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Issue link: https://magazine.cyclenews.com/i/126801
'.
Flat drag-style handlebars,'
chron'!ed tach and speedometer, a
cluster of warning lights built into
t!:le headlight shell, and kneeguards on the head.
Kawasaki's new E,liminator is styled after drag racers; the engine package is based on the Ninja 900.'
1985 KAWASAKI ELIMINATOR
LOS ANGELES, CA, DEC. 7
Kawasaki has introduced the Eliininator, a
new performance cruiser styled, according
to Kawasaki spokesmen, after custom machines seen at street drags across the country.
Powered by a slightly-modified
908cc Ninja engine, the Eliminator is designed to look like a
drag racer and better addresses
32
real-world riding than sport or semichopper styled'machines, Kawasaki
says.
,
"The majority of motorcycle riding in this country 'is done in the real.
world of stop-and-go city traHic, freeways and interstate highways," said
Kawasaki Motors Corp. Director of
Communcations Mike Vaughan at a
press conference held atthe Los Angeles Convention Center.
"And the best way of coping with
that type of riding situation is with a
solid,long-wheelbase motorcycle with
an almost neutral seating positionall elements built into the Eliminator," Vaughn said. ''This is a bike
. you can ride through rush hour traffic or the Los Angeles freeway system,
across the Great Plains or from coastto-coast without feeling like you've
just competed in the world endurance championship."
The new Kawasaki will be marketed
only in the United States and Canada
and built exclusively at the Kawasaki
production facility in Lincoln, Nebraska, The Eliminator is expected to
be in Kawasaki dealer showrooms by
F.ebruary and o££ered at a suggested
retail price of $4,499.
The Eliminator engine is virtually
the same as the Ninja inline-four,
but with several important diHerences, including smaller carburetors,
new cam profiles, ommission of lhe
dynamic balancer shaft in favor of
rubber engine moul1ls. elimination
of the oil cooler, a larger radiator.
and a new exhaust system.
The Ninja's top-end rush has beef!
traded for extra low and mid-range
power. Peak torque matches the
Ninja, butthe Eliminator is substantially stronger up to 8,000 rpm. Maximum horsepower is down compared
to the Ninja, but the Eliminator is
substantially stronger up to 8,000 rpm.
Four 32mm Keihin CV carburetors
with semi-flat slides replac~ the Ninja's 34mm carbs. Tbe slide design
'improves fuel atomi41tion, and throttle response. A new airbox has the
same capacity as the Ninja's (6.2
liters). The choke control is on the
left handgrip.
Valve sizes are the same as useain
the Ninja (29mm intake, 24.7mm exhaust), but valve timing has changed
significantly.
The Ninja's intake valves open 45°
BTDC and closed 65° ABDC; its
exhausts open 65° BBDC and closed
45" ATDC, measured to and from
Omm lift. Intake and exhaust valve lift
is9.3mm.,
The Eliminator's intake valves open
37.5° BTDC and close 57.5° ABDC; Its
exhausts open 57.5° BBDC and close
37.5° ATDC. Intake and exhaust valve
lift is 8.3mm.
As with the Ninja, the lightweight
hollow camshafts spin in five cast-in
bearings. Each cam lobe actuates two
valves through a forked cam follower,
and valve adjusters are the screw-andlocknut type. The aluminum cam
cover is sealed with a reusable rubber
gas~el.
For increased durability, the valve
spring retainers are anew alloy with
equal strength but significantly more
elasticity.
The included valve angle remains
a narrow 34.9° (intake 18.5" and ex"
haust 16.4° from vertical), yielding
shorter ports for increased breathing
eHiciency, compact chambers for increased combustion efficiency, and
decreases in engine size and weight.
The cam drive is the same as the
Ninja's, with a single 7.94mm-pitch
ink-plate chain driven from the left
end of the crank.
Like the Ninja's, the Eliminator's
cylinders have pressed-in cast-iron
liners; 10 cylinder studs are used. The
base gasket is stamped steel, the head
gasket laminated steel.
Bore and stroke are unchanged at
72.5 x 55mm and redline remains at
10,500 rpm.
As with the Ninja, pistons are cast
aluminum with an II: I compression
ratio. Spark plugs are centrally located
in each combustion chamber.
The biggest change is the elimination of the Ninja's gear-driven balancer, which isn'.t needed in 'the rubbermounted Eliminator engine. Coun.terweightchanges to balance the new
[) ywheeJ eHect were not needed.
Theoil pan has been modiued due
to reduced ground clearance, and
there's a special dam to isolate the
primary gear and clutch [rom sump
oil for increased mechanical efficiency. Oil capacity is down 0.3 qt. to 3.9
qt.
.
As with the Ninja, the one-piece
crank turns in five plain bearings.
Lightweight two-piece rods are forged
from a steel alloy, The primary gear
takes the place of the inboard counterweight for cylinder four, and the
gear teeth are polished to reduce lash
and mechanical loss.
The maintenance-free electronic ignition, featuring an electronic advance, is on the left end of the crank.
Ignition timing is unchanged.
Except for the elimination of the
oil cooler loop, the lubrication system is identical to the Ninja's, The
pump is turned by a clutch-driven
shaft. Oil is drawn through the pri(Tlary crankqlse filter to the pump,
then passed through the filter element to the crank, gearbox, valves,
etc., and returns.lO lhesump. To help
prevent leakage (maximum oil pressure remains 71.1 psi), oil passes to
the head via external lines.
To compensate for theelimination
'of the oil cooler and reduced airflow
due to the 18-inch front wheel and
tire, a larger radiator (width and
height9.25 x 13.78 in. vs. Ninja's 12.8
·x 7.78 in.) has been fitted with an
airflow-increasing dam, increasing
coolingcapacity more than 20%. The
new radiator wei'ghs 3.2 Ibs. vs. Ninja's 2.54 lbs.
Like the Ninja, the Eliminator has