Kawasaki's biggest triple: the widow-maker

In the early to mid 1970s the Japanese manufacturers began producing the first generation of street speed bikes. The outstanding bike of the time, in my view, was the Kawasaki 750 triple.

This was a machine without compromise in appearance or performance. The slim. long tank mounted above the unmistakable triple barrels, rocket style exhausts and tasteful taillight assembly provided the H2 with a timeless style. This powerful, almost uncontrollable two-stroke was the meanest bike on the street. No other bike could match it for straight-line speed. Riders were likely to see a lot of sky as they wrestled with the beast to keep the nose down … even in corners! The combination of terror and anticipation always made the ride exhilarating. Handling might have been the H2's only weakness. Well, along with braking which lagged behind most other motorcycle developments in the 70s. This motorcycle was a real handful. Twist that throttle and listen to the unique sound of the high-revving powerhouse. Release the clutch (do it wrong and you're on your back) and the world tears by in a flash. You really had to show this first-generation superbike the right amount of respect. A true rider's machine, it was lethal in the hands of the timid or inexperienced. Referred to as the widow-maker by many, the H2 was the dream ride of almost every teenage would-be racer. The sight of one stirs my heart even now! The Kawasaki 750 H2 code-named Mach IV, was produced from 1972 - 75. It was the largest of a family of powerful three-cylinder two-strokes: 250, 350, 400 and models plus the famous Mach III 500 which started it all.

1971/1972 H2-750 MACH IV
FRAME NO: H2F-00001-
ENGINE NO: H2E-00001-
The first model H2 was offered in two colours, Candy Blue or Candy Gold. Only the blue option made it to the UK. The front fender was painted to match the rest of the bike. CDI ignition was used to provide the sparks, powered by the magneto and not the battery, while the five speed gearbox, all up like the early 500 H1, was a beefed up version of the 500 box with a stronger clutch assembly. Three 30mm carbs provided the extra fuel and an updated two stroke oil pump was fitted to lube the bigger crankshaft. Two steering dampers were fitted, one friction and one hydraulic, but the handling was still a bit suspect to say the least! The front disk brake was the same one that was also fitted to the H1-B 500. Kawasaki also offered an optional additional right hand brake set up and many owners did indeed fit it. The large rear drum brake was more than adequate for the H2 and was later used on the Z1 models. A first for Kawasaki was the fitting of an oiler for the rear drive chain. This was a manual plunger type, which Kawasaki recommended using every 200 miles. The very first models had a plastic head lamp shell which was later changed to metal. The styling of the H2 was used on many other models in the Kawasaki range and even today it still looks fresh and purposeful.

1974 H2-B
FRAME NO: H2F-32201-
ENGINE NO: H2E-32401-
Quite a few differences were made in 1974. Two colour options was offered, Candy Gold or Candy Green. The whole shape of the bike was changed to keep it in line with the H1-E and the new S3-400. Major changes were made to the instruments, frame, seat, bodywork, footrest, stands, fenders, handlebar controls, rear shocks, electrics, fuel cap and the tail light. The rear swing arm was lengthened to improve handling and in an effort to reduce the wheelie factor!. The engine was fitted with the crankcase check valves from the H1E and the crankshaft, cylinders and pistons were slightly changed. The two-stroke oil pump was also re-designed to a four-outlet type. The pump now fed a three into one pipe to the rear of the crankcases for lubrication to the crank and three more pipes directly to the float bowls of each carb to feed the cylinders. The exhaust system was modified and the silencers were now longer and rounder and rubber mounted at the rear. Some models, especially American bikes, were produced with a one-piece exhaust pipe and round holes in the crankcases presumably to accept rubber bushes. Strangely enough only metal bushes were actually fitted. The green bike was very popular while the brown and gold bike was once again avoided. The friction steering damper was now dropped but the hydraulic one remained.

There was no KH750 as such, but I myself did see a 750 in 1976 at the isle of Man TT races that had KH750 side panel badges and some of the modifications that the KH500 was enjoying. Perhaps this was a prototype model that actually never made production or perhaps it was an owners special, has anybody got any ideas on this?.
The H2 continued to be raced all over the world for a number of years after this, even getting a water cooled motor and many countries have a 'Triple Owner's Club' where the H2 plays a very important part. The H2 was perhaps the second most important motorcycle in Kawasaki's history, after the grand master of course, the mighty Z1-900.

Prototype
The possible successor to the H2 that was never to be - an impressive square four watercooled two-stroke.

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