A decade apart, Kawasaki's Z400FX and Zephyr were both huge hits in the Japanese mid-size 400cc class. In an era when motorcycle performance has evolved to the point where their appeal has changed from high performance to relaxed everyday performance, what kind of characters did these two motorcycles have? And what is their underlying theme? We'll take a look at this through test rides of the two motorcycles.
■The catalogue for the early model Z400FX released on April 15, 1979 (above). And the catalogue for the early model Zephyr χ released on March 20, 1996 (below). The Zephyr χ test ride motorcycle was the second model released in 1997, which had minor changes to the suspension.
The Z400FX boasts high performance while exuding a sense of generosity
■The Z400FX is a scaled-down Japanese model of the Z500 model for overseas markets, but it is not just a bore-down, but also a change in the stroke to review the power and torque characteristics, resulting in an ambitious work that exceeds the class-leading output of 40ps (=CB400T) at the time by 3ps. While boasting high performance, the FX's popularity cannot be overlooked because it embodies a class above the rest and tough styling.
The test ride motorcycle for the Z400FX was a red early E1 model borrowed from a used motorcycle specialty store in Matsudo City, Chiba Prefecture. Since it is a normal model that is now quite rare, the price is 750,000 yen (note: as of 1998), which is higher than when it was a new motorcycle. Nevertheless, its popularity has not waned, as there are customers who buy it, and as of 1998, the used price of the same motorcycle is said to be fluctuating between $3257.00 and $5211.20. Since it was a machine nearly 20 years old in 1998, there are very few good deals (both internally and externally in good condition).
Anyway, it's a good feeling to test ride a machine that I've always admired, and it reminds me of the time when I used to watch guys a little older than me riding them with cool looks. The Z400FX's form is so nostalgic and cool that it takes you back to the early 1980s. Also, in this day and age when fully stock FXs are overflowing with customizations, it feels fresh.
By the way, was foot placement not a big concern around the 1980s? The performance figures in the catalog for the Z400FX back then did not include a seat height item, and the edge of the seat where you put your feet down was also angular. Perhaps they were more concerned with comfort when riding than when stationary, and the seat surface area was wide. That said, the Z400FX seat did not have bad foot placement, and for a person 173cm tall, both heels were slightly raised.
Also, when I straddle motorcycles from this era, I always feel that the tank, which looked so big, was surprisingly smart. And there is no groove on the knee grip part of the tank to make it easier to hold. The tanks of modern motorcycles are wide and short from front to back, and the handlebars are low. On the other hand, the tanks of models from around 1980 were slim and long, and I get the impression that the handlebars were made higher to compensate for the distance from the seating position to the grips.
With your back straight and your hands naturally at arm's length, gripping the handlebars, the Z400FX engine won't start even if you press the starter button. Even if the gear is in neutral, the engine won't start unless you disengage the clutch. When you turn the starter again, the sound of an old man's peaceful snoring wakes you up.
The biggest difference between the Z400FX and the Zephyr, which is equipped with a similar engine, is the bore and stroke ratio, which is 52 x 47 mm for the Z400FX and 55 x 42 mm for the Zephyr and Zephyr χ. The exhaust sound of the standard muffler is quiet, but there is enough mechanical noise to make it not distracting. When you open the throttle, the rotation does not increase as sharply as today's water-cooled multi-cylinders, but it revs up cleanly, giving it a heavy impression. The Z400FX engine, which was advertised as a high-output, high-revving type at the time with 43 horsepower/9,500 rpm, is old-fashioned compared to the Zephyr χ, which was a similar engine with extensive modifications.
On the other hand, the Zephyr χ engine, although it is the same air-cooled 4-cylinder, has a 4-valve head, and instead of enlarging the bore, it has been renewed in various ways, such as a 5 mm short stroke (this was from the 1989 Zephyr), a change in cam shape, the adoption of a vacuum-pressure carburetor with K-TRIC (throttle opening sensor), and reduction of friction in each part. And the maximum output is 53ps/11000rpm.
However, in the 20 years between the Z400FX and the Zephyr x, the values for each gear ratio and the primary reduction ratio remain the same. However, the secondary reduction ratio is different, and the number of teeth on the final sprocket of the Zephyr x has increased by 3T. In other words, the Zephyr x is lower geared to the extent that it can rotate at higher speeds than the Z400FX (the red zone is 12500rpm, while the Z400FX is 10000rpm).
■The engine, which is advertised as "promising a class above in both acceleration and cruising performance," achieves sporty driving with a close-ratio 6-speed transmission. The silent cam chain reduces mechanical noise and vibration, and the maintenance-free automatic cam chain tensioner is also featured. Other features introduced include a positive neutral finder that makes it easy to put the motorcycle in neutral, and a PCV device that reduces blow-by gas.
■An orthodox analog double meter, a pattern commonly seen in the 1970s and 1980s. It has a speed warning light that turns on red when the speed reaches 80km/h, and a red band is also placed around the outside of the meter when the speed exceeds 80km/h. This is because at the time, the maximum speed for motorcycles and light motorcycles was limited to 80km/h. Since 2000, the maximum speed for s and light motorcycles has been raised to 100km/h, the same as for regular motorcycles.
■When it comes to carburetors, Mikuni and Keihin are the two major brands, but the K21P carburetor made by TK (Teikei Carburetor) was also widely used in the 1970s and 1980s. A wire directly connected to the throttle pulls and lifts the piston valve, forcing it to open and close. A choke lever is installed at the rear of the body. A vacuum fuel cock is installed at the top behind it.
→Read the full story (JP Website)
Information Source. [ Mosai powered by Motorcyclist ]
