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Kawasaki Z 650

Make Model	Kawasaki Z 650
Year	1980 - 81
Engine	Four stroke, transverse four cylinder, DOHC, 2 valves per cylinder
Capacity	652 cc / 39.7 cu-in
Bore x Stroke	62 х 54 mm
Cooling System	Air cooled
Compression Ratio	9.5:1
Lubrication	Dry sump
Oil Capacity	7.4 US pint
Induction	4x 28mm Mikuni carburetors
Ignition	CDI
Battery	12V-10AH
Starting	Electric & kick
Max Power	66 hp / 48.2 kW @ 8500 rpm
Max Torque	5.8 kgf-m / 57 Nm @ 7000 rpm
Clutch	Wet, multi-plate
Transmission	5 Speed
Final Drive	Chain
Gear Ratio	1st 15.63:1 2nd 10.93:1 3rd 8.52:1 4th 6.97:1 5th 5.97:1
Frame	Steel twin loop cradle
Front Suspension	Telescopic hydraulic fork
Rear Suspension	Swinging fork
Front Brakes	Single 275mm disc
Rear Brakes	180mm Drum
Front Tyre	3.25-19
Rear Tyre	4.00-18
Rake	27º
Trail	106 mm / 4.2 in
Wheelbase	1437 mm / 56.6 in
Seat Height	800mm / 31.5 in
Ground Clearance	152 mm / 6.0 in
Wet Weight	220 kg / 485.0 lbs
Fuel Capacity	16.5 Litres / 4.3 US gal
Consumption Average	16.8 km/lit
Standing ¼ Mile	13.8 sec
Top Speed	186 km/h / 115.5 mph

1980 Z650-B4

This was a UK and Euro model only. This model did not receive the new HyVo multiplate style cam chain and associated parts referenced in other models shown for this model year.

1980 Z650-C4

A UK and Europe model only.

1980 Z650-D3

The only difference for body trim over the D2 was a change in colour and graphics. This model was offered only in the UK and Europe. The North American market received the newly introduced E1 model in its place. This is the first model to receive the new multilink HyVo type timing chain and associated pieces in place of the conventional roller chain used in all models up until this time. This was a decision by the manufacturer to have commonality of parts between the 650 and its larger brother, the Z750, which was introduced for the 1980 model year.

1980 Z650-E1

This was the first "LTD" model offered. It continued on in the tradition of the "SR" model with much the same styling cues but offered only a single disc brake on the front and a drum brake on the rear. The rest of the bike was pure D model in nature. For the U. S. and Canada, this model did not receive the new HyVo multiplate style cam chain and associated parts referenced in other models shown for this model year. Other markets, if any, did receive the HyVo chain.

1980 Z650-F1

The F1 was basically a cross between a C and a B model. It had alloy wheels but used a drum brake on the rear with a single disc on the front. For the UK market only, machines were fitted with dual discs on the front and a single disc on the rear. For the U. S. and Canada, this model did not receive the new HyVo multiplate style cam chain and associated parts referenced in the D3 model shown for this model year. Other markets, if any, did receive the HyVo chain.

1981 Z650-D4

This model was never sold in the UK. It was basically an SR version of the F2 model.

1981 Z650-F2

The F2 was much modified over the F1 model. It incorporated many of the larger Z750E parts. The motor used CDI ignition instead of points. The front end from the 750E was grafted on meaning a change to the brakes, front wheel and clocks, also the drive chain was changed to a 630 pitch 84 link chain, as opposed to the 530 pitch chain fitted to previous models. The kick-starter pedal and shaft was removed from the engine just like the Z750E. A passenger grab rail was also fitted.

1981-82 Z650-F3

There was one major change for 1981/82 F3 model, 32mm Mikuni CV carbs were fitted. These larger carbs allowed the redline to be lifted from 9,000 to 9,500 rpm. The larger 32 mm carbs also needed the accelerator cable and air box assembly from the Z750E/L models. The front fender was now also painted to match the rest of the bodywork. The drive chain was the bigger 630 chain as fitted to the Z650 F2 onwards & 13/34 front & rear sprockets . The indicators were changed from round to rectangular. Approximately 1,900 units were produced worldwide for this model.

1981-1983 KZ650 H1 H2 H3 (CSR)

The CSR, the new generation of Kawasaki cruisers. More based on the KZ750LTD/CSR than the KZ650SR. Like the earlier B-models they had wire-spoke wheels, single front disc brake and a drum brake at the rear wheel. The Front fork was leading axel with the front wheel in front of, not under the fork. This Model also had the North America only "Chopper Styling" which was the raised and swept back (Chopper) handlebars, the fuel tank had a rounder shape and the saddle much more sculptured.

1981 KZ650-H1

This was the first "CSR" model. Similar to the '79 SR650-D2 but used wire spoke wheels and a single front disc brake. It had conventional carburetors and electronic ignition. The engine was based upon the E1/F1 model and it produced 60 hp. The tail light lens is round on the bottom.

The Z650 was one or the bikes that helped build up the Kawasaki reputation for powerful, bullet-proof fours; a reputation on which they are still trading. When it came out in 1977 it was faster than most 750s and proved astonishingly strong and reliable.

It was the first of a new generation of engines. The DOHC unit used a one-piece forged crank and plain bearings rather than the built-up, ball and roller systems of the earlier Z900s and Z1000s. The gearbox was so tough that the McLaren Grand Prix team tested one and were impressed by its level of engineering, and it was quite capable of surviving a major blow-up upstairs.

The bike didn't change much throughout its production run, so it stayed reasonably priced and useable, as well as offering a host of interchangeable parts.

It handled reasonably well, although the rear shocks were a weak spot and later models stopped well thanks to the first use of sintered pad material.

Over a decade after its launch, we are still seeing the direct result of this bike, in the guise of the GPzs and Ninjas, all built on the bedrock of the Z650.

Models and Years

Four basic types of 650 were imported into the UK: B, C, D and F. The B1 arrived in 1977 while the other three types were available concurrently from 1980 to '82. Most of the changes were cosmetic rather than mechanical as the engine remained basically the same from the hi up to the last F4 of 1983.

The B1 came in Candy Super Red or Candy Emerald Green, with the B2 in Luminous Dark Blue or Luminous Burnt Red. The B2 had revised caliper position behind the fork leg modified carbs, different generator and brake master cylinder, diaphragm fuel tap, hazard lights and needle bearings in the swingarm.

Models up to engine number KZ650BE 092001 used single-plate camchains but after that they went over to Hy-Vos.

The Z650C came in Moon Dust Silver or Metallic Regal Blue, and was smart and improved. Twin discs went on to alloy wheels on uprated front forks, while heavier flywheels went inside polished crankcases. Only the C2 and C3 came to England, with engine numbers between KZ650BE 043950 and 092001 (note camchain comments above).

In 1980 came the unmistakable D, better known as the SR, with its custom styling, and crossover pipes, which Kawasaki claimed improved torque.

One innovation on it was the first use of sintered brake pads to try to combat wet-weather lag.

In "81 they fixed a weak spot and fitted electronic ignition. This practical step was negated somewhat on the F model (engine number KZ650BE 128901 onwards) by the Japanese disease of tarting the bike up beyond good taste.

Faults and Quirks

Any model you find now will probably have a pretty high mileage and, while they can take it, it is worth changing a few items just for peace or mind. Oil pumps, for example, should be changed after 40,000 miles along with the pressure release valve.

The primary chain goes at about 50,000 miles and can get quite noisy. The clutch drive cush rubbers tend to harden after a while as well. The camchains, if of the single-plate type, might last over 60,000 miles (eat your hearts out, Honda) but the later Hy-Vos tend to go at about half that distance.

Coils can give trouble as they are just above the cam covers and tend to pick up a lot of road muck. If dirt gets in or the connections get sloppy the bike tends to run on two pots. Old starter motors sometimes give up, but weak and corroded connections throughout the bike can cause tedious problems, that are hard to diagnose.

Pre-electronic ignition models would be much improved by the installation of same.

Earlier models seem to have been a little faster, but many parts are interchangeable, so yours could be a bitsa. One point to remember if buying an older B model is that there is only one bearing size available, so if the big ends go it means a new crank. Later models had a choice of bearing shells.