Information kindly supplied by Ito Hiroki
Atsushi Yamaguchi has modified his KR-1R (thats his bike pre mod above) by fitting the front end of a ZXR 250
It is a straight swop. KR-1S front wheel is a bit wider than a ZXR250 but still fits ok. See his site
To read info of Japanese sites use the translation engine on the altavista site http://uk.altavista.com/trns
Carb bits can be found on this site http://www.hase.gr.jp/~extreme/archives/sources/genuine/
A bit about the KR-1R from Peter Lodge - 'I rode against a KR-1R a few years ago (more than a few years actually). Ridden by Rob Frost, it was originally prepared by Jack Machin for Paul Brown. I remember it being a fraction faster than mine & his gearchange points were totally different. He definitely had the big carbs on as I caught him with the tank off after the race! Don't know what happened to the bike, but it went down the road a few times that I know of, taking me out once. Rob went on to 125 & 250 Supercup & briefly rode a Superbike. Think he rides an R6 now at national level & tests for Fast Bikes magazine.' (26 July 2001)
Continuing the story of Rob Frost's KR-1R - a snippet from Tim Pritchard
"... found a picture of Frosty's old KR1-R. Pete Lodge was right,it was
imported by Jack Machin for Paul Brown to race, and when they got hold of it,
XX paintwork resprayed a KR1-S logo over the original KR1-R one that first
adorned the bike.. to be honest though, the damn thing never ran right and the
photo that I have included in this email was at Donington, where he pulled out
of both races due to it running so shite and not due to the fact that he had
forgotten to put the front wheel in! I hope you can use the pic, sorry about
the quality, but to be honest it was a miserable day at Donington..." (16
"Having owned a KR-1 since February 1989(!) when I saw the british MCN article I had to have one (R). Incidently Simon Crafar (one time Red Bull 500cc GP winner) raced a KR-1 in 250cc sports product here '88/'89. Shortly after the S was released here due to overwhelming sales of RGVs it started getting its arse kicked. What could be done? Kawasaki NZ asked dealers what was needed; dry clutches? race igitions (3 ignition curves switchable) or race chambers or carbs? And so the KR-1S C3A variant was born - an S model factory fitted with the 35mm carbs from the R model. KR-1SP was distinguished by yellow Sports Production stickers under Kawasaki along the side of the belly pan. Anyway my story is ... I found in '91/92 what is believed to be the only R model in NZ (frame number 25!) at an importers (200 miles away) and for only NZ$3200 (1000 quid). Whether this had been proddy raced in Japan (remnants of Team Green stickers on tail section) is uncertain. Doubtful as was still wearing factory OEM tires front and rear. Two of my friends have each owned KR-1S and KR-1SP so it was fitting that I own both a KR-1 and KR-1R. I feel guilty now to tell you of the sins committed to this rare bike - It has had the rear subframe modified to be removable ala ZXR etc and along with this gene therapy from its bigger brother come his ZXR400 forks (stepped down stem pressed into yokes) with brakes and wheels ...yeah 4.5" 17" rear wheel!. Parts of this bike have visited your shores - barrels replated by APTEC Coatings. The rear wheel still requires fitment, as yet the cush drive blank I have had cast and heat treated is yet to be finally machined to suit chainline (10mm closer to centreline than ZXR400). Recently the above KR-1SP that my friend had owned previously, has come up for sale (stored last 4 years by current owner) NZ$3500 ono (1150 pound) and considered overpriced. Was I tempted to add to my collection .... sure but on the same day I came across my new love ...YZF750SP. The honk from it's FCR39 flatslide carbs sounds so similar to the KR 35mm Keihins on full song and the close ratio gearbox completes the illusion of my KR-1R. Handles like a 250 too. Try one - most underestimated bike - like the KR. Whats required - 35mm KR conversion: Modify standard Reed block inserts (white part) to transition of larger bore of 35mm rubbers. Inlet tract rubbers (engine side) 2 x PWK35 carbs Air box rubbers/trumpets for above. If non OEM source of carbs unavailable try Sudco in USA - they have ultra-spec'd Quad Air Screw species (!) - Trick but expensive although can be ordered jetted to suit at US$230 each. Or contact local motocross breakers/wreckers and obtain 1990 KX125 H1 carbs (PWK35 will require rejetting - needles, pilot jets and mains). NZ$100 (30 quid) second hand. Beware of abrassive wear from dirt and sand to the throttle slides as new replacement slides will cost more than second hand carbs. 1991 KX125H2... models on (motors became 54mm x 54mm bore/stroke) went to larger 38mm carbs - although cool on paper I believe is overkill for KR and inlet tracts to suit would be a pain. When I can (locate) I will send full jetting spec for the SP. If I can locate the photocopies of Kawasaki part sheets for all things KR-1SP and R (most of my stuff is now in longterm storage), I will forward them onto you. All parts are available here (ex Japan - around 1 week) at last pricing new OEM 35mm carbs had risen from NZ$330 (100pound) to over $450 each. "
and there is more
"...Part sheets for KR250C3A Sport Production variant of KR-1S (identical carbs to KR-1R (D1)). The TIF images should be printer friendly at 600 dpi resolution (airbox pwk35a pwk35b reeds). The sheet referring to KX jetting is from 1990 H1 models - KX125 of this year has same PWK35s as KR-1R but with different jetting (compare this sheet to parts list of C3A models to see jetting required). I also have a sheet with all model variants including engine and chassis batch numbers and colour schemes - but it is in storage with my workshop manual at moment. The models imported here came with 14/41 sprockets which gave slightly less top speed but greater acceleration."
three more fiches with C3A specific parts throttle cable, tank and barrels.
Prices from Cradley Heath Kawasaki add Vat and P&P
|Words from John Boyle of Boyle
Kawasaki in Wellington New Zealand
.'As I remember the KR 250 C3A was a coming together of the standard C model and the Japanese domestic D. The D was the base model that they used in Japan for their race class that had to be based on a "road legal" bike, they had 35mm carbs, programmable igniter box, close ratio gear box and different port timing. Also available were another set of cylinders for "racing use only" that New Zealand used for our limited numbers of C3A. The difference between a "NZ" C2/C3 KRI-S and a C3A KR1-SP is ; cylinder port timing'
|With the demise of Mark Brown's KR (Team T3) with a blown crank I managed to get the ignition and radiator off him (along with a few other bits). The radiator might be a Kit rad for the KR we aren't sure but it has all the right fittings in the right places etc. It is the same height as a stock rad just over half an inch wider and about 2.5 times deeper. For those of you interested in getting your mits on one the numbers on the rad are - Nippon Denso 5-022100-228 20-5639 2H|
This document maintained by