Engine numbers for GPZ1100

I have just assembled an engine for my GPZ1100. Apart from the head the engine was (as far as I can tell) never apart (I had it in the shed for around 30years)and only 80kms old - new. I bought this engine from a wreck (I never saw the bike itself) that dropped off a truck. I was told it was an 82 model GPZ1100B2.
According to the engine numbers listed, this engine came from a GPZ1100A (ZX for the US) 1983 model but the crank and pistons are from the B2 1982 model?? - 17mm small ends on pistons and low profile pistons, 1098 bore size.
Very confused, can anyone help determine what this engine really belongs too.
KZT10BE022106

Bozo wrote: I have just assembled an engine for my GPZ1100. Apart from the head the engine was (as far as I can tell) never apart (I had it in the shed for around 30years)and only 80kms old - new. I bought this engine from a wreck (I never saw the bike itself) that dropped off a truck. I was told it was an 82 model GPZ1100B2.
According to the engine numbers listed, this engine came from a GPZ1100A (ZX for the US) 1983 model but the crank and pistons are from the B2 1982 model?? - 17mm small ends on pistons and low profile pistons, 1098 bore size.
Very confused, can anyone help determine what this engine really belongs too.
KZT10BE022106

Per www.zedder.com --

Year & Model '82 KZ1100-B2:GP
Color(s) Firecracker Red
VIN Range JKAKZBB1vCA010401 - 016448
Engine No. Range KZT10BE010401 - 016449
Engine No. Location RH top crankcase, below EFI unit
Cylinder Mark 1.089L
Cylinder Mark Location Front RH corner
Engine Type 4-stroke, 4-cylinder, DOHC, Air cooled
Bore X Stroke 72.5 X 66.0 mm
Compression Ratio 8.9:1
Maximum HP 109 at 8500 rpm
Maximum Torque 9.7 kg-m at 7000 rpm

Year & Model '83 ZX1100-A1:GPz
Color(s) Firecracker Red
VIN Range JKAZXBA1vDA000001 - 010800
Engine No. Range KZT10BE019301 - 029300
Engine No. Location RH top crankcase, below EFI unit
Cylinder Mark 1.089L
Cylinder Mark Location Front RH corner
Engine Type 4-stroke, 4-cylinder, DOHC, Air cooled
Bore X Stroke 72.5 X 66.0 mm
Compression Ratio 9.5:1
Maximum HP 120 at 8750 rpm
Maximum Torque 10.2 kg-m at 8000 rpm

Good Fortune!

Thanks, just as I thought. It looks like I have 83 model cases, including gears etc, but I have an 82 crank (17mm piston pins vs 18mm for the 83 A3 model), pistons etc. Makes no sense since all these parts look like they have never been pulled apart and look totally new, there is/was no wear on any bearings/ bearing faces when I had the engine apart to check, even the engine case screws looked like they were never touched and still look like new.
Since I got the engine without the head its hard to tel what it was prior to my purchase.

Personally I don't care because this engine goes well but there is always the question as to why I have a hybrid??

Sometimes Mother Kawasaki did some unusual things and the transitions between models isn't abrupt. For example, it is commonly stated that the MK II motor cases started being used in the 1979 year model KZ1000 lines. This is partially true but the KZ1000-B3 model had an amalgamation of earlier and later motor cases...probably having to do with what was sitting at the factory at the time of assembly...same issue with the different paint schemes for the KZ1000 LTD line...I purchased (new) a KZ1000-B3 with VM-28SS carbs (not listed as available until the 1980 model KZ1000-B4) and a KZ1000-B2 paint scheme. I suspect that there may be a number of ZX1100 early cases with 17mm pins. Note that the KZ1100-B2 and the following years' model (ZX1100-A1) both draw from the same engine series. Typical Kawasaki factory management.

I would tend to agree with what Mcdroid is saying, can't say I've sent that with my own eyes from Ma Kawi but I have seen it in cars. As an example my 85' Camaro came from the factory with factory t-tops but oddly enough in 1985 they used a non-GM t-top Kit that was actually an aftermarket t-top set instead of their own sets. Not sure why and like I said this was done at the GM factory. Strange things happen for reasons we don't always get, and I can't come up with any plausible reasons why they'd put the swinging bits from an 82 in an 83 case especially when it changed from a KZ model to a ZX model, but I would say you've got a pretty interesting and special piece of non-standard Kawi history there and that my friend is very very cool

Brett

OK....This issue has been on my mind. I bought a 1981 GPz1100 at Easter. Frame and motor numbers are correct. It is one of the first 350 made. Looks like it has never been apart. Studs look like never touched. Paint on cases look good. But....block says 998cc,

flhwesty wrote: OK....This issue has been on my mind. I bought a 1981 GPz1100 at Easter. Frame and motor numbers are correct. It is one of the first 350 made. Looks like it has never been apart. Studs look like never touched. Paint on cases look good. But....block says 998cc,

Hmm...that would also bother me...that it too big a booboo to make at the factory and substitute a J cylinder during assembly. But then, you really won't know until the first time you pull the head and measure a cylinder...if 69.4mm, then it is a J cylinder and you have the only factory FI 'J' model in the world...if 72.5mm, then it has been bored and was probably apart at one time.

It has the engine block temperature probe.

flhwesty wrote: It has the engine block temperature probe.

Then I suspect that they are modified J jugs (998) bored to 1089....where that happened is anyone's guess. :blink:

If that is the case, is that the max it can be machined? My worry right now.

flhwesty wrote: If that is the case, is that the max it can be machined? My worry right now.

Thanks for the latest input, The jugs on my GPZ1100 are definitely 1098 and the bores etc are NEW, the metal work looked pristine.
Since I didn't get the head with the motor I have stuck a head from the J model (so I thought) but it does have a temp sensor and the intakes are carby not injectors. The valve sizes are equivalent to the 82 GPZ1100, keep in mind the head is not the issue, its the jugs down the I am puzzled about.
Mc Driod seems the have hit the right answer, I suspected that Kawasaki did have some issues with parts used from other bikes but the fact the in this case they issued a newer part number on an older model had me puzzled.
Irish-Kawa you have a good point there. I have to admit after riding the GPZ1100 for the first time last week I was not disappointed with what I have.

Curious about the 999cc jugs?? - Twilight zone stuff.

Disregard the polished covers, originally I had/have the blacks ones. The alternator black cover had the silver/ red GPZ logo.

One more, apart from the head and side covers the engine is in the same state when I bought it, the engine itself was kept in a large oil drum, thats why I had to strip it down to remove the sludge. You can see the mating faces on the engine case are like new. the bores had been lightly honed and new piston rings (genuine GPZ1100B2 ) fitted. The pistons were like new.
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