September 2 2005: While motoring at 205 km/hr (127 mph) -true calibrated speed- left cranktap breaks of. Tap was probably bent following hars landing after wheely earlier this year. Engine taken apart to exchange of crank. Imbalance of rotor has left slight damadge to left bearingseat. Other seats in perfect order. Gearbox looks like new. Web with stronger tap will be fitted, allowing fittment of more powerfull generator.

July/august 2005: Multiple long trips accros Europe. By the end of august there is 12.500 km on the odometer

July 22-24 2005: Visit German triplesrally. Dragracecompetition entered, numerous launches, no trouble. (see chapter pictures) 

July 15 2005: Z750 outerclutchhub wornout, making clutch grabby. Exchanged for GPZ900 unit which is desicively stronger, Adapterplate had to be made to be able to fit GPZ outerbasket onto billet primairy-gear. Clutchaction back to perfect after this upgrade.

July 1-3 2005: Visit Triplesrally UK. Returntrip included 350 km with strong headwind at WOT, which is most abusive for drivegear. (for pictures see chapter ‘Movies/picutres’)

June 2005: Several long trips made.

June 2005: Visit Norwegian triplesrally. Four days of rain. Another 1400 km experience for the engine.

May 2005: Visit Austrian Triples Rally. (for pictures see chapter ‘Movies/picutres’)
2250 km in four days, 1400 of them at WOT in sixth gear on German Autobahns. No probs whatsoever. Outerclutchbasket worn out following multiple ‘drop-the-clutch’ and consequent roling burnout-routines at rallysite. Clutchbasket replaced at homeworkshop.

Winter 2005: Overall inspection of the engine. Clutchhub change, minor change to kickstart-drivesystem. 2nd bike/engine is being prepared to enable testing the billetengine at the racetrack.

August 2004: First public presentation at Dutch triplesrally. Check Chapter ‘Movies’ for video-impressions.

August 2004: Re-assembly of first prototype-engine followed by serious testride: 40 km at WOT in sixth gear with 80 RWHP. This would normaly ruin stock H2-gearbox. Billet-engine with GPZ-ZZR box proves it can handle this load no problem.

Spring/summer 2004: New kickstartgears made, clutch redesigned, special parts manufactured.

Winter 2003-2004: Last small parts are finished, assembly of first engine in januari 2004 and consequent first trailrun. Shiftingaction immaculate, just like modern bikes. Zephyr-clutch appears to be quite noisy, kickstart ratio too low to allow easy kickstarting.

Spring/Summer 2003: Enginecase-halves, gears, inputshaft and other parts are being made.

Januari 2003: Digital mockup complete engine. Small changes to design enginecase to improve ease of assembly.

Fall 2002: First part (clutchcover) is being machined.

1999-2002: After thorough investigation it was decided to make an all new enginecase milled from solid. To stay true to the Kawasaki brand, the GPZ-gearbox was selected to be paired to the stock H2-crank. The latter has proven to be dependable over the years. Case will take stock cylinders and ignition to limit initial cost to put together a complete engine. Several machineshops with 5-axis millingcapacity are contacted.

Winter 1998: First serious thought about making a jetski-based >1000 cc twostroke triple roadbike. Pictures taken of  Jetski-engine, discussion with Kawasaki engineer who develloped the H2-B during the early seventies. Stock H2-ignitionunit, crank and cylinders take shape in 3D CAD (Ideas Masterseries)

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