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Kawasaki Z 1000 SX in the PS driving report

More athletes than tourers?

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Three years after the Kawasaki Z 1000 SX was launched, the popular sports tourer has been given a makeover. Full-bodied, the Japanese promise even more sport. We have already driven it.

First check whether the Kawasaki sports tourer, which has recently been upgraded with Kawasaki’s KTRC traction control Z 1000 SX actually allows wheelies. The Greens promised that on the previous evening. Insert the sharpest of three levels (one) and accelerate the box until the highest torque is applied. Then carefully tighten the cable and pull on the handlebars – whoosh, the front wheel rises as desired into the sky.

Kawasaki Z 1000 SX in the PS driving report

More athletes than tourers?

Tourer

Kawasaki Z 1000 SX (2014) in the driving report

Mild and wild combined even better?

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Level 1 allows wheelies

So it’s true: Despite electronic monitoring, fans of the well-groomed unicycle dance get their money’s worth with the new Kawasaki Z 1000 SX. In position two, the system (which can be switched off) controls audibly and tangibly, but it still allows unicycle artistry. If you want to keep the front wheel on the ground, choose level three. With this setting, the traction control regulates the slightest deviations from the front and rear wheel speed, which also effectively prevents slips. This is a real advantage, especially on wet roads. However, the KTRC noticeably brakes the bike under ideal conditions and hearty sprints from corners.

Tip: Sporty contemporaries choose level two on dry roads. But be careful, even this system cannot prevent slides one hundred percent if the pilot brutally tears open the gas in a sharp lean angle and low gear!

Kawasaki not only donated modern electronics to the Z 1000 SX, but also put a lot of effort into the engine hardware: tamer control times, four intake stacks of the same length, connecting channels between the cylinders to reduce pumping losses, intake channels leading directly from the front cover to the air filter, larger, now oval interference pipes between the manifolds, a new programming of the engine control and modified exhausts without valve system. The bottom line is a nominal power increased by four to 142 hp and a torque increased to 111 Nm. In addition, the changes should also increase the midrange power and cause a more direct throttle response. In addition, the Greens modified the airbox of the Kawasaki Z 1000 SX for an aggressive intake noise.

Great sound and incredible thrust

Whether and how the modifications affect can only be determined in direct comparison with the predecessor. Here and now, the new Kawasaki Z 1000 SX shines with a great sound and incredible thrust from the low revs. In the further course, the engine shows no nakedness, on the contrary: At 7000 rpm it goes a step further and fires passionately towards maximum power, which according to Kawasaki is at 10,000 rpm. As the performance increases, the running smoothness unfortunately also decreases. Kawasaki speaks of intentional vibrations that "underline the feeling of acceleration" – well. We are more convinced by the slightly longer sixth gear (plus six km / h), as it lowers the revs at the same speed and at least theoretically allows more top speed.

New ABS and monoblock saddles from Tokico

From a sporting point of view, the completely new ABS on the Kawasaki Z 1000 SX is also interesting. The Bosch system is supposed to build up pressure faster, regulate more sensitively and prevent the rear wheel from lifting off. In fact, the ABS works in very short intervals – great! But Stoppies does not always thwart it reliably, especially downhill it reaches its limits. Regardless of this, Z 1000 SX drivers benefit from the further modifications to the brakes. This is the first time that monoblock saddles from Tokico are used on a Kawasaki. Crisp, transparent, with a stable pressure point, great controllability and a powerful bite: the stoppers are a hit!

The chassis also offers better performance: tighter adjustment of the fork damping, harder spring on the shock absorber, hydraulic spring preload using a handwheel. In addition, the Kawasaki Z 1000 SX now rolls on the sporty Bridgestone S 20 soles in the special specification "N". Why the Greens did not switch to a rear tire with a 55 mm cross-section at the same time is not clear to us. Experience shows that such rubbers, thanks to their rounder contour, are much more willing to curve and are less likely to stand up on uneven floors. Speaking of setting up: Especially when bending on the brakes, the sports tourer needs a clear steering impulse, because the new Kawasaki Z 1000 SX seems quite bulky during this exercise. Once in an inclined position, however, the Z 1000 SX pulls its course reliably and stably. We stopped the initial stirring of the hindquarters with a more closed rebound stage on the strut.

New case system is better integrated

Kawasaki also has a heart for tourist-oriented drivers. The new case system (accessory) is now better integrated into the bike and is around 75 millimeters narrower than the old system. In addition, the brackets on the new Kawasaki Z 1000 SX are hardly noticeable, even when the cases are removed. At first glance, the seat cushions for the driver and pillion, which are ten millimeters thick, also remain undetected. 

Die-hard tourists still have to do without a few useful features with the Z 1000 SX: aisle and outside temperature display, main stand, variable seat height, socket. Sports drivers would also find a gear indicator exciting. According to Kawasaki, however, a different crankcase would be required. The new Kawasaki Z 1000 SX is a good match. After all, from the start she is more of an athlete than a tourer.

Important changes

Kawasaki

Are you kneeling on the floor with a tourer? No problem with the Kawasaki Z 1000 SX.

drive

• more power (142 PS, 111 Nm)
• tamer tax times
• longer intake ducts to the airbox
• new mapping of the motor control
• Revised exhaust without valves
• two driving modes ("Full" and "Low")
• longer sixth gear

landing gear

• Tightened fork
• harder spring of the shock absorber
• Handwheel for spring preload
• Monoblock calipers
• new ABS
• Bridgestone tires S 20 "N"
• three-stage traction control

miscellaneous

• new case system

PS data

Kawasaki

Including the case system, the Kawasaki Z 1000 SX costs from 13,575 euros.

drive Four-cylinder in-line engine, four valves / cylinder, 104.5 kW (142 PS) at 10,000 / min *, 111 Nm at 7300 / min *, 1043 cm3, bore / stroke: 77.0 / 56.0 mm, compression: 11, 8 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain

landing gear Light alloy central tube frame, steering head angle: 65.5 degrees, caster: 102 mm, wheelbase: 1445 mm, inner fork tube Ø: 41 mm, spring travel from / h .: 120/138 mm

Wheels and brakes Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, 300 mm double disc brake with four-piston fixed calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, SECTION

Weight (full tank) 231 kg, tank capacity: 19.0 liters super

Base price 12,795 euros

PS judgment

Kawasaki

PS tester and stunt driver Volkmar Jacob.

With the numerous changes, the Kawasaki Z 1000 SX has been significantly upgraded. Sporty drivers primarily benefit from traction control, the firmer chassis and the new ABS. But in the fresh cell treatment we miss the last consequence, for example in terms of rear wheel lift detection of the ABS and the dimensions of the rear tire.

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