Dunstall/kawasaki Cr900

Dunstall/Kawasaki CR900

Underneath It All There's More Z1 Than Meets The Eye.

ALTHOUGH YOU won't find it defined anywhere in Webster's, we at CYCLE WORLD, in our usual no-punches-pulled search for the truth, are here to tell you that a cafe racer (ka.fe’ ra’.ser, n.), definitely is not a person 'who runs competitively in restaurants and coffee shops. So, don’t expect to find him and his friends speeding around the oval at your local Dennys or Howard Johnsons.

The term cafe “racer refers to a particular type of motorcycle or special kind of individual. Originally, the term jame to us from Europe. There the cafe 0s more than a joint where you grab a greasy burger or a cuppa joe and a hunka pie. It is a place to meet with

friends and discuss the morning’s ride or the one that is pending. As these meetings or gatherings break up, there is literally a race to the next cafe on the schedule.

Because of all of the racing from point A to point B, the bikes used must

be better than box stock. Competition is keen and handling and performance are the rule, not the exception. Despite fhe added head and taillights, the bikes ook as though they’re straight from the Grand Prix circuit. Stock mufflers and pipes are sometimes used, but ordinarily they are replaced with accessory pipes that increase performance or noise or both.

Internally, the engine may have had a cam fitted or some porting work done, whatever the traffic will bear.

While we doubt that the cafe racer scene will proliferate to the extent that it has in Europe, it seems to have taken deep and permanent root in American soil.

Because of the recent upsurge in popularity, Kawasaki and Paul Dunstall have formed a coalition to market a cafe racer kit. These kits, in two forms, will be available at Kawasaki dealerships across the country. For the rider who already possesses a ZI, H2 or HI, it will be possible to buy component parts piece by piece. Those wanting a Z1 plus cafe racer parts will be able to buy the complete unit, all assembled, off their dealer’s showroom floor for approximately $2879.40.

The advantage of buying a complete unit should be obvious. Both the bike and the accessory parts can be purchased and financed as a new motorcycle. A definite desirable for the average consumer. Those wishing to do it a piece at a time, will find that prices are running something like this:

The prices quoted here are approximate and for the Z1 only. The kit that will be available for the Hl and H2 will run right around $25 less.

The only performance mod that has been made to the Kawasaki is a fourinto-one collector exhaust system that is made by none other than Dan Gurney of car racing fame. This latest entry into the speed accessory field has a nice mellow sound to it, yet meets all the sound emission requirements. The chrome does have a tendency to turn straw yellow, but that’s no big thingunless you want chrome pipes.

The biggest drawback to this system is that it must be removed in order to change the oil filter. This is a big inconvenience and one that isn’t really necessary. Other pipes on the market don’t pose this problem.

After a close inspection of the component parts, it was obvious to us that Dunstall has spent a great deal of time working out good molds that can produce quality, first-rate products. All of the glass work is flawless. It is heavy duty and mounted to the frame securely, so it is doubtful that it will be adversely effected by vibration.

One thing that we have found for sure is that there are only two types of opinion regarding the Dunstall products—good or bad. No inbetween. There is good reason for this, as the photq^^, will bear out.

The fairing itself is very angular; that is it is made up of many different angles and shapes. There are no smooth-flowing, rounded corners. On the test unit, our biggest objection was not to the shape or appearance of the fairing itself, but to the height and color of the wind screen.

An average-sized rider had a hard time looking through the shield or over it. According to Dunstall, this was just a prototype. On the production unit, the screen will be cut down to allow the rider to see over it. Also, the dark color will be changed to meet the D.O.T. requirements. This means it will be offered in clear only.

The tank cover/seat assembly blends in well with the fairing. It has the same angular appearance. There are several flaws in the overall design that made fo^| some minor inconvenience and/or irrita^^ tion. For one thing, the cutouts for the knees in the tank cover were not far enough forward for our liking, and our knees would bang against the cover whenever we sat upright and as far forward as possible.

Both the choke lever and gas petcock were almost impossible to operate with ease because of the close fit to the cover and the lack of room. The choke problem, at least, will be fixed on the production pieces. The petcock may ntinue to present a problem.

While following the lines of the rest of the bike, the seat is angled downhill to the front. This in itself has no effect on the rider, but if a passenger is carried, which the bike was obviously designed for, he or she is always using the rider as a backstop.

Aside from this problem, we found the saddle too hard and narrow for our tender backsides. Perhaps younger or more callused riders will be better able to cope with this. The saddle is attached to the cover by two wing nuts at the back of the assembly. By removing these two, the seat can be lifted clear, allowing access to the battery and toolkit.

On the Z1 we weren’t bothered by vibration, but the HI and 2 were another story. There’s enough of it there to conceivably cause the two at-securing nuts to back out. They ould be checked at regular intervals.

The rear-set footpegs are well-placed and comfortable for a reasonable period of time. The shift linkage has no ill effects on the operation of the gearbox. Also, it does not change the shift pattern.

Because of a shorter brake pedal and less available leverage, a greater amount of pressure is required to operate the rear brake. Once one becomes accustomed to this, everything is all right.

On the initial test unit, the handlebars are nothing but a joke. Besides being very uncomfortable, they cannot be adjusted a substantial amount in any direction. This is just another bug that will supposedly be exterminated-from the production equipment. Dunstall will be using their own clip-ons that can be adjusted both up and down and forward and back.

Speaking from experience, we would have to say that the cafe racer seating position is the most miserable and uncomfortable one that we have ever encountered. That on the Kawasaki/ Dunstall lives up to the image. First of all, the Kawasaki fluted grips are quite hard on the hands, due to the fact that all of the upper body weight is on them. On top of that, the seat is as hard as a brick. And the long reach to the grips will put a kink in your back that will take up to a week to work out.

Anyone who can ride any cafe racer in a straight line for more than a few miles deserves our congratulations and a year of free visits to their favorite masseuse. On these machines it’s best to stick to curvy roads, where shifts in body position eliminate any of the machines’ inherent discomfort.

When you saw the pictures of the Dunstall/Kawasaki, you either loved it or hated it. If you loved it, then go out and buy one, but be forewarned that the combination of the Z1 and the unique look of the fairing will attract all kinds of attention and stares. If you like being the center of attention, then you have done the right thing.