KAWASAKI GPX600
Former CMM ad man Andy ‘Catman’ Catton returns to this illustrious organ with a tale (or should that be tail?) of his new acquisition!
Andy Catton returns to CMM!
The Kawasaki GPX600R at its launch in 1988 was Kawasaki’s flagship 600 sports bike, taking over from the legendary GPZ600R. It was an evolution of the GPZ in the engine department but was a completely new model outwardly with angular styling, black plastic tank protectors and a fully enclosed chassis. Engine changes meant eight additional horsepower from 76bhp to 84bhp and a higher top speed (140mph against the GPZ’S 135mph) along with mid-range improvements. The bike was also on the receiving end of a different anti-dive fork system under the new ESCS (Electronic Suspension Control System) moniker and 16in front and rear wheels in keeping with the period. The bike was briefly removed from the UK market in the early 1990s and then rebranded and reintroduced as a cheaper 600 option in the Kawasaki range from about 1993 until 1997 and it was by now supplied without the anti-dive and more modern graphics options than even its stable-mate ZZ-R600, which was launched in 1990, even if the ZZ-R would eclipse the GPX in every way! Nevertheless the GPX (apart from looking unique) is a bit of a find if you are after a cheap, reliable and different old Kawasaki sports bike. I was looking for just that sort of machine, which is where this story starts. I bought this particular Kawasaki GPX600R from Chris Tombleson at Grumpy 1260. I’d been looking for one for a few years when this example popped up on Facebook and a friend let me know about it. I like the look; the colour scheme and the riding position are both extremely comfortable and pure Star Wars speeder bike with wheels, in my opinion, backed up with 80s angles, noises and clocks. Perhaps it’s not a modern classic but it’s definitely a lovely bundle of fast angular fun and far removed in character from the twin cylinder GPZ500S I’ve been riding for the last eight years. This example is in superb condition; the old chap who owned it before Chris had ridden into his late 70s and had to give up due to health, but he had looked after this one extremely well. The aim, while enjoying riding this summer, is to use it as a rolling project, improving the GPX, rather than carrying out a complete restoration throughout 2018. I will be making this GPX ride and look better for myself by
removing non-standard features, such as the exhaust. I will be tidying and attempting to improve the GPX with modern parts where possible as I go. Having spent two satisfying evenings in the garage listening to the first fourcylinder Japanese bike I have ever owned and talking to editor Bertie, I’m now more than suitably inspired to get on with both working on and riding the GPX and keeping a record in CMM over the next few months of the work and riding with all the challenges that taking on a new old motorcycle can throw up. First job, a splurge on ebay got me a brand new belly pan and two new foot peg rider and pillion brackets (right-hand side only), plus a new clock surround. A Haynes manual, some original advertising and a Kawasaki workshop supplement followed, not to mention some original downpipes. The aim is to use them to go back to the original dual exhaust setup. My first mechanical job was to fit a new front brake light switch as this part seems to fail quite regularly and as the back brake switch is operating I’m assuming the switch is the culprit; it lives just below the front brake lever. Replacement was easy, one bolt and unclip a wire, reverse and the front brake light switch operation was fully restored. The next instalment will see me attempting to remove the many stickers which adorn the bike. Not so obvious in these images are the white and black pin striping lines all over, check out the front mudguard for example – they need to go for my sanity’s sake. This will allow a proper in depth look at the condition of all the bodywork cosmetically. So far the tank looks like it might reveal some blemishes beneath the big sticker at the back and the right-hand fairing panel sticker and the rough feel underneath hints at a previous repair. With panels reasonably priced on ebay finding a good one is the major task. Neither of these is on my immediate to do list though, they will happen when they happen. So let’s get to that ‘to do’ list: a full service, replacing oil, coolant, the air-filter and fitting new tyres. Also, I need to have a second key cut, start removing the stickers, fit the new belly pan and foot peg brackets and restore the second-hand downpipes. I will investigate the viability of reinstating the original fuel tap rather than the aftermarket item fitted (which works perfectly), and work out why the right-hand handle bar is hitting the clocks on full lock. Is this normal? If any one knows, please tell me!