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Used 1985 Kawasaki GPZ 750 Turbo Used 750L


Condition:Used
Year:1985
Mileage:8836
Model:GPZ 750 Turbo
Engine Size (cc):750
Vehicle Title:Clear
Manufacturer:Kawasaki
Warranty:Vehicle does NOT have an existing warranty
Sub Model (Optional):ZX750E1
:Please take a look at the photos in the photo section of the ad. Unfortunately, eBay isnt allowing me to embed additional photos in the description section. Ive tried to take as many photos as possible to accurately represent the motorcycle as honestly as possible. If you would like photos of any other part you dont see or would like clarification on, please let me know and I will be happy to email them to you. Call or text me at 630-430-3855 with any questions you might have! Thanks for your interest!
Item status:In archive   SEE NEW ADS >>>>>   

Seller Description


1984 Kawasaki GPZ 750 Turbo, ZX750E1 TurboFrame Number: JKAZXDE18FB[hidden information],836 Original MilesBuild Date, August, 1984Considered by many to be the best of the Japanese turbo motorcycles from the 80’s, the GPz750 was sold for just two years. When it came out, it turned a 10.7 second quarter mile, stock. Of the 3,500 750 Turbos built during two years of production, only 350-400 remain.
Please feel free to call or text me at [hidden information] with any questions. I also have a lot ofadditionalphotos Iwasn't allowed by eBay to embed in the description. I would be happy to send them to you. This bike has been part of my collection for quite a few years, and is ridden on a regular basis. It runs and rides with absolutely no issues.Everything on this motorcycle is original, with exception of the paint and tires. The paint and related finishes were done last year to mirror the exact paint scheme of the original. All of the other finishes, including the finishes on the exhaust pipes, are totally original, as is the seat, with all of the factory stitching intact. The tires were also installed last year. As you can see fromthe photos in the photo section as well as the body of the description, the machine has had absolutely no restoration performed to any part of it, except the paint. The condition is exactly what it looks like in the photos.The fairings have no previous cracks or damage. The bike has never been in any type of accident or been dropped at any time.The 750 Turbo runs and rides the way you expect a machine with this type of mileage to run. All of the mechanical components have been checked over to ensure they work properly including the clutch and brakes, which are also newer. The fuel delivery system was also completely gone through last season and functions perfectly.If you'd like anyadditional photos of any part of themotorcycleyou don't see in my photos,please let meknow. I’m happy to email ortext it to you. Andif you would like to inspect the bike or ask anyquestions, please email or contact me by phone or text at [hidden information]anytime.I have a motorcycle collection made up of Italian, American, German, and Japanese big bore motorcycles some of which I will be selling soon. If you have specific questions, just want to learn more, or are looking for something in particular, please let me know.I’m also always looking for other vintage motorcycles to add to my collection, so if you have something interesting to share, please contact me at [hidden information].TERMS:$500 DEPOSIT DUE WITHIN 48 HOURS OF AUCTION CLOSE.BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE.SORRY, NO C.O.D. AND NO PAYPAL.The description of this vehicle is written to the best of my knowledge.However, I am by no means an expert on vintage Kawasaki motorcycles.Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends.ALL SALES ARE FINAL!If you have any questions, please contact me before the auction ends.If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect themotorcyclein person.In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating.This motorcycle is being sold as is, where is with no warranty, expressed, written or implied unless there is a warranty in effect from the factory.The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected themotorcycleand to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the item.Please remember that your bid constitutes a legally binding contract to purchase this item.If you require an inspection, have it done prior to bidding.I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid.After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid.If there are any questions regarding the above terms, please e-mail prior to bidding.Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this motorcycle and win, you are expected to pay and pick it up in a timely manner!I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics.Thanks for your interest!For more on the GPz750 Turbo, read on…The Kawasaki GPz750 Turbo was a sportbike manufactured from late 1983 to 1985, with two model years - the 1984 E1 and the 1985 E2. Differences were minor, a twin push/pull throttle cable for the E2 and different brake caliper stickers. The bike was manufactured in Japan, with parts also shipped to the US and assembled in Kawasaki’s Nebraska plant for the US/Canada market to bypass the import tax levied on bikes over 700cc at the time by the US government, a protectionist move designed to save Harley-Davidson, which was having financial problems at the time.Although carrying GPz badges on the engine covers, it was only referred to by Kawasaki as the 750 Turbo - the GPz tag was not mentioned. It is also referred to as the ZX750E. 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 (84 kW), had sports bike handling (for the day) and looked good - especially next to the other factory turbo bikes which were already on the market such as the Suzuki XN85, Honda CX500 and CX650 turbos, and the Yamaha Seca Turbo.Performance was on a par with the GPz1100, at around 11.2 seconds at 125 mph (201 km/h) for the quarter mile and 148 mph (238 km/h) 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 recorded a 10.71 second quarter mile for Kawasaki to show that the turbo had genuine performance and was ahead of the other factory turbos. It is widely considered to be the best factory turbo produced by the Japanese manufacturers.To build the turbo, Kawasaki did not simply add fuel injection and a turbocharger to a standard GPz750 motorcycle engine. Some parts are exclusive to the turbo, such as low-compression (7.8:1) pistons, stronger gearbox internals, a modified oil pan with an extra oil scavenge pump, a boost indicator, the characteristic aluminum turbo-spoiler, and a different Unitrak linkage (which gave it a firmer ride). The exhaust system and turbo (except silencers) were strengthened with different tube material, and some dimensions and frame geometry differed (28° rake instead of 26°). The rest came from conventionally aspirated 750 and the 1100 (front fork, brakes and some injection parts) and the entire cylinder head assembly from the KZ 650. The GPz Turbo used a Hitachi HT-10B turbocharger, positioned close to the headers, and electronic fuel injection.The following article originally appeared in the Sport Rider, February, 1995……In the early 1980s the editorial rumor mills worked overtime. Excited whispers were traded about a “new technology” that bikedom’s Big Four planned to introduce. All was veiled in secrecy, but alert people soon knew what the hubbub was about: turbochargers. Factory turbo bikes.In 1978, Kawasaki arranged with American Turbo Pac-maker of small industrial turbochargers-to produce the insanely fast 1000cc Z1R/TC. When drag racer extraordinaire Jay Gleason lit up the track with a 10.05 quarter-mile, you’d better believe someone was listening. Ten-oh-five-on a seventies street bike, with skinny tires. Sixteen years later, even the brutal ZX-11 can manage only a wheezy 10.26-second elapsed time.So the Japanese moved as one into the ’80s, brows equally moist with Turbo Fever. Yamaha, Honda and Suzuki’s turbos were heavier and hardly any quicker than the normally aspirated bikes from which they came. The engines were small-500s or 650s. That, along with the weight and physical remoteness of the turbochargers from the engine, meant significant “spool-up” times, called turbo lag. Also, maximum boost pressures were in the seven-pound region-pretty low. After negative press coverage and the word from the grapevine, the buying public avoided the first three turbos.Kawasaki’s version was christened the GPz Turbo and introduced as an early ’84 model. It was based on the GPz750, giving Kawasaki a good base to work from. Few changes were required for the Turbo model. It used flat rather than domed pistons; the mild cylinder head from the KZ650; large-diameter, thinner-walled frame tubing; a specially hardened primary chain; a thicker swingarm; different ignition curves and cam timing; and different Uni-Trac rear linkage. The Turbo also sported fuel injection rather than carburetors, along with a small microprocessor. The “DFI” (Digital Fuel Injection) computer used electronic sensors to automatically monitor and adjust for throttle position, altitude and other factors. Due to its full fairing and extra plumbing, the bike outweighed the standard 750 by some 30 pounds. But it also made an additional 35 horsepower.When the ’83 bike was introduced at Austria’s famed Salzburg-ring circuit, it created an immediate sensation. Dubbed the ”GPz Turbo,“ the Kawasaki was over a second quicker than the other pressurized bikes. And with its Hitachi turbocharger sitting in front of the engine, connected by four short head pipes, boost lag times were reduced compared to the competition.Again with "Pee Wee" Gleason on board, a preproduction version of the Kawasaki Turbo recorded a scalding 10.7 quarter-mile. Heck, even magazine staffers did 11.1s and twos. In its "Final Conflict" issue (July, 1984),Motorcyclistmagazine clocked a 150-mph top speed for the blown Kwakker. (By comparison, the same journal recently tested the 1994 GSXR750 and came up with 11.4 seconds and 153 mph.) Obviously, the Turbo remains a potent weapon.Within months of the GPz Turbo’s introduction, Kawasaki outdid itself again with its brilliant 900 Ninja. It made more, and definitely more progressive, power through its wide rev band. And the Turbo, always a bit leaden in the handling department, looked elephantine when pitted against the first Ninja. Also, the 900 didn’t scare certain by-products out of you when goosed midcorner. Not so the Turbo.


In short, the Ninja was far more of a complete package.All right, what’s Kawasaki’s Turbo like to ride? Exciting, that’s what. No, you won’t flick through the chicanes like your buddies on their CBR900RRs and VFR750s (or old Norton Commandos, either); canyon carving isn’t the Turbo’s metier. Instead, it makes deliberate progress, as befits machines with nearly 60-inch wheelbases. Sweepers and straights are a different story. In this environment the ZX750 will hold its own, thank you. It is, after all, making 73 foot-pounds of torque at 6500 rpm. These are serious numbers. Turbo-heads don’t give a lick that preboost performance (under 3500) is, well, civilized (Okay, a little doggy). Two blinks of an eye later and those two little wheels are doing their stuff. By four grand you’re hearing their high-pitched whine, like a demented dentist’s drill, only probably faster. By 5000, even guys with skidpads on their knees had better be paying attention.As an everyday mount, the GPz Turbo is surprisingly useful. The riding is a nice compromise, tending more toward a 1990s standard than a sport bike. The bar is higher even than a ZX-11's-which already is a great day-long tourer. The seat, especially if fitted with high-grade latex, is fine. You can commute to work, pottering along at 50 if need be. Off-boost, it resembles a modern 550. With an educated right wrist, controllable boost in the midrange is possible.Moderationis the word, and it applies here, provided the addicting whoosh of acceleration is resisted a little. That's the hard part with this bike: the attraction and-to some-the repelling nature of the Turbo. The transformation, as one mid-'80s reviewer put it, from "Mr. Milquetoast to Mr. Monster" in a couple of seconds.The ZX750 has attained cult status, and along with the other factory turbos has grown very collectible. The Kawi was produced for only two years, and according to factory records a mere 3500 were sold in the U.S. Of these, says Chestnut (who’s monitored salvage-yard computers and other sources), barely 15 percent remain intact or running.In the end, the Kawasaki Turbo, with its fuel injection and computer gizmos, was in some respects ahead of its time. All-out speed was the factory’s goal, and this it achieved. Maybe in other respects it missed the boat. Yet this machine, quirks and all, remains great fun-a true and worthy retro-bike.…and the following article by Clement Salvadori, of Rider Magazine...“If intent is enough to convict, anyone purchasing Kawasaki’s 750 Turbo should have his driver’s license revoked,” wrote one moto-journalist in 1984.This Kawasaki was the last of the corporate turbos, which began with Honda’s CX500T in 1982, moved along in 1983 to Suzuki’s XN65 and Yamaha’s Seca Turbo, and ended here. Though Kawi bean counters probably wondered why anyone bothered doing the project, as the other OEMs had dropped their turbos for the 1984 model year. But the money had been spent, so might as well put it out on the market.The major question was: Why build a turbocharged motorcycle? It was a complicated and expensive endeavor, and more horsepower could always be added by using a bigger engine…but turbo-mania was in the air. That could be blamed on Kawasaki, which had sold a KZ1000 with an aftermarket turbo kit back in 1978 and ’79 (Retrospective, April 2014) with moderate success. Then the factory boys began fiddling with a KZ650 in 1980, a good bike that had been around since 1976 and was admittedly getting a bit long in the tooth. R&D decided to update the 650, an in-line four with DOHC and two valves per cylinder, by boring out the 652cc engine another 4mm, now 738cc with a 66mm bore and 54mm stroke. And this GPz750 was the model the turbo engineers decided to build on.The ZX750 Turbo was actually introduced in April of 1983, at an Austrian racetrack. Kawasaki sensibly felt that this bike, with its potential and being ridden by throttle-happy journalists, really needed a closed course rather than public roads. That could happen later when magazines received their test bikes.First we might briefly examine the turbocharging principal. The basic idea is that the quicker fuel can be crammed into the combustion chambers, the more powerful the engine will be. There are two ways of doing this. The first uses a contraption called a supercharger, a mechanism that literally blows the fuel into the engine…as on Kawasaki’s current Ninja H2 models. The main disadvantages of the supercharger are its expense, and the fact that a drive-mechanism has to be routed from the engine. The turbocharger, on the other hand, is powered by the exhaust gases, and merely requires rerouting the headers into a turbine, which then forces the fuel-air mixture to move along very swiftly.Kawasaki had taken a good account of the previous turbo efforts, with the biggest complaint always being “turbo-lag”-the time difference between twisting the throttle and the turbo kicking in. To diminish this, the engineers put the turbine as close to the exhaust ports as possible, with the four short header pipes going down to the turbine mounted at the front of the crankcase.Air intake was another matter, and Kawasaki chose to put the oil-foam filter down low by the countershaft sprocket, allowing for quick access to the turbine, though it was not good on dirt roads. But who would want to ride a turbo on a dirt road? The air rushed into the 47mm compressor, made by Hitachi and capable of spinning at some 200,000 rpm, then sped along to the plenum chamber. The what? The official name for an airbox. Where the boost was pressurized to 11.2 psi as it flowed through the Digital Fuel Injection system.The Kawi engineers did not like the idea of the engine exploding, as was popular with the previous turbo kit model, so cutouts were engineered if the boost pressure exceeded its prescribed limits, or if the engine revved to more than 11,500 rpm. After all, this Turbo was under warranty, which the earlier unofficial one had not been. However, talented mechanics could figure out how to get more power-which may be one reason why only some 10 percent of the 3,500 Turbos sold in the U.S. still exist.Engine alterations were few, with less aggressive camshafts, compression ratio lowered to 7.8:1 vs. the GPz’s 9.5:1, and new pistons better designed to cope with the extreme heat that the turbo could create. Rear-wheel power went from a little less than 70 ponies for the GPz to 95 mustangs for the Turbo. Torque went from 41 lb-ft to 63 lb-ft. Kawasaki ads claimed horsepower was 112, but that was probably taken at the crankshaft.Leaving the crankshaft, the Turbo power went along a strengthened primary chain and a stronger clutch. The output shaft in the gearbox was made heftier, and four out of the five gear ratios were altered to make them taller. Minor alterations came to the full-cradle chassis, with a single-sided swingarm called Uni-Trak mounting a single shock with air adjustability and rebound damping alterations. Up front the 37mm fork tubes also had adjustable air pressure and an adjustable anti-dive system, which testers seemed to like. Rake was 28 degrees, trail, 4.6 inches; this was set up more for the straight line than the curves, but handled quite well wherever it was taken.Three-spoke cast wheels had a 110/90 tire on the front, 130/80 at the back, with the brakes straight off the GPz1100-dual discs and single-piston calipers on the front, a single disc at the back. Distance between the axle centers was 58.7 inches, and wet weight, with five gallons of gas in the tank, was some 555 pounds.Get on the saddle, turn the key, push the button and a normal-sounding engine comes to life. Roll along to your favorite country road, hit the throttle at 3,500 rpm and a bit of a lag was evident. However, from 6,000 rpm the boost was smooth…and arm-wrenchingly apparent.Then Kawasaki introduced the Ninja 900, with liquid cooling, four valves per cylinder, slightly more power…and less expensive. Sayonara, Turbo.
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Item Information


Item ID: 144413
Motorcycle location: Chicago, Illinois, United States
For sale by: Private Seller
Last update: 20.01.2020
Views: 52
Found on eBay.ca
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1985 Kawasaki GPZ 750 Turbo Used 750L
Current customer rating: 4/5 based on 1171 customer reviews

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