Kawasaki also had a project in the shadows that was altogether revolutionary, built around a liquid-cooled two stroke “trapezoid” configuration. A trapezoid, shown at the head of this story, has one side shorter than its opposite. The Kawasaki trapzoid engine, with the front bank of cylinders narrower than the rear, is shown below left of the trapezoid diagram.
Pictures exist of this engine in mule chassis like both the H2 and the Z1 (the second and third photos above). But emission standards in the United States had begun to close the door on the big two-stroke. Kawasaki’s H2 was gone by 1977, and Suzuki’s Water Buffalo was finished by 1978. If Kawasaki entertained any serious plans to up the ante on its quick two-strokes, the success of the Z1 proved it unadvisable. The street-going trapezoid Kawasaki never saw the light of day.
Later, in 1978, Kawasaki brought forward a trapezoid two-stroke again, but only for racing purposes (pictured above right). The inboard/outboard relationship of its cylinders was the opposite from the street prototype (the racing engine, shown left, had its narrower bank of cylinders to the rear), but it was clearly a continuation of the concept. Designated the 602S and intended to capture the World Formula 750 title, it was tested by Gregg Hansford, but never entered in competition. Those familiar with the machine say the “trapezoidal” geared crank configuration allowed for quick adoption of a vast range of different cylinder firing order.
Unfortunately, having never been fully developed for street or racing use, the Kawasaki trapezoids remained trapped in time by the new rules of the EPA and the demise of Formula 750, the last season for which was 1979.
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Originally Posted by Flettner
, but thanks anyway. Am I heading out to Main Freight shortly, Husa?
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