Kawasaki GPZ 900 R, Kawasaki ZX-10R
Progress is raising the bar
M. Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per
Cylinder, bucket tappet, wet sump lubrication, injection, Ø 43 mm, U-Kat, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. drilling
x stroke 76 x 55 mm, displacement 998 cm3, compression ratio 12.7: 1, rated output 128.4 kW (175 hp) at 11700 rpm, max. Torque 115 Nm at 9500 rpm. M chassis: bridge frame made of aluminum, upside-down fork, Ø 43 mm,
Double disc brake at the front, Ø 300 mm, rear disc brake, Ø 220 mm,
Tires 120/70 ZR 17; 190/50 ZR 17.
M Dimensions and weights: wheelbase 1385 mm, weight with a full tank * 198 kg, tank capacity 17 liters. Price: 12,995 euros.
Technical data: Kawasaki GPZ 900 R
M engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, rocker arm, wet sump lubrication, flat slide carburetor, Ø 34 mm, hydraulically operated multiple discs-
Oil bath clutch, six-speed gearbox, O-ring chain. Bore x stroke 72.5 x 55 mm, displacement 908 cm3, compression ratio 11: 1, rated output 85 kW (115 PS) at 9500 rpm, max. Torque 86 Nm at 8500 rpm. M chassis: backbone frame made of steel, telescopic fork, air-assisted, Ø 38 mm, double disc brake at the front, Ø 280 mm, disc brake at the rear, Ø 270 mm, tires 120/80 VB 16; 140/70 VB 18.
M Dimensions and weights: wheelbase 1495 mm, weight with a full tank * 257 kg, tank capacity 22 liters. Price (1984): 11690 marks.
Twenty years of age difference, that means countless model changes, permanent improvements in many small or some larger steps. The result is the incredible level of current super athletes like the ZX-10R. Certainly not the end point of development, but a high point like the GPZ 900 R in its day. What may the future hold? Even more power, even less weight, further technological advances? As sure as the amen in church. Even if ?? like anytime ?? hardly imaginable.
fade against the potential of modern technology.
It is also remarkable how greedily the ZX-10R drive hangs on the gas. And the entire service? couple, switch, start ?? works better today too. How a gearbox should be stepped was already known earlier.
Just as big the progress with the chassis. The classic runs passably straight ahead, but steers indifferently. The suspension of the ZX-10R
has a certain hardness, the GPZ, on the other hand, is stubborn.
With the brakes, the GPZ has to take another, bitter down-
plug in location. Against the
Modern single-finger brakes cannot be used with single-piston calipers. In one point
but the oldie can counter: he feels like hitting the handlebars
practically unfamiliar, solid straight-line stability is its strength. In addition, narrow tires reduce the righting moment when braking in an inclined position.
Scoring: everyday life
Here the differences are no longer so dramatic. Especially since the GPZ, with its larger tank and similarly good fuel consumption, has a longer range than the ZX-10R.
The Achilles heel of modern athletes: limited comfort. Long tours
Both passengers are much more relaxed at the GPZ.
Scoring: costs / environment
18 points more for the environment:
Today’s injection engines
have minimized harmful emissions, although consumption is not so much
was lowered. The price-performance ratio is not directly comparable, a GPZ would be much more expensive today.
Bilski 21st photos Bilski 1/21 In 1984 the Kawasaki GPZ 900 R was a big hit. It filled a gap between tourers and athletes. 27 years later, the Kawasaki Z…
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