Classic Kawasaki Z1000 for sale in Sheffield
About This Bike: an SCC Classic
RDM Z1
When Z-power recently vacated its premises in Leigh (Lancashire) and moved to much bigger premises in Hudderfield, the opportunity arose for me to make the small step, from rebuilding nut and bolt perfect Z1 restorations, to build tributes to Sanctuary styled “retro-mods”. This range of bikes will be known as the RDM- Range.
I am building just five bikes to showcase the different styles and options, The first five bikes will be numbered from RDM-Z1 TO RDM-ZV.
The concept is relatively simple. Graft the front end and the rear end of a Kawasaki ZRX1200 into a 1970`s Z1000 frame with the aid of bespoke billet yokes. Improve the braking and suspension and give the bike that classic retro-mod, muscle bike look.
It sounds simple in when you say it quickly, but it’s not! In practice, there are minor modifications required to make it all fit:
· The forks need to be completely stripped down and fitted with new stanchions (hence the option of gold stanchions) and various seals.
· All of the bearings (wheel, swing arm) are replaced.
· The brake callipers stripped down and refurbished, new discs and hoses fitted.
· The ZRX is generally acknowledged as being a little over-sprung at the back, so the rear shocks have to go (they are a little too long anyway). The option of raked YSS or original position Ohlins fits the bill.
· A 530 chain conversion and some offset sprockets are required to achieve rear wheel fit and alignment.
· The frame itself is modified to take the Z1 side panels and has minor strengthening plates welded in place.
· The clocks are fully restored and the faces can be colour matched to the body work or any other design.
· All new electrics are fitted with the charging system upgraded and the latest ignition systems fitted.
· A new seat with various options.
The engines are given a full rebuild but kept more or less standard. The rebuild includes:
· A re-bore, leading to new pistons and rings, normally taken to 1030cc. (70.5mm)
· The cylinder head fully checked and fitted with new valve guides (if worn) and new valves, seats checked and reground as necessary.
· All new cam chain, idlers and tensioners (often the reason for those unseemly top ends ticks and rattles).
· Any worn items replaced (bearings, clutch basket, clutch plates etc).
· Crank and gearbox checked for any wear.
· Option of an oil cooler
I have experimented with three finishes on the engine.
· There is a black Xylon, this is the closest thing that we have found to the original Z1 finish. It has the advantage of being Teflon based and is bordering on indestructible. It is microns thick (a double edged sword; great for rebuild but shows any imperfections in the casting) and although it can be polished/ground away it is 100% jet wash resistant.
· I have always been a big fan of Steve Smethurst’s barrel rolling process for the Z1 restoration projects. The finish is more corrosion resistant unlike vapour blasting, and looks better as it has a slight sheen to it, rather than the matt finish of vapour blasting. I am always going to offer this as one of the options for the engine finish.
· The third option is a vapour blast with a clear ceramic coat. Not as authentic as that provided by barrel rolling, but this is not a restoration so authenticity is not a requirement. It provides the naked alloy look of the original Zs (after the Z1) but has the advantage of excellent corrosion resistance and “clean-ability”. It’s nearly as robust as the Xylon. If you intend to use the bike and don’t want to spend hours polishing it, and don’t have a heated/dehumidified garage in which to keep it (and don’t want the engine black) then this finish is worthy of consideration.
Anyone that owns a big Z will know what a potential source of trouble the carburettors can be. The obvious thing to do is replace them with something modern and reliable. I am therefore fitting a set of 34mm flat slides Mikunis to all the bikes. Improved reliability is the main objective, but there is a by-product of improved efficiency. Rather than fit pods, I have had manufactured adapters that enable the flat slides to be connected to a standard Z1 air box. Pods (or trumpets) can be fitted but the aesthetics of the standard look is sometimes preferred by many.
The bodywork is all brand-new aftermarket parts provided from Z-power (no rust in these tanks!!). The paint schemes are all Kawasaki Z1 based with a twist, designed by me (with help from Kev at Dream Machine).
I have tried to vary the exhaust systems on all the bikes, varying from a reasonable priced system to a very expensive full titanium system.
The idea is to keep the iconic design features of the Z1, like the clocks, indicators, taillight and round cam covers but update it to a safer, more reliable bike with modern brakes and tyres.
OK, so let’s get on with the rebuild.
The first bike of course will be the RDM-Z1. After stripping the donor bike down to bare bones the frame was sent to master welder and fabricator, John Bregazzy in Derbyshire. He made all the alterations to it so that I could fit the Z1 paintwork. He also strengthens the frame for me and puts a few extra brackets on there as well. Then it’s off to the powder coating for coating, I am finishing all the frames and the other black bits in a satin black. I think it just looks more purposeful.
The yokes are bespoken for me by Roy Martin at Billet bike bits in Norwich, basically a Z1000 fitting on the steering stem but made to fit the much bigger 43mm ZRX forks. Roy then modifies the top yoke to take a Z1 clock bracket and fat bar risers. They use the standard head bearings for an easy fit. The lock stops are adjustable as well. Not cheap but a thing of beauty.
The original forks are stripped and rebuilt. On this bike, I am using gold coloured fork tubes. The fork lowers have been powder coated by Triple S in Bingley to a silver alloy finish. The front fender is the standard ZRX item, painted to match the rest of the bike. I fitted a ZRX after market fork brace and a set of 43mm alloy headlamp brackets to match.
I wanted something different for the wheels so I decided to try out this hydro dipping process that I had seen on YouTube. I found a company in Tamworth who could do it so I took the wheels down to them. It was like a magic show!, they blasted the wheels, smoothed them off and then dipped them into a vat of water which
contains a flat sheet of the finish of your choice, black carbon fibre in my case. They then pull the wheel out and the transfer/decal sticks to it like magic. Each wheel took 3 dips to match up the weave on the carbon. They then coat it in 7 coats of clear lacquer giving it an unbelievable finish. £400 for the job but well worth it.
I fitted a set of new EBC wavy discs to both front and rear wheels and a new set of modern sticky Bridgestone tyres. The rear is a massive 180, well up to the modest output of an old Z.
The clocks were restored by Al marshall. Al replaced the clock faces with a set of white ones. I used a set of fat bars with standard Z switch gear and a Nissin 19mm radial front master cylinder and braided hoses. The left side also has the master cylinder for the hydraulic clutch mechanism. The callipers were completely restored with new seals and repainted to look like new. New pads were fitted.
The Standard type 7 inch headlamp shell was used and also standard type indicators both front and back, to maintain the original Z look. I was tempted to fit some small LED type items but I think part of the Z charm is those big metal indicators.
The headlamp unit is a LED after market part bought from that well know auction site! People tend to love or hate them but I thought it looked quite cool, another sensible upgrade.
The rear ZRX swing arm fits into the standard Z1000 frame quite easy with just a few small modifications to make it fit. The inner sleeve needs to be sleeved down to take the standard Z1000 swing arm shaft but again, it’s an easy job. The biggest problem is that it is wider of course so spacers had to be made to space out the rear top shock mounts to align with the wider bottom mounts. My man Tony at Pitstop motorcycles made a set for me while I waited, a very clever man considering I just give him a rough drawing. In fact he made 5 sets for me.
On this first model I decided to lower the top shock mounts by moving them forward to give that fashionable “laid down” Japanese look.
YSS top shelf adjustable piggy back shocks were fitted which look really cool. I had to fit shorter ones (330mm) because of the repositioning of the top shock mounts.
I then fitted all the powder coated black parts to the frame like the battery box and electrical plate using Allen bolts and all new rubbers.
I 3D printed some plates to go on the side of the battery box to show the limited numbering, 1 to 5 of course along with a date code.
The ZRX standard rear brake calliper was used, completely refurbished along with new pads. A metal after market chain guard was fitted to the ZRX swing arm. The chain is a 530 gold unit with 116 links. Rear sprocket is a 42 teeth item.
I used a alloy tail tidy rear fender set up with an original type tail light, again keeping it looking standard. This allows me to fit the taillight flush under the tail piece keeping it all sleek.
The footrests on the rear are Kawasaki GPZ500 items, bolting to a bracket that was welded on previously by John, the front are PMC of Japan rear sets that fit straight on to the original footrest studs. The right side has its own rear brake master cylinder fitted. Because of the smaller 17 inch wheels, the bike is lower so I had to fit an adjustable side stand. I can’t fit a main stand because the ZRX swing arm will not allow it. The seat is a Japanese sourced “tuck and roll” type seat. I tried many different seat designs on the bike but decided this one was looked best.
All the electrics on the bike are new of course using off the shelf Z1 parts that Z-power stock. I tried to keep it as easy and simple as possible, less to go wrong of course! A combined regulator and rectifier and new alternator are fitted so the charging should be spot on.
The ignition is a genuine Z1000MK11 set up with new coils and leads. These run very well and need no adjustment.
My aim was to keep the Engine more or less standard but I wanted to rebore the cylinders so I used a set of 70.5mm oversize high compression pistons, which takes the bore out to 1030cc. I reckon this and the carbs should increase the power output buy around 10%. Not that a 45 year old bike needs any more power but hopefully it will improve the lower down power delivery.
Most of the other engine internals are standard but with all new wearable parts, like bearings, seals, gaskets, valves and all new cam chain parts, basically anything that makes a noise! New clutch plates and springs were also fitted.
The headwork on the valve guides and valve seats was done by the Headshop in Warrington.
Steve Smethurst cleaned and polished the engine parts. He also polished a few of the outer engine covers, the others are the billet type covers from our supplier in Japan. The clutch is a hydraulic set up, again from PMC in Japan. A 16mm 530 off set front sprocket was needed because of the wider swing arm of course, supplied by Nick Pepper at Suzuki performance. The oil cooler was an off the shelf parts from “grumpy 1260”.
I used a set of PMC billet engine mounts along with a set of engine protection bobbins. I thought those very expensive engine covers needed a bit of protection.
The carbs are Mikuni RS34 flat slides. Excellent of course but they do suffer from that characteristic rattle at tick over. I had adapters made to fit the rear of the carbs so that i could fit a standard air box which adds to the standard look. Pods could be fitted of course if need be.
The exhaust is a full titanium Japanese Win McCoy NEO 4-1 system, weighs less that 6kg and looks amazing. Sounds great with the baffle in and even better with it out. Not cheap at around £2500 though!.The bottom of the headers run very close to the sump so a flush oil filter plate and sump plug had to be fitted
I have run this bike but not ridden it yet, however the mock up bike we built first ran very well and handled great but the biggest shock was those 2 x 6 pot front brake callipers….wow, they are good but take a bit of getting used to after the standard weedy set up!.
And it’s really nice to have a set of new carbs that don’t leak, misfire or splutter. Ok, they are a bit noisy and don’t look quite original but it`s a great trade off.
I know some people think we should leave all those classic bikes as they were in the 70`s and 80`s but surely a safer better handling bike with all the classic looks is better?
Well, that’s #1 finished, next time we will take a look at RDM Z11. This one is a bit more standard looking.
By the way, the full set of 5 bikes are for sale!
Dave Marsden.
Contact Us: WHATSAPP 07939 416648 - Telephone 011425254500
Finance & Nationwide Delivery Available
Find Us:
satnav:
S41 9EH
what three words:
SWITCH.SOLO.SHARE
our address:
STEEL CITY CLASSICS
SHEFFIELD ROAD, UNSTONE
NEAR CHESTERFIELD, S41 9EH
THE STEEL CITY CLASSICS DIFFERENCE
We source only top quality bikes and put them through a rigorous inspection process to ensure they leave us in tip top condition, giving you the peace of mind to buy with confidence.
Steel City Classics are able to arrange competitive finance packages too. Speak to us for a quote, we're sure you'll be pleasantly surprised with the re-payment options. Why take your money out of the bank?
Steel City Classics also offer nationwide delivery on all our bikes. Simply call us for a quote on 0114 252 5400 and ask for Mark
WANT TO SELL YOUR BIKE? ASK FOR MARK ON 0114 252 5400
GREEN, 1,000 cc, £22,500.00.
Kawasaki
Z1000
Stock #: 915
Bike location: Sheffield
£22,500
Classic Kawasaki Z1000 for sale in Sheffield
About This Bike: an SCC Classic
RDM Z1
When Z-power recently vacated its premises in Leigh (Lancashire) and moved to much bigger premises in Hudderfield, the opportunity arose for me to make the small step, from rebuilding nut and bolt perfect Z1 restorations, to build tributes to Sanctuary styled “retro-mods”. This range of bikes will be known as the RDM- Range.
I am building just five bikes to showcase the different styles and options, The first five bikes will be numbered from RDM-Z1 TO RDM-ZV.
The concept is relatively simple. Graft the front end and the rear end of a Kawasaki ZRX1200 into a 1970`s Z1000 frame with the aid of bespoke billet yokes. Improve the braking and suspension and give the bike that classic retro-mod, muscle bike look.
It sounds simple in when you say it quickly, but it’s not! In practice, there are minor modifications required to make it all fit:
· The forks need to be completely stripped down and fitted with new stanchions (hence the option of gold stanchions) and various seals.
· All of the bearings (wheel, swing arm) are replaced.
· The brake callipers stripped down and refurbished, new discs and hoses fitted.
· The ZRX is generally acknowledged as being a little over-sprung at the back, so the rear shocks have to go (they are a little too long anyway). The option of raked YSS or original position Ohlins fits the bill.
· A 530 chain conversion and some offset sprockets are required to achieve rear wheel fit and alignment.
· The frame itself is modified to take the Z1 side panels and has minor strengthening plates welded in place.
· The clocks are fully restored and the faces can be colour matched to the body work or any other design.
· All new electrics are fitted with the charging system upgraded and the latest ignition systems fitted.
· A new seat with various options.
The engines are given a full rebuild but kept more or less standard. The rebuild includes:
· A re-bore, leading to new pistons and rings, normally taken to 1030cc. (70.5mm)
· The cylinder head fully checked and fitted with new valve guides (if worn) and new valves, seats checked and reground as necessary.
· All new cam chain, idlers and tensioners (often the reason for those unseemly top ends ticks and rattles).
· Any worn items replaced (bearings, clutch basket, clutch plates etc).
· Crank and gearbox checked for any wear.
· Option of an oil cooler
I have experimented with three finishes on the engine.
· There is a black Xylon, this is the closest thing that we have found to the original Z1 finish. It has the advantage of being Teflon based and is bordering on indestructible. It is microns thick (a double edged sword; great for rebuild but shows any imperfections in the casting) and although it can be polished/ground away it is 100% jet wash resistant.
· I have always been a big fan of Steve Smethurst’s barrel rolling process for the Z1 restoration projects. The finish is more corrosion resistant unlike vapour blasting, and looks better as it has a slight sheen to it, rather than the matt finish of vapour blasting. I am always going to offer this as one of the options for the engine finish.
· The third option is a vapour blast with a clear ceramic coat. Not as authentic as that provided by barrel rolling, but this is not a restoration so authenticity is not a requirement. It provides the naked alloy look of the original Zs (after the Z1) but has the advantage of excellent corrosion resistance and “clean-ability”. It’s nearly as robust as the Xylon. If you intend to use the bike and don’t want to spend hours polishing it, and don’t have a heated/dehumidified garage in which to keep it (and don’t want the engine black) then this finish is worthy of consideration.
Anyone that owns a big Z will know what a potential source of trouble the carburettors can be. The obvious thing to do is replace them with something modern and reliable. I am therefore fitting a set of 34mm flat slides Mikunis to all the bikes. Improved reliability is the main objective, but there is a by-product of improved efficiency. Rather than fit pods, I have had manufactured adapters that enable the flat slides to be connected to a standard Z1 air box. Pods (or trumpets) can be fitted but the aesthetics of the standard look is sometimes preferred by many.
The bodywork is all brand-new aftermarket parts provided from Z-power (no rust in these tanks!!). The paint schemes are all Kawasaki Z1 based with a twist, designed by me (with help from Kev at Dream Machine).
I have tried to vary the exhaust systems on all the bikes, varying from a reasonable priced system to a very expensive full titanium system.
The idea is to keep the iconic design features of the Z1, like the clocks, indicators, taillight and round cam covers but update it to a safer, more reliable bike with modern brakes and tyres.
OK, so let’s get on with the rebuild.
The first bike of course will be the RDM-Z1. After stripping the donor bike down to bare bones the frame was sent to master welder and fabricator, John Bregazzy in Derbyshire. He made all the alterations to it so that I could fit the Z1 paintwork. He also strengthens the frame for me and puts a few extra brackets on there as well. Then it’s off to the powder coating for coating, I am finishing all the frames and the other black bits in a satin black. I think it just looks more purposeful.
The yokes are bespoken for me by Roy Martin at Billet bike bits in Norwich, basically a Z1000 fitting on the steering stem but made to fit the much bigger 43mm ZRX forks. Roy then modifies the top yoke to take a Z1 clock bracket and fat bar risers. They use the standard head bearings for an easy fit. The lock stops are adjustable as well. Not cheap but a thing of beauty.
The original forks are stripped and rebuilt. On this bike, I am using gold coloured fork tubes. The fork lowers have been powder coated by Triple S in Bingley to a silver alloy finish. The front fender is the standard ZRX item, painted to match the rest of the bike. I fitted a ZRX after market fork brace and a set of 43mm alloy headlamp brackets to match.
I wanted something different for the wheels so I decided to try out this hydro dipping process that I had seen on YouTube. I found a company in Tamworth who could do it so I took the wheels down to them. It was like a magic show!, they blasted the wheels, smoothed them off and then dipped them into a vat of water which
contains a flat sheet of the finish of your choice, black carbon fibre in my case. They then pull the wheel out and the transfer/decal sticks to it like magic. Each wheel took 3 dips to match up the weave on the carbon. They then coat it in 7 coats of clear lacquer giving it an unbelievable finish. £400 for the job but well worth it.
I fitted a set of new EBC wavy discs to both front and rear wheels and a new set of modern sticky Bridgestone tyres. The rear is a massive 180, well up to the modest output of an old Z.
The clocks were restored by Al marshall. Al replaced the clock faces with a set of white ones. I used a set of fat bars with standard Z switch gear and a Nissin 19mm radial front master cylinder and braided hoses. The left side also has the master cylinder for the hydraulic clutch mechanism. The callipers were completely restored with new seals and repainted to look like new. New pads were fitted.
The Standard type 7 inch headlamp shell was used and also standard type indicators both front and back, to maintain the original Z look. I was tempted to fit some small LED type items but I think part of the Z charm is those big metal indicators.
The headlamp unit is a LED after market part bought from that well know auction site! People tend to love or hate them but I thought it looked quite cool, another sensible upgrade.
The rear ZRX swing arm fits into the standard Z1000 frame quite easy with just a few small modifications to make it fit. The inner sleeve needs to be sleeved down to take the standard Z1000 swing arm shaft but again, it’s an easy job. The biggest problem is that it is wider of course so spacers had to be made to space out the rear top shock mounts to align with the wider bottom mounts. My man Tony at Pitstop motorcycles made a set for me while I waited, a very clever man considering I just give him a rough drawing. In fact he made 5 sets for me.
On this first model I decided to lower the top shock mounts by moving them forward to give that fashionable “laid down” Japanese look.
YSS top shelf adjustable piggy back shocks were fitted which look really cool. I had to fit shorter ones (330mm) because of the repositioning of the top shock mounts.
I then fitted all the powder coated black parts to the frame like the battery box and electrical plate using Allen bolts and all new rubbers.
I 3D printed some plates to go on the side of the battery box to show the limited numbering, 1 to 5 of course along with a date code.
The ZRX standard rear brake calliper was used, completely refurbished along with new pads. A metal after market chain guard was fitted to the ZRX swing arm. The chain is a 530 gold unit with 116 links. Rear sprocket is a 42 teeth item.
I used a alloy tail tidy rear fender set up with an original type tail light, again keeping it looking standard. This allows me to fit the taillight flush under the tail piece keeping it all sleek.
The footrests on the rear are Kawasaki GPZ500 items, bolting to a bracket that was welded on previously by John, the front are PMC of Japan rear sets that fit straight on to the original footrest studs. The right side has its own rear brake master cylinder fitted. Because of the smaller 17 inch wheels, the bike is lower so I had to fit an adjustable side stand. I can’t fit a main stand because the ZRX swing arm will not allow it. The seat is a Japanese sourced “tuck and roll” type seat. I tried many different seat designs on the bike but decided this one was looked best.
All the electrics on the bike are new of course using off the shelf Z1 parts that Z-power stock. I tried to keep it as easy and simple as possible, less to go wrong of course! A combined regulator and rectifier and new alternator are fitted so the charging should be spot on.
The ignition is a genuine Z1000MK11 set up with new coils and leads. These run very well and need no adjustment.
My aim was to keep the Engine more or less standard but I wanted to rebore the cylinders so I used a set of 70.5mm oversize high compression pistons, which takes the bore out to 1030cc. I reckon this and the carbs should increase the power output buy around 10%. Not that a 45 year old bike needs any more power but hopefully it will improve the lower down power delivery.
Most of the other engine internals are standard but with all new wearable parts, like bearings, seals, gaskets, valves and all new cam chain parts, basically anything that makes a noise! New clutch plates and springs were also fitted.
The headwork on the valve guides and valve seats was done by the Headshop in Warrington.
Steve Smethurst cleaned and polished the engine parts. He also polished a few of the outer engine covers, the others are the billet type covers from our supplier in Japan. The clutch is a hydraulic set up, again from PMC in Japan. A 16mm 530 off set front sprocket was needed because of the wider swing arm of course, supplied by Nick Pepper at Suzuki performance. The oil cooler was an off the shelf parts from “grumpy 1260”.
I used a set of PMC billet engine mounts along with a set of engine protection bobbins. I thought those very expensive engine covers needed a bit of protection.
The carbs are Mikuni RS34 flat slides. Excellent of course but they do suffer from that characteristic rattle at tick over. I had adapters made to fit the rear of the carbs so that i could fit a standard air box which adds to the standard look. Pods could be fitted of course if need be.
The exhaust is a full titanium Japanese Win McCoy NEO 4-1 system, weighs less that 6kg and looks amazing. Sounds great with the baffle in and even better with it out. Not cheap at around £2500 though!.The bottom of the headers run very close to the sump so a flush oil filter plate and sump plug had to be fitted
I have run this bike but not ridden it yet, however the mock up bike we built first ran very well and handled great but the biggest shock was those 2 x 6 pot front brake callipers….wow, they are good but take a bit of getting used to after the standard weedy set up!.
And it’s really nice to have a set of new carbs that don’t leak, misfire or splutter. Ok, they are a bit noisy and don’t look quite original but it`s a great trade off.
I know some people think we should leave all those classic bikes as they were in the 70`s and 80`s but surely a safer better handling bike with all the classic looks is better?
Well, that’s #1 finished, next time we will take a look at RDM Z11. This one is a bit more standard looking.
By the way, the full set of 5 bikes are for sale!
Dave Marsden.
Contact Us: WHATSAPP 07939 416648 - Telephone 011425254500
Finance & Nationwide Delivery Available
Find Us:
satnav:
S41 9EH
what three words:
SWITCH.SOLO.SHARE
our address:
STEEL CITY CLASSICS
SHEFFIELD ROAD, UNSTONE
NEAR CHESTERFIELD, S41 9EH
THE STEEL CITY CLASSICS DIFFERENCE
We source only top quality bikes and put them through a rigorous inspection process to ensure they leave us in tip top condition, giving you the peace of mind to buy with confidence.
Steel City Classics are able to arrange competitive finance packages too. Speak to us for a quote, we're sure you'll be pleasantly surprised with the re-payment options. Why take your money out of the bank?
Steel City Classics also offer nationwide delivery on all our bikes. Simply call us for a quote on 0114 252 5400 and ask for Mark
WANT TO SELL YOUR BIKE? ASK FOR MARK ON 0114 252 5400
GREEN, 1,000 cc, £22,500.00.
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