Intro to my insanity - 76 KZ900 LTD

Wirewulf: Yup, same CAF. They used to be based in Harlingen, but were founded in Mercedes Texas and based there a long time. They had a huge hangar on a cropduster field (where I got the KZ) where they kept the warbirds. Personally, I think it should be a historic site. The CAF is singlehandly responsible for the majority of ww2 warbirds around today, and invented the modern airshow. I can post a satellite picture of the field if anyone is that interested. :silly:


ltdrider: Didn't know it was a Jardine. Thanks! I will get it rechromed in the future. I like the style very much. For now, I think I'll sand off the rust and paint it black till I can afford the chroming and powdercoat for all the pieces of the bike.
Is it possible to mount a centerstand on the bike with this exhaust? The bike didn't have one on it.

Hello BBW76,

Welcome to the site. I am familiar with the area you are living (I have kin in Edinburg and surrounding areas) and I travel there several times a year. None of the KZ900/1000B models had centerstands although the frames are setup for potentially installing one from an 'A' model. Because the LTD's sit lower than the standard model, there may be clearance issues (leaning) with a centerstand. Additionally, I am unclear of the fitment of the jardines will interfere or not.

bigbadwolf76 wrote:

Is it possible to mount a centerstand on the bike with this exhaust? The bike didn't have one on it.

No, the pipes run under the motor, and will interfere with a centerstand. The frame has the mounts, but the 900LTD came stock without a centerstand. They did provide a beefier side stand, for what that's worth.
Hard to tell how the paint is from the pics. Can the original paint be salvaged?

bigbadwolf76 wrote:

I've fallen in love with Kawasaki's quality of manufacture, design, and their manuals. And it's the only motorcycle anyone has given me, it's the same age of me, and it came from an aviation mecca! So, I plan on keeping the bike forever.

Welcome, BBW76.

What a find! It's great to see that you've taken to the bike so well.

Over the years the magazines (well, Cycle World, for one) always sniffed about Kawasaki's "fit and finish" compared to other makes. Perhaps they had a point. Beats me.

Last year I had a chance to visit with the PO of my SR and he had just aquired an all original '79 CB650. Despite the bike's excellent condition, he was going to have to take the carbs off and clean them. Compared to getting the carbs off with the airbox in place on a KZ 650, the Honda was an engineering marvel of compactness and impossibility of access. I should find out from him what kind of a job that was.

Enjoy your 900. Be careful, though. KZs have a way of inviting others when they find a good home. There are three in my garage right now. Three years ago I was looking to buy my first one.

good luck with the resto !!!!!!!

ltdrider wrote:

bigbadwolf76 wrote:

Is it possible to mount a centerstand on the bike with this exhaust? The bike didn't have one on it.

No, the pipes run under the motor, and will interfere with a centerstand. The frame has the mounts, but the 900LTD came stock without a centerstand. They did provide a beefier side stand, for what that's worth.
Hard to tell how the paint is from the pics. Can the original paint be salvaged?

Ah, bummer about the centerstand. Down here, it gets so hot in the summer that you have to be real careful where you park your bike. A centerstand will push right through pavement if the conditions are right. That's why I prefer the centerstands. I'll just carry around a hockey puck or something.

The paint is very good on the tail piece, minus a few chips that could be touched up. The sidecovers look brand new. The tank, however, is massively faded on the top part. I may touch it up for now with some rattle can paint, but in the future I'll respray all the pieces. Haven't decided what yet. I like the look of the black bikes, but since it's a rarer LTD, I might try to keep some red in the theme. Maybe metalflake red? I dunno. That's a long way away though.

Thanks everyone for the kind words.

For all the '76 LTD fans --
(from Exhaustive Development History of Z1)

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

Good luck with your new 76 LTD. I completely disassembled mine last fall. Lots of paint, powder coat, and re-chrome. I just put the engine back in yesterday and will be working on the full reassembly. I will probably wait to do the engine until next winter. I have invested lots of time and money. It's time to rider her a bit.

Also, thanks Patton for the factory info.