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Kawasaki's Muscular Monarch
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Z1
Michael Schulte
07/01/2006
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Photography by Kevin Wing
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The Z1 went through minor permutations through the ensuing years.
In ’74, the Z1 was rechristened the Z1B. The update featured crank balance
alterations to add a layer of smooth, while ignition and jetting alterations
improved off-idle response. Cosmetically, the B featured the now-familiar
striped paint scheme and abandoned the black cylinder block and head in favor of
a polished alloy gleam. The ’75 Z1B’s song remained the same, save for a blue or
burgundy based color striping. That year, the Z1-P was conscripted into
service by law enforcement, as many well-ticketed veterans would surely like to
forget. The original generation of Z bikes ended in 1975.
The
next year, Kawasaki retagged the bike KZ900, and while it was much the same
machine as its Z1 predacessors, the bicentennial edition featured some modest
changes. Tuning alterations and smaller carbs shaved a few watts off the
powerplant in an effort to refine the bike’s raw grunt, but riding a KZ900 today
precipitates a case of adult-onset deja vroom.
Timeless refined excellence.
This bottle green KZ,
beautifully restored and upgraded by Redline Cycle Service of Skokie, Illinois,
is deceptively quiet, producing a spirited rustle at idle. The raised bars and
stepped saddle, combined with a long, low-slung tank, give the rider the
impression of being perched atop the bike, rather than settling down into it.
The classic angled clocks are easily read, and while the KZ is outfitted with
the standard array of idiot lights, the alarming red “STOP” lamp that glows
brightly whenever the brakes are used might have modern riders threatening to
yank some cables. Pulling away from the curb, the CV carbs cause a little engine
hiccup without a good handful of the rangy throttle—a throttle that requires a
full turn and a half of the wrist from the non-double-jointed to fully open the
four mouths. The clutch and gear changes are agreeably smooth, but the
occasional false neutral will plague those not sure of foot.
Just as intended, the KZ900 engine burbles smoothly through
traffic in the 3,000 rpm range without much gear changing, although the
occasional downshift will goose the bike along nicely. Revs rise and fall
slowly, and at 72 hp (10 fewer than the ’73 Z1) the KZ900 is sufficiently
powerful, without being overwhelming. Today’s rider might find the engine and CV
carbs a bit sluggish, but considering the 30-year-old technology through the
prism of history, it was remarkable for it’s time—so remarkable in fact that the
1976 KZ900 wrangled “best roadster in its class” honors from Cycle World
magazine at the time.
If the KZ is a low-torque Jekyll in the city,
getting it out of town unleashes its inner Hyde. The bike redlines at 10,500
rpm, but the beast doesn’t truly sprout fur until about 6,000. Running the bike
up the rev ladder will complete the flashback sequence in the rider’s mind. The
engine opens up with familiar punch and that unmistakable burbling exhaust note
creeps up from behind.
The bike is nicely balanced and, when outfitted with
modern bias-belted Bridgestone rubber, won’t flop into corners, nor is it
reluctant to lean in to turns. Occasionally, road undulations will induce the
Z’s well-documented high-speed wobble. Likewise, if you push it hard enough, you
can grind the center stand, though overall ground clearance is usually adequate.
As it did back in the day, top gear doesn’t seem as tall as it should; when
cruising, you’ll possibly find yourself reaching for a phantom overdrive. The
rubberized foot pegs are properly positioned and help damp the
already-acceptable amount of engine vibration. The KZ, big for its day, doesn’t
feel particularly heavy or cumbersome in comparison to modern bikes. Overall
handling and rideability are remarkably obliging, a nod to the Z designers’
intent to build a large, powerful bike that handled well. The Euro-style double
disc front brakes (an option here in the States) have ample bite and feel.
Likewise, the progressive rear drum lever has an abundance of travel but
inspires confidence when you put your foot down.
The KZ900 was the last of
the Z900 breed. In ’77, Kawasaki boosted the displacement to 1015cc, increased
the weight, and further civilized the bike. The ’76 KZ900, like a bottle-green
Polaroid, certainly is time-specific. So, if you are looking for a two-wheeled
way-back machine capable of quiet wayfaring one minute and pavement unraveling
acceleration the next, slip a hairbrush in the back pocket of your flares, snap
on your puka shells and dig up your Frampton Comes Alive!
eight-track...actually, this is a Z. Better make it the Ramones.
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