Kawasaki Z1000 SX motorcycle test

Menus

• The Z sport-touring, Super exciting !
• Two-day trial in Spain in Malaga
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

The Z sport-touring, Super exciting !

Two-day trial in Spain in Malaga

Ten months after the official launch of the nasty Z 1000 roadster, the Akashi firm presents a more road version: the Z 1000 SX.

Building on the commercial success of the naked version, with nearly 2,800 units sold, ahead of the highly acclaimed but aesthetically wiser Honda CB 1000 R, Kawasaki wishes to place on the market a machine capable of appealing to bikers eager for kilometers all around. as much as sensations…. The SX is thus presented as a fast touring motorcycle, lively but easy to handle, fun solo but suitable for long trips in duo.. It is therefore an important compromise machine that is proposed.

In the line of sight: the sports tourism segment. Facing the Triumph Sprint ST and GT, Yamaha FZ1 Fazer and in the good plan, but a little warmed up, Suzuki GSX 1250 FA. The Z 1000 SX, with a breathtaking engine and a sprinter’s dress, wants to play the scarecrows.

Discovery

Aesthetically, while keeping the sharp family design, this is a new bike. Only the shape of the exhausts, here matt black, can remind the sister with the wanton look. The much-acclaimed engine block remains virtually unchanged (modified injection due to different air intakes) as well as the excellent all-aluminum frame.

In the cosmetics department, the latter as well as other metallic elements are adorned with an elegant titanium color and the dynamism dominates: we notice at first glance the fairly developed fork crown but plunging strongly on the front. There is a bubble overhanging tapered optics, fairings quite enveloping but with taut lines, passenger handles consistent but well integrated. The returned image is intended to be sporty and we can clearly see the style of the brand’s ZXs in the lines of this SX. A forced air inlet under the bubble would suffice to complete the mimicry of the front.

However, we logically lose the strictly fun side of the roadster. The large but elegant fairing closely follows the shape of the engine. Thus dressed, the block is more discreet and refined.

The aluminum rims (of the ZX 6 R) are lighter (1.5 kilos for the 2) but are no longer polished, just like the pistons of the front brake calipers. The discs still keep their petal shape. The original front turn signals form like mini-fins mounted on rubber mounts directly attached to the inside of the fairing, in order to limit breakage in the event of a fall but remain fairly exposed to shocks.

The rear loop seems less attached to the more curved tank which contains no less than 19 liters instead of the 15 of the naked (20% more). Because, remember, it’s also touring that you have to do ….

In the saddle

In fact, the handlebars (narrower by 10 mm) are no longer a "flat hanger" but is made up of two half-handlebars, raising the hands to 80 mm above the T, itself supported on the sleeves. 45mm longer fork. The whole gives a more upright position consistent with road use. The body is thus less tilted forward, even if the footrests are still placed far enough back.

Touring again, the fully adjustable inverted fork is tuned smoother and isn’t streamlined. The shock absorber has a longer stroke. The mirrors are now attached to the fairing. The commodos offer a hazard warning light control (absent from the roadster).

The dashboard is more classic and ergonomic, offering a unit containing a large analog tachometer in which is embedded an LCD window displaying very clearly the usual information: tachometer, odometer and two partials, clock and the classic indicator lights.

A large bubble covers everything and it offers a clever height adjustment in three positions: a control placed under the meters allows, when stopped, to vary the quality of screen protection.

On the seat side, with an accessible height of 825 mm, pilot and passenger alike gain 10 mm of foam thickness and the latter benefits from a wider and longer seat resting on anti-vibration pads. The toe clips are all rubber sheathed and the plates mounted on double silent block…. The accompanying person now has real grab handles (borrowed from the ER6 F), the angles of which could be even softer. The overweight of the tank is also useful for its support on the front. The space available under the saddle is also increasing very slightly.

But all these accommodations between sport and travel also have setbacks. Thus certain practical and / or useful details for the riders seem neglected. In the register of complaints we could note the lack of storage compartment, adjustment of the ergonomics of the clutch lever and above all the omission of a damper preload adjustment knob…. For a machine designed for the duo, that’s a bit of a shame. However, the adjustment of the spring by ratchet using a tool provided is simple and the quality of damping by default is very correct.

Same regret for the dashboard where the absent subscribers point to: gear indicator light engaged, engine temperature and why not exterior.
The announced compromise tilts well in favor of sport.

In the city

Softness and torque, always, for this engine block. You can hardly feel the extra weight placed on the front (fairing). The gearbox is soft, locks well and pleasantly supports a very flexible engine that is still full at low revs. It is always possible to keep the 6th gear at 40 km / h and 2000 rpm even if, in use, it is the 3 ° or 4 ° which is used the most, allowing urban evolutions at the same time. comfortable and dynamic. The large tank with the large notch allows even the tallest to accommodate their legs without being "broken".

The turning radius is less good than that of the roadster and forced to maneuver for U-turns. Fortunately, the SX is well balanced and has a fairly low center of gravity. The weight remains contained, just over 10 kg than the naked Z (228/231 kg – base / ABS).

Motorway and expressways

The Kawa boiler remains identical in performance to that of the roadster on this touring model and instantly propels man and machine to the maximum authorized speed. The counter then indicates 5,500 revolutions, i.e. 250 less than on the naked, the transmission offering one more tooth to the crown: 42×15 for the SX against 41×15 for the Z.

In dynamics, this difference is imperceptible, unlike vibrations, which are more sensitive to the approach of 6,000 rpm, at the level of the crotch, the footrests and the support of the knees on the tank.

Always very responsive, this Z-Touring is rewarding for its pilot and easy to take. The contribution of the fairings is sensitive and effectively reduces air flow to the legs and lower body.

The bubble in the high position returns the pressure to the helmet and the top of the shoulders. Pretty good for a sports car, but just okay for touring. By forcing the pace, we reach 160 km / h at 7,000 laps, then the crew gains 20 km / h for every 1,000 additional revolutions (the test does not take place in France). The athletic 4-cylinder works wonders and pushes to the red zone at 11,000 rpm.

Departmental

Traveling by motorbike is mostly done on secondary axes and the SX proves to be a companion that is as tonic as it is comfortable. The original suspension tuning is quite soft, very good and effectively filters out bumps and hollows of all kinds. Without being a flying carpet; the SX does not come apart at any time even on corrugated iron passages of the road network of the Andalusian mountains.

The pilot enjoys an ideal, comfortable and efficient position to cut miles. Spinning at good speed on an ideal sliver of asphalt or strolling between the arid peaks of the mountainous heights, the SX allows all types of driving, solo or duo, with the same dynamic pleasure. The BT 016 190×50 mount, with excellent grip, probably does not provide the best handling without really being detrimental to the dynamic behavior of the 1000 SX.

As on the Z, a resonator in the airbox reduces noise at low revs and emphasizes the sound in revs. In fact, by adopting a more committed piloting on virulent secondary networks, it is a real pleasure to make this disguised sportswoman roar. If it is already fully available from 4,000 revolutions in 6 °, the engine is sublime after 6,000 revolutions.

Maintained above this speed on third or fourth gear, the heart of this machine sings with mastery and reveals its true Z nature. Its 138 hp and 11.2 m / kg of torque from 7,800 revs (in the free world and soon with us?) encourage sporty driving. It is easy to turn around the tank, whose end is quite thin, to take advantage of the dynamic qualities of the SX even more..

Part-cycle

To support all this enthusiasm, the frame / suspension harmony is excellent. Crisp and comfortable, stiff, precise, the Z-SX hardly lends itself to criticism, other than a tendency for the steering to lock up when the brakes are applied on the corner. Entering a curve under full braking, however, is not a problem. However, the touring roadster shows a little less neutrality than a Honda CBF 1000 F and engages the front axle more noticeably..

Braking

On presentation machines of less than 400 km, the rear brake fitted with a single piston caliper squeezing a 250mm petal disc feels a bit slack and the pedal travel a bit long. The front end is still dosable, enduring and powerful, made up of a radial piston master cylinder, 300 mm petal discs and radial calipers with 4 opposing pistons.

Comfort / Duo

Although a more comfortable seat, with good support, and a fairly good overall leg / body position, the passenger seat is not yet optimal for accumulating the kilometers. Here too, the original compromise and the compactness of the SX give pride of place to sport. Rather high perched, knees and feet can interfere with the pilot.

The addition of nice, good-sized side cases does little to hamper handling. On this subject it is suitcases OR top case. The support system does not allow the total simultaneously. The first are large but will not accommodate all helmets, mainly large road helmets…. These side appendages do reduce the comfort of the accompanying person a little. His heels abut against these rigid shells. In short, without being unpleasant: can do better.

The luggage option also includes the standardized installation of an additional brake light on the mud flap.

Consumption

With a 19-liter tank, stages of 250 to 300 km including reserves seem possible. This decent range also comes from better aerodynamics and a very slightly longer drivetrain. A good point for touring.

Conclusion

It’s ultimately the sporting argument that dominates this Z 1000 SX. Faced with the Yamaha FZ1 Fazer, the SX has a serious comfort argument to oppose to its much more lightly covered rival. Its line is just as aggressive as its performance.

It is at the tariff level that the debate becomes closer. Because on this Kawasaki sport-touring the quality / price ratio and high. Understand by this that the two are high perched: announced at € 12,500 base and € 13,100 with ABS, the SX seems to charge a “fair price” for its dynamic and aesthetic qualities..

A fully equipped Susuki GSX 1250 FA (Grand Touring option: side cases and Top case) and ABS as standard can be purchased for € 9,990…. Price, performance and finishes are of course very different.
The Triumph Sprint GT (luggage and ABS) is traded at 13,400 €. A price certainly close to the Z 1000 SX suitcase option, whose performance is, on the other hand, much better.
The Fazer FZ1 and its base € 11,300 and € 11,900 with ABS do not offer exactly the same road advantages.
Remains the very neutral and balanced Honda CBF 1000 F. Much more fun, both in its look and its angry engine, the new Kawasaki can not claim to dethrone the Honda roadster on the efficiency of the cycle part, and the travel / duo pleasure. . Ditto from an economic point of view: € 10,500 for the CBF 1000 F, ABS-CBS as standard. The SX will need to capitalize on the exuberance of its brilliant engine to win the vote.

At the time of choice, it will therefore be necessary to compose between competitors who are less enjoyable or more comfortable in the long run. This is perhaps the strength of the Z 1000 SX: providing a lot of fun on medium stages and in very decent comfort. Thus, by moving away from GTs but offering high-level dynamics, the road Z can claim good hopes in a segment where the solutions are varied but where a little more pep can make the difference..

Strong points

• motor character and flexibility
• cycle part performance
• autonomy (to be confirmed)

Weak points

• passenger comfort still improved

Competitors: Honda CB 1000 R, Suzuki Bandit 1200,
Triumph Speed ​​Triple, Yamaha
Fazer 1000

2003 vintage test

The technical sheet / comparo
2003/2007/2010

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