TOPIC:

Earlier this spring a KZR member set the benchmark price paid for a 1973 Z1...this one on eBay tinyurl.com/23jbl4 promises to approach that and in some ways might be more attractive to a Z1 collector...I'll eagerly follow its short life expectancy on eBay:)

That is a very nice bike but not near as nice as the other one you mentioned. That one was all original, not rebuilt. This bike will bring good money but not as much as the other.

Yeah, perhaps...but then consider the VIN...that alone should be driving the anorakian z-heads crazy:)

It should fetch a good price, since the owner appears to have done a proper and very nice resto on it.

A couple of things may prevent it from reaching top-dollar though.

I restored this bike about 4 years ago and have driven it 660 miles since the restoration.

Even though the engine has been rebuilt, he doesn't state how many ACTUAL miles are on it, so that might come into question.

The paint was expertly matched to the early Z1 color by Paintworkz. The color and metal flake look fantastic

Judging from the pics, it is indeed a great replication of the factory paint!
And I'm sure RonKZ650 will gladly agree with me here, but if it were the original paint (and if in good or perfect condition) would increase the bikes value to a true collector knowing it's worth.

Unless the seller has a ridiculously high reserve price on it, I'll wager a bet and say it will sell in the neighborhood of around $15K~$17K.

Curious. What changes did Kawasaki make when going from Z1 to Z1A? They look like the same bike to me.

Duck wrote:

Curious. What changes did Kawasaki make when going from Z1 to Z1A? They look like the same bike to me.

Here's CHAPTER FOUR Chap. 5 is Z1-B


THE 1974 Z1-A: STARTING FRAME NO: Z1F-020001-Z1F-047499

IN AUGUST OF 1973, KAWASAKI BEGAN PRODUCTION OF THE 1974 MODEL Z1-A.
KAWASAKI WERE MORE THAN HAPPY WITH THE WAY THE Z1 HAD GONE, SO MINIMAL CHANGES WERE PLANNED FOR THIS SECOND YEAR MODEL.
THERE HAD BEEN A FEW MINOR PROBLEMS BUT KAWASAKI WERE ON TOP OF THEM AND MOST WERE ADDRESSED IN THE Z1-A.
KAWASAKI MOTORS UK HAD BEEN FORMED IN THE FIRST PART OF 1974 AND IN THE CAPABLE HANDS OF JOHN NORMAN, THEY IMPROVED THEIR IMAGE AND CUSTOMER SATISFACTION LEVELS TO AN ALL TIME HIGH. INCREASED SALES OF THE Z1 MODEL FOLLOWED, ENSURING A PERFECT START FOR THE NEW COMPANY.



MAJOR CHANGES:

BODYWORK: CANDY BROWN OR CANDY YELLOW.

OFFERED FOR 1974 WERE TWO NEW DESIGNS OF DECOR. WHILE THE SAME BASIC COLOURS REMAINED THE SAME, BROWN OR GREEN, THE STRIPING WAS RADICALLY DIFFERENT.
THE DESCRIPTION OF THE COLOURS WAS NOW ASSIGNED TO THE ACTUAL COLOUR OF THE STRIPES ON THE TANK AND THE TAILPIECE. THIS WAS AT FIRST A BIT CONFUSING BUT OBVIOUS WHEN OBSERVED.
THE MAIN COLOURS WERE ACTUALLY DIFFERENT TO THE 1973 MODEL, BEING A SHADE DARKER. THE BROWN OPTION NOW CAME WITH A THICK ORANGE STRIPE ALONG THE SIDE OF THE TANK WITH A THINNER WHITE STRIPE ABOVE IT. FURTHER UP, ABOVE THE TANK BADGES, RAN TWO MORE THIN ORANGE STRIPES.
THE TAILPIECE CONTINUED THE ORANGE STRIPE ALONG ITS SIDE WITH THE THINNER WHITE STRIPE ABOVE IT.
THE SIDE PANELS, LIKE THE 1973 MODEL, WERE LEFT JUST IN THE MAIN BODY COLOUR AND THE SIDE PANEL EMBLEMS REMAINED THE SAME AS WELL.
THE TANK EMBLEMS HOWEVER WERE MODIFIED AND ENLARGED TO 180MM LONG.
THE GREEN OPTION USED THE SAME FORMAT BUT REPLACED THE ORANGE STRIPES WITH BRIGHT YELLOW STRIPES.
NO TOUCH UP PAINT WAS OFFERED FOR THIS MODEL.

NEW PART NUMBERS:
FUEL TANK 51001-096-2E BROWN/ORANGE
FUEL TANK 51001-096-2F GREEN/YELLOW
TAIL FAIRING 53043-004-2E BROWN/ORANGE
TAIL FAIRING 53043-004-2F GREEN/YELLOW
SIDE COVER LH 36001-036-2E BROWN
SIDE COVER RH 36007-030-2E BROWN
SIDE COVER LH 36001-036-2F GREEN
SIDE COVER RH 36007-030-2F GREEN
TANK EMBLEM LH 56013-054
TANK EMBLEM RH 56014-049


INSTRUMENTS:

THE SPEEDOMETER STAYED THE SAME BUT THE TACHOMETER WAS MODIFIED.
THE FACE OF THE TACHOMETER NOW HAD A SMALL RED LIGHT ON IT WITH THE WORDS "STOP LAMP" ABOVE IT. THIS WAS THE BRAKE LIGHT FAILURE WARNING LIGHT. WHEN THE BRAKES WERE APPLIED THE LIGHT WOULD GLOW, BUT IF THE TAILLIGHT BULB HAD BLOWN, THE LIGHT WOULD FLASH ON AND OFF TO WARN YOU SOMETHING WAS AMISS.
THE IDIOT LIGHT WARNING CONSOLE WAS ALSO MODIFIED. THE ORDER OF THE LIGHTS WAS CHANGED, NOW THE RUNNING ORDER WAS, FROM LEFT TO RIGHT, TURN, NEUTRAL, HIGH BEAM, AND OIL. THE WORDING FOR THESE LIGHTS WAS NOW PRINTED BELOW THE LIGHTS AND NOT ABOVE LIKE THE 1973 Z1 MODEL.
BECAUSE OF THIS THE INSTRUMENT WIRING LOOM WAS ALSO CHANGED TO INCLUDE THE EXTRA WIRES REQUIRED FOR THE STOP LAMP WARNING BULB.
THE MOUNTING BRACKET FOR THE METERS WAS ALSO MODIFIED IN ORDER TO ACCEPT THIS NEW TACHOMETER.

NEW PART NUMBERS:
TACHOMETER 25015-025
METER LOOM 25011-042
IDIOT LIGHT COVER 25023-011
METER BRACKET 25008-036


SWITCHGEAR:

THE LEFT HAND SWITCH REMAINED THE SAME BUT THE RIGHT HAND SWITCH WAS MODIFIED. IT NO LONGER HAD THE FRICTION ADJUSTING SCREW FITTED.

NEW PART NUMBER:
SWITCH RH 46132.005





HORN:
THE Z1-A WAS NOW FITTED WITH THE MODIFIED HORN ASSEMBLY THAT WAS FIRST FITTED TO THE LATE 1973 MODELS.
NEW PART NUMBER:
HORN 27003-053



MAIN WIRING LOOM:
THE LOOM ON THE Z1-A WAS MODIFIED TO ACCEPT THE NEW BRAKE LIGHT FAILURE FEATURE. A SMALL THREE PIN FEMALE PLUG CONNECTION WAS ADDED NEAR THE IGNITION COIL CONNECTIONS.
THE STOP LAMP FAILURE SWITCH WAS A SMALL RUBBER COATED SQUARE ITEM ATTACHED TO A ZINC PLATED METAL BRACKET AND BOLTED TO ONE OF THE IGNITION COIL MOUNTINGS. RUNNING FROM THE SWITCH WAS A WHITE MALE THREE PIN PLASTIC PLUG CONNECTOR.
NEW PART NUMBER:
MAIN LOOM 26001-111
FAILURE SWITCH 28019-001
SWITCH BRACKET 32060-014

HEADLAMP:
DUE TO PROBLEMS STILL PERSISTING WITH HEADLAMP BULB FAILURE, UK MODEL WERE FITTED WITH A 20W RESISTOR. THIS WAS WIRED INTO THE LIGHTING SYSTEM, CONNECTING BETWEEN THE TWO BLUE WIRES RUNNING FROM THE HANDLE BAR SWITCHES.
THE RESISTOR WAS A GREEN CIGAR SHAPED UNIT, BOLTED TO A BLACK METAL BRACKET AND SANDWICHED BETWEEN ONE OF THE IGNITION COIL MOUNTS AND THE FRAME.
NEW PART NUMBERS:
RESISTOR 26019-005
BRACKET 32122-034
BOLT 110B0863 + 461F0800 WASHER + 310B0800 NUT.

VOLTAGE REGULATOR:
THE MODIFIED REGULATOR, FIRST USED ON THE 1973 Z1, WAS NOW FITTED AS STANDARD ON FRAME NUMBERS Z1F-36187 ONWARDS.
NEW PART NUMBER:
VOLTAGE REGULATOR 21066-019.

VOLTAGE RECTIFIER:
THE RECTIFIER WAS MODIFIED AND WAS NOW FINISHED IN SILVER, NOT BLACK.
NEW PART NUMBER:
VOLTAGE RECTIFIER 21061-019



HEADLAMP BRACKETS:
THE DESIGN OF THESE CHROME BRACKETS WAS CHANGED ON THE Z1-A
THEY WERE NO LONGER SEAMLESS, THE TRIANGULAR PART BEING QUITE PROUD OF THE CYLINDRICAL SECTION.
NEW PART NUMBERS:
BRACKET LH 44033-071
BRACKET RH 44034-071





INDICATORS:
THE INDICATOR HEADS WERE NOW FITTED WITH DIFFERENT LENSES FRONT AND REAR. THE REAR ONES WERE NOW FROSTED TO STOP ANY CHANCE OF DAZZLING FOLLOWING TRAFFIC. BECAUSE OF THIS THE WHOLE ASSEMBLY WAS MODIFIED.
NEW PART NUMBERS:
FRONT LAMP 23040-047
REAR LAMP 23040-048
FRONT LENS 23048-012
REAR LENS 23048-013





DRIVE CHAIN ADJUSTERS:
THE ADJUSTER PLATES WERE MODIFIED TO ACCEPT 10MM BOLTS INSTEAD OF 8MM BOLTS. THIS WAS DUE TO COMPLAINTS OF BENT AND BROKEN ADJUSTERS ON THE 1973 MODEL. THE LOCK NUTS WERE ALSO CHANGED TO 10MM.
BECAUSE OF THE EXTRA THICKNESS OF THESE PLATES THE REAR AXLE SPACER BETWEEN THE SPROCKET CARRIER AND SWING ARM WAS ALSO MODIFIED.
NEW PART NUMBERS:
PLATES 33040-063
BOLTS 92001-143
NUTS 314B1000
SPACER LH 42037-023

REAR BRAKE PANEL:
THE BRAKE PANEL WAS NOW EQUIPPED WITH A BRAKE WEAR INDICATOR. THIS CONSISTED OF A SMALL SEMI-CIRCULAR DECAL STUCK TO A RECESS ON THE BRAKE PLATE NEXT TO THE BRAKE CAMSHAFT. A SMALL CHROME TRIANGULAR POINTER WAS FITTED OVER THE SPLINES OF THE CAMSHAFT WHICH WAS ALSO MODIFIED TO ACCEPT THE POINTER.
THE CHROME BRAKE ARM WAS ALSO MODIFIED SO THAT THE 8MM CLAMPING BOLT COULD BE FITTED FROM THE OPPOSITE SIDE SO THAT IT WOULD NOT OBSTRUCT THE POINTER.
NEW PART NUMBERS:
BRAKE PLATE 42006-053
CAMSHAFT 41050-017
POINTER 41085-004
BRAKE ARM 42029-033

MUFFLERS:
THE MUFFLERS ON THE UK MODELS WERE MODIFIED AND NOW FITTED WITH THE REMOVABLE BAFFLES. A SMALL BAR ACROSS THE END OF THE BAFFLE ASSISTED IN REMOVAL.
NEW PART NUMBERS:
MUFFLER LH UPPER 18001-127
MUFFLER LH LOWER 18001-128
MUFFLER RH LOWER 18001-129
MUFFLER RH UPPER 18001-130
BAFFLE 18033-068



FRONT BRAKE MASTER CYLINDER:
A MODIFIED MASTER CYLINDER WAS FITTED TO THE Z1-A. THIS INCORPORATED A MODIFIED FRONT BRAKE LEVER AND ADJUSTING BOLT.
NEW PART NUMBER:
MASTER CYLINDER 43015-009 UK MODEL
MASTER CYLINDER 43015-012 US MODEL

FRONT BRAKE METAL PIPE:
THE METAL BRAKE PIPE ON THE Z1-A WAS CHANGED TO A SLIGHTLY DIFFERENT SHAPE AND WAS A DARKER FINISH
NEW PART NUMBER:
BRAKE PIPE 43060-009




TOP YOKE REAR MOUNTING BOLT:
A CHROME 8MM-DOMED NUT INSTEAD OF JUST A NORMAL NUT BOLT NOW SECURED THE TOP YOKE MOUNTING.
NEW PART NUMBER:
NUT 92090-007

MAIN STAND MOUNTING BOLTS:
THESE TWO BOLTS WERE NOW OF A SOLID DESIGN, NOT HOLLOW.
THE PART NUMBER REMAINED THE SAME, 34019-014.




ENGINE CHANGES:

PERHAPS THE MOST OBVIOUS AND IMPORTANT CHANGE ON THE Z1-A WAS THE USE OF A NATURAL ALLOY SILVER FINISH ON THE ENGINE.
OWNER'S IN COUNTRIES WHERE THE WEATHER CONDITIONS WAS LESS THAN PERFECT COMPLAINED OF THE BLACK PAINT PEELING FROM THE ENGINE PARTS.
KAWASAKI LISTENED TO THESE COMPLAINTS AND LEFT THE CRANKCASES, CYLINDER BARRELS, CYLINDER HEAD, CAMSHAFT COVER AND KICK-START COVER IN THEIR NATURAL SILVER FINISH.
THIS WAS CONSIDERED A GOOD MOVE BY CUSTOMERS AND DEALERS ALIKE, AND SO THE SILVER FINISH CONTINUED ON ALL SUBSEQUENT Z1 MODELS.
THE TWO PIECE HEAD GASKET, FIRST USED ON LATER Z1 MODELS, WAS NOW STANDARD ON THE Z1-A, AS WAS THE TALLER CYLINDER HEAD NUTS ALONG WITH ANY OTHER MODIFICATIONS ORIGINALLY MADE TO THE Z1 ENGINE.

LEFT HAND REAR SPROCKET COVER:
THIS ENGINE CASE WAS CHANGED SLIGHTLY TO ACCEPT THE NEW MODIFIED CHAIN OILER PUMP.
EMBOSSED ONTO THE FACE OF THE ENGINE SPROCKET COVER, FOR THE FIRST TIME, WAS THE GEARBOX GEAR CHANGE PATTERN.
NEW PART NUMBER:
COVER LH REAR 14026-026



DURING 1974 VARIOUS OTHER MODIFICATIONS WERE MADE TO THE Z1-A, SOME MADE PUBLIC AND SOME KEPT SECRET.

THE FRONT CAM CHAIN SLIPPER TENSIONER BLADE HAD A HABIT OF BREAKING IN HALF AND FALLING INTO THE SUMP. THIS CAUSED EXCESSIVE VIBRATION FROM THE CAM CHAIN AND POSSIBLE DAMAGE TO THE CYLINDER BARREL. A STRONGER TENSIONER BLADE WAS PRODUCED UNDER THE NEW PART NUMBER 12053-019. MAJOR ENGINE SURGERY, HOWEVER, WAS REQUIRED.

THE CAM CHAIN ADJUSTER HOUSING AT THE BACK OF THE BLOCK WAS FOUND TO HAVE CRACKS APPEARING IN THEM, SO A REPLACEMENT BODY WAS PRODUCED UNDER THE NEW PART NUMBER 12047-003. THIS WAS A LARGER THICKER UNIT.

THE FOUR PAN HEAD SCREWS HOLDING THE OIL PRESSURE SWITCH HOUSING ONTO THE CRANKCASES COULD EASILY BE CHEWED UP, SO THEY WERE REPLACED WITH CROSS HEADED BOLTS INSTEAD. THE PART NUMBER FOR THESE WAS 92003-145.



IN JANUARY 1974, KAWASAKI RELEASED A SERVICE BULLETIN CONCERNING PERSISTENT OIL LEAKS FROM THE CYLINDER BARREL JOINT. DEALERS WERE INSTRUCTED TO REMOVE THE FOUR MIDDLE CRANKCASE STUDS AND RE-SEAL THEM INTO THE CASES BY USING A LIQUID GASKET. THIS WAS TO STOP THE ENGINE OIL FROM SEEPING UP THE THREADS ON THE STUDS.

ALSO IN JANUARY 1974, THE AUTOMATIC TIMING ADVANCER WAS MODIFIED ALONG WITH THE CARBURETTORS. THIS WAS IN AN EFFORT TO INCREASE PERFORMANCE.
TIMING WAS NOW TO BE SET AT 20 DEGREES BTDC @ 1500 RPM INSTEAD OF 5 DEGREES BTDC. A NEW ADVANCER UNDER THE PART NUMBER 21148-005 WAS MADE AVAILABLE AS A DIRECT SUPERSESSION.
THE CARBS HAD CHANGES MADE TO VARIOUS INTERNAL PARTS INCLUDING THE FLOATS, PILOT JETS, NEEDLE JETS, THROTTLE VALVES AND CHOKE PLUNGERS. THE SHAPE OF THE FLOAT BOWL AND GASKET WAS ALSO CHANGED. THE CHOKE OPERATING LEVER WAS ALSO MODIFIED.
THE MOST OBVIOUS VISUAL DIFFERENCE WAS THE FITTING OF A BRASS DRAIN PLUG, SCREWED INTO THE BOTTOM OF EACH FLOAT BOWL AT AN ANGLE AND SEALED WITH A SMALL O`RING.
THE WHOLE CARB ASSEMBLY WAS NOW AVAILABLE UNDER THE NEW PART NUMBER 16001-217 AS A DIRECT SUPERSESSION.
THE MODIFIED PARTS WERE FITTED BY THE FACTORY ON ALL BIKES WITH FRAME NUMBERS Z1F-032818 ONWARDS.


IN MARCH 1974, KAWASAKI RELEASED A SERVICE BULLETIN CONCERNING THE REPLACEMENT OF THE DRIVE CHAIN OIL PUMP. DUE TO DIFFICULTIES IN ADJUSTING THE PUMP BY SOME OWNERS, KAWASAKI MODIFIED IT GIVING IT THE NEW PART NUMBER 16082-056. THIS PUMP WAS MUCH EASIER TO ADJUST.
KAWASAKI FITTED THE NEW PUMP TO ALL BIKES ON THE PRODUCTION LINE FROM FRAME NUMBER Z1F-039150 ONWARDS.

ALSO IN MARCH 1974, THE RED PLASTIC COVER OVER THE BATTERY LIVE LEAD WAS MADE AVAILABLE AS A SEPARATE SPARE PART. PREVIOUSLY IT WAS ONLY AVAILABLE WITH THE LEAD. THE PART NUMBER FOR THIS COVER WAS 92073-030.


IN APRIL 1974, NEW LEGISLATION REQUIRED THE FITTING TO THE HEADSTOCK OF ALL NEW MOTORCYCLES IN THE UK, A STICKER CONFIRMING THAT THE MOTORCYCLE COMPLIED TO CURRENT RADIO NOISE REQUIREMENTS.
THIS WAS A SMALL BLACK STICKER AND THE LEGEND E11 10R-241 WAS PRINTED ON IT IN SILVER.


IN JUNE 1974, SOME MODELS WERE DELIVERED TO THE UK WITH THE WRONG HEADLAMP FITTED. KAWASAKI GIVE PERMISSION TO DEALERS TO REPLACE THEM UNDER WARRANTY. SOME DEALERS, OF COURSE, DID NOT BOTHER CAUSING PROBLEMS LATER ON WHEN REPLACEMENT PARTS WERE REQUIRED.
THE PART NUMBER FOR THE SUPPLIED REPLACEMENT HEADLAMPS WAS 23004-035, ALTHOUGH THIS WAS NOT THE SAME PART AS THE ONE FITTED ON THE PRODUCTION LINE FOR THE UK MARKET. THIS CAUSED EVEN GREATER CONFUSION.
THE CORRECT HEADLAMP SHOULD HAVE BEEN PART NUMBER 23004-058.


OWNER`S HANDBOOK: PART NUMBER 99997-808

Post edited by: Patton, at: 2007/05/18 13:42

Post edited by: Patton, at: 2007/05/18 13:43

Post edited by: Patton, at: 2007/05/18 13:45

Very nice bike. I am sure it will go north of $15 and the new owner will have what appears to be a well done restoration.

Who is the member that owns the other high priced stallion in the Kzr stable?

By the way Patton. Thanks for posting that detailled breakdown of the model variations. Very interesting reading to say the least.

Cheers-Colin Firth-Ontario Canada

reborn650 wrote:

Who is the member that owns the other high priced stallion in the Kzr stable?

arcaneman:)

The owner of the Z1 being sold on ebay has a very fine collection of Z1's - at least 7 or 8 more in equally fine condition.

He has another very early numbered production Z1, and a pre-production Z1 in his collection.

The pre-production machine is an interestingone - some very unique parts on it - like a cylinder head where the tach drive exits at a different angle...

He's had some articles published in th3e VJMC machine on restoring Z1's - so he knows what he is doing.

I think the bike will likely break through $20k

WOW, the smart people on this site amaze me, I would have never even thought about all the small changes made to the bikes much less the documentation,
GREAT JOB!!!

Thanks Jeff. I have a ratty(but paint and tank are nice) early Z1A that I'm slowly collecting parts for. Meter bracket is broken, rear fender badly rusted, saddle missing, Kerker instead of 4:4, rims and spokes too far gone, bar rusted, and front signals missing. Otherwise it's all there and not in bad shape aside from plugs being seized in the head and needing rings and pistons... Why? Who knows? Found under a tarp in a back yard crying 'help me'. Z1F-0232XX

Jeff.Saunders wrote:

The owner of the Z1 being sold on ebay has a very fine collection of Z1's - at least 7 or 8 more in equally fine condition.

He has another very early numbered production Z1, and a pre-production Z1 in his collection.

The pre-production machine is an interestingone - some very unique parts on it - like a cylinder head where the tach drive exits at a different angle...

He's had some articles published in th3e VJMC machine on restoring Z1's - so he knows what he is doing.

I think the bike will likely break through $20k

I believe my buddy Squeeks has the best 72 Z1 on the planet- he bought it for his father, new, in 72, when he owned the Kawi dealership here. It is a true survivor, I have posted pics of it before.

It is literally a reference guide to how they should look, same with his 73 survivor.

He has about 8 Z1s, KZs at any given time. he also has a way with the EFI on the 80 Classic 900 Z1, knows how to fix it.