Admin will share for this article and happy after kz200 motor can be information about where I get info about the modifications contained kz200 discussed at the HARLEY DAVIDSON FORUM they talked about kz200 and their modification in terms of coating and a slightly modified body
They inform the start of them getting kz200 motorcycle until they are done modifying it
From the starting they get the kz2oo
Until Their finished for modifications kz200
You can Find for the details and step by step for that modification at HARLEY DAVIDSON FORUM And Enjoy for this Sharing.......................
Tradition would suggest that a café racer be based on something British, perhaps a pre-unit Triumph 650cc twin in a Norton Featherbed frame. There are only so many parts and pieces from those motorcycles around, however. And now, thanks to an increased interest in the café style of build, folks are turning to some rather pedestrian machines – such as Honda CB350s or Yamaha XS650s — as starting points.
Others, though, are becoming ever more creative in their machines of choice. Take Calgarian Al Onia. His most recent project was based on a run of the mill 1978 Kawasaki KZ200. But it turns out Onia’s reason for choosing a small-displacement Japanese single-cylinder motorcycle does have a connection to a couple of British bikes
“I’ve always loved the British machines, and always liked the Royal Enfield Continental 250,” he says. The GT Continental was based on Royal Enfield’s pushrod 250cc single-cylinder Crusader, but the GT was equipped with a sleek gas tank, clip on handlebars, rear sets and a small windscreen. It looked the part of a mini café racer, and although it got the blood up in some of the young lads, it only sold from 1965 to 1967. The other British bike Onia appreciated is the BSA 250 Starfire. Onia says, “They look clean and uncluttered, and even though they’re utilitarian they do have some style.”
Onia has been riding motorcycles since he was 14. He started out aboard a used Honda S65, purchased from Bow Cycle, and says every couple of years he’d trade up to something better, including a Honda CL72 250cc scrambler, a Hodaka Super Rat and finally a brand new Suzuki TS185 street scrambler. After that, Onia took a 20-year hiatus from bikes before jumping back into the hobby. In the early 2000s, with the luxury of a few months of early retirement, he started buying and restoring some of the bikes of his youth.
After restoring and riding a few Japanese machines, Onia decided he’d create a café racer. And although he admired the RE Continental and the BSA Starfire, he says he didn’t look too hard for one of them. “I was spoiled by the ultimate reliability of Japanese motorcycles – they were easy to get running and keep running,” he explains. “So I started looking for a small displacement Japanese bike that wouldn’t suffer too much under my customizing hand if I screwed it up.”
Onia found his ’78 KZ200 in Coeur d’Alene in the Nickel’s Worth newspaper, a classified ad resource serving the Pacific Northwest in the U.S. Upon spying the ad, Onia went online and Googled the KZ200 and liked what he saw and read. “They are different than either a Honda or Yamaha and they have a good reputation,” Onia says. He got pictures from the seller, and although the machine had been painted blue with a rattle can and there was a Harley-Davidson seat affixed, Onia decided the bike had some potential.
Kawasaki built the KZ200 from 1977 to 1985. With a SOHC 200cc single-cylinder powerplant and five-speed gearbox, the KZ200 was marketed as a small displacement street cruiser. One can only imagine how many ‘cyclists have learned to ride aboard just such a machine.
He completed the deal for $550 without actually seeing the motorcycle up close, but he was comforted by the fact that the owner still had the original papers and all of the parts he’d taken off the Kawasaki during his ownership. Onia filed his paperwork with Canada Customs and drove to Coeur d’Alene to pick up the KZ200. Everything went smoothly coming back across the border with his purchase, and Onia had the bike home in the fall of 2008.
He says he had formed a mental picture of what he wanted the bike to look like when he was done with it, and that was a simple and clean little café racer. With only 4,500 miles on the odometer, Onia says the KZ200 ran fine, and he didn’t have to pay much attention to the health of the engine, apart from cleaning the carburetor and changing the oil.
Onia didn’t want to put on rear sets or lower the handlebar with a set of clip ons. Instead, he fitted a drag bar with a minimal pull back, and that helps retain a more upright riding position as opposed to the crouch adopted by many other café racer motorcycles. The Harley-Davidson saddle was promptly removed, and Onia restored the stock Kawasaki seat pan before conferring with his upholsterer about how best to build the classic ‘bum stop’ seat pad.
A small fairing to fit a six inch headlight was located and purchased at motorcycle wrecker TJ’s Cycle in Calgary. With the fairing fitted to the Kawasaki it became apparent that the large lollipop signal lights that are prevalent on the Japanese motorcycles of the period could not be retained. Instead, Onia installed a set of Lockhart Phillips turn signals, and these units helped tidy up both the front and back of the machine. Taillight is the stock unit, as are the instruments, hand and foot controls, fuel tank and side panels. Even the muffler – with its slight megaphone pretension – is the stock unit. Wheels and spokes were cleaned up, and a set of Duro tires installed.
Tradition would suggest that a café racer be based on something British, perhaps a pre-unit Triumph 650cc twin in a Norton Featherbed frame. There are only so many parts and pieces from those motorcycles around, however. And now, thanks to an increased interest in the café style of build, folks are turning to some rather pedestrian machines – such as Honda CB350s or Yamaha XS650s — as starting points.
Others, though, are becoming ever more creative in their machines of choice. Take Calgarian Al Onia. His most recent project was based on a run of the mill 1978 Kawasaki KZ200. But it turns out Onia’s reason for choosing a small-displacement Japanese single-cylinder motorcycle does have a connection to a couple of British bikes
“I’ve always loved the British machines, and always liked the Royal Enfield Continental 250,” he says. The GT Continental was based on Royal Enfield’s pushrod 250cc single-cylinder Crusader, but the GT was equipped with a sleek gas tank, clip on handlebars, rear sets and a small windscreen. It looked the part of a mini café racer, and although it got the blood up in some of the young lads, it only sold from 1965 to 1967. The other British bike Onia appreciated is the BSA 250 Starfire. Onia says, “They look clean and uncluttered, and even though they’re utilitarian they do have some style.”
Onia has been riding motorcycles since he was 14. He started out aboard a used Honda S65, purchased from Bow Cycle, and says every couple of years he’d trade up to something better, including a Honda CL72 250cc scrambler, a Hodaka Super Rat and finally a brand new Suzuki TS185 street scrambler. After that, Onia took a 20-year hiatus from bikes before jumping back into the hobby. In the early 2000s, with the luxury of a few months of early retirement, he started buying and restoring some of the bikes of his youth.
After restoring and riding a few Japanese machines, Onia decided he’d create a café racer. And although he admired the RE Continental and the BSA Starfire, he says he didn’t look too hard for one of them. “I was spoiled by the ultimate reliability of Japanese motorcycles – they were easy to get running and keep running,” he explains. “So I started looking for a small displacement Japanese bike that wouldn’t suffer too much under my customizing hand if I screwed it up.”
Onia found his ’78 KZ200 in Coeur d’Alene in the Nickel’s Worth newspaper, a classified ad resource serving the Pacific Northwest in the U.S. Upon spying the ad, Onia went online and Googled the KZ200 and liked what he saw and read. “They are different than either a Honda or Yamaha and they have a good reputation,” Onia says. He got pictures from the seller, and although the machine had been painted blue with a rattle can and there was a Harley-Davidson seat affixed, Onia decided the bike had some potential.
Kawasaki built the KZ200 from 1977 to 1985. With a SOHC 200cc single-cylinder powerplant and five-speed gearbox, the KZ200 was marketed as a small displacement street cruiser. One can only imagine how many ‘cyclists have learned to ride aboard just such a machine.
He completed the deal for $550 without actually seeing the motorcycle up close, but he was comforted by the fact that the owner still had the original papers and all of the parts he’d taken off the Kawasaki during his ownership. Onia filed his paperwork with Canada Customs and drove to Coeur d’Alene to pick up the KZ200. Everything went smoothly coming back across the border with his purchase, and Onia had the bike home in the fall of 2008.
He says he had formed a mental picture of what he wanted the bike to look like when he was done with it, and that was a simple and clean little café racer. With only 4,500 miles on the odometer, Onia says the KZ200 ran fine, and he didn’t have to pay much attention to the health of the engine, apart from cleaning the carburetor and changing the oil.
Onia didn’t want to put on rear sets or lower the handlebar with a set of clip ons. Instead, he fitted a drag bar with a minimal pull back, and that helps retain a more upright riding position as opposed to the crouch adopted by many other café racer motorcycles. The Harley-Davidson saddle was promptly removed, and Onia restored the stock Kawasaki seat pan before conferring with his upholsterer about how best to build the classic ‘bum stop’ seat pad.
A small fairing to fit a six inch headlight was located and purchased at motorcycle wrecker TJ’s Cycle in Calgary. With the fairing fitted to the Kawasaki it became apparent that the large lollipop signal lights that are prevalent on the Japanese motorcycles of the period could not be retained. Instead, Onia installed a set of Lockhart Phillips turn signals, and these units helped tidy up both the front and back of the machine. Taillight is the stock unit, as are the instruments, hand and foot controls, fuel tank and side panels. Even the muffler – with its slight megaphone pretension – is the stock unit. Wheels and spokes were cleaned up, and a set of Duro tires installed.
What’s not stock on this Kawasaki is the paint. Onia says he’d always wanted a yellow motorcycle, and decided the KZ200 would look good in a coat of Corvette Millennium Yellow, a hue Onia says is identical to Ducati yellow. To complete the look, he found a roll of chequered flag decals at a local hobby shop, and applied the trim to the fairing and the centre of the gas tank.
At 5’7” and 140 lbs., Onia isn’t a big man. The riding position and size of the Kawasaki suits him perfectly. “I’m the ideal size to be on a bike like that,” he says. “It’s easy to handle, and I ‘m a small guy so it’s not lugging a lot of weight.” He rides the KZ200 regularly on the local back roads, and will tour 160 to 200 miles at a go – just not on the Trans Canada. “That would be disconcerting, even though it will do 60 to 65 mph all day long.”
Built from 1980 to 1984, the Kawasaki KZ200 is a 200cc, single-cylinder, chain-driven street bike that features a five-speed transmission, and front disc and rear drum brakes. The bike was designed for city commuting and was widely sold in the North America and Asia. The Kawasaki KZ200 has a relatively small engine displacement at 200cc, which makes it ideally suited for short trips within a city. Troubleshooting problems around starting issues or loose chains should be done before
Instructions
1
Insert the key into the ignition turn the key and see if the lights turn on. The KZ2000 does not have an electronic ignition but still needs a battery. If the lights do not come on, remove the battery and check to see if the battery is holding a charge. If not, recharge the battery or replace it.
2
Turn the kick start out and try to start the bike. If the bike does not start, confirm the "Kill" switch is turned to the "Run" position. Check the fuel switch and confirm the switch is set to the main fuel tank. Confirm that is gas in the fuel tank. If the KZ200 still will not start remove the single spark plug from the engine and inspect the spark plug looking for cracks in the ceramic top of the plug. Replace if necessary.
3
Inspect the chain on the KZ200 motorbike. If the chain has excessive play or appears loose, consult with a mechanic or bring the motorcycle to a repair facility to have the chain shortened or tightened. Riding a motorbike with a loose chain can be dangerous.
Lively city of Palembang in the last two days (10-11/10), especially the area of street POM IX event thanks to the presence of two-wheeled modification contest, MOTODIFY 2009 held by Djarum Black. For two days the area was filled with bikers and bike lovers also modifications. Along the way the owner modification helped gather, as well as Anto, 34. Not by accident he came to the venue, but he took part with Binter Mercy 1983.
Binter Mercy joined the black-robed enliven motor modification row displayed in the venue. Starting from the concept embodied in the imagination Anto, owner modification and the owner of the motorcycle-style chooper says, "I did this modification starts with imagination and left no input from my friends shop, so this chooper materialize," the firm Anto.
The first change that needs to be done in the context of concerns using "pipe wheeldeep" with a thickness of 3 mm. While support for good springer front suspension was chosen as the support of the motor to the body. Springer is the work of the fellow that flew mechanical workshop name Harum.
"This motor is the result of the workshop together with the scent, he worked on the project legs, springer and Footstep, while I prefer to concentrate to make the tank and chassis as well as other modifications," said the two children of this man. For the legs, the legendary motorcycle alloy wheels adopted from the car with the ring size 15, to make it look more macho. Whereas the right circle size rubber 170/15.
In connection with the kitchen runway, Anto still rely on the machine with a standard specification that has the capability of $ 200 CC. It's just to boost their performance, an alternative ignition and it's chosen unlimited CDI Suzuki Shogun 110. When asked about his victory in the National-scale event of this contest, the man said, "I am very happy and this would spur me to further realize the concept of the GS 250 Chopper"
Japanese Style or Jap Styleis a genre of motorcycle modification, its minimalist and almost naked. Usually has the characteristics of the large tires and throwing accsessories are not necessary. Only some important parts are still mounted as headlight, turn lights, and brake lights. Maybe some pictures below can inspired you.
Many people are crazy about bikes and for them it does not count the number of bikes they have. This craze gives them the possession of some of the most adorable bikes, in the motorcyclist community you will find a group of people who love their bikes to be responding to the basics. They are the persons who love to ride bikes that are powerful , fast and just have the essentials. Further chopper have a unique styling statement to them. Choppers are created by taking an existing bike or an ew bike tearing them apart and creating a bike which is on their own terms and specifications; this is how the creation of choppers takes place. To define choppers, is obviously a difficult task,choppers are fairly flexible customized motorcycles which do not possess anything else other than what is required for it go- from windshields and mirrors to the brakes and the speedometers.
As far as the history of chopper is concerned, the choppers were developed after the Second World War. The former soldiers wanted the motorcycles like the one’s they drove during the war, so they brought bikes and modified them according to the one’s they had during the war times. The bikes that they built were like the ones wherein the front fender were taken off from the bikes and the rear fender came into two sections and the soldiers just took off the rear most portion. The new shorter fenders were called as bobbed fenders and the people who used the bikes after such modifications were referred to as bobbers. After this there were radical changes in the bikes or to the choppers, there was a state wherein many of the people would strip every piece of the bike and rebuild it strip by strip. Building a chopper requires lots of knowledge about the engineering of the bikes. They fabricated the different parts including the exhaust pipes or gas tank so that they could feel the experience of their self designed bikes. It was at this stage that the people began to call these bikes as choppers because they had chopped each and every part of the bike and created something new. In the 1960’s and 1970’s some of the movies like the "The Wild One" and the "Easy rider" featured these choppers and thus the choppers were in the limelight. It was after this that the nation saw many chopper enthusiasts , the crazy bikers almost spent about months and several weeks to design their customized bikes and all for various needs like comfort, touring, speed and even to create the styling statement.In the 1980s the motorcycle companies also began to offer the customized bikes or the choppersbased on some of the most popular designs. But after the economic recession the culture of choppersso its decline but how long the crazy bike users can survive in 1990 again there were many companies offering many different varieties of choppers. In this recent days the choppers new creation really rocks.
About the Author Chris Martin is a SEO Copywriter of Choppers history. He has written many articles on Customchoppers, custom chopper kit, chopper motorbike, chopper for sale…etc. For more information visit: Xtreme Texas Choppers
It is still motorcycle safety Awareness Month so I am still bent on making you aware of safety and motorcycles. Hand signals play a large part in motorcycle riding if you are riding in a group (unless you have those handy helmet radios). As the “leader of the pack”, they are a great way of letting everyone behind you know what is going on and what to watch out for.
The signals are somewhat universal but I’ve thrown in some illustrated guides in this post to help you out. When riding in a group, your members can decide on which ones work best for you. As I said, the hand signals seem pretty universal from what I’ve seen. Click on the image to enlargethem to better see what’s going on. Print them out or bookmark this post for reference!
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