kz 900 respect

donthekawguy wrote:

Try having a 77-78 1000. They are the red headed step children of the kz world. :laugh:

How about the 82-83 1100 Spectre. I like the shaft drive but sometimes a chain would be nice for performance reasons.

I had a 72 Z1. I had two 78 KZ1000s. I have a 82 KZ1100A2. I have two 82 KZ1100D Spectres. The A2 is full Vetter dressed and stone stock. It is heavy and does not handle near as well as the Spectres. I have had one of the Spectres for 14 years. I bought the second for parts but discovered it was in better shape than my old one so on the road it went. Messing with a messy chain is the pits.......

JoeC. wrote:

how come the 1976 kz 900 doesn't get the respect of the 1975 and 1974 z1? The bike is the same right?

Perhaps more than wanting to know, here is a long answer as to the KZ900 by DAVE MARSDEN (note particularly the last paragraph)---


CHAPTER SIX.
THE 1976 (K)Z900-A4 STARTING FRAME NO: Z1F-085701 ONWARDS.

1976 BROUGHT A LARGE CHANGE TO ALL KAWASAKI MODELS. A NEW METHOD OF IDENTIFACATION WAS INTRODUCED. ALL MODELS NOW HAD A PREFIX TO DETERMINE THERE INTENDED USE. "KH" INDICATED KAWASAKI HIGHWAY, "KT" INDICATED KAWASAKI TRIAL, "KX" KAWASAKI MOTOCROSS, "KE" KAWASAKI ENDURO AND "Z" INDICATED FOURSTROKE ROADBIKE. EVERYTHING ELSE MADE SENSE EXCEPT THE "Z". PERHAPS KAWASAKI WERE SO PROUD OF THEIR "Z" RANGE THAT THEY DID NOT WANT TO CHANGE IT. THE "KFR900" WOULD NOT HAVE SOUNDED NOWHERE NEAR AS GOOD, WOULD IT ?.
AND SO THE FOURTH MODEL IN THE 900 RANGE BECAME THE Z900-A4. THE LAST NUMBER, IN THIS CASE 4, WAS THE NUMBER OF YEARS IN PRODUCTION. IN THE STATES IT WAS KNOWN AS THE "KZ900-A4".
JAPANESE PRODUCTION OF THE Z900-A4 STARTED IN OCTOBER 1975 IN READINESS FOR THE 1976 SEASON.
KAWASAKI DID NOT JUST CHANGE THE NAME, THE Z900-A4 WAS BESTOWED WITH MANY COSMETIC AND MECHANICAL DIFFERENCES. SOME OF THEM OBVIOUS SOME OF THEM NOT.




FRAME:
THE DESIGN OF THE FRAME WAS CHANGED TO ACCEPT MANY MODIFIED FRAME FITTINGS SUCH AS THE BATTERY BOX AND AIR FILTER BOX.
NOT ONLY THIS BUT IT WAS ALSO STRENGTHENED WITH HEAVIER GAUGE TUBING IN AN EFFORT TO IMPROVE THE HANDLING.
THE BRACKET WHERE ONE COULD ATTACH THE OPTIONAL STEERING DAMPER WAS REMOVED AND IN ITS PLACE, ON EACH SIDE WAS A SMALL THREADED BRACKET WHERE A SMALL ORANGE REFLECTOR COULD BE SCREWED ON FOR THE AMERICAN MARKET.
THE BATTERY BOX WAS NOW MOUNTED LOWER IN THE FRAME AND THE BATTERY NOW EXITED FROM UNDERNEATH THE RIGHT HAND SIDE PANEL. A BLACK METAL BRACKET HELD THE BATTERY IN AND THIS ALSO HELD THE BOTTOM SIDE PANEL MOUNTING. THE BATTERY BOX WAS BOLTED BY TWO 6MM BOLTS TO THE FRAME AT THE REAR AND BY TWO MORE 6MM BOLTS AT THE FRONT ATTACHED TO A BLACK METAL STAY WHICH RAN BETWEEN THE TWO REAR ENGINE MOUNTS. THIS ARRANGEMENT HELPED TO BRACE THE FRAME AND THUS STRENGTHEN IT. ALSO ATTACHED TO THIS STAY WAS A SMALL BLACK BRACKET WHICH SUPPORTED THE NEWLY DESIGNED AIR BOX ASSEMBLY.
THE TOOL BOX WAS NOW A PLASTIC CASE ALSO UNDERNEATH THE RIGHT SIDE PANEL AND THIS ALSO DOUBLED AS A SIDE PANEL MOUNT. THE TOOL KIT, HOWEVER, COULD ONLY BE REMOVED FROM THE TOP OF THE CASE, PULLED OUT FROM UNDERNEATH THE SEAT.
THE ELECTRICAL MOUNTING PLATE WAS NOW RE-POSITIONED TO UNDERNEATH THE LEFT HAND SIDE PANEL AND WAS ATTACHED BY THE USUAL SERIES OF RUBBERS, COLLARS AND 6MM BOLTS.

NEW PART NUMBERS:
FRAME:32002-149
BATTERY BOX: 32097-039
BATTERY STRAP: 32100-020
ELECTRICAL BASE PLATE:32129-006
BATTERY BOX STAY: 32113-003
AIR FILTER STAY: 32105-006
TOOLBOX: 32098-024
ENGINE MOUNT PLATE: 32030-056 RH
ENGINE MOUNT PLATE: 32030-055 LH

FRONT SUSPENSION:
THE FORK INNER TUBES REMAINED THE SAME BUT THE ALLOY LOWERS WERE MODIFIED. THEY NO LONGER HAD THE BOSS FOR HOLDING THE REFLECTORS AND THEY WERE MARGINALLY LONGER. THE LUGS FOR HOLDING THE BRAKE CALLIPERS WERE ALSO MOVED FURTHER APART AND MODIFIED OIL SEALS AND RUBBER DUST CAPS WERE USED. THE TWO BOTTOM AXLE CLAMPS WERE ALSO MODIFIED.
THE INTERNAL FORK SPRINGS WERE ALSO MODIFIED TO IMPROVE HANDLING AS WAS THE INTERNAL DAMPING RODS.
ALL THESE CHANGES RESULTED IN A MORE COMPLIANT RIDE WITHOUT ANY LOSS IN RIGIDITY.
THE LOWER YOKE WAS CHANGED AND NOW NO LONGER HAD THE SMALL 8MM HOLE DRILLED THROUGH IT FOR THE STEERING DAMPER. THE SHAPE OF THE YOKE WAS SLIGHTLY DIFFERENT AND THE WHOLE ASSEMBLY WAS STRENGTHENED.
THE TOP YOKE WAS MODIFIED TO ACCEPT RUBBER MOUNTINGS FOR THE RE-DESIGNED CLOCK BRACKET.
THE TWO LOWER CHROME YOKE COVERS WERE ALSO CHANGED TO ACCOMMODATE THE NEW SHAPE OF THE BOTTOM YOKE.

NEW PART NUMBERS:
FORK ASSY: 44001-175
FORK LOWER: 44005-063 LH
FORK LOWER: 44006-061 RH
FORK SEALS: 44009-024
FORK DUST SEALS: 44010-032
LOWER YOKE: 44037-098
TOP YOKE: 44039-073
FORK SPRINGS: 44026-071
DAMPER RODS: 44022-027
AXLE CLAMPS: 44063-014
YOKE COVERS: 44064-025



FRONT WHEEL:
THE FRONT HUB OF THE Z900-A4 WAS CHANGED FOR THE ONE THAT WAS ALSO USED ON THE 1976 KH250-B1 AND THE Z750-B1 TWIN. THIS HUB WAS NOW FINISHED IN A NATURAL SILVER FINISH AND NOW ONLY USED FOUR 10MM BOLTS TO HOLD ON THE DISK PLATES INSTEAD OF THE PREVIOUS SIX.
THE AMERICAN MODEL WAS STILL ONLY FITTED WITH ONE DISC, SO A CHROME BLANKING PLATE WAS ATTACHED ONTO THE RIGHT HAND SIDE OF THE HUB BY TWO 5MM ZINC PLATED PAN HEAD SCREWS.
THE SPEEDOMETER GEARBOX WAS NOW A SEPARATE ITEM AND WAS FINISHED IN AN ALLOY SILVER COLOUR, AND NOW DOUBLED AS A SPACER FOR THE LEFT HAND SIDE OF THE HUB.
THE FRONT AXLE ITSELF WAS MODIFIED TO ACCEPT TWO LARGE NUTS, WHICH SCREWED ONTO THE AXLE, ONE ON EACH SIDE. A MODIFIED SPACER WAS ALSO USED ON THE RIGHT HAND SIDE OF THE HUB.
THE HUB WAS SMALLER THAN THE ONE USED ON THE Z1 AND SO REQUIRED DIFFERENT ANGLED SPOKES AND CONSEQUENTLY A DIFFERENT RIM. THIS RIM STILL REMAINED A CHROMED 19 INCH ITEM FROM THE TAKISAGO COMPANY.

NEW PART NUMBERS:

FRONT WHEEL ASSY: 41074-047 (COMPLETE ASSY)
FRONT HUB ASSY: 41034-040
SPOKE INNER: 41027-085
SPOKE OUTER: 41028-084
SPEEDO GEARBOX: 41078-008
FRONT AXLE: 41068-049
AXLE NUTS: 41069-033
AXLE SPACER: 41069-032
FRONT RIM: 41025-085


INSTRUMENTS:

THE SHAPE OF THE CLOCKS ON THE A4 WAS LEFT UN-CHANGED, BUT THE IDIOT LIGHT CLUSTER WAS MODIFIED.
A NEW CLOCK MOUNTING BRACKET WAS USED WHICH NOW RUBBER MOUNTED TO THE TOP YOKE INSTEAD OF THE PREVIOUS METHOD OF JUST BOLTS. FOUR CONICAL RUBBERS FITTED INTO TWO ROUND HOLES ON THE TOP YOKE AND THE CLOCK MOUNTING BRACKET PUSHED INTO THESE AND WERE SECURED BY TWO 8MM NUTS AND WASHERS. THIS WAS IN AN EFFORT TO REDUCE VIBRATION TO THE INSTRUMENTS AND HAD BEEN USED WITH SUCCESS ON THE TRIPLE RANGE.
THE CENTRAL LIGHT CLUSTER WAS NOW CHANGED SO THAT THE WARNING LIGHTS RAN UPWARDS BETWEEN THE TWO METERS. TWO SEPARATE LIGHTS FOR THE INDICATORS WERE NOW POSITIONED ONE ON EACH SIDE OF THE IGNITION SWITCH. THE SHAPE OF THE BOTTOM PLASTIC COVER WAS CHANGED TO ACCOMMODATE THIS NEW ARRANGEMENT WHILE THE INSTRUMENT WIRING LOOM WAS ALSO MODIFIED.
THE COLOUR OF THE SPEEDO AND TACHO FACE WAS CHANGED TO A SLIGHTLY DARKER FINISH WHILE THE BRAKE FAILURE WARNING LIGHT WAS REMOVED FROM THE TACHO AND POSITIONED IN THE IDIOT LIGHT COVER.
THE SMALL METAL HOLDER FOR THE IGNITION SWITCH WAS SHORTENED BECAUSE THE WARNING LIGHT COVER WAS NOT AS TALL AS PREVIOUS MODELS.

NEW PART NUMBERS:
SPEEDOMETER: 25006-056 (MPH)
TACHOMETER: 25016-028
CLOCK BRACKET: 25008-045
WARNING COVER: 25023-015 TOP
WARNING COVER: 25024-006 BOTTOM
WIRING LOOM: 25011-049
IGNITION SWITCH: 27005-086
SWITCH HOLDER: 27019-003
METER BRACKET MOUNTING RUBBERS: 92075-080



HANDLEBAR AND CONTROLS:

THE HANDLEBARS ON THE A4 REMAINED THE SAME BUT THE RUBBER HAND GRIPS WERE CHANGED TO A NEW DESIGN THAT WAS FITTED TO ALL 1976 ROAD BIKES.
THE LEFT AND RIGHT SWITCHGEAR WERE COSMETICALLY CHANGED BUT THERE FUNCTION REMAINED THE SAME.
THE HOLDER FOR THE CLUTCH LEVER WAS MODIFIED TO A STRONGER THICKER ASSY WHICH INCORPORATED A MUCH WIDER BOSS ON THE CLUTCH LEVER.

NEW PART NUMBERS:

LH SWITCHGEAR: 46091-057
RH SWITCHGEAR: 46132-024
LH HANDLE GRIP: 46075-028
RH TWIST GRIP: 46019-038
CLUTCH LEVER ASSY: 46076-049 (COMPLETE ASSY)
HOLDER: 46094-017
LEVER: 46092-022
BOLT: 92007-047


MIRRORS:
THE A4 MIRRORS WERE COSMETICALLY CHANGED TO A MORE ROUNDED APPEARANCE. THIS MADE THE INTERNAL ADJUSTMENT EASIER.
FOR THE FIRST TIME CHROME ITEMS WERE OFFERED ON SOME EUROPEAN MODELS.

NEW PART NUMBERS: 56002-027 BLACK
LH MIRROR: 56003-014 CHROME
RH MIRROR: 56002-022 CHROME


REAR SUSPENSION:
THE REAR SHOCK ABSORBERS FITTED TO THE A4 WERE THE SAME FOR ALL MARKETS. THE AMERICAN MODEL NO LONGER HAD REFLECTORS ON THEM.
THEY WERE AN ALL CHROME FINISH.

NEW PART NUMBER:
SHOCK ABSORBERS: 45014-107


FOOTREST:
THE FRONT FOOTREST REMAINED THE SAME BUT THE REAR ITEMS WERE MODIFIED.
THE FITTING BRACKETS WERE THE SAME BUT THE RUBBER WAS NOW BONDED ONTO THE STEM AND COULD NOT BE BOUGHT SEPARATELY. THE RUBBER WAS RIBBED AS BEFORE BUT NOW A SMALL KAWASAKI "K" WAS EMBOSSED INTO IT.

NEW PART NUMBER:
REAR FOOTREST: 92076-027

GRAB RAIL:

THE GRABRAIL ON THE A4 STAYED THE SAME AS THE Z1, ON AMERICAN AND SOME EUROPEAN MODELS, BUT THE UK MODEL HAD A MODIFIED RAIL WHICH NOW INCORPORATED A BRACKET TO HOLD THE REAR INDICATOR STEMS.
NEW PART NUMBER:

GRAB RAIL: 35032-030 (UK)

STANDS:

IN LINE WITH THE STRONGER FRAME, THE SIDE STAND ON THE A4 WAS ALSO STRENGTHENED. THE MAIN STAND ALSO RECEIVED ATTENTION WITH EXTRA WELDING ON THE GUSSETS. THE PART NUMBER FOR THE MAIN STAND HOWEVER, REMAINED THE SAME.

NEW PART NUMBER:

SIDE STAND: 34024-060




FENDERS:

THE FRONT FENDER ON THE A4 REMAINED THE SAME BUT THE REAR ITEM WAS MODIFIED. THE SHORT EXPORT TYPE STAYED THE SAME BUT THE LONG UK ITEM WAS CHANGED TO INCORPORATE TWO SMALL HOLES AT THE BOTTOM OF IT TO ATTACH A CHROME BRACKET AND A SMALL ROUND RED REFLECTOR.
THIS BRACKET WAS ATTACHED TO THE FENDER BY TWO 6MM PAN HEAD SCREWS AND SECURED BY 6MM NUTS AND WASHERS.
THE SHAPE OF THE FENDER WAS ALSO SLIGHTLY CHANGED TO MAKE IT WIDER AT THE BOTTOM.

NEW PART NUMBERS:

REAR FENDER: 35022-123
BRACKET: 28013-010
REFLECTOR: 28012-015


REAR BRAKE PANEL:

THE BRAKE PANEL ON THE A4 WAS SLIGHTLY CHANGED COSMETICALLY.
THE BRAKE WARNING INDICATOR WAS NOW EMBOSSED INTO THE PLATE ITSELF.
A NEW MATERIAL WAS ALSO USED TO LINE THE TWO REAR BRAKE SHOES.

NEW PART NUMBERS:
REAR SHOE: 41048-016
REAR BRAKE PANEL: 42006-062


CHAIN AND SPROCKETS:

FOR THE FIRST TIME AN ALTERNATIVE REAR SPROCKET WAS OFFERED FOR THE 900 RANGE. THE A4 WAS FITTED WITH A 33 TOOTH ITEM AS STANDARD IN THE UK AND MANY OTHER MARKETS WITH ONLY ITALY KEEPING THE PREVIOUS 35 TOOTH SPROCKET.

NEW PART NUMBER:
SPROCKET: 42041-161 33 TEETH


TAIL LIGHT:

THE A4 WAS FITTED WITH A SQUARE TAIL LIGHT NOW INSTEAD OF THE PREVIOUS ROUND SHAPE.
BECAUSE OF THIS THE TAIL LIGHT BRACKET WAS MODIFIED TO ACCEPT THIS NEW SHAPE. THE LIGHT WAS NOW FITTED TO THE BRACKET WITH ONLY TWO 6MM BOLTS INSTEAD OF THE PREVIOUS THREE.
THE AMERICAN MODEL HAD A ROUND REFLECTOR BUILT INTO EACH SIDE OF THE LENS WHILE THE UK MODEL CONFORMED TO LOCAL LAWS BY HAVING THE REFLECTOR ON THE REAR FENDER.

NEW PART NUMBERS:
TAIL LIGHT ASSY: 23024-078 (COMPLETE ASSY) UK
TAIL LIGHT BRACKET: 23036-048
CHROME BACKING: 23027-042
TAIL LIGHT LENS: 23026-035



SEAT ASSEMBLY:

THE SEAT ON THE A4 WAS MODIFIED TO INCORPORATE A NEW LOCKING DEVICE. INSTEAD OF THE PREVIOUS LEVER AND CATCH AFFAIR THE A4 USED A SEPARATE LOCK AND A "D" SHAPED BRACKET ATTACHED TO THE BASE OF THE SEAT.
THE SEAT COVER ITSELF WAS DECORATED WITH A DIFFERENT PATTERN AND A THICKER MORE COMFORTABLE FOAM WAS FITTED, WHILE THE AMERICAN MODEL STILL HAD NO STRAP FITTED TO IT.
THE TWO SEAT PINS WERE MODIFIED TO AN "L" SHAPE TO MAKE THEM HARDER TO REMOVE WITH THE SEAT LOCKED. A SMALL THEFT DETERRENT BUT AT LEAST THEY WERE AT LAST THINKING ABOUT IT. THE HINGES WERE ALSO MODIFIED TO ASSIST THIS MOVE.
THE LOCK ITSELF WAS BOLTED TO THE FRAME WITH A SINGULAR 6MM BOLT AND THE FACE OF IT PROTRUDED JUST ABOVE THE REAR OF THE LEFT HAND SIDE PANEL.

NEW PART NUMBERS:

SEAT ASSY: 53001-125 UK
SEAT LOCK: 27030-005
SEAT LOCK BRACKET: 53056-002
SEAT LOCK PLATE: 53058-003
SEAT PINS: 53011-008
SEAT HINGE: 53009-037 FRONT
SEAT HINGE: 53009-017 REAR


ELECTRICAL EQUIPMENT:

THE BIG MODIFICATION FOR 1976 WAS THE USE OF A THREE FUSE SYSTEM INSTEAD OF THE PREVIOUS SINGLE SYSTEM. A BLACK PLASTIC FUSE BOX WAS RUBBER MOUNTED TO THE BATTERY BOX AND CONTAINED THREE IN LINE FUSES. A SMALL LEAD RAN FROM THIS TO CONNECT TO THE MODIFIED MAIN WIRING LOOM.
TWO MORE SAFETY ITEMS WERE USED ON THE A4 FOR THE FIRST TIME. THE FIRST WAS A HAZARD WARNING LIGHT SYSTEM, WHICH COULD OPERATE THE FOUR FLASHERS AT ONCE. A PLUNGER TYPE SWITCH WAS MOUNTED TO A BRACKET WHICH IN TURN MOUNTED TO TWO OF THE 8MM HANDLEBAR CHROME BOLTS. THIS WAS CONSIDERED TO BE A BIT OF AN EYE SORE AND MANY OWNERS SOON REMOVED THE UNSIGHTLY SWITCH. A SMALL RELAY TO CONTROL THE HAZARD SYSTEM WAS BOLTED TO THE BATTERY BOX AND WIRED TO THE MAIN LOOM. THIS ALLOWED THE SYSTEM TO BE OPERATED WITHOUT THE IGNITION SWITCH TURNED ON.
THE OTHER ITEM WAS AN AUDIBLE INDICATOR SYSTEM. THIS CONSISTED OF A SMALL ELECTRICAL BUZZER BOLTED TO THE BOTTOM OF THE HEADLAMP SHELL. WHEN EITHER OF THE INDICATORS WAS USED THE BUZZER OMITTED A BUZZING NOISE, NOT UNLIKE THE NOISE FROM A PELICAN CROSSING. WHEN RAIN ENTERED THE BUZZER, WHICH GIVEN THE ENGLISH WEATHER, WAS FREQUENTLY, THE NOISE TURNED TO ONE THAT A STRANGLED CAT MAY MAKE !!. NEEDLESS TO SAY, THE BUZZERS WERE QUICKLY REMOVED BY OWNERS AND DEALERS. IT WAS ALSO NOTED THAT BLIND PEOPLE MAY HAVE CONFUSED THEM WITH THE NOISE FROM PELICAN CROSSINGS, CAUSING CONCERN TO MANY.
A SLIGHTLY DIFFERENT RECTIFIER WAS FITTED TO THE A4 AND THE REGULATOR WAS ALSO MODIFIED AND FITTED WITH A LONGER LEAD TO ACCOMMODATE THE CHANGE IN POSITION OF THE BATTERY BOX. KAWASAKI WERE STILL TRYING TO SOLVE THE PROBLEM OF BLOWING HEADLAMPS.
THE TWO IGNITION COILS WERE MODIFIED AND NO LONGER HAD THE SMALL CLIPS WITH THE INDENT NUMBERS ON THEM. INSTEAD THE LEADS NOW HAD A SMALL PIECE OF SILVER TAPE ON THEM WITH THE RELEVANT NUMBERS ON THEM.
THE MAIN WIRING LOOM ALONG WITH THE CENTRE LOOM WAS MODIFIED TO TAKE INTO CONSIDERATION ALL THE NEW EQUIPMENT.
THE HORN ASSEMBLY WAS RE-DESIGNED AND COSMETICALLY CHANGED WHILE THE BATTERY WAS CHANGED FOR A SMALLER 10AMP ITEM THAT WOULD FIT INTO THE NEW BATTERY BOX.
THE OIL PRESSURE SWITCH AND THE NEUTRAL SWITCH WERE MODIFIED TO TAKE A PUSH ON CONNECTOR INSTEAD OF THE PREVIOUS SCREW ON TYPE. BECAUSE THE WIRES FOR THESE TWO SWITCHES CAME WITH THE ALTERNATOR, THE WHOLE OF THE ALTERNATOR ASSEMBLE WAS MODIFIED. INCLUDED WITH THIS MODIFICATION WAS AN IMPROVED CAP FOR THE OIL PRESSURE SWITCH WHICH WAS NOW MADE OUT OF PLASTIC INSTEAD OF THE PREVIOUS RUBBER, WHICH EASILY BROKE UP.

NEW PART NUMBERS:
WIRING LOOM: 26001-135
EARTH LEAD: 26010-043
LIVE LEAD: 26010-042
CENTRE LOOM: 26002-057
HORN ASSY.: 27003-055
HAZARD SWITCH: 27014-008
SWITCH BRACKET: 32060-019
SWITCH RELAY: 21066-024
SWITCH REGULATOR: 21066-026
FUSE BOX: 26004-035
AUDIBLE BUZZER: 27040-002
NEUTRAL SWITCH: 13151-022
OIL PRESSURE SWITCH: 16144-004
ALTERNATOR ASSY: 21076-023
IGNITION COIL 1+4: 21121-081
IGNITION COIL 2+3: 21121-082
REGULATOR: 21066-025
RECTIFIER: 21061-024
BATTERY: 26012-042 (YUASA YB10L-A2)




AIR CLEANER ASSEMBLY:

ONE OF THE PROBLEMS WITH THE Z1 WAS THE ONE PIECE AIR BOX. WHEN THE INLET RUBBERS SHRANK WITH AGE IT MEANT THAT A COMPLETE AIR BOX WAS REQUIRED TO RECTIFY THE RESULTING PROBLEM. TO COUNTER ACT THIS KAWASAKI PRODUCED A MODIFIED AIR BOX FOR THE A4 WHICH HAD REMOVABLE INLET RUBBERS. THIS NEW BOX USED A DIFFERENT FILTER ELEMENT AND ALSO MADE USE OF A SECONDARY NOISE INDUCTION SILENCER. THIS WAS A SIMPLE PLASTIC TUBE CONTAINING ANOTHER FILTER ELEMENT WHICH ATTACHED TO THE BACK OF THE MAIN AIR BOX. A BLACK METAL CLAMP ENSURED A SAFE FIT.
THE AIR BOX LID USED ON THE A4 WAS NOW A SOLID ITEM UNLIKE THE PREVIOUS Z1 GRILL.
BECAUSE OF THE SHAPE OF THIS NEW AIR BOX THE PLASTIC SIDE PANELS HAD TO BE RE-DESIGNED TO FIT SNUGLY AROUND IT.

NEW PART NUMBERS:
AIR BOX: 11011-054
INLET RUBBER: 11015-050 #1
INLET RUBBER: 11015-051 #2+3
INLET RUBBER: 11015-052 #4
AIR FILTER: 11013-054
SILENCER: 11016-008
SILENCER CLAMP: 92037-106
AIR BOX LID: 11012-070
DRAIN TUBE: 92059-124


EXHAUST SYSTEM:

ALTHOUGH THE SHAPE OF THE MUFFLERS ON THE A4 WERE NOT CHANGED, THE INTERNALS WERE. THE INTERNAL BAFFLES WERE MODIFIED TO INCREASE THE EFFICIENCY OF THE SILENCING. THIS WAS TO BRING THEM IN LINE WITH THE TOUGH NEW EMISSION LAWS OF 1976. THE EXTERNAL BAFFLE WAS ALSO MODIFIED AND WAS NOT NOW A REMOVABLE ITEM.
THE STAMPING ON THE SILENCERS WAS CHANGED TO INCLUDE THE NUMBERS "76" TO CONFIRM THAT THEY CONFORMED.

NEW PART NUMBERS:
MUFFLER: 18001-227 LH UPPER
MUFFLER: 18001-228 LH LOWER
MUFFLER: 18001229 RH LOWER
MUFFLER: 18001-230 RH UPPER


FRONT BRAKE ASSEMBLY:

PERHAPS THE BIGGEST IMPROVEMENT ON THE A4 WAS IN THE BRAKING DEPARTMENT. MOST MODELS WERE NOW FITTED WITH TWO DISKS AS STANDARD INSTEAD OF THE PREVIOUS ONE.
THE AMERICAN MODEL, HOWEVER, WAS STILL ONLY FITTED WITH ONE AS STANDARD. HOWEVER AN OPTIONAL TWIN SET UP WAS OFFERED AS A GENUINE PART FROM DEALERS.
THE DISK WERE NOW BOLTED TO THE FRONT WHEEL HUB BY FOUR ZINC PLATED 10MM BOLTS AND SECURED WITH TWO TAB WASHERS. A CHROME THIN PLATE WAS UTILISED ON EACH SIDE OF THE HUB TO SMARTEN UP THE ASSEMBLY.
THE DISKS ON THE TWIN SET UP WERE TWO THIN 4.5MM THICK ITEMS WHICH HELPED TO REDUCE UN-SPRUNG WEIGHT, WHILE THE SINGLE SET UP USED ONE 6MM THICK ITEM.
THE CALLIPERS WERE A NEW DESIGN THAT WAS BEING USED ON ALL 1976 ROAD BIKES. THE BODIES OF THE CALLIPERS WERE NOW A ONE PIECE UNIT WHICH USED TWO 10MM HEXAGON BOLTS INSTEAD OF ALLEN BOLTS TO HOLD THE SLIDING PAD HOLDER. THE USUAL ARRANGEMENT OF RUBBERS AND O`RINGS WAS USED BUT THE PADS THEMSELVES WERE OF A DIFFERENT DESIGN AND OF AN IMPROVED MATERIAL.
THE BRAKE JUNCTION BOX NOW HAD AN EXTRA OUTLET ON IT, TO WHICH THE SECOND FLEXIBLE HOSE ATTACHED TO. THIS HOSE RAN DOWN TO ANOTHER SHAPED METAL PIPE AND ATTACHED DIRECTLY TO THE SECOND CALLIPER. A CHROME BRACKET WAS SANDWICHED BETWEEN THE FENDER AND THE RIGHT HAND FORK LOWER TO HOLD THIS HOSE IN PLACE.
THE MASTER CYLINDER WAS FITTED WITH A LARGER PISTON ASSEMBLY, SO THAT IT COULD COPE WITH THE EXTRA FLUID REQUIRED FOR THE SECOND CALLIPER. THE CYLINDER WAS STAMPED UNDERNEATH WITH THE LEGEND "5/8" WHICH WAS THE BORE SIZE OF THE CHAMBER.
THIS SECOND BRAKE TRANSFORMED THE A4 INTO A FAR BETTER MOTORCYCLE THAN THE Z1 AND BECAME THE INDUSTRY STANDARD ON ALL JAPANESE MOTORCYCLES.
SO WHY DID THE AMERICAN MODEL ONLY GET ONE DISK ?. PERHAPS THE LOWER SPEED LIMITS IN THE STATES MEANT THAT THE RIDERS OVER THERE DID NOT GO FAST ENOUGH TO WARRANT THE EXTRA BRAKING POWER. !!.
OR PERHAPS KAWASAKI JUST WANTED TO EXTRACT A FEW MORE DOLLARS FROM THEM FOR THE OPTIONAL SECOND BRAKE KIT. !!


NEW PART NUMBERS:
FRONT DISK: 41080-007 (TWIN DISK)
FRONT DISK: 41080-005 (SINGLE)
CALLIPER: 43041-018 LH
CALLIPER: 43041-019 RH
CHROME PLATE: 41042-014 LH
CHROME PLATE: 41042-015 RH
DISK BOLTS: 92001-158
TAB WASHERS: 92088-023
CALLIPER BOLTS: 92007-032
MASTER CYLINDER: 43015-025
JUNCTION BOX: 43075-002
BRAKE PIPE: 43059-011 RUBBER
BRAKE PIPE: 43060-023 LH METAL
BRAKE PIPE: 43060-024 RH METAL
BRACKET: 43063-001 RH



BODY WORK:
DIAMOND DARK GREEN AND DIAMOND BROWN.

KAWASAKI DID NOT REALLY WANT TO CHANGE THE SHAPE OF THEIR FLAGSHIP, BUT THE MODIFIED AIR BOX AND SQUARE TAIL LIGHT MEANT SOME CHANGES WERE NECESSARY.
THE FUEL TANK WAS MADE SLIGHTLY WIDER AND A NEW LOCKING PETROL CAP WAS USED. THIS CAP WAS ANOTHER PART WHICH KAWASAKI USED ON MANY DIFFERENT MODELS THROUGH THE YEARS. ALTHOUGH IT NEEDED A KEY TO UNDO IT, IN REALITY ANYTHING REMOTELY RESEMBLING A KEY WOULD DO. STILL, THIS WAS ANOTHER SIGN THAT THE JAPANESE WERE AT LAST WAKING UP TO THE PROBLEMS OF SECURITY.
A MODIFIED FUEL TAP WAS FITTED WHICH USED AN IMPROVED INTERNAL ROUTING OF THE PETROL RESULTING IN LESS LEAKS.
THE TWO COLOUR OPTIONS NOW OFFERED WERE GREEN OR BROWN. THE GREEN WAS A MUCH PREFERRED CHOICE OF MANY OWNERS.
A GOLD AND A LIGHTER GREEN PINSTRIPE ADORNED THE GREEN OPTION WHILE A GOLD AND A RED PINSTRIPE ADORNED THE BROWN OPTION. ONCE AGAIN THE SIDE PANELS WERE LEFT JUST IN THE BASE COLOUR.
THE PANELS THEMSELVES WERE CHANGED SLIGHTLY IN SHAPE TO ACCOMMODATE THE NEWLY DESIGNED AIR BOX ASSEMBLY.
THE EMBLEMS ON THE PANELS WERE CHANGED AND NOW ONLY READ "Z900". THE AMERICAN MODELS READ "KZ900". THESE WERE BLACK PLASTIC BADGES WITH WHITE NUMBERS SURROUNDED IN CHROME. THE NUMBER OF CLIPS HOLDING THEM TO THE PANELS WAS REDUCED TO JUST TWO EACH SIDE.
THE TAIL PIECE WAS SLIGHTLY ALTERED IN SHAPE TO ACCOMMODATE THE SQUARE TAIL LIGHT ASSEMBLY AND BECAUSE OF THIS, THE INNER PLASTIC TRAY WAS ALSO ALTERED.
KAWASAKI OFFERED FOR THE A4, A TOUCH UP PAINT IN A SMALL 1/12 LITRE TIN. THIS COULD BE USED WITH A BRUSH OR THINNED 50/50 AND USED IN A SPRAY GUN.

NEW PART NUMBERS:
FUEL TANK: 51001-107-3M GREEN
FUEL TANK: 51001-107-3N BROWN
FUEL CAP: 51048-012
FUEL TAP: 51023-055
SIDE COVER: 36001-054-3M LH GREEN
SIDE COVER: 36001-054-3N LH BROWN
SIDE COVER: 36007-051-3M RH GREEN
SIDE COVER: 36007-051-3N RH BROWN
EMBLEM: 56018-238 Z900
EMBLEM: 56018-238 KZ900
TAIL FAIRING: 53043-013-3M GREEN
TAIL FAIRING: 53043-013-3N BROWN
CASE: 32098-018
PAINT: 56019-108-3M GREEN
PAINT: 56019-108-3N BROWN



TOOLKIT AND HANDBOOK:

THE TOOLKIT ON THE A4 WAS CHANGED DUE TO THE FACT THAT THE ALLEN KEY REQUIRED FOR THE CALLIPER BOLTS ON THE Z1 MODEL WAS NOT NOW NEEDED. THE KIT CONTAINED THE REST OF THE TOOLS OF THE PREVIOUS MODELS.


TWO OWNER HANDBOOKS WERE PRODUCED, ONE FOR THE US MODEL AND ONE FOR THE EUROPEAN MARKET. THE COVER OF BOTH MANUALS WAS FINISHED IN A BLUE COLOUR WITH A PICTURE OF THE RELEVANT MODEL ON IT.


NEW PART NUMBERS:

TOOL KIT: 56007-049
HANDBOOK: 99997-844-00 US
HANDBOOK: 99997-671 EUROPE


ENGINE CHANGES:

THE ENGINE IN THE Z900 REMAINED BASICALLY THE SAME AS THE PREVIOUS Z1-B MODEL. NO MODIFICATIONS WERE DEEMED NECESSARY.
HOWEVER, KAWASAKI IN AN EFFORT TO INCREASE IMPROVED MID RANGE PERFORMANCE, DECIDED TO FIT THE Z900 WITH SMALLER 26MM MIKUNI CARBS.
THIS DID ROB THE BIKE OF A FEW HORSEPOWER BUT MADE FOR A MUCH MORE REFINED RIDE. THE NEW CARBS HAD IMPROVED CHOKES AND THE LINKAGES, CONNECTING THE FOUR SLIDES TOGETHER, WERE VASTLY IMPROVED RESULTING IN A SMOOTHER THROTTLE RESPONSE.
ADJUSTMENT NOW MEANT THE REMOVAL OF THE FOUR CARB TOPS TO GAIN ACCESS TO THE ADJUSTER SCREWS BUT THIS WAS A SMALL PRICE TO PAY FOR THE MUCH IMPROVED THROTTLE OPERATION.
THE CARB TOPS WERE NOW A TALLER DESIGN AND HELD ON BY THREE 4MM SCREWS INSTEAD OF THE PREVIOUS TWO.


NEW PART NUMBERS:

CARBURETTOR ASSEMBLE: 16001-255 MIKUNI 26MM.

FOR AMERICA, KAWASAKI PRODUCED AN OPTIONAL NEEDLE JET FOR THESE CARBS TO HELP IMPROVE FUEL CONSUMPTION. INSTEAD OF THE STANDARD 0.6 JET, A 0.4 ITEM WAS PRODUCED. THIS WAS FITTED TO CUSTOMERS BIKES ONLY IF THE OWNER COMPLAINED OF POOR FUEL ECONOMY. THE PART NUMBER FOR THIS JET WAS 16017-1003. IT WAS NOT, HOWEVER, AVAILABLE FOR EUROPEAN MODELS.

A SERVICE BULLETIN WAS SENT OUT TO DEALERS IN MARCH 1976 INFORMING THEM THAT FROM ENGINE NUMBER Z1E-089122, THE CRANKCASES WERE MODIFIED TO INCLUDE A SMALL CUT OUT SLOT ON EACH SIDE OF THE CYLINDER BARREL JOINT, WHICH COULD BE USED AS A PRY POINT WHEN REMOVING THE CYLINDER BARRELS. THE PART NUMBER FOR THE MODIFIED CASES REMAINED THE SAME AT 14001-052-2J.

IN APRIL OF 1976 ANOTHER BULLETIN WAS SENT OUT TO UK DEALERS WARNING THAT THERE WAS A RISK OF THE BOLTS HOLDING THE REAR RED REFLECTOR ONTO THE REAR FENDER TOUCHING THE REAR TYRE CAUSING PUNCTURES. THIS ONLY HAPPENED WHEN THE WHEEL WAS ADJUSTED RIGHT BACK DUE TO CHAIN WEAR.
THE SOLUTION WAS TO SHORTEN THE TWO 6MM BOLTS OR TO REVERSE THEM .
STRANGELY ENOUGH, KAWASAKI UK REFUSED TO REPLACE ANY DAMAGED TYRES UNDER WARRANTY EVEN THOUGH IT WAS THERE FAULT.
ON MODELS WITH THE SHORT REAR FENDER THIS WAS NOT A PROBLEM.


LATER THAT YEAR, DEALERS WERE INFORMED THAT THE VOLTAGE RECTIFIER HAD YET AGAIN BEEN MODIFIED, STILL IN AN EFFORT TO IMPROVE THE TROUBLESOME CHARGING SYSTEM. THE NEW PART NUMBER WAS 21061-1002.

IN OCTOBER 1976 A CLOSE RATIO GEARBOX WAS MADE AVAILABLE TO OWNERS. THIS SET OF GEARS WAS BOUGHT MAINLY BY PRODUCTION RACERS AND CONSISTED OF TEN MODIFIED GEARS. THE PART NUMBER FOR THE GEARBOX WAS 13254-001 AND THE PRICE AT THIS TIME WAS £67.58.
KAWASAKI WARNED DEALERS NOT TO FIT THIS GEARBOX INTO THE NEWLY ANNOUNCED Z1000 MODEL BECAUSE OF THE INCREASED TORQUE CHARACTERISTICS OF THIS NEW 1015CC ENGINE MADE IT UNSUITABLE.
THE NEW RATIOS WERE:

1ST GEAR 2.50 46/16
2ND GEAR 1.95 37/19
3RD GEAR 1.59 35/22
4TH GEAR 1.38 29/21
5TH GEAR 1.26 29/23



THE KZ900-A4, PRODUCED FOR THE AMERICAN MARKET WAS UNIQUE IN THAT IT WAS ACTUALLY MADE, OR RATHER ASSEMBLED, ON THE PRODUCTION LINE OF THE LINCOLN PLANT IN NEBRASKA. THIS PLANT HAD PREVIOUSLY PRODUCED THE Z400 TWIN MODEL IN EARLY 1975. THIS WAS A FIRST FOR A JAPANESE COMPANY AND GOT THE BIKES RIGHT WHERE KAWASAKI WANTED THEM, IN THE WORLDS BIGGEST MARKET PLACE FOR MOTORCYCLES.
ENGINE UNITS WERE IMPORTED FROM JAPAN AND FITTED INTO FRAMES ON THE PRODUCTION LINE. EVENTUALLY MORE PARTS WERE TO BE SOURCED IN THE STATES LEADING TO A "MADE IN THE USA" MOTORCYCLE. KAWASAKI WERE SO CONFIDENT OF THE 900 RANGE THAT THEY INVESTED OVER $20 MILLION IN THE LINCOLN PLANT.
PRODUCTION OF THE KZ900 AT LINCOLN STARTED IN JUNE 1975 IN READINESS FOR THE 1976 SEASON. 9200 UNITS WERE PRODUCED IN 1975 WITH ANOTHER 12144 PRODUCED IN 1976. THIS WAS ABOUT 60% OF THE TOTAL Z900-A4 PRODUCTION, PROVING JUST EXACTLY WHERE KAWASAKI THOUGHT THEIR LARGEST MARKET WAS.
MANY KZ900`S HAVE FOUND THEIR WAY ALL OVER THE WORLD, SOME BEING CONVERTED TO EUROPEAN SPEC. THE MAIN DOWNFALL BEING THAT SINGLE DISK SET UP AND THE SOMETIMES DUBIOUS CUSTOM ACCESSORIES THAT WERE FITTED.

ALL IN ALL THE Z900-A4 WAS PROBABLY THE BEST OF THE 900 SERIES AND WAS CERTAINTY THE BEST SELLER, BUT IT IS STILL CONSIDERED THE RUT OF THE LITTER AND DOES NOT COMMAND AS MUCH ATTENTION OR VALUE OF THE EARLIER MODELS. HOWEVER, ASK ANY MOTORCYCLIST TO NAME A KAWASAKI 900 AND HE WILL MOST CERTAINLY QUOTE THE "Z900".

And not to slight the KZ900-B1 LTD in the more than wanting to know category, here is a long answer as to the KZ900-B1 LTD by DAVE MARSDEN ---


CHAPTER SEVEN

THE KZ900-BI LTD: STARTING FRAME NO: KZ900B-500011 ONWARDS

IT HAD BECOME INCREASINGLY OBVIOUS TO KAWASAKI IN AMERICA THAT MOST OWNERS WERE NOT QUITE HAPPY WITH THEIR STANDARD Z1 AND A WHOLE NEW BUSINESS HAD BEGUN SUPPLYING CUSTOM AFTER MARKET PARTS FOR THE Z-RANGE.
KAWASAKI AMERICA, NOT TO BE OUTDONE, DECIDED TO PRODUCE A LIMITED EDITION 900 TO SATISFY THERE CUSTOMERS NEEDS.
KAWASAKI AMERICA EXECUTIVE WAYNE MOULTON THOUGHT THAT THEY COULD PERHAPS PERSUADE SOME OF THE DIE HARD HARLEY RIDERS AWAY FROM THEIR "CHOPPERS" ON TO A "RICE BURNER" WITHOUT LOSING THEIR STREET CRED.! THE RESULTING KZ900-B1 LTD WAS THE FIRST FOR A JAPANESE COMPANY AND STARTED THE BALL ROLLING FOR ALL THE MAJOR MANUFACTURERS TO PRODUCE A CUSTOM TYPE BIKE.
THE IDEA WAS SIMPLE. A STANDARD BIKE WAS STRIPPED ON THE PRODUCTION LINE AND FITTED WITH ALL THE BOLT ON TRICK BITS THAT OWNERS WOULD NORMALLY FIT AFTERWARDS. A LIMITED RUN OF JUST 2000 BIKES WERE BUILT AND THE DEMAND FOR THEM PROVED OVER WHELMING. KAWASAKI WERE ONCE AGAIN ON TO A WINNER.
THE 900 LTD WAS OFTEN IMITATED BUT NEVER EQUALLED. EVEN KAWASAKI WENT ON TO PRODUCE A 250, 305, 400, 440, 550, 650, 750, 1000, AND 1100 CC VERSIONS OF THE FAMOUS "LTD" RANGE.
BY THE MID EIGHTIES THE TREND HAD SLOWED DOWN SOMEWHAT BUT RECENTLY THE CUSTOM CRUISER IMAGE HAS MADE A MASSIVE COMEBACK WITH KAWASAKI PLAYING A MAJOR ROLE WITH THEIR VULCAN, VN, EN AND DRIFTER RANGE.



HANDLEBARS:
A WIDER, WESTERN, PULL BACK STYLE SET OF HANDLEBARS WERE FITTED TO THE LTD. THESE WERE HEAVILY CHROMED ITEMS AND GIVE THE RIDER A MORE RELAXED RIDING POSITION.

NEW PART NUMBER:
HANDLEBARS: 46003-037




INSTRUMENTS:
THE BOTTOM CLOCK COVERS WERE NOW CHROMED INSTEAD OF THE PREVIOUS BLACK ITEMS.

NEW PART NUMBERS:
COVER SPEEDO: 25012-023
COVER TACHO: 25012-024


HEADLAMP:

THE HEADLAMP SHELL WAS NOW CHROMED INSTEAD OF BLACK.
THE HEADLAMP ASSEMBLY WAS ONLY FOR AMERICAN FITMENT AND WAS THE USUAL SEALED BEAM TYPE.

NEW PART NUMBERS:
HEADLAMP SHELL: 23005-055
HEADLAMP UNIT: 23003-017


FORK ASSEMBLY:
THE FORKS THEMSELVES REMAINED THE SAME BUT THE HEADLAMP BRACKETS AND RELEVANT FITTINGS WERE REMOVED AND IN THERE PLACE WAS A SMALL BLACK METAL BRACKET WHICH BOLTED TO THE TOP YOKE. THIS WAS SANDWICHED BETWEEN THE YOKE AND THE CLOCK BRACKET, AND WRAPPED ROUND TO HOLD THE HEADLAMP SHELL. TWO CHROME 10MM BOLTS WENT THROUGH THIS BRACKET AND THEN THROUGH A SERIES OF RUBBERS AND COLLARS AND THEN INTO THE HEADLAMP SHELL. TWO 10MM NUTS THEN TIGHTENED EVERYTHING UP.
THE FORK LEG BOTTOMS WERE REVERSED SO THAT THE CALLIPERS COULD BE MOUNTED ONTO THE REAR OF THEM. THIS WAS BELIEVED TO IMPROVE WET WEATHER BRAKING.

NEW PART NUMBERS:
FORK ASSY: 44001-195
HEADLAMP BRACKET: 23064-030
BOLTS: 92007-024
RUBBERS: 23066-022 OUTER
RUBBERS: 23066-021 INNER
COLLARS: 23052-010
WASHERS: 411D1000
NUTS: 315B1000


FRONT WHEEL:
THE LTD WAS FITTED WITH A 19 INCH SEVEN SPOKE MORRIS CAST ALUMINIUM WHEEL, MODIFIED TO ACCEPT THE STANDARD KAWASAKI DISKS AND AXLE.
IT WAS SHOD WITH A GOODYEAR EAGLE ML90 GT TYRE. THE WHEEL WAS FINISHED IN BLACK WITH POLISHED EDGES TO THE RIM AND SPOKES.


NEW PART NUMBERS:
FRONT WHEEL: 41087-001
FRONT TYRE: 41021-071
ADAPTER PLATE: 41088-001 LH
ADAPTER PLATE: 41080-002 RH
DISK MOUNTING BOLTS: 92001-179

FRAME:
THE FRAME ON THE LTD WAS MODIFIED TO ACCEPT THE REAR DISK BRAKE MASTER CYLINDER. THIS MODIFICATION CONSISTED OF A SMALL BRACKET WELDED TO THE FRAME TUBE ABOVE THE REAR BRAKE PEDAL SHAFT. THE MASTER CYLINDER WAS SECURED TO THIS BRACKET BY TWO 8MM ZINC PLATED BOLTS.
NEW PART NUMBER:
FRAME: 32002-154




FRONT FENDER:
THE LTD WAS FITTED WITH A CHROME FENDER BUT IT WAS SHORTER THAN THE STANDARD ONE TO GIVE IT THAT CUSTOM LOOK.
NEW PART NUMBER:
FRONT FENDER: 35003-019


FRONT BRAKE:
TWO DISK BRAKES WERE NOW FITTED AS STANDARD AND BECAUSE OF THIS, A LARGER CAPACITY MASTER CYLINDER WAS REQUIRED.
THE TWO METAL BRAKE PIPES CONNECTING TO THE CALLIPERS NOW HAD TO BE SHORTER BECAUSE OF THE NEW BRAKE SET UP.
A LONGER SPEEDO CABLE WAS ALSO NEEDED TO ROUTE AROUND THE LEFT HAND CALLIPER BODY.
NEW PART NUMBERS:
MASTER CYLINDER: 43015-018
LH BRAKE PIPE: 43060-025
RH BRAKE PIPE: 43060-026
SPEEDO CABLE: 54001-1010


MIRRORS:
THE STEMS ON THE LTD MIRRORS WERE SHORTENED TO GIVE A NEATER APPEARANCE. THEY WERE HOWEVER, STILL FINISHED IN BLACK.
NEW PART NUMBER:
MIRROR: 56002-028


FRONT INDICATORS:

THE FRONT INDICATORS WERE NOW FASTENED TO THE HANDLEBARS AND INSTEAD OF THE LARGE Z1 TYPE, THE SMALLER ITEMS SIMILAR TO THE KH250 LAMPS WERE USED. THESE WERE FITTED WITH DUAL FILAMENT BULBS TO ACT AS RUNNING LIGHTS.
NEW PART NUMBERS:
INDICATOR: 23040-054
BRACKET: 23051-1013 TOP
BRACKET: 23051-1004 BOTTOM
MOUNTING RUBBER: 23066-003
EARTH LEAD: 26011-061
WIRE COVER: 26009-004





CABLES:

BECAUSE OF THE HIGHER BARS, LONGER CLUTCH AND THROTTLE CABLES WERE NEEDED.

NEW PART NUMBERS:
CABLE THROTTLE: 54012-142 OPEN
CABLE THROTTLE: 54012-135 CLOSE
CABLE CLUTCH: 54011-089

STANDS:
BECAUSE OF THE USE OF LOW SLUNG EXHAUST, THE MAIN STAND NEEDED TO BE REMOVED.
BECAUSE OF THIS, A STRONGER, SHORTER SIDE STAND WAS FITTED.
NEW PART NUMBER:
SIDE STAND: 34024-065



SWITCHGEAR:
BECAUSE THE LTD WAS ONLY FOR THE AMERICAN MARKET, THE HANDLE BAR SWITCH GEAR WAS ONLY OFFERED IN ONE TYPE.
THE HAZARD WARNING SWITCH, PREVIOUSLY BOLTED ONTO THE HANDLEBAR MOUNTINGS, WAS REMOVED ON THE LTD TO IMPROVE IT'S SLEEK LINES.
NEW PART NUMBERS:
SWITCH: 46091-044 LH
SWITCH: 46132-021 RH (USA)
SWITCH: 46132-022 RH (CANADA)


REAR WHEEL:

THE REAR WHEEL WAS ONCE AGAIN A SEVEN SPOKE MORRIS ITEM FINISHED IN BLACK WITH POLISHED EDGES ON THE OUTER RIM AND SPOKES. HOWEVER INSTEAD OF THE USUAL 18 INCH ITEM, IT WAS FITTED WITH A WIDE 16 INCH ONE. THIS ALLOWED THE USE OF A FAT REAR TYRE WHICH WAS ALL THE FASHION AT THAT TIME.
THE TYRE FITTED WAS A GOODYEAR EAGLE MT90-16T.
A NEW SPROCKET CARRIER AND SPACERS WERE REQUIRED IN ORDER TO FIT THIS WHEEL INTO THE KAWASAKI CHASSIS.
THE REAR SPROCKET WAS ALSO MODIFIED IN ORDER TO FIT THE SMALLER WHEEL. THIS SPROCKET WAS NOW A DIFFERENT DESIGN WITH 35 TEETH, HOWEVER THE REAR DRIVE CHAIN REMAINED THE SAME AT 92 LINKS.
NEW PART NUMBERS:
REAR WHEEL: 41087-002
REAR TYRE: 41021-072
INNER TUBE: 41022-047
SPROCKET CARRIER: 42008-039
CUSH DRIVE RUBBER: 42014-031
COUPLING HOUSING: 41088-006
SPACER: 42036-032
SPACER: 41039-036
SPACER: 42032-061
SPACER: 42036-027
REAR SPROCKET: 42041-171 35T
TAB WASHERS: 92088-031 (FOR SPROCKET BOLTS)



REAR BRAKE:
INSTEAD OF THE PREVIOUS DRUM BRAKE, THE LTD WAS FITTED WITH A REAR DISK BRAKE. THIS WAS MORE OF A COSMETIC CHANGE THAN FUNCTIONAL, BECAUSE THE OLD DRUM BRAKE WAS MUCH BETTER. HOWEVER, FASHION DICTATED THE CHANGE.
A 277 MM DISK PLATE WAS BOLTED TO THE REAR MORRIS WHEEL VIA AN ADAPTER PLATE AND FOUR 10MM BOLTS. TWO TAB WASHERS SECURED THESE BOLTS IN POSITION.
A SINGLE PISTON CALLIPER WAS FITTED ONTO A HOLDER PLATE WHICH THE REAR AXLE RAN THROUGH. A CHROME TORQUE ARM RAN FROM THE CALLIPER BRACKET DOWN TO THE REAR SWINGING ARM WHERE IT WAS SECURED AT EACH END BY A 12 MM BOLT. THIS TORQUE ARM WAS NOW FASTENED ON TOP OF THE SWING ARM UNLIKE PREVIOUS DRUM BRAKE MODELS WHICH WERE FASTENED UNDERNEATH.
A REAR MASTER CYLINDER WAS BOLTED TO THE RIGHT HAND FRAME TUBE AND CONNECTED TO THE REAR CALLIPER BY A RUBBER HYDRAULIC PIPE. THIS PIPE RAN THROUGH A SMALL METAL LOOP ON THE SWING ARM AND WAS PROTECTED BY A RUBBER GROMMET.
THE REAR BRAKE PEDAL AND RETURN SPRING WERE MODIFIED FROM THE STANDARD Z900 ITEM TO ACCEPT A METAL PUSH ROD WHICH ACTIVATED THE PISTON IN THE MASTER CYLINDER. THE ROD WAS CONNECTED TO THE BRAKE PEDAL BY A SHOULDERED 8MM BOLT AND CASTLE NUT.
THE MASTER CYLINDER WAS SIMILAR TO THE FRONT ONE USING A METAL SCREW ON CAP TO ENABLE ACCESS TO THE FLUID RESERVOIR.
NEW PART NUMBERS:
REAR CYLINDER: 43015-036
PUSH ROD: 43010-022
CONNECTOR BOLT: 92003-210
CASTLE NUT: 321B0800
REAR DISK PLATE: 41080-012
ADAPTER PLATE: 41088-006
TAB WASHERS: 92088-032
REAR CALLIPER: 43041-024
REAR BRAKE PIPE: 43059-030
REAR BRAKE PEDAL: 43001-073
RETURN SPRING: 43005-039
TORQUE ARM: 43007-047
BOLT: 92003-225 12MM
BOLT: 92003-197 12MM
NUT: 42045-021 12MM
RUBBER: 43064-007


REAR SWINGING ARM:
BECAUSE OF THE USE OF A REAR DISK BRAKE THE SWING ARM ON THE LTD HAD TO BE REDESIGNED.
THE BRACKET WHICH HELD THE TORQUE ARM HAD TO BE MOVED FROM THE UNDERNEATH OF THE ARM TO THE TOP OF IT.
A CHROME METAL CHAIN GUARD WAS FITTED TO THIS SWING ARM INSTEAD OF THE PREVIOUS BLACK PLASTIC ITEM. THREE 6 MM CHROME BOLTS SECURED IT TO THE ARM.

NEW PART NUMBERS:
SWING ARM: 33001-090
CHAIN GUARD: 36014-069
MOUNTING BOLTS: 110N0614


SEAT ASSEMBLY:
MANY AFTER MARKET SEATS WERE AVAILABLE FOR THE 900 SERIES INCLUDING SUCH ITEMS AS "KING AND QUEEN" AND "BUDDY SEATS".
KAWASAKI PRODUCED A STEPPED UP SEAT FOR THE LTD WHICH UTILISED THE ORIGINAL BASE AND FASTENINGS BUT STILL MANAGED TO GIVE A CUSTOM LOOK.
IT WAS STILL COVERED WITH A BLACK VINYL COVER.
NEW PART NUMBER:
SEAT: 53001-130


REAR FENDER:
THE REAR FENDER ON THE LTD WAS MODIFIED TO GIVE A CHOPPED DOWN LOOK. THE FENDER WAS STILL SHORT AND CHROME BUT WAS NOW MUCH NEATER.
THE INNER PLASTIC FENDER WAS ALSO MODIFIED TO ACCEPT THE NEW SWING ARM AND CHAIN GUARD.
NEW PART NUMBERS:
INNER REAR FENDER: 35022-137
REAR FENDER: 35022-151


REAR GRAB RAIL:
DUE TO THE DIFFERENT SEAT FITTED, A NEW GRAB RAIL WAS REQUIRED.
THIS WAS STILL CHROME BUT BECAUSE OF THE HEIGHT OF THE REAR OF THE SEAT A HIGHER GRAB RAIL WAS NEEDED.
NEW PART NUMBER: 35032-040


REFLECTORS:
AS WITH ALL AMERICAN MODELS, TWO SMALL CIRCULAR ORANGE REFLECTORS WERE FITTED TO THE FRAME TUBES JUST UNDERNEATH THE FRONT OF THE TANK.
NEW PART NUMBERS:
REFLECTOR: 28012-016



EXHAUST SYSTEM:
THE LTD WAS FITTED WITH A FOUR INTO TWO EXHAUST SYSTEM INSTEAD OF THE USUAL FOUR INTO FOUR. THIS SYSTEM WAS MADE BY THE AMERICAN JARDINE COMPANY ESPECIALLY FOR KAWASAKI.
UNLIKE THE GENUINE SYSTEM WHICH WAS DOUBLED SKINNED, THE JARDINE PIPES WERE SINGLE SKINNED AND TENDED TO TURN YELLOW AND BLUE AT THE FIRST HINT OF HEAT. HOWEVER THIS ALL ADDED TO THE CHARACTER OF THE LTD.
THE MUFFLERS ENDED IN A BELL SHAPE AND WERE MOUNTED QUITE LOW. THIS DID NOT HELP IN THE GROUND CLEARANCE DEPARTMENT AND IT IS VERY DIFFICULT TO FIND A LTD WITHOUT SCRAPPED MUFFLERS.
THEY MOUNTED IN THE SAME PLACE AS THE STANDARD PIPES BY TWO CHROME 10MM X 50MM BOLTS AND NUTS.
THE JARDINE SYSTEM WAS QUITE A BIT LOUDER THAN THE STANDARD SYSTEM WHICH IMPRESSED OWNERS A LOT. JARDINE WENT ON TO SELL THIS SYSTEM AS AN AFTER MARKET PRODUCT ALL AROUND THE WORLD.
NEW PART NUMBERS:
MUFFLER: 18001-199 LH
MUFFLER: 18001-200 RH
DOWN PIPE: 18049-076 LH/RH OUTER
DOWN PIPE: 18049-077 LH INNER
DOWN PIPE: 18049-078 RH INNER
MOUNTING BOLTS: 92007-050


BODY WORK: CLASSIC RED.

THE LTD WAS ONLY OFFERED IN ONE COLOUR. THIS WAS CALLED CLASSIC RED. TWO THIN PINSTRIPES, ONE GOLD AND ONE A BRIGHTER RED, RAN AROUND THE TAILPIECE, FUEL TANK AND FOR THE FIRST TIME AROUND THE SIDE PANELS.
THE TAIL PIECE WAS THE SAME SHAPE AS THE Z900-A4 PART, AS WAS THE SIDE PANELS BUT THE TANK WAS A MUCH SMALLER PEANUT SHAPE AFFAIR.
THE TANK CAP REMAINED THE SAME AS THE Z900-A4 BUT THE FUEL TAP WAS MODIFIED BECAUSE OF THE SLIMMER DESIGN OF THE TANK. THE OUTLET PIPES ON THE NEW TAP WERE ANGLED TO GIVE CLEARANCE FROM THE CARBS.
THE SMALLER TANK BADGES THAT WERE FIRST USED ON THE ORIGINAL 1973 Z1 WERE USED ON THE LTD, KEEPING IN LINE WITH THE SMALLER TANK.
INDEED THE LTD TANK HELD NEARLY 25% LESS FUEL THAN THE Z900-A4.
THE SIDE PANEL EMBLEMS WERE CHANGED AND NOW READ "KZ900" WITH THE LEGEND "LTD" UNDERNEATH IT. THIS LEGEND WAS EMBOSSED IN RED.
THE WHOLE PACKAGE WAS VERY STRIKING FOR IT'S TIME AND IT STILL LOOKS VERY FRESH NOW.
NEW PART NUMBERS:
FUEL TANK: 51001-114-8B
FUEL TAP: 51023-058
TANK BADGES: 56013-045
TAIL PIECE: 53043-013-8B
SIDE PANEL: 36001-054-8B LH
SIDE PANEL: 36007-051-8B RH
EMBLEM: 56018-260 LH KZ900 LTD
EMBLEM: 56018-263 RH KZ900 LTD



OWNERS HANDBOOK: 99995-290-01

The only thing I might disagree with is I thought the Morris Mags were finished in Dark Gray not Black. I have Gris's 76 900LTD and it has the original mags on it. They are definitely Gray. I detailed it a couple weeks ago. A very dark gray and I thought I'd read that they were gray too. I'll look at his documentation to see where I read it.

Locozuna wrote:

The only thing I might disagree with is I thought the Morris Mags were finished in Dark Gray not Black. I have Gris's 76 900LTD and it has the original mags on it. They are definitely Gray. I detailed it a couple weeks ago. A very dark gray and I thought I'd read that they were gray too. I'll look at his documentation to see where I read it.

You are absolutely correct. Puchased brand new and these are the original oem Morris Mags as fitted on the dealer's showroom floor.

I love the Z1 and Kz900 models, they are the best looking bike on the road in my opinion. And their performance is legendary. Last year I found a good shape good deal 1976 kz900 on E-bay. With a needed paint job it'll be a stand out again. Since owning the bike I,ve got the impression it's not respected like the 1974 or 1975. Fine by me, It's my daily rider and Ilove my 76.(wish the mpg were a little better) Thanks for the reply with the info in the Marsden publication. Wish I could afford the $275 price tag on a used book, but Iam saving for the paint job. Keep the shiny side up ya'll.

The first year the Z1 was sold in the states was 1973. The ones they call 72s were made in 1972 but the 73 model year. The KZ900 was made in far greater numbers than the earlier 73 or 74 Z1/Z1A.

The engine has quite a few SMALL differences that matter only to collectors. The valves are the same on all 903 models. The 73/74 models had much richer jetting in their VM28s. In 75, the jetting got a bit leaner. They went with 26mm carbs to add mid-range and torque in the meat of the powerband. It took away from some of the peak horsepower. The listed horsepower for any Z1 or KZ900 is a marketing dream. The real horsepower in in the low to mid-60s. As all vintage bikes are becoming more collectible, some will lead the way and be more collectible than others. The Z1 with a low VIN is much more valuable to a collector than a KZ900 but as time goes on, the KZ900 prices have drifted upwards. Just 5 years ago, you could pick up a running KZ900 for $500 that was complete and restorable. Find one now for that price! More like $1500 or more.

wiredgeorge wrote:

The Z1 with a low VIN is much more valuable to a collector than a KZ900 but as time goes on, the KZ900 prices have drifted upwards. Just 5 years ago, you could pick up a running KZ900 for $500 that was complete and restorable. Find one now for that price! More like $1500 or more.

I have to agree with George, I sold the one I had at Mid-Ohio this year in about the first 3 hours to a guy from Denmark for $2400.00. He then spent around another 6 or 7 hundred buying up various bits and pieces he needed for it. It was a nice bike mechanically with only 6000 miles on it but to be really top shelf it was going to require some money to be spent on it.

wiredgeorge wrote:

Just 5 years ago, you could pick up a running KZ900 for $500 that was complete and restorable. Find one now for that price! More like $1500 or more.

Shoot! '650s are on the same trend which is a bit of a two-edged sword.

Had 3 73's, a '74 & a '75 over the years before I fell in love with MKll's...the '76 's were pretty ugly compared to the 73-75's and nobody was too thrilled with smaller carbs, restrictive air boxes and pipes you couldn't take the baffles out of easily or less horsepower( real or imagined)
Now I think they are gorgeous and would love a green '76 KZ.

BTW, one of the the sweetest sounds in the world is a Z1 with stock pipes with the baffle and horse hair ( that's what it looked like imho) sound deadener removed.

I still dont understand, why are the 77 and 78 kz1000's less desireable?