A Warhorse Reborn: GPz1100F from AC Sanctuary…
In 1981, Kawasaki launched the GPz1100 to recapture the Superbike throne. It will be essentially the most highly effective Z1-based machine ever, providing 109 horsepower from the fuel-injected, air-cooled 1089cc engine.
“The corporate got down to make this the quickest and quickest avenue bike available on the market, relying on measures like the ten further horsepower and the broader rear tire to get the bike deep into the 10-sec. bracket on the dragstrip.” –Cycle World, 1983
Whereas the GPz1100 would quickly be outmoded by a brand new technology of 16-valve, liquid-cooled sport bikes, there’s one thing inherently attractive and alluring about this wind-cooled warhorse — the final king of a bygone breed of air-cooled superbikes from the Seventies…bikes with much more horsepower than the tire, chassis, and suspension expertise of the period may hope to wrestle into type.
If there’s one man on this planet to make this previous king extra aggressive with fashionable sportbikes, it’s Hiroyuki Nakamura of AC Sanctuary — a workshop world-renowned for his or her RCM (Radical Customized Manufacture) restomod builds. Nakamura-san and his staff focus extra usually on the Zephyr 1100, which has the identical rubber-mounted engine design. That gave them loads of experience to use to the GPz…although they hardly ever come throughout GPz donors to rework.
“The air-cooled GPz1100 boasts the best output amongst Kawasaki’s air-cooled 2-valve engine machines. Used costs are hovering now. This mannequin is basically troublesome to acquire.”
For Nakamura and his staff, the primary problem to deal with could be reinforcement of the engine mounts. On the GPz, the entrance engine mount is a rubber-isolated, whereas the rear is hard-mounted. This usually results in bent bolts within the rear and extreme vibration.
“That is particularly noticeable within the case of the GPz, which boasts the strongest output of the air-cooled Z sequence.”
So the staff did “in depth processing” on the body aspect to bolster the rear mount, which Nakamura has discovered to be one of the best resolution for decreasing vibration and the danger of a mount failure.
In the meantime, their mates at DINKS carried out a radical inside processing of the engine together with boring the cylinders for bigger pistons.
“Utilizing the most recent electronically managed honing machine, there isn’t a variation in cylinder clearance between the 4 cylinders. Valve information and the coaxiality of the seat ring can also be extremely correct, and the engine runs extraordinarily effectively as a result of precision of the interior combustion engine processing.”
The inline 4 was punched as much as 1170cc with 75mm Wossner pistons, and the engine now breathes by means of Yoshimura Mikuni TMR MJN carburetors and a Nitro Racing titanium exhaust. To maintain these further horses working at a wholesome temperature, an 11-inch 13-stage oil cooler has been added, and the ignition is an AS Uotani SPII.
In fact, no AC Sanctuary RCM is full with out an in depth improve to the undercarriage. Whereas most RCM house owners go for 17-inch wheels, this mission is rolling on 18-inchers (2.75-18 entrance / 4.00-18 rear) with Dunlop GT tires.
The forks are Öhlins, with a Sculpture CNC swingarm and custom-made Nitron rear shock. Brakes are Brembo with Sunstar discs and the chainline was offset from the unique 87mm to 104mm to compensate for the broader wheels and swingarm.
All in all, that is one unbelievable “GPz1170” — an previous warhorse reborn, which may absolutely shock a few of the newer thoroughbreds on the strip and avenue.
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Web site: www.ac-sanctuary.co.jp
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