looking at a kz1000 ltd (what's the significance of ltd?)

well that explains it,the 1st 80ltd i had was still wearing the jardines but thats the only set ive had,i cant remember what the 900ltd i had had on it;)

Btw: The 1980 G1 Classic is pretty much identical to the LTD with the following exceptions:

1. Fuel injection system
2. Chrome "inserts" on gas tank

At least those are the two things I am aware of. This bike also has mounting tabs for the centerstand. I bought one and put on for easy maint. I didn't know that the 2-1 exhaust would interfere. I guess if I ever find a 2-1 that I can afford, I'll have to make the choice:ohmy:

Cool thread. I had some data on number of bikes made, I'll see if I can find it.

i didnt think the classic had a tailpiece on it;)

patmann wrote:

....And the LTD was put together in the good ol' U.S. of A. <br><br>Post edited by: patmann, at: 2007/03/23 11:56

Huh? Really? Where at? You mean it ain't really a rice grinder after all? Sorry about continuing the drift, but I'm really interested in this. Where were they put together, and how much of it was manufactured here? Did they just ship the parts/assemblies here and we just bolted them together? Or did we play a larger role in it's manufacture, such as foundry work and frame fab and such?

wireman wrote:

i didnt think the classic had a tailpiece on it;)

Correct, no tailpiece. Front fender is chrome. Not sure if the LTD is, but I think that the regular fender is not.

Just after I hit the submit I see that the Z1 at the top has a chrome front fender:laugh:

I was thinking that later some of the bikes had painted front fenders.

Post edited by: IowaKZ, at: 2007/03/23 17:23

riverroad wrote:

patmann wrote:

....And the LTD was put together in the good ol' U.S. of A. <br><br>Post edited by: patmann, at: 2007/03/23 11:56

Huh? Really? Where at? You mean it ain't really a rice grinder after all? Sorry about continuing the drift, but I'm really interested in this. Where were they put together, and how much of it was manufactured here? Did they just ship the parts/assemblies here and we just bolted them together? Or did we play a larger role in it's manufacture, such as foundry work and frame fab and such?

assembled in lincoln nebraska right down the road from me starting in 76-77 i do believe .frames and a few other parts were made here i think most parts were shipped from japan and assembled here;)

Excerpt from Exhaustive Development of Z1.
Please forgive caps as used in original article.
Scroll down to Chapter 7 specific to LTD



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".









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