In 1968, the engineering team at Kawasaki was preparing to introduce a new flagship motorcycle, a 750cc inline four cylinder. Just months before they did, though, Honda christened its first run of the CB750. Honda’s new machine, with its 749cc inline four-cylinder engine with a single overhead cam, was greeted with acclaim and raised the bar for motorcycle manufacturers the world over.

This was great news for the motorcycling world for at least two reasons. First, because the Honda CB750 was a fine machine, and would continue to be through multiple iterations for decades to come. Second, it was great news because it sent Kawasaki back to the drawing board. 

Unwilling to be seen as arriving late to the 750cc inline four party, Team Green beefed up their engine to 903 cc’s and fitted it with dual overhead cams. This configuration delivered 82 horsepower to the back wheel; an outrageous figure for the year of its introduction, 1972. For the next four years, this generation of the bike would remain essentially unchanged. Then, in 1977, the cylinders were expanded from 66mm to 70mm, increasing the displacement to 1015 cc’s, and the new generation was dubbed the KZ1000. Although the increased displacement bought the bike one extra pony (for a stated 83 hp), Kawasaki astutely kept the appearance of the machine—the beautiful ovoid tank, swooping tailpiece, and even the externals of the engine with its iconic round valve cover end caps—unchanged.

In 1978, Kawasaki introduced a new submodel: the Z1R. Noting the modifications many riders were making to their bikes, they decided to introduce a “factory cafe racer.” Although this concept is fairly ubiquitous now, it was relatively groundbreaking back then. Available in black or “dolphin blue,” the Z1R eschewed the 4-into-4 exhaust for a 4-into-1 that gave it a boost in midrange power. It had a coffin-shaped fuel tank, a squared-off tailpiece, and a novel jagged shape for its side covers. Between the new exhaust system and a rack of 28mm carburetors, it turned out a noteworthy 94 hp. (Spoiler alert:  We’ve got one!)

The importance of these machines in motorcycling history cannot be overstated. When the Z1 was introduced in 1972, the team at Kawasaki knew they had created something special, and were eager to demonstrate that fact. They brought three of their new bikes to the Daytona speedway and, in front of an audience of motorsports press, broke no fewer than 52 records, effectively ushering in the era of superbikes.

Throughout the 1970s, the roll call of “Big Zed” aficionados is a veritable rogues’ gallery of two-wheel legends. Pops Yoshimura built and tuned the Z1 that Wes Cooley rode in the 1976 AMA. In 1979, Yoshimura’s son-in-law Mamoru Moriwaki built an equally legendary Zed that was ridden to Formula One victory by Graeme Crosby. In 1980, motorcycle bodywork legend Craig Vetter used ten KZ1000s as the canvases for his most iconic flight of fancy: the “Mystery Ship.”

For a solid decade, the Z1 and its offspring dominated every drag strip and stop light.

But let's hit the brakes and go back to '76.

Picture this: bustling streets, the scent of laksa in the air, and the Kawasaki Z900 rolling in, making waves like a rockstar.

With its 903cc engine, the Z900 bursts onto the scene in Singapore, turning heads and stealing hearts. This bad boy wasn't just a bike; it was a declaration of independence on two wheels. Muscular frame, bold design – it was like the cool rebel in town, cruising through neighborhoods like it owned the streets. You could almost feel the pavement shaking. Truly the king of motorcycles of its generation.

So grab a seat, and let's unfold the tales that make the Z900 a true blue legend in Singapore.