I am pleased to offer this incredible 1974 Kawasaki Z1A-900, Candy Tone Brown with Orange Stripes.  Features original paint, cosmetically unrestored with 18,746 original miles from new.  

 – 3 Owners From New

 – Engine Z1E-037551

 – Frame Z1F-37481

 – Production Date: 2/1974

 According to the owner:

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 1960’s, 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. 

The cosmetic condition of this machine is just as it looks in the photos. Every finish on the machine is original. As far as I can tell, no part of the bike has been painted or re-finished. Even the foot pegs are and handlebar grips are original to the bike.

The machine was disassembled down to the frame for a complete cosmetic detailing. The motor was removed and totally disassembled for re-building. All of the motor parts were lightly soda blasted to remove the accumulation of dirt, etc. and return them to their factory appearance.  

As the motor was re-assembled, the top and bottom end were re-built according to factory specifications. Everything was done and nothing was overlooked. If you are interested in the exact specifications and a list of all of the work performed to the motor, please let me know and I will email it to you.

The carburetors were taken apart, detailed, re-built and re-installed.

Again, none of the engine finishes were restored, just soda blasted, cleaned, and preserved. The same can be said for the frame, which was cleaned and polished to preserve its authenticity.

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, The tires currently installed are nearly N.O.S. correct style and size Japanese made Dunlop Gold Seal tires, which could have been installed on the bike when new.  

This bike has been part of my collection and is ridden on a regular basis, so that means the running condition of the machine is flawless, starting immediately. The bike has had a few break in miles put on it since the restoration of the motor took place, so it will need to be ridden easy for another 100 miles so everything can seat properly. It’s probably overkill, as these engines are almost bulletproof, but I like to error on the side of caution.

The majority of my collection is unrestored machines, and I would leave this Z1 exactly the way it is. The new owner could restore the bike cosmetically, but I always thought too much of the originality of the bike to restore or re-finish anything. 

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 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 original to the machine and have not been re-chromed. The exhaust is new and was sourced from Z1 Enterprises, since the original was not present when I discovered the bike years ago.  

 The brakes have been completely re-built and the clutch  and chain are new. All of the wear items such as bushings, seals and gaskets have been replaced, such as fork seals, etc.

 The Z1 runs and rides the way you expect this machine to run. All of the mechanical components have been checked over again to ensure they work properly. The charging system also works perfectly.  There is absolutely nothing you will have to do to this motorcycle to ride and enjoy it for many years to come.

 PLEASE NOTE: I am the third 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!  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.

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.

 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!

 

 

* To listen to it purr, click here

 

 

 1974 Kawasaki Z1900 Specifications:

 Engine Type:
Air cooled in line four cylinder four stroke

 Valve Operation:
Two valves per cylinder operated by chain driven double overhead camshafts

 Cubic Capacity:
903cc

 Bore x Stroke:
66mm x 66mm

Compression Ratio:
8.5:1

Lubrication System:
Wet sump with gear driven oil pump

Fuel System:
4 x 28mm Mikuni VM28 SC carburetors

Air Filtration:
Paper element filter

Exhaust System:
Four into Four

Ignition System:
Battery, points and two coils

Spark Plugs:
NGK B8ES

Starting System:
Mitsuba electric starter motor and kick starter

Primary Drive:
Straight cut gears

Clutch:
Wet multi plate

Transmission:
5 speed constant mesh 

Final Drive:
Enuma EK 630S-TG heavy duty endless chain with automatic oiler system

Claimed Power Output:
82 bhp @ 8,500rpm

Claimed Torque:
54.2 ft lbs @ 7,000rpm

Frame Type:
Tubular double cradle

Front Suspension:
Oil damped telescopic forks

Rear Suspension:
Swing arm with two coil over oil damped shock absorbers

Front Wheel:
19 inch Takasago chromed rim with 40 zinc spokes
Light alloy hub

Front Tire:
3.25H x 19 4PR Dunlop Gold Seal

Rear Wheel:
18 inch Takasago chromed rim with 40 zinc spokes
Light alloy hub

Rear Tire:
4.00H x 18 4PR Dunlop K87 MkII

Front Brake:
Hydraulically operated single 296mm disc with twin disc option

Rear Brake:
Rod operated 200mm single leading shoe drum brake

Frame Numbers:
Z1F-020001 to Z1F-047500

Engine Numbers:
Z1E-020001 to Z1E-047500

 Kawasaki Z1 – CLASSICS REMEMBERED

Revolutionary 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.