[uA bit of history
The 750 turbo (ZX750E) was released in 1984, alongside the all-new GPz900R. Although carrying GPz badges on the engine covers, it was only referred to by Kawasaki as the "750 turbo" - the GPz tag wasn't mentioned. Development started in January 1981 as a turbocharged 650, then as a 750 from November 1981.When finally released, the stock bike made a claimed 112 hp, had sports bike handling (for the day) and looked good - especially next to the other factory turbos which were already on the market - the Suzuki XN85, Honda CX500 and 650 turbos, and the Yamaha XJ650 turbo. Performance was on a par with the GPz1100, at around 11.2 secs at 125mph for the quarter mile and 148mph flat out. One magazine even branded it the fastest bike they had ever tested, and Kawasaki ran some ads claiming it to be "The Fastest Production Motorcycle in the World". Jay "PeeWee" Gleason also famously recorded a 10.71 quarter for Kawasaki to show that the turbo had genuine performance and was ahead of the other factory turbos.
This 1982 pre-production prototype was exhibited at the Tokyo Show, alongside the XN85 Suzuki turbo. The fairing was aluminium.
More pics of this bike courtesy of Frans van de Laar (and the magazine he pinched them from). Thankyou Frans. Click on pics for a bigger image.
The following info is from the workshop manual supplement.
Overall Dimensions
Overall Length 2220mm
Overall Width 740mm
Overall height 1260mm
Wheelbase 1490mm
Ground Clearance 155mm
Seat Height 780mm
Dry Weight 233kg (512lbs)
Fuel Tank Capacity 17 litres
Braking Distance 12.5 metres from 50km/h
Turning Radius 2.7m
Engine
Type 4-stroke, DOHC, 4-cylinder
Cooling system Air cooled
Bore and stroke 66 x 54mm
Displacement 738cc
Compression Ratio 7.8:1
Maximum horsepower 82.4kw (112 PS)
Maximum torque 99.1Nm (73.1ft-lb) @ 6500rpm
Ignition timing 10 degrees BTDC @ 1050rpm to 30 degrees BTDC @ 3300rpm
Spark plug BR9EV
Valve timing Inlet Open 22 degrees BTDC
Close 52 degrees ABDC
Duration 254 degrees
Valve timing Exhaust Open 60 degrees BBDC
Close 20 degrees ATDC
Duration 260 degrees
Oil capacity 3.5 litres
Primary reduction ratio 1.935
Gear Ratios 1st 2.285, 2nd 1.647, 3rd 1.272, 4th 1.045, 5th 0.833
Overall drive ratio 4.946 (in top gear)
Frame / Electrical
Rake 28 degrees
Front tyre 110/90 V 18
Rear tyre 130/80 V 18
Front fork travel 130mm
Rear wheel travel 105mm
Battery 12V 18ah
Alternator output 20A @ 8000 rpm
Tyre Pressures US and Canada Front 28psi, Rear 32-36psi
Tyre Pressures Rest of world Front 32psi, rear 41psi
Front fork air pressure 5.7 - 8.5psi
Rear shock air pressure 7.1 - 43psi, 28 recommended
How fast does it go, Mister?
Not everyone likes tuning their bikes for more power and speed, but many turbo owners do and for them here is a list of achievements by 750 turbo owners gleaned from the forum and elsewhere. If you know of any incorrect entry or omission please email me with a timeslip or dyno chart if possible. See the Galleries for the specification of most of the bikes listed here.
Top Speed
Can't argue with this. Top speeds listed here are recorded on a track with trackside timing equipment. GPS not accepted - take it to the track!
Speed (M.P.H.) Owner
211.0 Lorcan Parnell GT25 810
192.7 John Voter, HPU 880
185.2 Lorcan Parnell T25 810
169 Wally Cleber, 810 nitrous
162.15 Lorcan Parnell, 760 methanol Rajay
156 Bart Knowles, HPU 880
Power
A word about Dyno correction factors. Dynamometers measure torque, which is a rotary motion (the wheel rotating) and convert it to Horsepower, which is a linear motion (like a horse pulling a weight). This gives you a figure you can brag to your mates about in the pub. There is a simple equation to convert between the two, because they are the same thing measured different ways. In addition to this modern often dynos spew out their figures corrected for barometric pressure and air temperature in a variety of formats. DIN, SAE, and STD correction factors are commonly used. If the Dyno is a Dynojet one, ask for the run file on disk and you can download run viewer information from their site and convert between them.
Power can also be measured in PS, and KW. To save any confusion I'll just try to list the bikes in order of output after I've done the conversions.
Power (correction factor) Owner
282.9hp Jeff Jareo, HPU 880 nitrous* Dyno chart
286PS Wally Cleber, 810 nitrous
234hp Kllrvet, 810 Stage 5 Dyno chart
230hp John Voter, HPU 880
230hp Mick Hueby, 810 IHI nitrous
206hp (STD) Steve Leonard, 810 Garrett VNT15 Dyno chart
202hp Jeff Jareo, HPU 880
196hp Lorcan Parnell T25 810
184hp Steve Smith, HPU 880 Stage 4
176hp Deathco, 810
165hp John Altom, HPU 880 Stage 5
155hp Ryan Werth, HPU 810 Stage 2
*Jeff's sand dragbike runs 100 yds in 3.60 seconds at 95.225 mph
Quarter Mile Elapsed Time (E.T.)
E.T. (seconds) Owner
8.64 Wally Cleber, 810 nitrous
8.69 Lorcan Parnell, 760 methanol Rajay
9.0 Bart Knowles, HPU 880
9.58 Donnie Crow, HPU 810 Stage 2 Slip
10.0 Steve Smith, HPU 880 Stage 4
10.10 Lorcan Parnell T25 810
10.52 Mick Hueby, 810 IHI nitrous
10.84 John Altom, HPU 880 Stage 5
10.89 Dennis Raiford, stock engine, pipe ,K&N
Terminal Speed (at end of quarter mile)
M.P.H. Owner
169 Wally Cleber, 810 nitrous
162 Lorcan Parnell, 760 methanol Rajay
156 Bart Knowles, HPU 880
146 Donnie Crow, HPU 810 Stage 2
146 Lorcan Parnell T25 810
142 Steve Smith, HPU 880 Stage 4
124 Dennis Raiford, stock engine, pipe, K&N
rl][/url] see
www.750turbo.com/background.htm
