My Kawasaki MC1M (90cc)
90 CC
GA1A, GA2A, G3SSA, G1, G1L, G1DL, G1TRL, G2T, G2S G3TR, KM90, MC1, MC1M
J1, J1L, J1T 85cc, rare J1M & G1M (motocross models)
One of the largest categories for Kawasaki and the rotary valve design. Some models are the genesis of Kawasaki's beginning's in the US motorcycle market starting in 1965. All the 90cc engines, generally speaking, share a lot of internal and external parts. Later models that superseded earlier models usually have some subtle changes to either improve performance OR durability. Some of the 90cc models share parts with the 100cc models as well. However, it is within these subtleties of specifications where certain models can be harder to find specific parts.
The 85cc models serve as a precursor to the 90cc category. These were Kawasaki's first rotary valve bikes for the U.S. market. There is some homage in design language that began with the early "J" bikes that carry through. That said they share very little in the way of interchangeable parts. Some of these early bikes required pre-mixing of the oil and gas. Early bikes have rotary shift patterns (N-1-2-3-4-5-N...) while later bikes have a return shift pattern (N-1-2-3-4-5). See specific detail notes below for each model & year.
All bikes use Kawasaki's Super-Lube for oiling *except where noted.
Kawasaki 90cc models frame & engine identification (below)
The frame and engine numbers indicate the beginning of the sequence for that model year. The next model year starts the sequence after the previous model years number.
*it is common for frame and engine numbers to mis-match within a given year
GA1A, GA2A, G3SSA, G1, G1L, G1DL, G1TRL, G2T, G2S G3TR, KM90, MC1, MC1M
J1, J1L, J1T 85cc, rare J1M & G1M (motocross models)
One of the largest categories for Kawasaki and the rotary valve design. Some models are the genesis of Kawasaki's beginning's in the US motorcycle market starting in 1965. All the 90cc engines, generally speaking, share a lot of internal and external parts. Later models that superseded earlier models usually have some subtle changes to either improve performance OR durability. Some of the 90cc models share parts with the 100cc models as well. However, it is within these subtleties of specifications where certain models can be harder to find specific parts.
The 85cc models serve as a precursor to the 90cc category. These were Kawasaki's first rotary valve bikes for the U.S. market. There is some homage in design language that began with the early "J" bikes that carry through. That said they share very little in the way of interchangeable parts. Some of these early bikes required pre-mixing of the oil and gas. Early bikes have rotary shift patterns (N-1-2-3-4-5-N...) while later bikes have a return shift pattern (N-1-2-3-4-5). See specific detail notes below for each model & year.
All bikes use Kawasaki's Super-Lube for oiling *except where noted.
Kawasaki 90cc models frame & engine identification (below)
The frame and engine numbers indicate the beginning of the sequence for that model year. The next model year starts the sequence after the previous model years number.
*it is common for frame and engine numbers to mis-match within a given year
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MC1, MC1M Carburetor Settings
Type- VM19SC (19mm) Main Jet - 75 "R" (round) Needle Jet - 0-2 Jet Needle - 4EJ 7-3 Pilot Jet - 17.5 Cutaway - 2.0 Air screw - 1-1/2 turns out J1, J1D, J1L, J1T, J1TL, J1TR, J1TRL Carburetor Settings Type- VM17SC (17mm) Main Jet - 110 (hex) Needle Jet - E-2 Jet Needle - 4L 4-3 Pilot Jet - 20 Cutaway - 1.5 Air screw - 1-1/2 turns out G1, G1L, G1DL, G1TRL Carburetor Settings Type- VM17SC (17mm) Main Jet - 130 (hex) Needle Jet - E-0 Jet Needle - 4H 7-3 Pilot Jet - 20 Cutaway - 2.5 Air screw - 1-1/2 turns out G1M (motocross) Carburetor Settings Type- VM22SC (22mm) Main Jet - 180 (hex) Needle Jet - E-0 Jet Needle - 4J 6-3 Pilot Jet - 30 Cutaway - 2.0 Air screw - 1-1/4 turns out GA2, G3TR Carburetor Settings Type- VM19SC (19mm) Main Jet - 160 (hex) Needle Jet - E-4 Jet Needle - 5I 2-3 Pilot Jet - 17.5 Cutaway - 2.0 Air screw - 1-1/2 turns out 
MC1 Wiring diagram
1965-1968 J1, J1D, J1L (85cc)
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G1L & C2SS (120cc) wiring diagram
GA2 & G3TR wiring diagram (applies to GA1 4 speed models)
MC1M Ignition circuit
Magneto used in some of these models
J1, J1D, J1L 1965-1968 (85cc)
*low pipe models Engine No. (J1) J1E00001- (J1L) LFE0000l- Frame No. (J1) 100001- (J1L) J1L-00001- Oil system: J1 & JD (1965-66) require premix. 20:1 They had no oil injection system *these bikes probably had a lot of engine failures The J1L (1967-68) incorporated (then new) Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1965-1967 J1T, J1TL (85cc)
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J1T, J1TL 1965-1967 (85cc)
*high pipe models Engine No. (J1T) 00001- (J1TL) 00001- Frame No. (J1T) JlT000l - (JITL) JlTL00001 - Oil system: J1T (1965-66) require premix. 20:1 They had no oil injection system *these bikes probably had a lot of engine failures The J1TL (1967) incorporated (then new) Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1966-1967 J1TR, J1TRL (85cc)
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J1TR, J1TRL 1966-67 (85cc)
*trail version of the J1T Engine No. (J1TRL) 00001- Frame No. (J1TRL) J1RL00001- Features a unique overlay rear sprocket for 2 different final drive gearing. Upswept exhaust, engine skid plate, knobby tires to indicate trail prowess Oil system: J1TR (1966) require premix. 20:1 They had no oil injection system *these bikes probably had a lot of engine failures The J1TRL (1967) incorporated (then new) Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1966 J1M (85cc) "red tank"
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J1M 85cc 1966
*very rare motocross version of the J1 This bike might have been the inspiration for the later 100cc G31M Centurion. The J1M was a warmed over J1 increasing horsepower from the base 8 to 11. Through different porting and expansion chamber exhaust. Uses the pressed steel frame of the J1 bikes. (the 125 B8M big brother is not a rotary valve but notable) Oil system Premix only-15:1 |
1967-1969 G1, G1L, G1DL, G1TRL
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G1, G1L, G1DL,G1TRL 1967-1969
*evolution of the J1, bored to 90cc Engine No. (G1) 100001- (G1L) 300001- Frame No. (G1) 1000001- (G1L) 1100001- Oil system G1 (1967) require premix. 20:1 They had no oil injection system *these bikes probably had a lot of engine failures G1L, G1DL, G1TRL (1968-69) incorporated (then new) Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1967-1968 G1M (90cc) "red tank"
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G1M 1967-1968
*evolution of the J1M, bored to 90cc Engine No. 400001- Frame No. G1-400001- Like the J1M, the G1M is a warmed over 90cc G1 engine featuring an expansion chamber exhaust, larger carburetor and different porting. This results in a horsepower increase from 8.2 to 16. This is also a rare bike that not many were produced. The frame number indicates it used the exact frame off the line of the G1 suggesting a mid 67 year production. Oil System: Premix only 15:1 |
1969-1970 GA1
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GA1 1969-1970
*evolution of the G1 Engine No. GAE-000001- Frame No. GA-200001- The GA1 is a more developed version of the G1. Notable features include more horsepower from 8.2 to 10.5 from revised porting and carburation. Also improved suspension using nitrogen gas-filled shocks over previous models. Also the first appearance of a tubular frame over the previous 2 piece pressed steel frames. Oil system: Kawasaki's Super-Lube |
1971-1974 GA1A
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GA1A 1971-1974
*successive model to the GA1 Engine No. GAE-000000 Frame No. GA-200000 No successive frame or engine number sequence for year over year. Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1969-1970 GA2
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GA2 1969-1970
*5 speed version of the GA1, GA1A otherwise identical Engine No. GAE-200001- Frame No. GA-200001- Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1971-1974 GA2A
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GA2A 1971-1974
*successive model of the GA2 Engine No. GAE-200000 Frame No. GA-200000 Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1969-1970 GA3
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GA3 1969-1970
*Street scrambler version of the GA2 Engine No. GAE-200000 Frame No. GA-200000 The GA3 marks the appearance of a "street scrambler" styling. Upswept exhaust and a universal "trials" tread tire on the front only communicates some intended light off-road use. Retains the turn signals of the GA2 and is identical in the mechanicals to the GA2. Can be confused with the 1969 G3TR Bush Master. Use engine and frame numbers to confirm model Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1974 G2S
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G2S 1974
*one year only model Engine No. G8E-000000 Frame No. G8-000001- Mechanically identical to the GA1 with updated styling. An odd offering being sold against the GA2 & GA1. Notable differences are the 4 speed rotary shift, versus a 5 speed return shift. Also an advertised rated .5 less horsepower at a lower rpm. Possibly a transition model for coming importation emission standards in the this category. Rare and often mis-identified as a G2T visually. Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
*Remarks misprint 1974-1976 G2T
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G2T 1974-1976
*more developed version of the GA2 Engine No. GSE500000 Frame No. G8-500001- Mechanically identical to the GA2. A successive model to the G2S briefly sold along side for 1974. Also advertised rated .5 less horsepower at a lower rpm. *Only minor stylistic and detail changes from the G2S, but shares more commonality with the 5 speed return shift GA2. *identification guide has a mis-print in the "Remarks" Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
KC90 was a Euro/Asian spec model. Did not appear in the US
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KC90 1977-*1983
*model designation change from the G2T 1977 KC90-A1 Engine No. G8E511601- Frame No. GF-503901- *1978 KC90-A2 *1979 KC90-A3 *1980 KC90-C1 *1980 KC90-C2 *1981 KC90-C3 1982 KC90-C4 Engine No. G8E519801- Frame No. GF-512101- 1983 Engine No. G8E520251- Frame No. GF-512501- Mechanically identical to the G2T and later 90cc models. Stylistic updates each model year. *missing information Contact me if you have information |
1969 G3TR (Bushmaster)
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G3TR Bush Master 1969
*trail oriented version of the GA2 & GA3 Engine No. G3E00001- Frame No. GA-200001- Can often be confused with the 1969 GA3 as it was sold along side it. Notable differences are the "Bush Master" moniker, no standard turn signals. It also came with knobby tires both front and rear versus the GA3 only having a "trials" tread on the front and traditional "street" tread on the rear. Use engine and frame numbers to confirm model |
1970 G3TR
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G3TR 1970
*minor stylistic revision Engine No. G3E00000 Frame No. GA-20000 Stylistic update in the way of the tank decal and oil tank. Also this uses a sealed beam headlight versus a bulb like in older models. Fuel tank styling usually makes the 1970 G3TR less confused with the 1969 GA3 |
1969-1970 G3SS
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G3SS 1969-1970
*low pipe street only model Engine No. GAE 000000 Frame No. GA-000000 Shares common parts to the GA2 bikes. Stylistically different. Tank color is different between years Pastel Blue (69) & Candy Blue (70) Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1971 G3SSA
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G3SSA 1971
*minor styling changes Engine No. GAE268738- Frame No. GA-268327- Updated styling otherwise unchanged Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1972 G3SSB
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G3SSB 1972
*minor changes Engine No. GAE280935- Frame No. GA-306826- Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1973 G3SSC
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G3SSC 1973
*minor updates Engine No. GAE292961- Frame No. GA-329103- Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1974 G3SSD
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G3SSD 1974
*minor updates Engine No. G8E507550- Frame No. GA-355001- Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
G3SSE 1975 *displacement increased to 100cc (see next tab)
1973 MC1
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MC1 1973
*replacement of the "street scrambler" with "enduro" styling features Engine No. MCE000001- Frame No. MC-000001- First year for the 90cc class to feature "enduro" styling and features. Communicating on and off road performance. Shares some mechanical parts with the G1/2/3-series however engine internal specs differ slightly. Rated horsepower is down from 10 to 6.6 rated at a lower rpm. Possibly to increase torque and reliability. Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1974 MC1A
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MC1A 1974
*minor revisions Engine No. MCE006966- Frame No. MC-006946- Casting change to the left side (ignition) engine cover, however it will fit 1973. Differently shaped seat. Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |
1975 MC1B
1976 KM90
1977 KM90
1978 KM90
1979-1980 KM90 (final year)
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MC1B 1975
*minor revisions Engine No. MCE018500- Frame No. MC-018500- Rear tire width size increased from 2.75 to 3.00. Diameter remains unchanged. Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W 1976 KM90 A4
*model designation change Engine No. MCE032001- Frame No. MC-032001- Model designation change from MC1 to KM90. Graphics and stylistic changes only. This model was not available in the US. 1977 KM90 A5
*stylistic changes Engine No. MCE037301- Frame No. MC-037301- *Stylistic changes. Like other bikes in this year the rotary valve disc was changed from fiber to steel for durability. This model was not available in the US. 1978 KM90 A6
*Stylistic updates Engine No. MCE041801- Frame No. MC-041801- Stylistic updates. Shift pattered updated from N-1-2-3... to the now more conventional 1-N-2-3.... KM90 A6 1979-1980
*final year, stylistic changes Engine No. MCE041801- Frame No. MC-041801- Styling changes only. Final model year. |
1974 MC1M First entry level motocross offering aimed at young riders
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MC1M 1974
*motocross version of the MC1 "enduro" Engine No. MCE500001- Frame No. MC-500001- The MC1M is a MC1 stripped of lights and charging system. Plastic fenders and number plates added for competition and to reduce weight. Engine & suspension are identical to the MC1 "enduro" and so is performance. This model was designed for young entry level competition unlike previous 85/90cc (J1M/G1M) motocross models which were aimed towards adults. See my MC1M restoration here |
1975 MC1MA entry level motocross model
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MC1MA 1975
*stylistic update, final year Engine No. MCE509500- Frame No. MC-508500- This model was only offered for 2 years then upgraded to the KD100 "M" in the 100cc class. Identical to the 1974 model with only a stylistic update Oil system: Kawasaki's Super-Lube Ignition: Contact Breaker Point (can run without battery, see diagram) Points gap: 0.3mm~0.4mm ALL Models Transmission oil: SAE 10W30 or 30W |