Few companies in the world can say they build the things that make the world turn. Kawasaki Heavy Industries, Ltd. (KHI), is one of them. Best known commercially for manufacturing powersport products, KHI draws much of its engineering innovations from what it does in the heavy industries. From aircraft engines and bullet trains to bridges and power plants, there’s no limit to what KHI can do.
Sportbike or commercial jet, KHI builds the engines that power both. Since 1937, KHI has been a leading manufacturer of aircrafts and aircraft engines, so to say we were born from jets couldn't be more true. From helicopters and commercial jets to 1,441cc sportbikes and 310-hp Jet Ski® watercraft, it's our technology in the sky that ignites our innovation down below.
You already know KHI builds machines that move people. But, did you know it also builds machines that move thousands of people - all at ones? We're talking trains here. From New York City subway cards to Japan's hyper-speed bullet trains, Kawasaki has been in the business since 1906. Whether a 186-mph bullet train or a 1,441cc Ninja ZX-14R motorcycle, KHI likes to believe that the technology that goes into moving thousands of people has a positive effect on how it goes about moving just one.
Because every Kawasaki motorcycle, ATV, side-by-side and Jet Ski watercraft gets built in a factory, KHI understands we understand the need to be as eco-friendly as possible. Every manufacturing plant, recycling plant or power plant KHI builds is built to be energy efficient and labor saving. The same mindset goes into engineering high performance street water and off-road machines without sacrificing what's good for the environment.
If robots are the future, then KHI has been shaping it since 1969 when the company built its first industrial robot. KHI continues to be a leader in the development of robots for a diverse number of processes including: assembly, handling, welding, painting and sealing. Kawasaki robot technology is being used every day to manufacture motorcycles and other products.
Since KHI built its first motorcycle in 1953, they’ve never stopped pushing technology to arm riders with what they need to dominate the streets. Advanced engineering, exhaustive testing, and tireless passion go into every motorcycle every time rubber hits the road. From industry-first features to the features that have evolved over a long history, KHI’s innovations will never stop feeding the insatiable appetites of riders around the world.
Starting on the drawing board and tested by KHI at Kyoto university as first a large air-cooled twin, a V-3 configuration or parallel triple, the H1 as we know it was eventually created as a high performance three cylinder, piston ported two-stroke. Early testing dictated the innovative use of electronic ignition to deter low speed plug fouling and the design goal of 120bhp per litre was achieved.
The H1 was hailed as the “world’s fastest accelerating street bike” producing 60bhp from 500cc and achieving 13 second standing quarter mile times.
As famous for its “interesting” handling as its sheer outright performance, the H1 was gradually refined and finally phased out in 1976 as the KH500 due to stricter noise and exhaust emissions legislation.
Known as the "Red Tank" the 1962 B8M was created specifically for the motocross championships in Japan.
In 1963, it proved itself a strong performer, sweeping the podium by finishing in 1st through 6th place.
The B8M was the first racing motorcycle to be built by Kawasaki and it was the first model to be sold as a production racing machine. Based on the 125cc B8 street bikes; it had an increased 12 horsepower (over the street bike’s eight) and was coupled to a 4-speed gearbox.
The success of the B8M began a legacy for Kawasaki racing performance.
At the time of its launch in 1966, the parallel twin 650cc air-cooled W1 was the largest capacity motorcycle produced in Japan. Its reputation for durability and performance made it very popular both in Japan and in export markets like the USA where Kawasaki were keen to establish a presence.
The W1 continued in production for some considerable time and was even produced in later life as a police specification machine complete with front twin disc brakes.
Starting on the drawing board and tested by KHI at Kyoto university as first a large air-cooled twin, a V-3 configuration or parallel triple, the H1 as we know it was eventually created as a high performance three cylinder, piston ported two-stroke. Early testing dictated the innovative use of electronic ignition to deter low speed plug fouling and the design goal of 120bhp per litre was achieved.
The W1 continued in production for some considerable time and was even produced in later life as a police specification machine complete with front twin disc brakes.
The H1 was hailed as the “world’s fastest accelerating street bike” producing 60bhp from 500cc and achieving 13 second standing quarter mile times.
As famous for its “interesting” handling as its sheer outright performance, the H1 was gradually refined and finally phased out in 1976 as the KH500 due to stricter noise and exhaust emissions legislation.
Based very much on the early 1970’s H1500 road machine, the H1R racer was ridden to great success by British rider, Dave Simmonds. Winning Kawasaki’s first ever 500cc Grand Prix at Barcelona in 1971, the H1R was an air-cooled three cylinder machine which sported un-silenced expansion chamber style exhausts. Developed and modified by the factory and Simmonds himself, later versions of the H1R were also raced by the likes of Kork Ballington in his native South Africa, and Mick Grant, who raced a water-cooled version to victory in the Senior race at the 1975 Isle of Man TT.
Big brother to the H1, the 750cc three cylinder air-cooled, two-stroke first hit the streets in 1972 as the Mach IV. With more torque than the 500 it was, for many, easier to ride - even though the power delivery of early models was still fierce with H2R style cylinder porting. Spawning the H2R racing machine made famous by the likes of Mick Grant, Paul Smart and Yvonne Du Hammel, the street H2 added to Kawasakis reputation for cutting edge style and ground breaking performance. With its disc front brake, electronic ignition and steering damper as standard, the H2 was said to capable of passing anything… except a petrol station
The demonic howl of a three cylinder 750cc two stroke Kawasaki racer once heard is never forgotten. Piston ported, and working best in across a narrow power band, the air-cooled H2R and later water-cooled KR750 engines did their best to tie the tubular steel chassis of these iconic lime green race bikes into knots. When they went they really went. Mick Grant was speed trapped at 191mph on the Isle of Man TT circuit on his KR750.The mean and mighty 750’s diced week in, week out in the 70’s Grant against Sheene’s Suzuki, Ditchburn against Haslam’s Yamaha and everyone with their fingers resting on the clutch lever “just in case”.
Conceived in an attempt to create a powerful Grand Prix machine with a narrow frontal area, Kawasaki created the KR series of both 250 and 350cc machines with the water-cooled cylinders one behind each other, rather than side by side. Effectively two single cylinder disc-valve engines, the crankshafts of both were joined by gears creating a twin with a characteristic “KR drone” exhaust note. Achieving multiple world championships in the hands primarily of Kork Ballington and later Anton Mang, the KR250 was also raced at Daytona by Eddie Lawson. Still Kawasaki’s most successful tarmac racing type, the KR250 and 350 machines achieved more success over a longer period than most other racing machines.
The mid 1970’s witnessed a world wide craze of off-road motorcycle sport - and not just motocross. Trials also became highly popular. Kawasaki sought to acquire a place in the market which had previously been dominated by first British and then Spanish made machines.
Working in partnership with world famous trials ace, Don Smith, Kawasaki created the KT250 machine complete with its twin spark plug cylinder head and quick release rear wheel and hub. An accomplished machine in the hands of Smith and many others, the KT250 also featured a drip feed drive chain oiler with a reservoir in the swinging arm and a lighting kit for road registration purposes.
Swiss rider Alain Genoud, and his French riding partner, Georges Godier, were rebuffed by one Japanese manufacturer before striking a deal with Kawasaki to contest in the World Endurance Championship. Based on road bike engines, the rules allowed special frames and suspension in the most competitive class and the Z1 900 engine proved an ideal Endurance tool. Easy to tune and get high horsepower from, the engine also proved hugely reliable and practically unburstable. With many features common on today’s’ road bikes such as single shock rear suspension and floating brake discs, the Godie/Genoud machines also featured such endurance necessities as easy to remove and replace batteries, quickly detachable wheels and special fast fill petrol tanks. And the rewards for their dedication to Kawasaki? The 1975 world endurance title and a raft of wins under their own steam and with an impressive cast of world famous endurance riders in the years.
At its launch in 1977, the Z650B1 was dubbed “Prince of Princes” in direct comparison to the Z1000(A1) which earned the equally royal epithet of “King of Kings”.
One of the last machines to leave the pen of legendary
Kawasaki engineer “Ben” Inamura – who also designed the Z1 900 – the Z650 had a 64horsepower engine and, as importantly, a highly praised chassis and suspension set up which enabled the rider to make full use of all the Z650’s available power.
Possessing the agility of a 500cc machine with the performance of a 750cc, the Z650 became deservedly popular with the biking public.
Launch of the 1015cc Z1-R.
An unmistakeable look and genuine cafe racer personality, the Z1-R’s appearance still looks fresh today.
Reckoned by many to mark the end of the “largest is best” race of the late 70’s and early 1980’s, the Z1300 was certainly an imposing beast with its bank of six water-cooled cylinders across the frame and a huge expanse of fuel tank in front of the rider. Utilising shaft drive and air assisted twin rear shock absorbers, the Z1300 started life with three twin-choke carburettors eventually evolving into a 120bhp fuel injected machine.
With an engine using technology from the all conquering KR250 tandem twin racer, the KR500 was far more than a four cylinder version of the same machine.
Bristling with new ideas and concepts, the KR500 was Kawasaki’s test bed for all manner of future technologies. Sporting a sheet aluminium monocoque chassis, the KR derived much of its look from Kawasaki aircraft wind-tunnel experience. With a range of steering and chassis adjustability not yet seen on a racing machine, the KR500 achieved it greatest success in the UK in the hands of Kork Ballington who won the Shell 500 Championship on the machine who’s chassis technology would later manifest itself in the ZX-12R Supersports machine.
Dominating Top Fuel drag racing in the States in the early 1980’s, the combination of Bo O Brochta and the Terminal Van Lines Kawasaki was almost unbeatable..
The measure that everyone else had to beat, the Z1 based bike was one of the first to run a reversed cylinder head with forced induction up front and exhausts exiting from the rear. His achievement of a 7.08 second quarter mile time at Ontario Motor Speedway in 1980 was a milestone in drag racing. Racing in both America and undertaking guest tours to Europe and the UK, the Terminal Van Lines bike marked the peak of air-cooled Kawasaki drag racing development before a raft of water-cooled and special one-off machines became available in the mid to late 80’s.
Created at a time when carburettors were still dominant, the fuel injected Kawasaki Z1000H was a first for Kawasaki and among the earliest Fi equipped street motorcycles.
Mixing a dash of style with sophistication, the distinctive gold wheels were matched by an imposing black and gold paint scheme marking out the H as something special among its peers. Still utilising the ubiquitous 1015cc air-cooled Kawasaki engine, the Z1000H laid the foundations for all future fuel injected Kawasaki motorcycles.
Known primarily as a maker of lager capacity sports machines, the early 1980’s saw a raft of new machines from Kawasaki in the smaller capacity classes and particularly in sectors favoured by those new to two wheels. The AR50 exuded style and featured such desirable standard features as cast alloy wheels, front disc brake, a bikini fairing and Uni-Trak rear suspension.
Adding a dash of performance – and at the same time, an alternative to the road styled AR range - the AE80 catered for the fashion for off-road style machine among those taking their first tentative steps in the world of two wheels.
The world’s first water-cooled, across the frame four cylinder superbike, the GPz900R - or Ninja as it was dubbed in the USA - created a sensation at its launch and moved both motorcycle performance and styling to a new level.
Equipped with Kawasaki’s trademark Uni-Trak rear suspension, hydraulic anti-dive front forks and camshafts driven from the side of the cylinders rather than the centre as was common practice, the performance and handling of the GPz900R set standards that the competition took years to match.
The last of the Japanese “big four” to create a Turbocharged street machine when they were in vogue during the 1980’s, the GPz750 Turbo quickly established itself as by far the best bike of its type. Early development 650cc versions were soon dropped in favour if the 750cc capacity and the adopting of an IHI turbocharger, mounted as near as possible to the exhaust ports to reduce “Turbo lag”, was the icing on the cake. A 750cc machine with the acceleration and top speed of an 1100cc normally aspirated motorcycle, the Turbo continued Kawasaki’s reputation as manufacturer of the most extreme performance motorcycles.