This is a fine example of the Turbo era. For a couple years the big four all tried their hand at making a turbo bike. Kawasaki did it the best. The GPZ750 Turbo was the fastest and best handling of all the turbo era bikes. This particular Turbo 750 has been in my collection for over 15 years. I purchased it form the original owner with around 6k miles on it. It now has around 10k. I really enjoyed this bike. It handles great and has really usable spread of power. When the Turbo does KICK in you get a really strong burst of power. This bike is in great shape. New tires (when it was stored about 5years ago), chain sprockets and brakes. The exhausts which are prone to rusting out are in perfect shape on this example. Body work and paint are very nice and the inside of the gas tank is rust free. It will need a new battery and full service to put back on the road as it has been in my climate controlled museum for the last 5 years. Here is some more info on the GPZ750 Turbo.
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 aluminium “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.
Stock # 19