Kawasaki family duel – Z 900 versus Z 1000 R Edition

Posted on by admin

Table of contents

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

Kawasaki family duel - Z 900 versus Z 1000 R Edition

Kawasaki family duel - Z 900 versus Z 1000 R Edition

Kawasaki family duel - Z 900 versus Z 1000 R Edition

Kawasaki family duel - Z 900 versus Z 1000 R Edition

18th pictures

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

1/18
Kawasaki family duel – Z 900 vs. Z 1000 R Edition.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

2/18
Kawasaki Z 900: The profile is similar, the engine too, the rest not. The 900 has a tubular space frame.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

3/18
Kawasaki Z 1000 R Edition: As an R version with, among other things, Ohlins shock absorber, Brembo M50 monoblock brakes.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

4/18
Kawasaki Z 900: If you like it, you don’t have to. Both cockpits provide useful information such as the remaining range and a gear indicator…

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

5/18
…Are they really handsome? A matter of taste (Kawasaki Z 1000 R Edition)

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

6/18
Price difference that you can see: The Z 900 brakes well…

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

7/18
…The brute Brembo M50 pliers of the 1000 series are easier to dose and bite harder.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

8/18
You can see the red pencil on the Kawasaki Z 900, but the price has to come from somewhere. Simple steel swing arm on the 900…

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

9/18
…noble eccentric adjustment and stainless steel pot on the Z 1000 R..

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

10/18
The plastic cover of the tubular frame of the Z 900 really cannot be enjoyed by the eye!

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

11/18
The R version’s Ohlins shock does its job much better than the production piece.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

12/18
Kawasaki Z 900.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

13/18
Kawasaki Z 1000 R Edition.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

14/18
Kawasaki Z 900.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

15/18
Kawasaki Z 1000 R Edition.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

16/18
Kawasaki Z 900.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

17/18
Kawasaki Z 1000 R Edition.

Kawasaki family duel - Z 900 versus Z 1000 R Edition
r-photography.info

18/18
Kawasaki family duel – Z 900 vs. Z 1000 R Edition.

motorcycles

Kawasaki family duel – Z 900 versus Z 1000 R Edition

Kawasaki Z 900 and Z 1000 R Edition in the test
Civil and disobedience

“Z wie zornig” was the title of the top test of Kawasaki’s Premium-Nackedei in 2014. Three years later, their own youth, who have become incredibly grown, strong, but also civil, are revolting. Is the new 900 the better Z?

Roman Kirschbauer

11/15/2017

Children, how time goes by. You didn’t look at the calendar for a few days, it’s 2017 and that Kawasaki Z 1000 older than three years. So it makes sense that the Japanese push the 142-hp naked bike into the sales halls as a noble R-Edition, among other things, to motivate potential customers with a fine Ohlins shock absorber and snappy Brembo M50 monoblock pliers to buy it (subject to a surcharge) want. Especially since the Z 1000 yes, to be honest, it didn’t always do very well in past comparative tests. It neither offers modern aids such as traction control, quickshifter or anti-hopping clutch, nor was it particularly impressive when it comes to driving. This was mainly due to the much criticized and now re-fitted first tires, the Dunlops D214, rear as 190 tires with a 50 mm cross-section. So much in advance: These tires with a strong pitching moment, poor wet grip and demotivated turning behavior continue to act like an applied handbrake for the Z 1000. So everything as always? No, the surprise is still to come. So stay tuned!

Buy complete article

Kawasaki family duel - Z 900 versus Z 1000 R Edition

Newcomers from KTM, Ducati and Kawasaki in a family comparison
Family duel

16 pages) as PDF

€ 2.00

Buy now

4,800 euros price difference

Let’s take a look at the street, throw the rough running four-cylinder powerhouse on and enjoy this sawing, scraping and grinding from the 1043 cubic combustion chamber, the rattle from the airbox. In all honesty: no four-cylinder 1000 cc engine sounds so greedy, powerful and colossal at the same time. There is also the 948 cubic unit of the Z 900 not ran, although technically it is based on the stronger sister. In the new configuration with a 3.6 millimeter smaller bore, the 900 runs more smoothly, a little more liberated, but not quite as aggressive. Otherwise, she offers exactly what the colleague is missing. On the one hand, there are the tires. Yes, the Z 900 also rolls on Dunlop’s D214. The special specification “Z” and the 55 mm cross-section of the 180 mm rear tire turn what was previously written about the tire upside down. This variant of the Dunlop skin ensures a strong performance, impressively proves that initial tires can be an excellent match for the bike.

The next trick compared to its big sister: The Z 900 has less power, but it is much more wiry and ten kilos lighter on the asphalt. A tubular space frame ensures cohesion, while the big one is dominated by the powerful aluminum backbone frame with wide profiles. That looks a lot. And gives a first indication that the Z 1000 R not only looks more valuable in all respects, but is actually much better processed. Of course, the 900s were anything but carelessly puzzled together, but weld seams, materials used, plastic covers on the frame and, above all, the swing arm show where the red pencil struck. The two Zs separate around 4,800 euros.

Chassis, performance, ergonomics

What is still noticeable when looking at the bikes in the profile is also confirmed by the data tables: The 1000 has the more extreme chassis geometry. Their wheelbase is 15 millimeters shorter, the caster four millimeters less, and the steering head half a degree steeper. So whether it shows the 900er not only in terms of performance who is the boss in the ring, but also in the agility chapter?

With a measured 127 HP and 101 Newton meters, the Z 900 does not have too bad conditions to stick the 14 HP more powerful sister to the rear for a long time. Why? On the one hand, it has a shorter translation – except for the sixth gear, which is designed as overdrive – on the other hand, it offers the Z 900 driver a decent amount of space when sitting on the seat from the Kawasaki range of accessories (plus 20 millimeters, 162.50 euros) . And this allows a little more freedom of movement for lively physical activity than the beefier 1000.

The handlebars on both bikes are close at hand, are not too wide and are pleasantly cranked. The knees bend in a sporty, but not pointed way, the feet find a safe stand thanks to the moderate seat height. In addition, the controls of the futuristic cockpits, which are rather oddly designed for European eyes, raise no questions. Just whether you really had to force them to look like this? Well, nobody should be overwhelmed with the two buttons to display information such as remaining range and current consumption. The on-board computers don’t give much more.

Comparison of engine characteristics

The clutches separate cleanly, are easy to dose, and only require little manual force. The gears slip smoothly and precisely, only when downshifting both transmissions sometimes seem a bit bony. The Z 1000 accelerates harshly, making it clear that you don’t need to expect any flower-picking skills from it. The Z 900 does this a little better, it is also more civilized overall.

The engine characteristics are not only very similar on the test bench diagram. Both four-cylinder cylinders offer almost big bike flair, can be moved through the village in sixth gear with pleasure and well-behaved, without starving to death at the end of the turn on the throttle. Sure, it is not only subjectively that the big one benefits from its powerful gulp of more displacement, it pumps 85 Newton meters to the crankshaft at 3000 revs and 98 Newton meters at 5000 revs. This not only allows low-revving gliding, but also unbelievable reserves. Because the corners of the mouth continue to dance polka when, in the heat of the moment, you step down two or three gears and boldly let the gas stand. The way the load gives chips again by 6000 revolutions and makes men in the lower corridors, inspires even after three years as on the first day.

Same pace, only with less adrenaline

And the little one? All in all, it offers the same properties, never looks underpowered, but always a bit tamer compared to the 1000. But with all due respect: that only becomes apparent when you swing your leg down from one bench and over the other. What is much more important and not just proverbial: the driving behavior. On the
You can be damn fast on the Z 1000, but you have to fight hard and choose your line very precisely. How is that meant? Well, if you get on the Z 900 and drive off, you immediately feel good, can quickly assess the motorcycle and, thanks to its neutral steering properties and easy handling, boldly throw it into the curve. On the other hand, if you sit on the premium burner, you will notice the extra weight and a certain stubbornness when it comes to rolling away. Don’t let that discourage you! Thousands want to be grabbed by the horns, twirled from curve to curve, is not on romance, but on the act with leather and handcuffs. If you dominate the bike, the R version will be happy about the significantly better response behavior of the Ohlins shock absorber compared to the standard part. Its full damping did not give cause for criticism during the test drive. In any case, the Z 1000 delivered a decent performance and did not position itself quite as strongly in curves as previous test copies. Is that why we did it so obliquely that shortly after the fearful nipples the exhaust was affected? Might be.

Surprising: On the small Z you drive the same pace with significantly less adrenaline in your blood. Your chassis components may be of a simple design, but they shine with good-naturedness, rich damping, and inconspicuousness. Just like the whole Z 900, which also quietly overtakes its big sister in terms of points. Civil disobedience has never hurt. And judging by the votes, there could already be a new Z 1000 next year. Then the duel begins again.

MOTORCYCLE test result

1. Kawasaki Z 900

More agile, more intuitive, strong and civil in all respects apart from the futuristic cockpit. Sounds boring? But drives sensationally. Especially with a view to the attractive price.

2. Kawasaki Z 1000 R Edition

As an R version better than before and yet still a victim of its first tires. The engine remains a force, the Brembo brakes an anchor. The Z 1000 wants to be dominated.

Leave a Reply

Your email address will not be published. Required fields are marked *