{"id":1984,"date":"2023-07-15T17:06:42","date_gmt":"2023-07-15T15:06:42","guid":{"rendered":"https:\/\/www.heerings.net\/cms\/?page_id=1984"},"modified":"2025-05-27T20:45:19","modified_gmt":"2025-05-27T18:45:19","slug":"kawasaki-gpx-750r","status":"publish","type":"page","link":"https:\/\/www.heerings.net\/cms\/index.php\/my-motorcycles\/kawasaki-gpx-750r","title":{"rendered":"Kawasaki GPX 750r"},"content":{"rendered":"\n

In 1986, the market for 750cc sport motorcycles was exceptionally competitive. Suzuki\u2019s GSX-R750, Yamaha\u2019s FZ750, and Honda\u2019s VFR750 were all outstanding machines. Bikes with larger displacements were allowed to be a bit more unwieldy, so the 750cc class was the sweet spot.<\/p>\n\n\n\n

Kawasaki decided they had enough hardcore sportbikes (Ninja 600, 900, 1000) and created what would today be called a sport-tourer. With higher handlebars and lower footpegs than your typical race bikes, the GPX750R was comfortable for long distances and low-speed errands, while giving up little on the sporty side of things. Cycle World<\/em> named it the \u201cBest 750cc Streetbike\u201d for both 1987 and 1988.<\/p>\n\n\n\n

While aluminum beam and perimeter frames had become all the rage by the late ’80s, Kawasaki opted to use a steel cradle frame for the 750R. They claimed their steel frame was actually lighter than competing aluminum designs. This made it harder for feature-obsessed motorcycle journalists to get excited about the bike. At the time, reviews were almost required to apologize for the steel frame, as Kawasaki’s was the only bike in its class still using one.<\/p>\n\n\n\n

This new engine allowed Kawasaki to make the bike lighter and more compact than other 750s, without sacrificing power. The engine produces a peak output of 106 hp (79 kW) at 10,500 rpm and a maximum torque of 78 Nm (57.3 lb-ft) at 8,500 rpm. With this powertrain, the Kawasaki GPX750R can reach a top speed of 238.7 km\/h (148.3 mph).<\/p>\n\n\n\n