or contact me by phone or text at SIX THREE ZERO, FOUR THREE ZERO, THREE EIGHT FIVE FIVE, anytime. I have a motorcycle collection made up of Italian, American, German, and Japanese big bore motorcycles, some of which I will be selling soon. If you have specific questions, just want to learn more, or are looking for something in particular, please let me know. I’m also always looking for other vintage motorcycles to add to my collection, so if you have something interesting to share, please contact me at SIX THREE ZERO, FOUR THREE ZERO, THREE EIGHT FIVE FIVE. TERMS: $500 DEPOSIT DUE WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D., NO PAYPAL, AND NO BANK TRANSFER. The description of this vehicle is written to the best of my knowledge. However, I am by no means an expert on vintage Kawasaki motorcycles. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person. Thanks for your interest! For more on the Z1900, read on past the photos…
1975 Kawasaki Z1900 Specifications: Engine Type:
Air cooled in line four cylinder four strokeValve Operation:
Two valves per cylinder operated by chain driven double overhead camshaftsCubic Capacity:
903ccBore x Stroke:
66mm x 66mmCompression Ratio:
8.5:1Lubrication System:
Wet sump with gear driven oil pumpFuel System:
4 x 28mm Mikuni VM28 SC carburetorsAir Filtration:
Paper element filterExhaust System:
Four into FourIgnition System:
Battery, points and two coilsSpark Plugs:
NGK B8ESStarting System:
Mitsuba electric starter motor and kick starterPrimary Drive:
Straight cut gearsClutch:
Wet multi plateTransmission:
5 speed constant mesh Final Drive:
Enuma EK 630S-TG heavy duty endless chain with automatic oiler systemClaimed Power Output:
82 bhp @ 8,500rpmClaimed Torque:
54.2 ft lbs @ 7,000rpmFrame Type:
Tubular double cradleFront Suspension:
Oil damped telescopic forksRear Suspension:
Swing arm with two coil over oil damped shock absorbersFront Wheel:
19 inch Takasago chromed rim with 40 zinc spokes
Light alloy hubFront Tire:
3.25H x 19 4PR Dunlop Gold SealRear Wheel:
18 inch Takasago chromed rim with 40 zinc spokes
Light alloy hubRear Tire:
4.00H x 18 4PR Dunlop K87 MkIIFront Brake:
Hydraulically operated single 296mm disc with twin disc optionRear Brake:
Rod operated 200mm single leading shoe drum brake Kawasaki Z1 – CLASSICS REMEMBEREDRevolutionary horsepower hits the streets. By Kevin Cameron April 22, 2016 British twins and Harley Sportsters ruled American streets until Japan figured out how to make four cylinders price-competitive with two. Kawasaki was hard at work on its air-cooled 64 x 58mm, 750 when someone in a grey fedora and trench-coat with collar turned up whispered past his glowing cigarette, “Psst. Honda is releasing a 750.” Who wants to build a “me too” product? Back to the drawing board to pump it up to a 66 x 66mm 903.2cc mill code-named “New York Steak,” bringing back the lusty liter-bike concept everyone thought had died with Brough and Vincent. American riders’ desire for ever-more power had turned the Triumph, BSA, and Norton 500 twins of 1947 into the 650s of the 1950s and 750s of 1971. If they wanted power, Kawasaki would give it to them! The 1973 903 Z1 was big, it was smooth, and it accelerated like nothing else (well, maybe not quite–the company did a bit of “un-development” on their two-stroke H2 triple to make sure nobody got the wrong idea). It was also a curious combination of old and new. Yes, it had double overhead cams and disc brakes. But its chassis, while usable on the street, would need a ton of work to make it go straight in soon-to-come Superbike racing. The crankshaft turned on traditional all rolling-element bearings and so was pressed together from a multitude of separate forgings–the old way. Trace this back to Kawasaki’s 1963 acquisition of the BSA-influenced Meguro twin, which morphed into Kawasaki’s all-roller W-series twins. Then do a double-take as you stare at the cams, which turned in modern, automotive-style insert plain bearings. Very up-to-date! Why didn’t they use them on the crank? (As Honda did with CB750). Because at the time, bike engineers still believed rolling bearings significantly reduced friction (No present-day F1 or MotoGP engine has a roller crank). When four years later Suzuki released their GS750, it too had rolling bearings and a multi-piece built up crankshaft. Having had some crankcase cracking with the H1, Kawasaki weren’t about to take any chances with their Z1 flagship, so it ended up super-rugged. It’s no accident that Kawasaki’s Z1 and Suzuki’s later GS1000 engines carried Pro Stock Motorcycle drag racing almost alone until the “faux engines”. came into being (the Vance & Hines and S&S purpose-built 2.6-liter twins). Z1s and their descendants could carry the freight when it came to boring-bar monsters. A flourishing aftermarket supports the Z1 and its descendants to this day. There were some problems. For convenience in valve-clearance adjustment, the selective-fit shim sat in a 2mm deep recess in the top of each inverted-bucket-style tappet. That design failed to consider the enthusiasm of American riders, whose spirited actions could pop out the shims, causing unanticipated damage. Again and again, designs would be changed to make them more durable in hope of cutting warranty claims. It often didn’t work that way; the stronger engineers make bikes, the harder riders abuse them. A 25-percent bigger clutch in the new model? That means now I can do 20 burn-outs instead of only five. On two wheels, that’s part of the cost of doing business.Stock handling in the 1970s was nothing to write home about because chassis remained at a 50 hp level, made of the small steel tubes that conceptually date back to the bicycle. Going racing provoked high-speed instability that took masses of welded-in reinforcement, braced swingarm, and made-for-the-job suspension to bring under control. These solutions took time to develop, and this work forced the makers to incorporate them in future designs. The real action was the Z1’s engine, leaping past all others to an unequalled level of torque and power. Rob Muzzy was able to give Eddie Lawson just over 150 hp @ 10,250 rpm, defeating mighty Honda in AMA Superbike in 1981 and ’82. Drag engines made much more power for much less time. Big things were happening that had never been possible before. Just as exploding two-stroke horsepower forced revolutions in racing chassis, suspension, and tires, so Z1 horsepower drove similar revolutions in production motorcycles. Things would change in a big way in the 1980s.
$21,205
Condition:
Used
Make:
Kawasaki
Year:
1975
Mileage:
17,000 miles
Fuel Type:
Electric
Offer ID #25711
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