Style, dynamics, strength... That's what can be said about the new model from the Z1000 R Edition 2022. When you see this motorcycle, you understand that it can inspire not only a connoisseur, but also a person completely far from the topic. The design of this beast itself is so aggressively elegant that associations with high speed and power immediately arise.
Like other representatives of the legendary Kawasaki z1000 series, the R edition is distinguished by its balance and a high degree of thoughtfulness. The convenience of the motorcycle is beyond praise! According to reviews from drivers, it sometimes seems that you and the motorcycle are one whole.
Specifications
The excellent design is not inferior to the filling: only the best components for fast and safe driving are perfectly combined in a reliable body. This is a fine example of the Kawasaki z1000, the technical details of which are reviewed below.
Engine
It cannot be said that the engine is the most important thing in a motorcycle, but still... The solution chosen for the R edition is a very powerful engine that is suitable for different road conditions. In addition to its unconditional power, it will give you good control over the “steel mustang”.
The engine capacity is 1043 cm3, which is enough for most lovers of urban aggressive bikes. Fuel will be consumed approximately 5-6 liters for every 100 kilometers. This in-line device has four strokes. It would hardly be possible to pick something better. Even the appearance of the engine impresses with its aesthetics and minimalism! Speed and flexibility are what this motor delivers.
The vibrations that occur in the bike will be damped by the damper. In this regard, the Kawasaki z1000 is an excellent example of both a powerful and “calm” machine. The muffler ensures that the driver practically does not feel the full power of this beast. By the way, this circumstance, as well as the instant acceleration, makes the motorcycle suitable only for experienced users. But this is by no means a minus of the model, but only a natural consequence of its colossal capabilities.
Kawasaki Z1000 VS BMW S1000R – COMPARISON
The killers
Kawasaki Z1000 2014, 1043 cm3, 142 l. s., 220/221* kg (*curb weight for version with ABS), 230 km/h, RUB 589,800. (RUB 610,500 with ABS) BMW S1000R 2014, 999 cm3, 160 l. s., 207 kg (curb weight), 250 km/h, from RUB 695,000.
text: Vladimir Zdorov photo: Evgeny Bobrikov, Nikita Kolobanov
in the photo: Vladimir Zdorov, Stepan Berestov
“In the heavy asthmatic wheezes of a metropolis suffocating with millions of cars, unattainable motorcyclists slip through as bright sparks of unfulfilled hopes of motorists who died in eternal traffic jams . Among this stream there are their own narrowly oriented specialists, originally created to break up space and densely compressed city traffic - naked bikes. Fierce versions of sportbikes and simply independent models, practically in no way inferior in power to their “plastic” counterparts - these factory aggressors have the same philosophy, but a different engineering approach to creation... We are talking about the BMW S1000R and Kawasaki Z1000.
Starting point The history of the appearance of today's counterparts is seriously different: if the Kawasaki Z1000 stretches its pedigree back to the time of the existence of dinosaurs, and with some desire it is quite possible to include the legendary KZ1000 from the cult film Mad Max among its “relatives,” then the BMW S1000R is the direct heir to one of the best today's sportbike moment, the S1000RR. Accordingly, in the case of the “Japanese” we see another interpretation of what was originally a city car, while the “German” in many respects, both in essence and in content, is a stripped-down sportbike. Formally, these cars are separated by a little less than 20 liters. p., but these are purely paper calculations - in reality there are two completely different religions and their own values. The eternal philosophical question about the primacy of spirit or matter in our comparison will be interpreted into the dilemma of form and content. The Kawasaki Z1000 has not been deprived of the attention of designers before, but in its latest iteration it has turned into a ferocious predator tearing into pieces any living flesh around itself, gloomily looking at the world with squinted LED head optics. It is important that the creative solutions of the design team were not limited to this: the appearance of the car is harmonious from any angle - be it the complex shapes of the dual mufflers or the “hump” of the gas tank that is successfully integrated into the overall stylistic image. Absolutely everything is in the “topic”, even minor details, from rear-view mirrors to the brake light.
With BMW, the situation does not look so harmonious: it is clear that the company with the BMW S1000RR did not just remove the plastic, simultaneously removing one letter in the name. It’s obvious that they worked with the ergonomics of the pilot’s seat and with the general style, but something went wrong... The front part of the motorcycle gives me a persistent déjà vu: having once again introduced my Suzuki TL1000R to asphalt in the now mesozoic year of 2002, I, I remember, with the help of hundreds of dollars and a couple of hours of time, I built a much more evil and memorable naked bike than the Germans were able to create with the help of a whole staff of slackers in 2013. Fortunately, this is the only serious problem of the BMW S1000R: apart from some rough edges, which are discussed below, today the descendants of the blond Aryans have in their arsenal one of the most powerful and interesting naked cars - more precisely, according to the classification of their pedantic German neighbor, the roadster. Yes, it’s a little “skewy” (if it hurts someone’s ears, then it’s “traditionally asymmetrical”), like its parent, but a very evil device, stuffed with much more electronics than the most kosher mincemeat with apples. Against the backdrop of the Bavarian Kawasaki Z1000, which is stuffed with microcircuits all the way to Munich, it looks like a lonely refugee: there is nothing to count on here except ABS. By the way, specifically in our case there was a “naked” version, where in place of the ABS “comb” there was a fluorescent inscription “We save money and focus on safety - always yours, Kawasaki team.” In my opinion, buying such powerful and expensive motorcycles today, while winning about 20,000 rubles (especially against the backdrop of the total cost of the device) that they ask for ABS, is short-sighted, to say the least...
Summarizing such extremely dubious categories as style, design and the general perception of designers' ideas, let me slide into the dark Valhalla of subjectivity: the Kawasaki Z1000 is a complete image of a stylish, “evil” naked bike, the only complaint about which can be put forward is only the premise that it is not yet from you, but from someone else. In the case of the opponent, the situation seems to have been as follows: the BMW S1000R was in the rough hands of the descendants of the Teutons, who, due to some misunderstanding, were responsible for the design of the project. Here they chopped it off, there they threw in some hard German techno (no less than Rammstein), and here... well, what is it here, apparently the designer simply did not show up for work, so the welder finished the project. Robot welder, because this process on any European, Japanese and other conveyors (with the exception of which ones is clear) has long been left to soulless automata.
Sublimation Everything that the BMW S1000R did not achieve in the “true Aryan” category, the motorcycle makes up for in technical terms. Despite the relatively small difference in power with its counterpart, in practice the BMW is more powerful, “meaner” in any engine operating mode starting from 5000 rpm. Its sportbike pedigree suggests a very precise, “collected” behavior of the device on the track, almost comparable to its “parent”, which has long and firmly occupied one of the prize places in the cohort of the best sportbikes on the planet. Of course, even in a kilogram of selected apples there will always be a couple with worms. In the case of the BMW S1000R, such a “worm” is the dimensionless “stick” of the steering wheel, which in a past life was obviously a barbell. Such a “crossbar” can hold down more than one hundred special forces soldiers, and for the pilot this means guaranteed inconvenience in “tight” traffic jams and understanding glances from the owners of heavy cruisers. Otherwise, everything is in order with the ergonomics of the BMW S1000R... but only until you find yourself behind the wheel of the Kawasaki Z1000, a motorcycle that is initially a little more compact and professes its own values. Here it is more appropriate to say that you are sitting “in a motorcycle,” although at first there is a feeling of some understatement and misunderstanding: the steering wheel on the Z1000 is noticeably closer to the pilot, the classic triangle “pegs, seat, handlebar” is not as “scattered” as on the BMW , which ultimately gives such assembled ergonomics. It is curious that in terms of comfort, this arrangement in no way pinches even a tall driver - the Kawasaki footpegs are far from the sportbike extremism of the BMW, which adds comfort, but, accordingly, reduces the ground clearance in slopes and significantly limits the possible use of the Japanese naked bike on tracks. However, I would not talk about this as a serious drawback: initially, the habitat of such cars was the city, to a lesser extent, small trips, and in very rare cases, race tracks. From the point of view of overall comfort and suitability for riding in the city, the Kawasaki Z1000 looks preferable to its opponent.
The “Japanese” engine is noticeably richer at low and medium speeds, the motorcycle itself is, albeit a little, more compact, especially with regard to such a critical value for dense traffic as the overall overall width. For advanced wheelie lovers, Kawasaki also looks preferable to the “German”. Both bikes are so powerful that they can lift the front wheel into the air even in third gear, but this will require very specific skills and effort at the level of a professional stunt rider. Therefore, the working, that is, the basis, transmission for wheelie in both cases should be considered the second. But here, too, there are some nuances: let’s say, on the Z1000, the speed range for confidently lifting the front wheel into the air starts at 40 km/h, while the BMW speedometer must “draw” at least 70 km/h, which logically fits into the picture of power settings, which the dynamometer showed us. The BMW S1000R, even despite the “castration” carried out, still has very strong sportbike roots of its “parent” - in other words, the engine needs to be turned.
In principle, there is nothing wrong with this, but the characteristics of the Kawasaki Z1000 engine, where the “meat” is served right here and immediately at the “bottoms,” are preferable for the city. From the point of view of comfort, the situation is as follows: Kawasaki is not as “die-hard” as BMW, its suspension is a little more willing to “eat up” minor road troubles, but everything is within the bounds of decency - the motorcycle is very “assembled” and allows for as aggressive piloting as you like. On the track, the natural limiter will be the driver’s footpegs, and in the case of an advanced rider, the muffler linings and the “heel” of the side stand. As for aerodynamics, a naked bike by definition lacks it, but the Z1000 is slightly inferior to the BMW in this category - this is a consequence of the low-mounted headlight. The S1000R has several optional windshields, although they disfigure the already dubious front part of the motorcycle, but allow you to feel relatively comfortable even with speedometer readings of 200+. In principle, companies specializing in tuning offer similar solutions for Kawasaki, but here you just need to decide what is more important - style or functionality. The BMW S1000R, despite the complex of measures taken to “humanize” it, is much closer in behavior and comfort to a sports bike than to a city car, which is especially noticeable against the backdrop of the Kawasaki Z1000 exuding peace and tranquility.
The braking potential of both motorcycles has a double reserve for civilian use. Moreover, neither Kawasaki nor BMW give in even with intensive piloting on the track, although there are some nuances here: in this field I would still give a slight advantage to the BMW, especially considering that it has a special racing ABS mode — Kawasaki cannot offer such electronic joys.
Handing Out the Elephants For once, the machines being compared are so different and so far apart in philosophy and design approach that I don't have to throw out various complex sentences and subtle ambiguous definitions trying to find the differences in two standard tablespoons. For those who don’t have an extra 100,000–300,000 rubles, and the word “track” is associated with a musical composition, the Kawasaki Z1000 is perfect. The “Japanese” has everything that is needed for urban use, and even a little more; all claims to the motorcycle are beyond the territory of 220 km/h, that is, already beyond good and evil. The BMW S1000R will definitely not help save your money - the “full stuffing” option will be almost 300,000 more expensive than the Kawasaki... On the other hand, in fact, the BMW S1000R is almost no different from the company’s sportbike, and this naked bike is not suitable for the track. will be much inferior to its “plastic” counterparts. Where Kawasaki has already thrown the green flag, BMW will still accelerate, but all these calculations are relevant exclusively for the track. Whatever device you ultimately choose, it will definitely be worthy. /
Dimensions and weight
The motorcycle has respectable dimensions, of course, within the framework of sports motorcycles of this class. The length of the bike is 2045 millimeters, its height is 1085, and its width is 790 millimeters. The seat height of the motorcycle is 815, the ground clearance is 140, and the wheelbase is 1440 millimeters. In terms of its curb weight, the “iron horse” gains 221 kilograms of dry weight, which is absolutely normal for bikes of this class.
When choosing a Kawasaki z1000, you need to pay special attention to the dimensions: the motorcycle is designed for more or less tall people, at least when it comes to a passenger. If you plan to ride alone, this bike is quite suitable for you, even if you are relatively short.
Chassis and brakes
The bike frame is aluminum. It is cast and double. Some people associate aluminum with something fragile, but here it is a serious frame that has enough rigidity to satisfy the technical potential of the Kawasaki z1000 motorcycle.
The rear suspension helps create comfort, because it is pendulum-type and equipped with a monoshock absorber, its travel is 122 millimeters. The front fork provides excellent handling of the new model; rebound and preload can be adjusted.
The steering wheel is made of aluminum with a larger cross-section, which is definitely a plus. It is coated with Alumite 1. Good control is achieved due to the large width of the pipe. If you want to see how easy the new Kawasaki z1000 is to ride, look no further than the rave reviews. Speaking of the control system, one cannot fail to note the excellent weight distribution. Both the throttle bodies and the rear horizontal shock absorber are top notch and, along with the sophisticated exhaust system, distribute the weight properly.
The lightweight rims of the motorcycle wheels are significantly lighter than those of the previous model (by 1.5 kg). This makes it easier to control and reduces the number of sprung masses. And how stylish these Kawasaki z1000 wheels look! Just look at the numerous photos!
It's time to pay attention to the brakes. Brembo - the braking components that are so necessary in this high-speed furious model! These brakes have an excellent reputation: not only production bike models have demonstrated excellent results with them, but also super-fast monsters! Controllability and smoothness are some of the operating principles of the local braking system, so the safety of the motorcycle is at the proper level. There is also an abs system.
Street Predator KAWASAKI Z1000 R
Bold and aggressive lines, a swift and at the same time smooth silhouette of the new Z1000 R took the bike to a new stage in the evolution of KAWASAKI. The motorcycle's extensive functionality is successfully combined with a sleek appearance, and the new engine and chassis settings provide unrivaled rider compliance.
The Japanese word "sugomi" means a bright aura or energy emitted by a person or other object and felt by others. Someone or something with "sugomi" inspires awe, leaves a lasting impression, amazes in size or capability, and commands respect. The new KAWASAKI Z1000 R takes full advantage of this in its fierce, aggressive design and ready-to-go nature. Proper dimensions (slightly lowered front part and raised tail), a body kit that tightly fits the powerful frame - the bike resembles a predator, ready to pounce at any second. The brutal supernaked style hints at the motorcycle's suitability for sharp, breathtaking street riding.
A new powertrain, improved suspension and updated frame geometry make the predatory street bike even more aggressive. Characteristic graphics bring the motorcycle closer to racing prototypes in spirit, and new optics add convenience on unlit sections of the road. The motorcycle received 1.5 kg lighter alloy wheels, a fully electronic instrument panel and a comfortable steering wheel with a larger cross-section. The model is also equipped with reliable Brembo brake components, a 1,043 cc engine. cm, a reinforced frame and a modified intake system, thanks to which the acceleration of the bike can not only be felt, but also heard. The split-action front fork and the new Öhlins S46DR1S rear shock absorber have a positive effect on ride comfort.
An exhaust system with volumetric storage chambers and small mufflers, a horizontal rear swingarm arm serve to properly distribute the weight of the motorcycle. The horizontal rear swingarm frees up space to connect to the lower suspension arm, allowing for a larger exhaust pre-chamber, which in turn allows for shorter mufflers and promotes mass centralization. The lightweight aluminum rear subframe also has a positive effect on weight characteristics. The result of the efforts of the development engineers was the light, razor-sharp steering of the motorcycle. And the new muffler tips give a more modern and striking appearance to the overall image of the bike.
Pictured: KAWASAKI Z1000 R
In addition to improving performance, low-pressure throttle valves contribute to overall mass centralization by working in conjunction with larger exhaust plenums. The revised length of the intake funnel provides more powerful engine output at mid-range speeds.
The thick, wide steering wheel installed on the new model is ideal for the supernaked style and makes it easier to control. The wide aluminum handlebar tube is lightweight, has a matte finish and a black alumite finish.
The Z1000 R's instrument cluster, the result of a design flight of thought, is mounted directly on the handlebars and is compactly located behind the small head fairing. The low position of the windshield and its small size contribute to an unobstructed view of the road. The futuristic design of the LED tachometer and the LCD screen of the instrument panel are the implementation of modern technical solutions to unlock the sporting potential of the new KAWASAKI.
The new Z1000 R's more enjoyable and responsive handling can largely be attributed to its improved suspension. The modern Showa SFF-BP front fork provides both comfort and sporting potential, while being ideal for street riding. Combining SFF (Split Functional Fork) and BPF (Big Piston Fork) technologies, the new fork features preload springs on both sides in the left tube and a damper on the right side.
The lightweight tubular frame is constructed from 5 cast aluminum parts. The frame consists of a steering column, left and right main parts and two cross members. The two main elements have an open C-section and are molded in a special way to maintain a smooth and even surface. The very rigid frame made of light alloy uses the engine as a load-bearing element of the power structure. This solution contributes to easy handling and maintains excellent maneuverability and stability of the motorcycle.
The fuel tank volume of 17 liters will allow the owner to think less often about the need to visit a gas station, increasing autonomy of movement. And the exciting sound of the bike’s intake manifold is so calibrated by the manufacturer and pleasing to the ear of a city racer that you simply won’t want to stop moving.
Pictured: Z1000 R side view
The rear shock absorber, manufactured by the famous Öhlins brand, has pre-compression and rebound settings, adding convenience to the motorcycle in single mode and when riding with a passenger.
The motorcycle's 1,043 cc inline four-cylinder and four-stroke power unit. cm with a piston diameter and stroke of 77.0 x 56.0 mm, it has a liquid cooling system and a DOHC gas distribution system with 16 valves (4 valves per cylinder). The engine power supply system is implemented by digital fuel injection with four 38 mm oval sub-throttles manufactured by Keihin. The ignition is also controlled by an electronic unit. The engine lubrication system is implemented using a forced sump method (wet sump).
Maximum engine output is 143 hp. is achieved at 10,000 rpm, and the highest torque of 111 Nm is already at 7,300 rpm.
The bike is equipped with a six-speed gearbox and a multi-plate slipper clutch in an oil bath. The transmission of engine traction to the rear wheel is carried out via a chain drive.
The front suspension is a 41mm inverted fork with continuously adjustable compression and rebound damping, as well as spring preload. The rear suspension of the motorcycle is a gas-charged monoshock with continuously variable rebound and spring preload adjustment.
To bring the already excellent braking performance of the Z1000 R to an ideal level, the finest braking components, like those found on the Ninja H2R, were used. Brembo components are deservedly considered the best available for mass production models. High-precision mechanisms provide linear braking force, and the ABS system contributes to excellent handling. The front brakes consist of two Brembo semi-floating 310mm discs and M50 radial-mount dual monoblock four-piston front calipers, also from Brembo. At the rear there is a single 250mm petal disc with a single-piston caliper.
Pictured: another angle of the Z1000 R
Custom fuel tank graphics include a vibrant yellow and green accent that contrasts with the bike's dark paint job. The addition of R graphics to the color scheme as standard adds a pop of color to the bike and complements the overall design.
The Z1000 R's rims are approximately one and a half kilograms lighter than those of other models, which reduces the unsprung weight of the motorcycle and also improves steering qualities.
The bike's sleek and compact head fairing now sits even lower, visually continuing the line that begins at the top of the tank. For the first time, KAWASAKI uses a reflectorless LED headlight system. The use of LED lamps saves space, and the reflectorless lighting system gives the bike an even more predatory and purposeful look. Economical LED lamps operate on low (in the center) and high (outside) lighting. All four lamps light up when the high beams are on. There is a separate LED backlight on the odometer cover. The tail section of the motorcycle is equipped with an LED brake light, complementing the truly futuristic look of the bike.
The careful work of the manufacturer's engineers and designers is visible in every detail of the new KAWASAKI Z1000 R. The bike turned out to be muscular, tightly built, with a very aggressive and attractive appearance, and its technical equipment, as always, is at its best. You can view more detailed technical specifications and place an order on the MOTORRIKA website.
Production
The motorcycle is produced by a world-famous concern. Kawasaki Heavy Industries' philosophy is to produce safe, productive and reliable products. Advanced technologies have been used by the company's engineers since the 50s of the last century.
The company has mastered many technologies, including:
- anti-lock braking system;
- remote start activation system;
- monocoque frame;
- intelligent relay-regulator.
There are many other technologies that Kawasaki successfully integrates into its creations.
History of changes
You can divide the evolution of the Kawasaki z1000 into stages by year:
- 2003 – first generation based on a derated engine from the ZX-9R;
- 2007 - a major update of technical characteristics, torque was increased, but engine power was reduced;
- 2010 – the second generation was released with an increased engine capacity, both torque and power increased;
- 2011 – modification Z1000SK appeared.
- 2014 – tank volume was further increased, engine torque and power increased.
In the end, all this led to the creation of the beautiful Kawasaki z1000 R variant, which is perfect for lovers of strong sports bikes. Dynamic and elegant, this motorcycle is rightfully considered one of the best in its class.
Article from MotoDrive about Kawasaki Z1000The fashion for naked bikes, or, as it is fashionable to say now, street fighters, began not so long ago. For those who missed this event, let me remind you that the first surge was only about 10 years ago. Until that time, the concept of a “sports motorcycle for the city” virtually did not exist, so the creation of a hybrid of a sportbike and a classic motorcycle was only a matter of time. By removing all the excess cladding and exposing the powerful engine of a sportbike, often boosted to the extreme, the tuners created “street fighters” who could easily compete with track cars in urban spaces. Moreover, equipped with a high steering wheel instead of low “clip-ons”, they were a hundred times superior to “classic” sports in terms of ease of landing and driving in the city. Manufacturers of motorcycles, catching the trend, began to pay more attention to “streets”.
The championship in creating a serial streetfighter belongs to Ducati, which blew up the market with the release of Monster. Next came the FZR1000 Fazer from Yamaha, then Suzuki with its SV1000, Buell Lightning-XB9, and off we go... Today, only the lazy don’t produce streetfighters, so the domestic buyer has plenty to choose from, especially when it comes to Japanese products. It is stupid to dispute the fact that Yamaha (to a lesser extent Honda and Suzuki) is making a difference in the domestic motor market, and therefore the products of the Kawasaki concern, in fact, are undeservedly offended by the lack of attention. But in the West, the Z1000 from “Kawa” has become a cult motorcycle, loved by both ordinary motorcyclists and tuners with “unhinged” modifications of standard models.
The first generation Z1000, released in 2003, made its competitors nervous. Although the motorcycle was not ideal, it still had a catchy appearance and a possessive character, which made it stand out against the background of its boring brothers. Designed from scratch, with the exception of the engine, the Kawasaki Z1000 immediately became one of the trendsetters. Its engine, borrowed from the Ninja ZX-9R sportbike, has been derated to increase torque at mid-range. Its working volume increased from 899 to 953 cm3. The new generation of the legendary Z-series is not just a facelift, but a new look at the street problem. It will surprise many (perhaps unpleasantly at first) that the maximum power and torque values have suffered somewhat. That’s right, this time Kawasaki decided to go not with “meat”, but with optimal torque characteristics and well-chosen gear ratios. The four-cylinder “in-line”, compared to last year’s model, has been “tailored” for urban use. The changes affected almost all the main components of the unit. 16 valves, 4 per “pot”, are half a millimeter narrower. The crankshaft cheeks “gained weight” by 7%. The shape of the combustion chambers has also been changed. In addition, the 2007 Z1000 has a new fuel injection system controlled by a high-performance 32-bit processor. The TCBI motorcycle ignition system is digitally controlled, and four individual ignition coils mounted on spark plugs provide independent adjustment of ignition timing for each cylinder. To reduce weight and improve heat dissipation, the Z1000 engine features linerless aluminum cylinders coated with a chromium-based alloy. The diameter of the oval throttle valves, compared to last year's model, has decreased from 38 to 36 mm. By the way, now there are a pair of dampers per cylinder, one of which is driven directly by the throttle, and the second by electric motors. Additional throttle valves allow you to increase the accuracy of engine control and get rid of sudden jerks that the motorcycle is provoked by careless handling of the throttle. A power valve is installed at the exhaust, which has a positive effect on engine performance at low and medium speeds. Another significant change was the new exhaust system. The previously used “4-2-4” scheme gave way to a new one, “4-2-1-2”, tuned for greater impact precisely at the “lower” levels.
The new Z1000 also features a lightweight aluminum radiator with an automatic fan. After such a “reshaping”, the engine should pull confidently from low speeds and have an even characteristic, both in terms of torque and power. And, if the previous Z1000 had a maximum power of 144 horsepower at 11,000 rpm, and a maximum torque of 119 Nm at 9,200 rpm, now the characteristics are funny to look at. Satisfying the “lower classes” came at a high price: now the engine has only 125 “horses” at 10,000 rpm and 98.7 Nm of torque at 8,200 crankshaft rpm. But the “greens” are far from suicidal! The upgraded engine boasts a very low level of friction losses, as well as juicy traction coupled with close gearbox ratios, which should give excellent results at starts, at the exit of corners and in the process of other madness, for which the engines of other rivals need to be twisted and twisted . As for the chassis, it, contrary to the tendency towards increasing rigidity, has become a little softer. First of all, this was done to improve control over the motorcycle. The driver must feel the bike with his whole body in order to react in time to unforeseen situations. The frame of the motorcycle is not aluminum, as it might seem at first glance, but steel, made of thin-walled round pipes. In the 2007 model, the engine mounts, which is the power element of the structure, have been redesigned to reduce the level of vibrations that plagued drivers of its predecessor. The 41mm inverted fork has fairly high stiffness and is adjustable for preload and rebound damping. The Uni-trak rear suspension is deservedly considered one of the best in the class. The aluminum pendulum, manufactured using extrusion technology, is distinguished, first of all, by its low weight. The gas-filled monoshock absorber with a remote reservoir can be adjusted for spring preload, as well as infinitely adjustable compression and rebound damping. The steering column has moved forward 10 mm compared to last year's model, making it possible to increase the wheelbase. As a result, the bike's stability in long corners and on straights has improved, but not at the expense of good maneuverability at low speeds. The improved braking system retains the classic Kawasaki style: the same petal discs in all their glory. But the company presented another surprise by installing radial brake machines in front and a radial brake cylinder manufactured by the Japanese company Nissin. Thanks to this innovation, the sensitivity of the brake lever force has increased significantly, making it easier for the driver to control braking. The diameter of the front discs is, as before, 300 mm. But the rear brake disc has increased significantly in diameter - from 220 mm to 250, although the advantages of such an upgrade are barely noticeable - the old rear brake was already doing its job well. Brakes like these have been successfully used on the Ninja family of superbikes for a long time, and it was only a matter of time before they were installed on the Z1000 streetfighter. In accordance with the latest trends, a list of optional components has been compiled, among which is the anti-lock braking system (ABS).
While the specific characteristics of the engine are not for everyone, the design of the bike will not leave anyone indifferent! Sharp lines and the menacing squinting of the headlights immediately catch your eye. The “stern” is also good, mainly due to the unusually shaped mufflers, which give the bike a unique charm. On the sides of the Z1000 hangs a pair of menacing “barrels”, which are simply a pity to replace with prosaic tuning “blanks”. The instrument panel is designed in a calm manner (Kawasaki has already had enough of the avant-garde). Its liquid crystal display shows the speedometer, coolant temperature, odometer, trip meter and clock. The only analog instruments here are a tachometer, but that’s only a plus. It replaced the graphical speed sensor, made using liquid crystal technology, which was previously installed on the Z1000 instrument panel, but never found much popularity. Now the driver does not have to peer at the dashboard to “read” the current engine speed readings. You can follow them out of the corner of your eye without taking your eyes off the road. The selection of colors is also pleasing to the eye. The matte black color of the bulk of the parts goes well with orange, blue or glossy black cladding colors. Polished wheel rims with painted interiors and spokes enhance the already brutal styling of the Z1000. But all the words in the description of the motorcycle still cannot compare with the sensations experienced by the motorcyclist driving this streetfighter. In terms of riding sensations, it should be between a neoclassic and a sportbike, and, as a kind of golden mean, it may appeal to a large number of motorcyclists who are rushing about choosing the ideal motorcycle. In any case, Kawasaki did its best, and now the fate of its creation lies in the hands of buyers.
Text: Vladislav Sofonov Photo: Kawasaki Europe
