The 750 H-2 Leaves Little to be Desired,Cycle Guide review.
Posted: Sat Feb 17, 2007 5:31 pmIn February 1969, in what was then the middle of their model year, Kawasaki held a series of dealer meetings across the country to introduce their new heavyweight champion, the 500cc three cylinder Mach III. This potent contender for the rewards of successful sales in the "superbike" class, soon became the sensation of the industry. The performance was almost beyond comparison with what had gone before, especially considering its relatively small displacement. Its outstanding attractions were acceleration (it was – flat out – the quickest production motorcycle in the world, bar none) and it came with a relatively modest price of about a thousand dollars.
Finally, what every road rider had long known was that booming acceleration was more exhilarating than a top speed of 120+ mph, because where, and how often, could you ride at 120 plus? However, the opportunities for booming acceleration were as infinite as boulevard stops, of which modern urban traffic abounds. At last, here was a "stop-light drag racer" that was almost unbeatable, unless the other guy was also riding a Mach III.
The 500 "Triple" became an immediate sales success and certainly (more than any other machine in their line) made Kawasaki a household word among motorcycle enthusiasts. Not even the introduction of the Honda 750 Four could dim the luster of this Kawasaki achievement.
But, the American motorcycle market is the richest in the world, and affluence has a peculiar tendency to grow dissatisfied rather quickly with the familiar. The 1972 model year is the forth for the 500 Mach III, and while it is still one of the pillars of their line, Kawasaki wisely decided that an additional model was needed to gain a greater share of the superbike market. The development work actually had begun two years previously, with the original concept being a 650cc triple. But time and engineering advancements crystallized the production model at a whopping 750cc’s, appropriately designated the Mach IV. This is the machine that will top Kawasaki’s line of high performance touring models for 1972.
At first glance, if the casual observer doesn’t take notice of the 750 decal on the oil tank, he may assume he is looking at the latest 500cc machine. Closer scrutiny reveals that the engine is considerably more massive than the 500 which completely fills the space between the gas tank and the tubular frame cradle. And, upon closer examination, confirms the impression of greater mass; the exhaust system is considerably larger, sweeping upward at the rear of the pipes; the gas tank is bigger, but still nicely symmetrical; and the headlight and instrument cluster, ahead of the handlebars, are also larger. In addition to the greater bulk of the Mach IV, it is painted a bright blue, while the 500 is bright red.
The 19-inch steel front wheel mounts a 3.25 tire, with a rather small fender mounted to the lower fork slider legs. A large hydraulic disc brake is mounted on the front. We think this a wise move given the fact that the performance of many of the new superbikes is simply too much for the older internal expanding drum brakes to cope with. The lower aluminum fork legs, unlike the steel units on previous Kawasaki road machines, look and function much better. The turn signal lights are mounted on outboard metal struts just below the headlight. The headlight is very large, but not out of proportion, and the illumination is brilliant for night riding. The speedometer and tachometer are mounted with the instrument faces about 45 degrees from horizontal, making them the easiest to read of any production machine we’ve seen yet.
The turn signal, headlight and dimmer switches are all mounted on the left handlebar, within reach of the rider’s thumb without removing his hand from the grip. In addition to the throttle and hand brake lever, the right handlebar carries the choke lever and the hydraulic disc brake master cylinder. The total impression is well thought out and designed for ease of control.
The rather bulbous gas tank carries 4.5 gallons of fuel, which is necessary considering the engine’s prodigious appetite. The oil tank carries slightly over two quarts, which is sufficient for considerable cruising without refilling. The saddle is long, wide and attractive, and is comfortable for short trips but a little hard for those longer jaunts. The box-like tail section above the short concealed rear fender contains the taillight, and enough space for a tool kit. Like the similar section on the 350 triple, this tail area is going to be controversial. One member of our staff didn’t like it while two others did. It seems to grow on the majority of riders. The rear turn signal lights are mounted on outboard metal struts completing the rear end package.
The conventional double cradle frame carries the massive engine fairly low and forward. Because this engine is wider than the 500 Triple, some adjustments had to be made in frame geometry. Other than having an extra ½ wheelbase, the most noticeable difference is an extra 1-½ inches of ground clearance to allow the big triple to lean over in the corners without grinding the cases. The exhaust pipes exit gracefully to the rear with two mounted on the right side and one on the left. Three separate carburetors feed the engine, and it is not the least bit fussy. The relative position of the seat, handlebars and foot pegs is comfortable for riders of various sizes. The foot pegs are the folding variety, which makes it nice for cornering, and in this case, for starting. It is necessary to fold the right foot peg up so the kick-starter lever can be pushed through.
Despite the displacement, the combination of three cylinders and its moderate compression ratio of 7.0:1, the Mach IV is still very easy to kick through. One or two kicks with the choke on and it starts cold. One kick without the choke is all that is needed when the engine is warm. The engine warms up in a matter of seconds to where it will run without the choke. The shift pattern is the familiar Kawasaki touring standard, with neutral on the bottom. We would definitely prefer first gear on the bottom, with neutral between first and second.
As soon as you let out the clutch, the first impression is one of torque. This big road burner really pulls strong from the bottom. The Mach IV’s torque is considerably stronger than the 500 Kawasaki while carrying just over 40 pounds more than its smaller brother carries. However, it develops a maximum torque of 57.1 ft.-lbs., compared to the 500’s 42.3 ft.-lbs., an increase of about 33%. While the 750 delivers maximum torque at 6500 rpm, the 500 gets it on at 7000 rpm. Maximum horsepower on the 750 is 74 at 6800 rpm, so there is no reason to ever wind the engine past 7000 rpm. The power band falls off rather abruptly at 7000 rpm, and with the tachometer redlining at 7500 rpm, the margin of safety is considerable.
Shifting is very smooth and positive, and you can dispense with the clutch when shifting up, provided the engine is not under load. The gear ratios seem well suited to the engine’s power band, which is very wide for a machine of this type. The fact is the engine has so much power that the gear ratios are simply not critical, and could probably be changed with the average rider noticing little difference. The power is very strong from 4000 to 7000 rpm, and pulls with authority in fifth gear beginning at 3000 rpm. While cruising at 65 mph in fifth gear, the engine hums along in the relaxed atmosphere of 4000 rpm, and is fully capable of launching you into the next dimension with a flick of your wrist. The range of cruising speeds above that, that is before redlining at 7500 rpm, is far above what the law or a prudent regard for your safety allows.
The Mach IV has a low center of gravity, and a feeling of great stability. It is very maneuverable for a machine of its size, and even tight turns at low speed gives no feeling that the machine wants to fall over. With its long wheelbase, it tracks like it was on rails at high speeds. The suspension is very comfortable, and just about perfect for ordinary riding. At speeds of 100+ mph, the suspension becomes a little soft for rock steady handling and seems a little mushy.
There is a slight feeling of a hinge in the middle when cornering above 90 mph, but the only place this should be done is on a road race course, which is where we did it. For normal touring, even with a passenger on board, the engine never worked hard. You can quickly run through the gears to fifth, and then forget about shifting again until it’s time to stop. This machine has negated the last great advantage of the big four-stroke machines.
While the engine is not fussy, it is thirsty making the big gas tank a necessity. Normal cruising allows only about 21 – 23 miles per gallon. But, what the heck, look at how much class you show! The Mach IV has an outstanding visual image, and will attract substantial boulevard attention. The oil mileage is very good as well, getting over 800 miles on a tankful of oil. The bike has a manual chain oilier, which we like. Just pull the knob on the left side below the saddle once in a while, and keep your chain in shape without slinging any crud around. In fact, the whole machine stayed very clean and oil tight during our testing.
The machine is not sensitive to tire pressures, so you can fill them to the recommended specs. The choice of tires is excellent, with adhesion bordering on road-race quality. With the beveled engine cases, this Triple can really lean into the corners without grinding anything. The first to touch are the foot pegs, which is a welcome change from the more common, jarring center stand.
The speedometer is a little optimistic …about 5 mph off at 65, and considerably off at 100 mph. But it may have the effect of helping you restrain the throttle somewhat, and on this rocket, that’s not a bad idea. One of the great pleasures of this machine is when you’re ready to pass slower traffic on the highway. Acceleration at 60 or 70 mph is nothing short of phenomenal. Just "screw it on" in fifth and you’ll smoke anything in your path, or drop the gearbox a cog and you’ll swear you’re in a jet with its afterburner cut in. Had enough? If you’re really in a hurry or just a speed freak, drop it into third and HANG ON for your life! Acceleration from 60 to 85 is flat out NASTY, and must be experienced to be believed.
In the course of putting about a thousand miles on our test bike, we experienced considerable chain stretch. It might even be called excessive. Superbikes need super chains. The other negative was the braking system. Despite a large rear brake and the front hydraulic disc, the stopping was only fair. Repeated high-speed stops caused considerable fading, far too much for safety. Also, the front disc squeals loudly under light or normal use. Yet the problem could probably be solved simply with the replacement of softer linings and pucks. The size of the lining and pucks is adequate, so they might just be too hard. We would like to see this modification made by the factory as easily as possible.
The Capacitive Discharge Ignition (CDI) system worked flawlessly. In conjunction with the untemperamental carburetion, the go power was worry free. One probable reason for the abrupt dropping off of power at 7000 rpm is the crankshaft. Oddly enough, the Mach IV does not have a full circle crank, but rather the "pork chop" type, allowing more unswept volume, which results in a lower crankcase pressure when the piston is coming down. With the big displacement, it just runs out of fuel/air to burn at higher rpm’s.
One of the staff was happily bending the Mach IV through a tight turn at about 50 when he hit an oil slick. The loss of tire adhesion was instantaneous, and the machine was sliding across the road on its side, while the rider did likewise. The amount of damage was surprisingly little. The turn signals, handlebars, engine cases and brake pedal took all the damage, and there were no nicks or dents anywhere else on the machine.
After almost a thousand miles of touring, we took the big Triple out to Orange County Raceway for a few quarter mile speed traps, and a little café racing. The times and speeds were very impressive, and we discovered that the Mach IV can run consistent mid 12’s at speeds over 100 mph. Our best run was a 12.719 ET and 105.26 mph.
We found the best procedure was to make about three runs and then shut it off to cool down. After the engine warmed up, the performance fell of considerably. The clutch was very strong, with no fading or dragging. It is possible to shift without the clutch before the engine gets hot. Tire adhesion was so good that it was necessary to find a slick spot on the starting line to break the rear tire loose for quicker shots out of the hole. The handling was so good enough that you could simply wind it up and drop the clutch while still maintaining control. With some super tuning and an experienced drag racer, trap times could easily get down around 12 seconds flat.
There seems little question that this is the quickest production motorcycle in the world today. So it appears that Kawasaki has done it again. The Mach IV has a lot going for it: attractive appearance, super performance, good handling, brakes that can easily be improved, and a probable price lower than any other machine of its size. If that doesn’t turn you on, then you don’t like motorcycles.
Finally, what every road rider had long known was that booming acceleration was more exhilarating than a top speed of 120+ mph, because where, and how often, could you ride at 120 plus? However, the opportunities for booming acceleration were as infinite as boulevard stops, of which modern urban traffic abounds. At last, here was a "stop-light drag racer" that was almost unbeatable, unless the other guy was also riding a Mach III.
The 500 "Triple" became an immediate sales success and certainly (more than any other machine in their line) made Kawasaki a household word among motorcycle enthusiasts. Not even the introduction of the Honda 750 Four could dim the luster of this Kawasaki achievement.
But, the American motorcycle market is the richest in the world, and affluence has a peculiar tendency to grow dissatisfied rather quickly with the familiar. The 1972 model year is the forth for the 500 Mach III, and while it is still one of the pillars of their line, Kawasaki wisely decided that an additional model was needed to gain a greater share of the superbike market. The development work actually had begun two years previously, with the original concept being a 650cc triple. But time and engineering advancements crystallized the production model at a whopping 750cc’s, appropriately designated the Mach IV. This is the machine that will top Kawasaki’s line of high performance touring models for 1972.
At first glance, if the casual observer doesn’t take notice of the 750 decal on the oil tank, he may assume he is looking at the latest 500cc machine. Closer scrutiny reveals that the engine is considerably more massive than the 500 which completely fills the space between the gas tank and the tubular frame cradle. And, upon closer examination, confirms the impression of greater mass; the exhaust system is considerably larger, sweeping upward at the rear of the pipes; the gas tank is bigger, but still nicely symmetrical; and the headlight and instrument cluster, ahead of the handlebars, are also larger. In addition to the greater bulk of the Mach IV, it is painted a bright blue, while the 500 is bright red.
The 19-inch steel front wheel mounts a 3.25 tire, with a rather small fender mounted to the lower fork slider legs. A large hydraulic disc brake is mounted on the front. We think this a wise move given the fact that the performance of many of the new superbikes is simply too much for the older internal expanding drum brakes to cope with. The lower aluminum fork legs, unlike the steel units on previous Kawasaki road machines, look and function much better. The turn signal lights are mounted on outboard metal struts just below the headlight. The headlight is very large, but not out of proportion, and the illumination is brilliant for night riding. The speedometer and tachometer are mounted with the instrument faces about 45 degrees from horizontal, making them the easiest to read of any production machine we’ve seen yet.
The turn signal, headlight and dimmer switches are all mounted on the left handlebar, within reach of the rider’s thumb without removing his hand from the grip. In addition to the throttle and hand brake lever, the right handlebar carries the choke lever and the hydraulic disc brake master cylinder. The total impression is well thought out and designed for ease of control.
The rather bulbous gas tank carries 4.5 gallons of fuel, which is necessary considering the engine’s prodigious appetite. The oil tank carries slightly over two quarts, which is sufficient for considerable cruising without refilling. The saddle is long, wide and attractive, and is comfortable for short trips but a little hard for those longer jaunts. The box-like tail section above the short concealed rear fender contains the taillight, and enough space for a tool kit. Like the similar section on the 350 triple, this tail area is going to be controversial. One member of our staff didn’t like it while two others did. It seems to grow on the majority of riders. The rear turn signal lights are mounted on outboard metal struts completing the rear end package.
The conventional double cradle frame carries the massive engine fairly low and forward. Because this engine is wider than the 500 Triple, some adjustments had to be made in frame geometry. Other than having an extra ½ wheelbase, the most noticeable difference is an extra 1-½ inches of ground clearance to allow the big triple to lean over in the corners without grinding the cases. The exhaust pipes exit gracefully to the rear with two mounted on the right side and one on the left. Three separate carburetors feed the engine, and it is not the least bit fussy. The relative position of the seat, handlebars and foot pegs is comfortable for riders of various sizes. The foot pegs are the folding variety, which makes it nice for cornering, and in this case, for starting. It is necessary to fold the right foot peg up so the kick-starter lever can be pushed through.
Despite the displacement, the combination of three cylinders and its moderate compression ratio of 7.0:1, the Mach IV is still very easy to kick through. One or two kicks with the choke on and it starts cold. One kick without the choke is all that is needed when the engine is warm. The engine warms up in a matter of seconds to where it will run without the choke. The shift pattern is the familiar Kawasaki touring standard, with neutral on the bottom. We would definitely prefer first gear on the bottom, with neutral between first and second.
As soon as you let out the clutch, the first impression is one of torque. This big road burner really pulls strong from the bottom. The Mach IV’s torque is considerably stronger than the 500 Kawasaki while carrying just over 40 pounds more than its smaller brother carries. However, it develops a maximum torque of 57.1 ft.-lbs., compared to the 500’s 42.3 ft.-lbs., an increase of about 33%. While the 750 delivers maximum torque at 6500 rpm, the 500 gets it on at 7000 rpm. Maximum horsepower on the 750 is 74 at 6800 rpm, so there is no reason to ever wind the engine past 7000 rpm. The power band falls off rather abruptly at 7000 rpm, and with the tachometer redlining at 7500 rpm, the margin of safety is considerable.
Shifting is very smooth and positive, and you can dispense with the clutch when shifting up, provided the engine is not under load. The gear ratios seem well suited to the engine’s power band, which is very wide for a machine of this type. The fact is the engine has so much power that the gear ratios are simply not critical, and could probably be changed with the average rider noticing little difference. The power is very strong from 4000 to 7000 rpm, and pulls with authority in fifth gear beginning at 3000 rpm. While cruising at 65 mph in fifth gear, the engine hums along in the relaxed atmosphere of 4000 rpm, and is fully capable of launching you into the next dimension with a flick of your wrist. The range of cruising speeds above that, that is before redlining at 7500 rpm, is far above what the law or a prudent regard for your safety allows.
The Mach IV has a low center of gravity, and a feeling of great stability. It is very maneuverable for a machine of its size, and even tight turns at low speed gives no feeling that the machine wants to fall over. With its long wheelbase, it tracks like it was on rails at high speeds. The suspension is very comfortable, and just about perfect for ordinary riding. At speeds of 100+ mph, the suspension becomes a little soft for rock steady handling and seems a little mushy.
There is a slight feeling of a hinge in the middle when cornering above 90 mph, but the only place this should be done is on a road race course, which is where we did it. For normal touring, even with a passenger on board, the engine never worked hard. You can quickly run through the gears to fifth, and then forget about shifting again until it’s time to stop. This machine has negated the last great advantage of the big four-stroke machines.
While the engine is not fussy, it is thirsty making the big gas tank a necessity. Normal cruising allows only about 21 – 23 miles per gallon. But, what the heck, look at how much class you show! The Mach IV has an outstanding visual image, and will attract substantial boulevard attention. The oil mileage is very good as well, getting over 800 miles on a tankful of oil. The bike has a manual chain oilier, which we like. Just pull the knob on the left side below the saddle once in a while, and keep your chain in shape without slinging any crud around. In fact, the whole machine stayed very clean and oil tight during our testing.
The machine is not sensitive to tire pressures, so you can fill them to the recommended specs. The choice of tires is excellent, with adhesion bordering on road-race quality. With the beveled engine cases, this Triple can really lean into the corners without grinding anything. The first to touch are the foot pegs, which is a welcome change from the more common, jarring center stand.
The speedometer is a little optimistic …about 5 mph off at 65, and considerably off at 100 mph. But it may have the effect of helping you restrain the throttle somewhat, and on this rocket, that’s not a bad idea. One of the great pleasures of this machine is when you’re ready to pass slower traffic on the highway. Acceleration at 60 or 70 mph is nothing short of phenomenal. Just "screw it on" in fifth and you’ll smoke anything in your path, or drop the gearbox a cog and you’ll swear you’re in a jet with its afterburner cut in. Had enough? If you’re really in a hurry or just a speed freak, drop it into third and HANG ON for your life! Acceleration from 60 to 85 is flat out NASTY, and must be experienced to be believed.
In the course of putting about a thousand miles on our test bike, we experienced considerable chain stretch. It might even be called excessive. Superbikes need super chains. The other negative was the braking system. Despite a large rear brake and the front hydraulic disc, the stopping was only fair. Repeated high-speed stops caused considerable fading, far too much for safety. Also, the front disc squeals loudly under light or normal use. Yet the problem could probably be solved simply with the replacement of softer linings and pucks. The size of the lining and pucks is adequate, so they might just be too hard. We would like to see this modification made by the factory as easily as possible.
The Capacitive Discharge Ignition (CDI) system worked flawlessly. In conjunction with the untemperamental carburetion, the go power was worry free. One probable reason for the abrupt dropping off of power at 7000 rpm is the crankshaft. Oddly enough, the Mach IV does not have a full circle crank, but rather the "pork chop" type, allowing more unswept volume, which results in a lower crankcase pressure when the piston is coming down. With the big displacement, it just runs out of fuel/air to burn at higher rpm’s.
One of the staff was happily bending the Mach IV through a tight turn at about 50 when he hit an oil slick. The loss of tire adhesion was instantaneous, and the machine was sliding across the road on its side, while the rider did likewise. The amount of damage was surprisingly little. The turn signals, handlebars, engine cases and brake pedal took all the damage, and there were no nicks or dents anywhere else on the machine.
After almost a thousand miles of touring, we took the big Triple out to Orange County Raceway for a few quarter mile speed traps, and a little café racing. The times and speeds were very impressive, and we discovered that the Mach IV can run consistent mid 12’s at speeds over 100 mph. Our best run was a 12.719 ET and 105.26 mph.
We found the best procedure was to make about three runs and then shut it off to cool down. After the engine warmed up, the performance fell of considerably. The clutch was very strong, with no fading or dragging. It is possible to shift without the clutch before the engine gets hot. Tire adhesion was so good that it was necessary to find a slick spot on the starting line to break the rear tire loose for quicker shots out of the hole. The handling was so good enough that you could simply wind it up and drop the clutch while still maintaining control. With some super tuning and an experienced drag racer, trap times could easily get down around 12 seconds flat.
There seems little question that this is the quickest production motorcycle in the world today. So it appears that Kawasaki has done it again. The Mach IV has a lot going for it: attractive appearance, super performance, good handling, brakes that can easily be improved, and a probable price lower than any other machine of its size. If that doesn’t turn you on, then you don’t like motorcycles.