Kawasaki in MotoGP inevitably inspires you with something. Remember these machines with divine noise, piloted by Hofmann, Hopkins, Nakano and other Jacques in the mid-2000s. However, and although few people know it, the greens were not their first attempt. At the beginning of the 1980s, a good but short three-year experience saw the Japanese struggle, despite a technically surprising machine. Here is his story.
To fully understand, it is necessary to go back to the year 1978. Kork Ballington, a brilliant South African who arrived just a few years ago, made Kawasaki triumph in 250cc as well as in 350cc. The firm had succeeded in building two war machines, supplanting Yamaha and other Hondas: the KR250 and KR350.
A resounding double in the world of motorcycling. The domination was all the more supported by Gregg Hansford, second rider and 250cc world vice-champion. Kork did not stop there. In 1979, he crushed all competition and again won the 250cc-350cc double, quite historic feat.
This is the consecration for Kawasaki, which reigns over the world of intermediate categories. This success naturally pushes management to move towards the highest level, the 500cc. It's a whole different story. A real shark aquarium, where Suzuki and Yamaha reign supreme. Legendary drivers, like Kenny Roberts and Barry Sheene, share the spotlight in a hostile climate.
The engine of the Kawasaki KR500. Photo: Rikita
In reality, Suzuki is king; the RG500 are archi-dominant. In other words, Roberts relies more on his talent than on his Yamaha YZR500. In 1979, on the occasion of his second consecutive title, he preceded nine Suz'. You have to go back to 11th place and Christian Sarron to find another machine struck by tuning forks.
Kawasaki quickly decides on the architecture of the engine. 4 square cylinders – Suzuki’s signature – water-cooled, developing 125 horsepower at 11 rpm. The cycle part, on the other hand, is more interesting.
The firm opted for an original aluminum hull frame, extremely rare at the time. Add to that a rear lever suspension and an unconventional fairing design, and you get an atypical machine that delights fans.
Very popular, Kawa' easily obtained the support of observers. Kork Ballington, alone, is logically designated to pilot the beast. It is at this precise moment that the trouble begins. From the first laps of the wheels, the four-time world champion detected a major problem with the frame.
This results in a poor 13th place in the championship. A dull year, marked by falls but also by a good fifth place in Finland. The improvements in 1981 suggested good things: Ballington reached the podium twice (Netherlands and Finland) while considerably improving his ranking.
A vision that we would love. Photo: Kawasaki WSBK
At the same time, Hansford, another Kawasaki spearhead, was seriously injured at Spa-Francorchamps. The KR500 has huge problems exiting corners, because too long and heavy compared to its rivals.
Then comes 1982 and the last appearances of the beast. Ballington, tired of seeing the firm's lack of involvement in the project, expressed his first doubts. This time, no more podiums or great performances. At the end of the season, the South African decided to leave the world of Grand Prix, perhaps too abruptly according to his own words.
An early retirement which definitively kills the KR500 project. The person concerned would later confide his regrets regarding this epic. If Kawasaki had gotten serious about it, and hadn't bet everything on one horse, the story would be different.
No one will be able to check. Still, the absence of Kawasaki in Grands Prix is felt. By observing the exploits of Jonathan Rea in WSBK, no one can remain insensitive to the temptation of uchrony. Kawasaki, like others before and after, tried. Without success. But is that the most important thing, given the beauty of this prototype? To have.
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