The first sighting of the z1300 model was at the Cologne Motor Show in September 1978, but it was in it's concept stage in the late 1960's /early 1970's

Big was an understatement. This was a huge 1286cc 62mm bore x 71mm stroke, DOHC water cooled six cylinder monster,
Developing a claimed 120 HP @ 8000 RPM and a top speed of 138mph, weight was 315Kg or for us Brits 692lb, the seat height was 32in the wheelbase was 65.5in or 1660mm in length.
With 86 lb-ft @ 6500 RPM  the six cylinder engine delivered a smooth, never ending surge of power. Red line was 8000 and a few pushed it that far and a bit further.
Power was delivered from the crank to the rear wheel via two torque converters, the first on the secondary shaft by use of the primary chain, then onto the multi plate wet clutch by use of the secondary chain, through a 5 Speed transmission.

Power continued though the 2nd torque converter, found on the output shaft before the front bevel box, and finally through the prop shaft and rear differential to the rear wheel.
The two torque converters smoothed out the power and saved the clutch and front bevel gear.

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This huge power plant was held in a cradle tubular frame with telescopic 38mm front air forks and air adjusted rear shocks. Sticking it to the road were 110/90-18 on the front and 130/90-17 on the rear, skinny tyres compared to today, but wide in 1979.
Brakes consisted of twin 260mm front discs with two single pot 43mmx41mm piston callipers, rear was a 250mm with a single twin 43mmx22mm piston calliper.

These were the same that were used on the very smaller and much lighter z650, they worked very well on the z650 but not on the z1300.

 
To start this engine there was a huge fuel tank, that sat on a huge engine that got very hot. with three twin fire ignition coils placed just underneath the fuel tank.

The fuel/air ratio was delivered via 3 Mikuni BSW32 twin choke carburettors.

These carburettors worked very well when they were set up correctly running on the old leaded fuel, however modem fuel with ethanol does cause a few issues.

Each carburettor had a single top CV diaphragm operating two slides with a pilot and main jet per slide, using a common float, float valve and float bowl, feeding fuel to both cylinders,

Single choke plunger was used on each carb, and additionally, a coasting enricher diaphragm, one for each carb sat on the left hand side.

Exhaust gases were removed buy the use of six double skinned down pipes to a collector box on each side and tucked neatly under the engine, a single large silencer on either side of the rear wheel, producing that distinctive six cylinder growl.

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Carb models ran from 1979-1983.

From1984 Kawasaki introduced the ZG1300DFI basically the same as the Z1300A5 with a few slight changes to the engine but a huge change to fuel delivery with the development of the new DFI used on the Gpz1100, this was incorporated onto the z1300 increasing power to 130bhp.

This was a nice system that actually worked, unlike the Gpz1100 that were prone to problems

However after 40 years, due to the fragile DFI components and lack of Kawasaki original parts, it is now becoming harder to keep these beautiful bikes on the road,

 

 

Maintenance and servicing

For both models these bikes are quite easy to work on despite the size.

However modern bike shops do not wish to have a 40 year old bike of this size taking up ramp space, so work is usually undertaken by the owner or by a dedicated enthusiast.

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Parts and consumables

Luckily Kawasaki used a lot of parts found on other bikes so a lot of parts can be sourced from reputable manufacturers of good pattern parts. Although a few parts were only found on the z1300 and are NLA ( no longer available) or in Kawasaki's words the dreaded "Discontinued", in this instance a few companies or individuals have actually had parts manufactured.