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65-589: The Honda Gold Wing is a series of touring motorcycles manufactured by Honda . Gold Wings feature shaft drive and a flat engine . Characterized by press in September 1974 as "The world's biggest motor cycle manufacturer's first attack on the over-750cc capacity market...", it was introduced at the Cologne Motorcycle Show in October 1974. Total sales are more than 640,000, most of them in

130-710: A fairing with heating and an adjustable windscreen , panniers and a trunk , a pillion backrest, satnav , and a six-speaker radio/audio system with MP3 / iPod connectivity. In 1972, following the success of the CB750 superbike , the company assembled an R&D design team to explore concepts for a new flagship motorcycle. The project leader was Shoichiro Irimajiri , who in the 1960s had designed Honda's multi-cylinder Grand Prix engines and their Formula One V12 engine . The 1974 Gold Wing with its flat-four shaft-drive powertrain used technologies both from earlier motorcycle and automotive designs. Although preceded by

195-518: A kick start lever stored inside a dummy fuel tank, which also housed the radiator expansion tank , electrical components, as well as the air filter supplying four Keihin 32 mm CV carburetors . The real fuel tank was under the seat, in order to keep the center of mass as low as possible. The bike had a dry weight of 584 pounds (265 kg). 13,000 Gold Wings were sold in the United States in 1975. There were no significant changes in

260-520: A 1979 recall (for the 1978 model year). During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing. Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979. After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through

325-619: A bit to 707 pounds (321 kg). In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the Yamaha Venture XVZ 1200 with its DOHC four valve per cylinder V4 engine (as Yamaha's XS Eleven Venturer had challenged the GL1100 two years earlier). Honda hit back at the Milan motorcycle show late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque;

390-457: A cramped riding position. Instead, the project team chose to build a bike with a compact one liter flat-four engine . This bike was code-named "Project 371", and Toshio Nozue (who had worked on CB750 development) took over from Irimajiri as project leader. The Project 371 team finally settled on a layout that became the characteristic Gold Wing: a liquid-cooled flat-four SOHC engine, with a gear-driven generator that contra-rotated to counteract

455-472: A new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration. The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75–'76 GL1000 carbs. Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free. In order to make

520-530: A new fuel gauge. Weight increased to 595 pounds (270 kg). The motorcycle division of Honda UK produced 52 Executive GL1000 K1 bikes by adding premium accessories to 1977 Gold Wings. The engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, valve timing and ignition timing were altered. The kick-start mechanism

585-536: A one-lap record of 160.288 mph. Setright commented that this achievement, using a 100-bhp output engine, was reflective of the progress made in a dozen years. The Z1 had full instrumentation and an electric start, produced 82 bhp and had a maximum speed of 130 mph to 132 mph (210 km/h). It met with positive reviews from the motorcycle press, who praised its smoothness, damped vibration, easy starting (kick-start and electric were both fitted), straight-line stability and linear acceleration. Steering

650-524: A single sport tourer, such as the Triumph Sprint ST or Yamaha FJR1300 . Sport tourers may have hard luggage as a standard fitment or as an optional extra. Kawasaki Z1 The Kawasaki Z1 is a four-cylinder, air-cooled, double-overhead camshaft, carbureted, chain-drive motorcycle introduced in 1972 by Kawasaki . Following the introduction of Honda's CB750 in 1968, the Z1 helped popularize

715-471: A smooth ride, a comfortable seat, luggage storage, and power in abundance. In America in the early 1970s, long-distance motorcyclists had only a few manufacturers to choose from: Harley-Davidson , Moto Guzzi and BMW . The H-D Electra Glide was a touring motorcycle with a loyal cult following. It faced strong competition from Moto Guzzi's 850cc Eldorado. BMW motorcycles were smoother and more reliable, if expensive. Other large Japanese motorcycles, such as

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780-617: A smooth, torquey, quiet engine. The Gold Wing's secondary target market was Europe, where riders prioritised handling and performance over luxury. (The European market's special demands subsequently led to the Honda Pan European ). Though other motorcycle manufacturers build touring bikes, no other touring bike has achieved the popularity of the Gold Wing. In 1972, the project team broke from Honda practice to produce an experimental prototype motorcycle code-named "M1". Instead of

845-724: A top box, are integrated into the design of the motorcycle which usually has a very large displacement, torquey engine with a very upright, comfortable riding position. Additionally, optional amenities for full-dress tourers might include equipment not normally offered on other motorcycles such as complete stereos (AM/FM radios with CD players or MP3 connections), satellite radio, heated seats and hand-grips, GPS navigation systems, custom windshields, integrated air compressors, and air bags. Beyond what manufacturers supply, 'full dressers' are often customized by owners with additional accessories. Full-dress tourers are designed specifically for riding on pavement. A few examples of full-dress tourers are

910-450: A top speed of 220 kilometres per hour (140 mph). The brainstorming team's M1 project was never intended as a production prototype. Nonetheless, the M1 should be seen as the primordial Gold Wing because so many of its distinctive features appeared on the GL1000. The flat-six gave the M1 a low center of gravity, enhancing stability, but the extreme length of the engine/gearbox unit resulted in

975-459: The Cycle World list of Ten Best bikes. Over the course of its production history, the Gold Wing had many design changes, beginning in 1975 with a 999 cc (61.0 cu in) flat-four engine ; by 2001, this had grown to a 1,832 cc (111.8 cu in) flat-six . The 2012 model had anti-lock braking , cruise control , electrically assisted reverse gear, an optional airbag ,

1040-794: The GL500 and GL650 Silver Wing ). Also known as the LTD , 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 pounds (355 kg). To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition—injected) debuted in 1986, as essentially a repainted GL1200L. The SE-i had the same Dolby audio system as the GL1200A '86 and

1105-544: The Honda CB750 and the Kawasaki Z1 were cheaper but were not ideal tourers with their small fuel tanks and rear drive-chains needing regular maintenance. The Gold Wing was aimed at a newly emerging market segment, namely, a new kind of American long-distance rider who was not likely to buy a Harley-Davidson or BMW but who would open their wallets for a reliable machine offering comfort, endurance, low maintenance, and

1170-616: The Standard model, weighed 589 pounds (267 kg) dry. In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year. Ridden by Emilio Scotto , the GL1100 is the bike that toured the world. Holding the record for the longest distance of any motorcycle total distance of 457,000 miles (735,000 km). All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels. Dry weight for

1235-717: The Yamaha Royal Star Venture , the Honda Gold Wing , and Harley-Davidson Electra Glide . A recent type, the adventure touring motorcycle is a dual-sport motorcycle that allows long-range touring both on-road and off-road capabilities. Adventure tourers have high ground clearance (for off-road purposes), large fuel capacity, and under-stressed engines for high reliability. They may have rugged GPS navigation systems, wire-spoked wheels with road-legal knobby tyres (high end models may have tubeless tyres to increase high speed safety), skid plates (to protect

1300-507: The 10th anniversary of American-made Gold Wings, every bike produced for 1991 came with a numbered plaque and anniversary edition insignia. There were three '91 models: Aspencade indicated the regular GL1500 model; the luxurious Special Edition from the year before carried on as the SE model; and the Interstate name denoted a stripped-down model. Touring motorcycle Particularly in

1365-512: The 1971 water-cooled Suzuki GT750 two-stroke triple, the Gold Wing was the first Japanese production motorcycle with a water-cooled four-stroke engine. The first four-cylinder boxer engine was produced in 1900. During its development, the CB750 was known within Honda as their "King of Motorcycles." As it would sit atop the CB750 as the top of the line Honda motorcycle, the project that would become

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1430-701: The 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started assembling 1981 models at the Marysville Motorcycle Plant in Ohio, which had been making frames and parts for various models since 1974. Gold Wings would be built at a rate of 150 units a day for the years 1981–1983. Engines were still being built in Japan, but Honda began to market the machine as being made in America. The Gold Wing faced competition from Japan in

1495-539: The Aspencade was 728 pounds (330 kg) in both '85 and ’86. In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. In its final year, the GL1200A got the same seat upgrade as the GL1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg). In 1985 Honda marked

1560-560: The Dakar Rally did so on a Yamaha XT500 . Sport tourers are a hybrid form of motorcycle of the sport bike and tourer. Forming a niche market, sport tourers combine the performance of a sport bike with the long-distance capabilities and comfort of a touring motorcycle. They exhibit much greater emphasis on sporting performance (in both handling and speed) than conventional tourers. Although Honda has three sport touring models, and BMW has four, most motorcycle manufacturers tend to have

1625-479: The GL1100 '82 was 595 pounds (270 kg). Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway. But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s. Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with TRAC anti-dive forks with an integrated fork brace, and

1690-472: The GL1100A were internally ventilated. The additional items jacked up the dry weight to 702 pounds (318 kg). The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger. Weight went up just

1755-564: The GL1500, 1988 was the year Honda exported Gold Wings from the US to Japan for the first time. For 1989 Honda modified the brake discs, and raised the price. Brake discs were modified again in 1990, as were the carbs and camshafts, without a price increase. The claimed GL1500 dry weight for '90 was 798 pounds (362 kg). In addition, a Gold Wing 15th Anniversary Special Edition model (GL1500SE) made its debut in 1990. The following year, to celebrate

1820-466: The Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time. The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 pounds (272 kg) for the 1984 model year. 1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for

1885-505: The Gold Wing was born into the world naked , lacking saddlebags and having no place for luggage, without even a windshield. This created a golden opportunity for accessory manufacturers, who quickly offered a range of fairings and luggage accessories, particularly the Craig Vetter Windjammer series. The original 999 cubic centimetres (61.0 cu in) GL1000 (designated K0) had an electric starter backed up by

1950-430: The Gold Wing was informally called the "King of Kings." Honda first envisaged the Gold Wing as a large sport motorcycle, but on learning that customers were "piling miles on touring", Honda reconsidered the bike's design objectives, realising that the primary market for the Gold Wing was the long-distance motorcyclist . In North America a motorcycle suitable to that task would need comfort for the long haul, wind protection,

2015-581: The Kawasaki which was less than half the price. Marketed variously as the Z1-900 , 900 Z1 or 900 S4 ("Super Four"), the Z1 was the first of Kawasaki's Z models . The Kawasaki Z1 was developed under the project name "New York Steak". In the late 1960s Kawasaki, already an established manufacturer of two-stroke motorcycles, had begun prototyping a 750 cc four-cylinder four-stroke sports motorcycle working with McFarlane Design in 1969 to develop

Honda Gold Wing - Misplaced Pages Continue

2080-740: The U.S. market. Gold Wings were assembled in Marysville, Ohio , from 1980 until 2010, when motorcycle production there was halted. No Gold Wings were produced for the 2011 model year, and production resumed in Kumamoto Prefecture , Japan in 2011 using tooling transported from the American factory. The Society of Automotive Engineers of Japan  [ ja ] includes a Honda Gold Wing GL1000 manufactured in 1974 as one of their 240 Landmarks of Japanese Automotive Technology . Through 2012, Honda GL models have appeared eighteen times in

2145-528: The US, touring motorcycles may be given names such as bagger , full bagger , full dresser , full dress tourer , or dresser . These monikers (often used disparagingly or jocularly) originally applied to cruisers with full sets of saddlebags or panniers such as Harley-Davidsons ; but these terms may now refer to any touring motorcycle. Full-dress touring motorcycles are generally characterized by extremely large fairings and ample bodywork compared to other types of tourers. Hard luggage, e.g. panniers and

2210-560: The Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC, Inline-four engine . With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns. Piston displacement had been increased twice to generate more torque, but this also made each power stroke more intense. During

2275-492: The Z1 remained relatively unchanged until 1975, when the 903 cc "Z1-B" was introduced, with changes including increased power output, improved suspension, and a stiffer frame. The automatic chain oiler was deleted, the styling was revised – essentially paint scheme and side-panel nomenclature – and the braking was improved. In 1976 the Z1 was replaced by the Kawasaki KZ900 in the U.S. and Z900 in other markets. This

2340-494: The baggage of two people. This made the Interstate significantly heavier than the standard model, with a dry weight of 672 pounds (305 kg). The almost identical Interstate model was made for 1981. The GL1100I '82 model offered more options, such as a new stereo, a 40-channel CB transceiver , and an on-board compressor to adjust the suspension air pressure. Dry weight was 679 pounds (308 kg). The GL1100I '83 received

2405-400: The banked Daytona racetrack , recording 2,631 miles at an average speed of 109.64 mph. Writing in 1976, LJK Setright commented that this record was only 0.36% faster than the previous figure set in 1961 at Montlhéry , France, by a team using a modified BMW R69S , particularly the engine. Also at this time at Daytona a one-off Z1 ridden by Yvon Duhamel that was tuned by Yoshimura set

2470-405: The bike's overall appearance. When Honda introduced the CB750 to the market first, Kawasaki postponed the Z1's release until its displacement could be increased to 903 cc and the motorcycle could be marketed in the 1000cc-class. Z1 production began in 1972 as the most powerful Japanese 4-cylinder 4-stroke ever marketed. In 1972, the Z1 set the world FIM and AMA record for 24-hour endurance on

2535-556: The end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 pounds (274 kg). for the last Gold Wing to be powered by a one-liter engine. There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated

2600-518: The engine and running gear updates of the standard model; dry weight increased to 686 pounds (311 kg). Starting in 1982, Honda offered three different Gold Wing models. With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard. All three brake disks on

2665-581: The engine and transmission during off-road use), and tough metal panniers. Modified adventure tourers are sometimes used in gruelling rally events, such as the Dakar Rally . Adventure tourer models include the BMW R1200GS , the KTM 990 Adventure series, Suzuki V-Strom 1000 , and many others. Although most modern adventure tourers are large capacity bikes, that has not always been so: the first rider to win

Honda Gold Wing - Misplaced Pages Continue

2730-514: The engine's torque reaction. Cylinder blocks and crankcase were integral, with the transmission situated beneath the crankcase to keep the unit construction engine as short as possible. Final drive was by shaft. Before going on sale in the US and in Europe in 1975, the Gold Wing was revealed to dealers in September 1974 at American Honda's annual dealer meeting in Las Vegas , and then shown to

2795-427: The entire motorcycle in plastic, giving it a seamless appearance. The seat height was lowest yet on a Gold Wing, the passenger back rest and trunk were integrated, and a central mechanism locked the trunk lid and saddlebags. Rear suspension air pressure was adjusted by an on-board compressor. One major innovation was the addition of a "reverse gear", which was actually a creative use of the electric starter motor linked to

2860-425: The final drive ratio shortened to make more torque available at highway speeds. The bore size for all four carburetors was again reduced by 1 mm, to 30 mm. The wheelbase was lengthened over that of the GL1000, and air suspension was added. The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels. The naked Gold Wing, which would become known as

2925-469: The first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed full fairing , saddlebags and a removable trunk, plus a long list of optional extras including a stereo system. This bike was called the De Luxe model (GL1100DX) in some markets. The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry

2990-708: The form of the Suzuki GS1000 with an inline-four engine , and especially in the Kawasaki Z1300 that had a massive DOHC 1300cc straight-six engine with water cooling . Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese full-dress tourer . The new engine was more than just a GL1000 with a 3 mm larger bore , the alterations clearly emphasized torque over horsepower. The cylinder heads were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and

3055-487: The full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 liters (1.3 cu ft) in each saddlebag plus another 63 liters (2.2 cu ft) in

3120-555: The in-line, across-the-frame four-cylinder, a format that became known as the Universal Japanese Motorcycle or UJM. The Z1 was noted for being the first large-capacity Japanese four-cylinder motorcycle to use the double-overhead-camshaft system on a production motorcycle. When it was introduced, only the MV Agusta 750 S used this system; it was a very expensive limited-production machine, as opposed to

3185-405: The original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on. This early '70s prototype had an influence far beyond what the M1's initial designers could have expected. New Gold Wing engine design goals were smoothness, quietness and enormous power. Ultimately, a redesigned Gold Wing made its debut at the 1987 Cologne Motorcycle Show , 13 years after the original GL1000

3250-686: The public the following month at the IFMA (International Bicycle and Motorcycle Exhibition; today Intermot ) in Cologne . Small fairings had been mounted on two of the show models at the US dealer show in Las Vegas. These Honda-designed fairings were to be manufactured in the US by the Vetter Fairing Company and sold as Hondaline accessories; but they never went into production after the molds were accidentally destroyed. Consequently,

3315-451: The rear suspension worked even with no air pressure. Honda's first combined braking system , dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied. Dry weight for the standard GL1100 inched up to 599 pounds (272 kg). Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing

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3380-524: The reason that sales had decreased in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers such as the Vetter Fairing Company . The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the GV1400 Cavalcade with a DOHC , four valves per cylinder, V4 engine . In 1986 Yamaha enlarged

3445-408: The rider and passenger. Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display. The GL1200A also had foot boards for the passenger instead of footpegs. Claimed dry weight for the 1984 Aspencade was 723 pounds (328 kg). The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for

3510-432: The same time period, gear ratios had been raised to decrease engine RPM ( boosting fuel economy and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as Irimajiri-san had demonstrated with the M1 engine) was to step up from four cylinders to six. Having introduced

3575-487: The significant change was that all Gold Wing engines were being produced in Honda's Anna, Ohio plant from July 1985. Claimed dry weight for the 1986 Interstate was unchanged. The GL1200I '87 got a new seat design with three-stage foam; the weight was unchanged for 1987, the last year of the four-cylinder Gold Wing Interstate. The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between

3640-684: The standard Gold Wing for 1976 (the K1 model). To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and color scheme (e.g., gold stripes, gold wheels) plus some extra amenities. The LTD was a genuine limited edition with production restricted to about 2,000 units. In the third model year (K2) Honda began refining the Gold Wing, although the changes for 1977 were small, such as exhaust pipe heat shields, revised seat and handlebar, as well as

3705-419: The tenth anniversary of the Gold Wing by launching a gold-painted Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic trip computer and a four-speaker audio system. The significant development was that the GL1200L was furnished with Honda's programmed fuel injection system, previously used on the turbocharged CX500T and CX650T (variants of

3770-468: The transmission. Because of the size and weight, Honda felt that some people would have problems backing it up. The new Gold Wing had grown in nearly every dimension. A larger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 pounds (360 kg) dry. Options include a passenger audio control and rear speakers, CB radio, auxiliary lights and exterior trim. In another first for

3835-437: The trunk. Dry weight for the 1984 Interstate was 697 pounds (316 kg). Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance. There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 pounds (317 kg) its weight was basically stable. The GL1200I '86 got more small updates, but

3900-454: The usual transverse engine layout with a chain final drive, the M1 had a longitudinal engine suitable for shaft drive. The M1 had a 1470cc liquid-cooled flat-six engine , (twice the displacement of the CB750). Instead of seeking high performance (as some engineers had wanted), the M1 engine was designed to have a broad torque output and to produce 80 horsepower (60 kW) at 6700 rpm, with

3965-635: Was accurate and the bike handled well, but testers said the rear tire, chain and rear shocks all wore out quickly. The Z1 was awarded the MCN 'Machine of the Year' accolade each year from 1973 to 1976 (an award resulting from a readers' opinion-poll run by UK weekly publication Motorcycle News ) The Society of Automotive Engineers of Japan (in Japanese) includes the 1972 Z1 as one of their 240 Landmarks of Japanese Automotive Technology . The basic design of

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4030-443: Was first shown to the public at the same venue, and the GL1500 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the flat-four engine was replaced with a flat-six engine . Although the GL1500 still used carburetors, there were just two large 36 mm CV Keihins supplying all six cylinders, the first time any Gold Wing had less than one carb per cylinder. Honda also enclosed

4095-460: Was only available in the US. This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987. A new design team began work on the fourth-generation Gold Wing in 1984. Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with

4160-438: Was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics. A small instrument panel appeared on top of a restyled dummy fuel tank. Wire-spoke wheels were replaced with Honda's new ComStar wheels , but the existing tires with inner tubes remained. Dry weight grew to 601 pounds (273 kg). 1979 marked

4225-534: Was succeeded by the 1977 Kawasaki Kz1000 ("Z1000") and Kawasaki Z1000 Z1-R , and in 1984 by the Kawasaki Z1100R . In 1983, Kawasaki won back the crown of the fastest production bike with the Kawasaki GPZ900R which had some other references to its predecessor like the model designation code ZX900 , four cylinders and 900 ccm. The 1991 Kawasaki Zephyr series copied a lot of the design of

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