Job one was to remove the lump from the frame. The rear suspension still had a rocker arm on top. I thought I would have to devise some sort of wrist pin puller to get it free, but a little back and forth by hand with a deep socket got it out. Must have been for the previous generation bike. I feel like I'm going down that road again with my latest Craigslist mistake. The 1995 model got a perimeter frame and big changes to the suspension. It's hard to tell from these crappy iPhone pics, but the cylinder and piston actually look really good.
It has been a long-standing model in 's lineup, having been introduced in the early 1980s, seeing several revisions along the way up to the end of its production in 2006. In it, two of the most lusted-after changes were incorporated, and of course those two were a liquid-cooled engine and a rear disc brake. The bike became larger, faster and heavier, which was well received by some, but alienated the beginners who loved the old bike. The stock forks were easy for an aggressive rider to bottom out, and so was the rear end, depending on rider weight. Tougher pads were developed, but the most important change, over time, is that riders finally adapted to the much more powerful disc brakes and stayed off of them except when they needed them. The old chain is an o-ringer and in surprisingly good shape.
I got it home and stuck the tank, side panels, and airbox on to see what it might look like all together. One of the pictures in the ad made me hopeful that the bike had been sealed up from the elements because I could plainly see a rag stuffed into the back of the carburetor. Careful porting, head work and boring out the carb was the key, along with an aftermarket pipe and silencer. But on the other hand, the front wheel is frozen solid and the plastics are all roached badly. The main bearings feel pretty crunchy. I've used it more than I thought I would.
I'm also thinking that the compression I felt when picking up the bike might have had more to do with all the water in the bottom end than actual good compression. He set up a business around motor mods and suspension changes that helped keep the bike competitive far beyond its years. Well, let's dive into the dumpster, shall we? Like when I tried to pull that stump out with my Jeep and a few tie down straps. It would truly suck to have a running bike for just a few hours before the magnets broke and wiped out the stator assembly. A bigger clutch and a greater amount of crank mass counteracted the increase in horsepower, keeping the bike tractable. Since this reserved area is restricted to the media only and to distributors, the collected personal data is used only to gain access with a specific login and password. Rusty spokes, rusty fasteners, rusty frame wherever paint had rubbed off, corroded fins and side cases on the motor, ancient leaky fork seals with a thick crust of tar all over the fork lower, soil settled into nooks and crannies.
First off, cooling the engine of a trail bike was a different matter than cooling a motocrosser. You can ride it for a year and sell it again for the same price. It's different than I'm used to. It kept its air-cooled cylinder but got a power valve, which was called the Kawasaki Integrated Powervalve System. The reason it appealed to beginners is clear—it was light, mild-mannered and inexpensive. The trans wasn't immune to taking on water, either. The new rear end had a single wishbone pushing a rocker that gave the shock a rising rate.
Out west, they were fast and angry. Well back to the ignition. Unsourced material may be challenged and removed. Out comes my favorite engine lock-up tool, a three-foot piece of nylon rope. The rift between East Coast riders and West Coast riders goes back decades. Let's see if the motor is free. She helped me hump the thing, locked front wheel and all, into my trailer and away I went.
As the direct result of a racing program with Jack Penton, the 200 got a quick-detach rear wheel. Luckily, they have three threaded holes to mount up a case splitter. But if those bikes are out there, they are well hidden. I also detect no play in the crank, and everything moves smooth as silk. .
They can even plate the sleeves like they would an aluminum bore. One of the reasons that Kawasaki engineers made so few changes was because they were afraid they would mess up the magic formula. I really should have pulled the side cover first so that I could use my rope trick to make removing the clutch nut and crank gear nut easier. The engine remained air-cooled, but the finned cylinder grew a power valve, the common name for a variable-height exhaust port. Then the trickle changed to an outpouring of about a quart of orange water. But on the other hand, the bike is remarkably complete and original.