After Kawasaki were trounced by the arrival of the Honda CB750 they must have been extremely piqued, but they definitely had the last laugh, and fortunately shared it with us all. The original Z1, The King, was the original muscle-bike and spawned a whole new range of machines, not the least of them from themselves. The Z1000s didn't quite have the looks of the Z1 but they were an improvement in the handling and braking departments. The Z1 is •virtually unobtainable for anything less than silly money, but the Z1000s in their various guises can offer all the performance and most of the charisma of the original Zed.

The 130mph performance of any of them, bar the slightly podgier shaft-drive model is still more than adequate, but the handling was often less than.

However, whichever one you went or go for, the amazing fact remains that they offered so many variants, from shaft-drive to fuel-injection to the 'factory racer^{1 look of the Z1R. Variants like the Eddie Lawson Replica were still appearing in 1984 before the Ninjas took over their mantle. There is a lot of history and presence in a big Z and, since they are so incredibly strong,}

The Z1 of legend hit these gob-smacked shores in 1972. It hit with 82bhp at 8500rpm and 120mph. although handling was a bit behind. It was all so

- Running & Riding -

much that they didn't change it until the Z1000A1 in 1977.

The litre was bigger and more powerful, with a four-into-two exhaust and a much needed second front disc, and a single on the rear. Needle roller swingarm bearings helped, but the bike still had ball races in the steering head. This model was produced until the end of 1979, in diamond wine red or diamond sky blue, with engine numbers from 000001 to 004018.

The Z1000A3, or Mkll as it is known, came in 1979 and was heavily modified. Ten more ponies appeared, from an engine now all in black, with electronic ignition. The styling was much more squared-off, from engine fins to fuel tank while the frame was heavily modded to try to cope with the power. Cast wheels appeared on a model that came in luminous navy blue or luminous dark red, with engine numbers from 081566 to 096200. (The interim A2 had numbers from 042501 to 040605.)

Also in 79 came the shaft-driven Z1000ST. This was much more touring orientated, but they also brought out the fuel-injected Z1000H the following year.

About the same time they even brought out another model, this time the Z1R, a dressed-up Z1000 with an extra 7bhp, a four-into-one pipe, 18in wheels front and rear, a host of dials within a handlebar fairing and even a choice of fuel tank size.

All these models were superseded by the Z1000J range, which embodied the next generation of Z, after 1981.

The phrase 'bullet proof was virtually invented by the Zeds. We are talking here about an engine that just never quits, whether toured; raced, dragged or abused.

Most problems will be caused more by age than anything else. However early models had bronze valve guides which wore out and were replaced on later models by iron ones.

Check that the carb intake manifold rubbers haven't perished or cracked. Also have a look at the ignition, since most early points systems will probably have been replaced by electronic systems by now. If so, make sure that the coils were changed, or else they melt

Many of the engine parts from Z900s through Z1000As to Mklls are interchangeable, which is handy, but check if you are buying a Z1000 that it has 1015cc stamped on the barrels rather than 903cc. It should be stamped on the front

Prices vary quite a lot, basically because demand does not always follow years. The Mklls seem to be priced slightly lower than the Z1000s, but condition is clearly a prime factor, as is the bike's history.