Millennials have been widely studied, with numerous surveys highlighting ways in which they differ from older generations. Though there is no universally accepted definition, the term вЂњGeneration XвЂќ is often applied to those born roughly between 19, and вЂњMillennialвЂќ to those born between 19. Then came the Gen Xers, followed by the Millennials (sometimes referred to as Gen Y). The Baby Boomers-those born between 19-were the first generation to adopt a widely accepted label. Indeed, following the war, a new unit of measurement arose: the labeled generation. In the United States, economists, businesses, and policymakers have been studying demographics intensely since World War II. We donвЂ™t know what effort was put into shaving ounces off the body panels, but the J model ended up 30 pounds lighter than the previous G.View related infographic online Click here Understanding Millennials 1982 Kawasaki KZ1000J2.ДЄ pleasantly large gas tank held 5.7 gallons, good for more than 200 miles, and the long, flat saddle was built to keep a rider happy for many hours. (For all you young вЂ™uns, back in 1974 the feds were worried about our consuming too much gasoline and imposed a national maximum speed limit of 55 mph, an excellent example of congressional incompetence.) Up front a speedometer, fuel gauge and tachometer were very readable, with the speedo going as high as 85 mph-when in fact 135 would have been more truthful. Handlebars were at a useful level, allowing for comfortable riding during this 55-mph era.

To this end the front of the crankcase was rubber mounted to the full-cradle frame, eliminating much of the inevitable vibration. This was not a racer, but a sportbike intended for the weekend rider-who might well want to put a few hundred miles on between Saturday morning and Sunday evening. A pair of 9.3-inch discs up front were squeezed by single-piston calipers, as was the similar-sized disc at the back. Seven-spoke aluminum alloy mag wheels used a 110/90-19 tire at the front, 120/80-18 at the rear. The pair of rear shock absorbers (the photo bike has a pair of aftermarket piggyback Г–hlins) had a lot of adjustability, with seven positions for spring preload, five for rebound damping and almost four inches of travel. It had 5.7 inches of travel and was air-adjustable, operating with a modest 7 psi for street use, 13 psi when getting enthusiastic. The front fork was enlarged to 38mm, and anti-stiction bushings were at top and bottom. According to the spec sheets, wheelbase was 59.8 inches. The steering head, now using tapered roller bearings, was strengthened with two gussets and had a rake of 27.5 degrees, an increase of 1.5 degrees over the previous model. Stiffer frame with less weight good thinking. The diameter of the steel tubes in the frame was increased for better cornering rigidity, while the wall thickness was reduced. Mind you, those were Kawasaki numbers probably taken off the crankshaft, as the rear-wheel determination was more like 80 horses. End result: almost 25 percent more horsepower, from 83 to 102 at 8,500 rpm. They fiddled with the camshaft timing so more gas could be stuffed into the combustion chambers and compressed 9.2 times. Bigger valves went in the two-valve heads, and bigger, lighter, aluminum-bodied 34mm constant-velocity Mikuni carburetors were fitted. They lightened the crankshaft by hollowing out some bits, used a pork-chop flywheel rather than the previous full-circle design, and in the end shaved 4.9 pounds off the weight. 1982 Kawasaki KZ1000J2.ДЇirst, as always, more power. It may have taken them a couple of years, but it was time well spent.

When the boys at Akashi, KawasakiвЂ™s brain center, were given the task of revamping the 1,015cc KZ, the companyвЂ™s bread-and-butter bike, they did it with gusto. Move up to 1981, and the new J model was an absolute delight-a street bike with Superbike potential. It had a perfectly equal bore and stroke, 66 by 66mm, which was then bored out 4mm in 1977 to make the 1,015cc KZ1000A, maintaining the KZвЂ™s reputation as the biggest, strongest UJM on the market. LetвЂ™s go back a bit, to late 1972 when Kawasaki introduced the 903cc Z-1-the Killer Kaw, later labeled the KZ900 in 1976.

In addition to this minor adjustment to meet racing rules, just about everything else on the motorcycle had been changed as well, with the exception of the 66mm stroke. Arriving at the smaller number meant decreasing the bore on KawasakiвЂ™s 1980 KZ1000G from 70mm to 69.4mm on the 1981 KZ1000J. Like the difference between 1,015cc and 998cc.

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