Eleven years after the introduction of the Z1, Kawasaki reformed the bike world once more. In 1983 the brand new GPz900R Ninja tore up the superbike rule-book, re-characterized the abilities of a liter-bike and wowed the world.Before its design, Kawasaki imagined delivering a sub-liter motor that would be the successor to the Z1. Although its steel frame, 16-inch front and 18-inch back wheels, air suspension, and anti- dive forks were genuinely standard around then, the narrow, smaller engine was mounted lower in the frame, permitting it to take Japanese superbike performance to another level.
Kawasaki unveiled the new GPz900R at the 1983 Paris Show, and then invited the world's press to Laguna Seca raceway in December to ride it. Only three months subsequent to being unveiled to the press in December 1983, dealers entered three works GPZ900R bikes in the Isle of Man Production TT completing in first and second place. Its performance blew everyone away.
Not only did the GPz claim the title 'World's Fastest' by recording over 240 kmph and a standing quarter mile in just under 11 seconds, it handled like no other superbike before. It did not take long before the GPz became the best selling bike in the world, not to mention claiming numerous 'Bike of the year' titles in many countries.
The strongly styled full fairing made a sensible showing of protecting the rider, who leant forward to fairly flat handlebars. The Ninja was low, smooth - and above all it was quick. Because of its efficient aerodynamics features it had a top-speed edge over its GPz1100 forerunner, with dynamic increasing speed above 6000rpm and burning rate from 5000rpm to the 10,500rpm redline.
The GPZ1000RX was to be the swap for the GPZ900R in 1986, yet the Ninja 900 proceeded close by the GPZ 1000RX. In 1988 the GPZ 1000RX was supplanted by the ZX-10, yet still the GPZ900R remained. With the arrival of the ZZ-R1100 in 1990, the GPZ900R lost its status as Kawasaki's lead model, however proceeded, with a few updates of the fork, wheels, brakes and airbox, until 1993 in Europe, until 1996 in the US and until 2003 in Japan.On the off chance that its great looks, head turning capability and down to earth, cutting edge convenience you long for then there can be few machines from the 80's entirely like the GPz900R. Except for a couple of rare unique parts like the delicate fragile steel exhaust silencers, running a GPz shouldn't be a troublesome undertaking. There is a sound vicinity of owners clubs and other such friendly help, alongside a decent supply of parts and learning empowering this great to be seen as an alternative machine for a cutting edge machine.
The simple explanation for its success was the beginning of the quest to marry traditional superbike power with the handling of smaller, lighter machines. The GPz was designed from the outset to not only be monumentally powerful, but to cradle that power in a slim light strong and compact rolling chassis. That is why it's all new engine as water-cooled with a cam drive on the right hand side of the cylinder for extreme narrowness. And why it also boasted state-of-the-art suspension (monoshock rear, anti-dive forks front), brakes and aerodynamics. They got it so right that, not only was the GPz the basis for all Kawasaki superbikes up to the mid-1990s, it also became the inspiration and basic template for virtually all superbikes since. What's more, that it began the line of liquid cooled, 16-valve Kawasaki fours that proceeds right up till today.
Picture Credits:Cycleworld
Motorcyclespecs
By: Rakshit Shastry