Kawasaki 1100 GPZ 1997


Need essentials. The GPZ 1100 doesn’t bother with the latest (and costly) technological innovations to find its way into the world of road cars. A perimeter frame in aluminum, what for? The GPZ does not have sporting ambitions. A classic but sturdy double tubular steel cradle will do..

A choice that may seem surprising, just like the large hunting of the front axle and the strong inclination of the fork. The Kawa seems to take the geometry of the motorcycles of yesteryear although its mechanics are quite modern. Seeing the cockpit, we suspected that the GPZ had not only stuck his dashboard there 1100 ZZR. It also granted itself its engine block, however moderated to stick to a more GT use. A different cylinder head and less nasty timing diagrams bring the power down to 129 hp.
How to place the GPZ 1100 in the Kawa range, with its big engine and its rather shy fairing for a road? In fact, between the ZZR and the GTR. It leaves ultra fast tourism for one and Grand Tourism for the other. Its domain is the road at good speed for those who want a fast and available motorcycle but who don’t give a damn about the carbon, magnesium and other ingredients of the Superbike..
So his thing is to ride. And since we’re not going to take him to the circuit, we like to have some practical aspects. There are thus adjustable control levers in spacing, a fuel gauge (not top precise), a clock, a trunk and a storage for a U under the saddle, bungee hooks, a good handle for the passenger and a crutch. central well arranged. The manufacturer did not treat the GPZ to economy and the finish does not suggest any criticism.

One of the most appreciable qualities of a motorcycle is when it does not require any manual on its handlebars. The GPZ belongs to this caste. However, the first few seconds could raise doubts. The beast is heavy and you can feel it when you push it out of the garage or when you lift it off its crutch. But once you’re on the road, the machine lets itself be carried away with the most natural relaxation. With a seat a bit back, the pilot finds himself in very light support on the half-handlebars. No risk of it tiring him. Protection has room for improvement. The sides of the fairing lack generosity and the bubble height. It’s too fair against the vagaries of the weather. All right, you shouldn’t walk on the GTR flower beds; but still…
This engine was expected to be safe and it didn’t disappoint. The mill responds seriously from 4000 rpm. Slight vibrations will be noted over a short range before this speed then we will take advantage of its availability over a large part of the tachometer. It doesn’t have the gniak of a ZZR or the sensational feel of a GSX-R, and it doesn’t care. This mill is a good big machine that prefers to show its strength in flexibility and hard work rather than in the release of watts. It is not, however, a placid propellant. It bears the Kawa brand and a much more marked personality than on some machines, such as the Yamaha 900 Diversion for example..

Where we realize that the GPZ loves the road is when we take it to the depths of France; you know, where the DDE goes on strike. It is not the champion of laces but the one that preserves comfort. It turns right, left, right, … and the bike reminds you that its front end is not that of a 900 CBR. Its heaviness is felt during changes of angle and it must be given the trajectory. The Kawa pays there for its geometry and its weight but makes up for it after that. Indeed, it is a motorcycle of impressive stability. The successions of bumps or isolated asperities are nothing but trifles for the GPZ fork. She swallows everything without flinching, never shies away and remains precise even if things move below. The firmer rear works just as well if not better. It takes big shocks without problems. With this set of suspensions, the bike remains both very controllable and comfortable. Remember, however, that you have to handle it without rushing it. The GPZ is very far from a radical sportswoman. The other advantage of its very open front end is that you can keep the brakes until late in the curve. Braking is powerful and adapted to the profile of the GPZ.

In use, the GPZ 1100 gradually but surely deploys its qualities. She knows how to build confidence in the absence of provoking the spark of passion. Indeed, she lacks that little touch of sex appeal that makes you spontaneously move towards her rather than another. It’s a shame because facing the CBR 1000, GSX-F 1100 and other FJ 1200s, the GPZ has its say.

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      1100 GPZ 1996
      1100 GPZ 1996

      Model marketed in



      • Max speed:
        approx. 255 km / h
      • Acceleration
        0 to 100: 3.80 s
      • Consumption
        medium: 7.40 l

      The technical aspect

      Kawasaki 1100 GPZ 1997

      • Frame
      • Frame: Double tubular steel cradle
      • Tank: 22 liters
      • Seat height: 790 mm
      • Wheelbase: 1,510 mm
      • Dry weight: 242 kg
      • Weight in running order: 269 kg
      • Train before
      • Telehydraulic fork Ø 41 mm, deb: 120 mm
      • 2 discs Ø 300mm, 2 piston calipers
      • Front wheel:

        – 17

      Kawasaki 1100 GPZ 1997 technique

      • Transmission
      • 6-speed gearbox
      • Secondary chain transmission
      • Rear axle
      • Mono-shock absorber, deb: 125 mm
      • 1 disc Ø 250 mm, 2 piston caliper
      • Rear wheel:

        – 17

      • Motor
      • 4 Cylinders
        in line
        , 4 stroke
      • Cooling: Liquid cooling
      • 4 carburettors Ø 36 mm
      • 2 ACT
      • 4 valves per cylinder
      • 1,052 cc
        (76 x 58 mm)
      • 129
        at 9,500 rpm
      • 10 mkg
        at 7,000 rpm
      • Weight ratio /
        : 1.88
        kg / hp
      • Compression: 10.1: 1
      • Crit’air:

      Detached pieces


      chain kit


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      Kawasaki 1100 GPZ 1997

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      Kawasaki 1100 GPZ 1997

      Kawasaki 1100 GPZ 1997

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