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Kawasaki GPz 1100 / ZX1100
Model History The 1981 GPz1100 was the first 1,100 cc motorcycle released by Kawasaki. It
was officially marketed as the GPz1100 B1. Its frame design was a typical cradle
design and the engine was based on the earlier Mk2 engines of the z1000H and
z1000J, but the engine capacity was increased to 1,089 cc. Suspension and braking was similar to earlier models; the front forks featured 38 mm tubes, the frame design, based on the z1000H and J models was made from larger diameter steel in the section between the steering head to rear of the tank. To reduce weight, the tube walls were thinner. It weighed 255 kg (562 lb) with a full tank of fuel, and the power output was claimed to be 108 bhp (81 kW)
The B1 was followed the following year by the GPz1100 B2; the B2 featured a cockpit fairing, the use of LCD warning lights and improved engine coating using a black chrome finish instead of the previous black paint. Kawasaki was serious about having the best Superbike, and the B2 was changed in several significant ways over its predecessor. The engine output was increased by increasing the valve lift from 8.3 mm to 8.7 mm, and valve duration was increased from 280 degrees to 288 degrees to boost upper-end horsepower. The early BOSCH-type analog fuel injection was scrapped, and a new digital fuel injection (DFI) was used in its place. The new system did not use the 'flapper' to measure airflow, but a digital microprocessor, a series of sensors, and a throttle position sensor to meter the fuel much more accurately, eliminate throttle lag, and decrease emissions. The suspension calibration was all-new for 1982, to make the big GPz an even better handler both on the track and on the street. The fork had slightly stiffer springs, and compression and rebound damping were increased approximately 10%. In the rear, the Kayaba shocks used the same springs, but with greater pre-load, and the compression damping was effectively doubled. And each of the rebound adjustments offered 30% more damping than its '81 counterpart. Wider, Dunlop K300 tires replaced the Bridgestone tires used on the B1 to improve handling and steering response. The B2 was also offered in a gold colour finish called "Sonic Gold". The B1 and B2 were the last of the large-capacity dual-shock motorcycles from
Kawasaki. The engine design changed in the 1983 model to use underbucket shims similar to the z650 and the camshaft duration was increased from 288 degrees to 300 degrees, and the valve lift increased from 8.7mm to 9.5mm. To flow more air, the head was revised extensively from the earlier model, featuring new ports, a 'bathtub' combustion chamber borrowed from their own S2 racer, and a 1mm larger intake valve recessed into the head slightly for valve clearance. The power output was now claimed to be 120 bhp (89 kW) at 8,750 rpm.[2] CYCLE magazine recorded 104 rear-wheel horsepower on their dynamometer, and Kawasaki was hoping to have a solid 10-second quarter-mile machine, but the increase in power at the upper RPM ranges lowered the torque at lower RPM's, so taking advantage of that power anywhere but on a racetrack was difficult. This model was released in a Red paint scheme with Blue and Silver stripes. Fundamentally the engine was still the same as earlier air-cooled engines. 1984 ZX1100-A2 1985 ZX1100-A3 In 1995, Kawasaki re-released the GPz brand, basing the motor on the ZX-9R/ZX-10/ZX-11/ZZR-1100 water-cooled engines. There is no similarity between the later models (officially designated as ZX1100E) and any earlier models. This carbureted model was available from 1995 through 1997 in red or black and some came with rare factory ABS and/or saddlebags options. Source Wikipedia
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