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Kawasaki Z1000 Road Test Review
My first ride on the big-capacity naked bike proved that was the case within just a few miles. And even thought the weather was quite chilly, and definitely grey enough to be judged as less than ideal for biking, just twenty miles into the journey the Z1000 had me chuckling in a way only a stimulating motorcycle can. I need to confess to being a fan of this class of bike, effectively giving the Kawasaki a head start. The majority of machines in this sector normally provide a great mix of fun and practicality; two key virtues that usually boost my approval for any machine. And though it isn't sorted in all areas, the street-fighter is one of those machines that you tend to forgive for any shortcomings. The Z1000 experience was encouraging even before I got on it. Thanks to an eye-catching and futuristic style, I found it difficult not to be won over by the Kawasaki at first sight. Inclined and chunkier in size towards the front end, its overall shape hints of an animal hunkering down, poised to attack. Bodywork above the radiator and flanking the fuel tank emphasises this, with the angular shape of the headlights adding to the aggressive effect. Combined with the rest of the multi-planed plastic that tapers in through the bike's waist to end sharply around its tail light area, its quartet of flared exhaust pipes, and trio of wavy brake discs, there's no doubt the Z1000 is a feast for the eyes. The unique attractive fork shrouds are a clever little idea too. Arguably only spoilt by the bulky underslung catalyst-housing silencer box, it's a machine worthy of much praise for its aesthetics - not something often said of a Japanese bike. The black and grey hue our test bike was finished in adds to the mean and moody look. I suspect not everyone will be fond of the brown version with its snakeskin seat though! While lots will find its style agreeable, just as many will approve of its easy-going riding position. Sitting you close enough to the wide bars for them not to be a stretch for anyone, the broad and supportive seat feels good enough to remain in all day long. Only those with very long legs may feel dissatisfied, possibly considering the footrests slightly too high for their liking, though only then after very lengthy rides. I'm sure the majority will find the relative positions of the contact points more than pleasant, even if there are a couple of issues that may make breaks from riding a good idea anyway. But more of those later. Interrupting the pleasure of the Kawasaki wasn't something I myself wanted to consider for quite some time during my first ride. Even through some unexpected heavy traffic that presented itself soon after I'd flicked up the sidestand, the Z1000 acquitted itself very well, showing itself quite adept at dealing with such chores. Though not the lightest and nimble feeling machine of this type, the weight is disguised well and doesn't really present any handicap to making good headway. The challenges of town routes I was forced divert to couldn't dilute approval for the Kawasaki's abilities either. With well balanced and nicely mannered engine and chassis parts plus a half decent steering lock making life easier, you'll rarely have much to complain about in the urban environment. Swapping greyer surroundings for greener ones highlights this bike's better qualities though, just as it did once I got back on track. And the fun starts pretty much the instant you do this. Exciting the senses is easy. The Kawasaki pleases the heart with its engine power, and the ears with the sound it makes. Together with the visual pleasure it provides, satisfaction is never far away. Bigger and around 13bhp more powerful than the last model's 953cc engine, the current Z1000's 1043cc in line four just as importantly has a 5.1mm longer stroke. The result of the changes is a smooth, torquey and free-revving power unit that gives useful glitch-free lower rpm drive, strong mid-range, and a really exciting surge when the revs rise. It's not as lazy as say, a 1250 Bandit engine, and it doesn't have the sort of manic rush of a typical four cylinder superbike when it's being used harder. But that's no bad thing at all. What's good about the Z1000's delivery is that it's very linear and will rarely catch out the rider. To have softer, more manageable levels of drive when the throttle isn't too far open or the motor's not spinning hard will be welcomed by many, especially those who think V-twins are a little too abrupt. Anyone who prefers the increase in power and keenness of throttle response to be more predictable and progressive will really enjoy the Z1000's engine manners. And those who like the real thrust to occur higher up the rev range, accessed when they choose via more work with the throttle and gearbox, will be just as satisfied. There is a slight buzziness when it's used with more anger, but otherwise the in-line four is an excellent, well-behaved powerplant that blends effectiveness and thrills in equal measure. The issues that encourage riding breaks will become apparent when you use the throttle more aggressively though. Do that, and despite the Kawasaki's highly impressive speed prompting plenty of enthusiasm, you could find it harder work. Quite understandably, thanks to a lack of any significant wind protection (you have to crouch down Rossi-style to get any real cover from the very low screen), prolonged high speed will strain your upper body enough to prompt you to ease off or park up to recuperate. And even if you can endure the physical test, the combined thirst of the engine and the limited range its petite 15litre tank permits at a more urgent pace will have you needing to stop to refresh the bike anyway. Expect a reminder from the fuel gauge sited in the novel, angle-adjustable yellow-faced instruments, at around 100 miles if you're in a rush. Though in fairness, the Z1000 can manage half as much as that again if you're more considered with your right wrist. Given the stimulation on offer when using the bike harder, tempering your enthusiasm isn't always easy. Luckily the Kawasaki can deal with extra speed very capably. In the same fashion the roadster copes well with tighter and more sudden direction changes in town, it retains its poise when the roads open up and pace increases. Sharp steering geometry gives light and easy steering with a wheelbase long enough to give good stability. Those big bars reduce the effort needed to point the bike where you want it to go quite markedly, and only when you're pushing on very hard will you notice composure falter in any way. Combined with the quite firm suspension and steep head angle you can get mild shimmies when accelerating hard over bumps. Even so, it never threatens to get any worse than that and in my view only adds to the exciting feel of the bike and doesn't deserve any real criticism. Something that does warrant a moan however is the average performance of the tyres. The OE Dunlops feel vague and wooden if you put them under pressure. They're not so bad under power and braking when the bike's more upright and they're under direct load, but in corners their lack of feel and grip reduces confidence. I think some aftermarket rubber would bring a real improvement to the Kawasaki's handling potential. Do that and you could take a lot more advantage of the alloy-framed chassis package that's 15 kilos lighter overall than the previous Z1000 incarnation. Interestingly, though the ZX-10R-spec brakes are more than up to the job of hauling the bike up with plenty of power and feedback, the UK importer has decided not to bring in the ABS variant. Kawasaki UK says previous ABS-equipped Z1000s have not sold well. It's not something I personally missed too much, and like a few other issues I could have been more critical of, I tended to overlook them because I enjoyed the bike so much. Normally the tank range would have annoyed me, but didn't. I've never cared for hard-to-read digital tachos like the Z1000's, but this time I wasn't really bothered. And though I usually prefer a little more bottom end power from engines, I never once complained of the extra involvement needed to get this one to give its best. The simple reason for this acceptance is that the Kawasaki is just too invigorating to worry about such 'niggles'. Had I not liked riding it so much, then I'm sure I would have dwelt more on those 'shortfalls'. As it was, the Z1000 really got hold of me and provided me with much entertainment throughout my time on it. It lacks a little of the character and appeal of some of its Euro-built competition like the Speed Triple and Brutale, but as far as Japanese bikes in this class go, the Kawasaki is a real winner. SPECIFICATION KAWASAKI Z1000 ENGINE Type: 1043cc, liquid cooled, sixteen-valve, dohc, inline four Maximum power: 136bhp @ 9,600rpm Maximum torque: 81lb/ft @ 7,800rpm TRANSMISSION Transmission: six speed Final drive: chain CHASSIS/COMPONENTS Frame: aluminium twin spar Suspension: Front: 41mm inverted telescopic fork, fully adjustable Rear: monoshock, adjustable preload and rebound damping Brakes: Front: twin 300mm discs with four piston radial calipers Rear: single 250mm disc with single-piston caliper Tyres: Front: 120/70 -17 Rear: 190/50 -17 DIMENSIONS/CAPACITY Seat height: 815mm Wheelbase: 1440mm Wet weight: 218kg Fuel capacity: 15 litres DETAILS: Price: ?8499 Contact: 01628 856750, www.kawasaki.co.uk Performance: 4 - usable, well-mannered, strong at high revs Handling: 4 - very good, but better tyres would improve it Practicality: 3 - windy and thirsty at speed Value for money: 4 - much fun for your cash OVERALL: 4 - stylish and entertaining thriller Article Directory: http://www.articledashboard.com Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, Classic Bike Insurance |
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