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Kawasaki Z 1000 – model years 2004 and 2014 in a comparison test

Uncovered driving fun on the country road

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The renewed Kawasaki Z 1000 came onto the market a good ten years ago. Fans and the trade press were equally enthusiastic. PS compared the 2004 Z 1000 with the current model and shows the differences.

The applause was frenetic when in 2003 the "new" Kawasaki Z 1000 came onto the market. The brand fans were euphoric, the trade press delighted by the brand impulsive appearance, and many motorcyclists became Zett knights within a very short time. Memories of the old Z 900 and Z 1000 times were awakened by the "four-in-two-in-four exhaust system" with its four individual rear silencers, and the old tale of "Frankenstein’s daughter" was immediately back on the table. Since then, the "new" Z 1000 is no longer so new and with its smaller sister, formerly the Z 750 and now the Z 800, has become a mainstay of the Kawasaki model range. The modern Zetts have nothing more to do with Frankenstein or the wicked driving behavior of the first Z generation in 1976, but they have nothing to do with undisguised driving fun on the country road.

Ducati 999/1199, Kawasaki Z 1000 and Yamaha YZF-R1

Generation comparison – 10 years apart

Kawasaki Z 1000 combines an engine derived from the ZX-9R engine with a tame center and agile, powerful top end with a very soft suspension, while the modern Zett embeds a very high-torque and high-torque engine in a very stiff chassis. And that’s exactly how grandma and great-grandchildren drive themselves. The Omchen has to be turned and spun, if things are to move quickly, the granddaughter shakes off intermediate sprints and overtaking maneuvers without shifting. The engines remained true to one another on one point. Neither the 2004 nor the 2014 engine are vibration-free. These vibrations seem to be part of the Z 1000 genetics like the four mufflers, the fat rear tire, the beefy overall package and the strikingly styled lamp mask.

Despite ten years of maturation, nobody is perfect

Off to the country road, a short family trip is on the agenda. Under normal traffic conditions, the grandma stays close on the heels of the grandson. Only on empty slopes like in the northern Black Forest does the old lady find herself increasingly short of breath. Her granddaughter, who has been very briefly translated and showing off her forcefully, stands up and away. Even increased switching work and permanent speeds of over 7000 turns only help to a limited extent to stay within striking distance. The chassis of the old Zett is far too soft, the brakes of our test bike too blunt. So the young Z has an easy job, hurrying confidently. Grandma only comes closer again on wrinkled asphalt and narrow country roads of the third order. Because the current Kawasaki Z 1000 is unnecessarily tightly tuned and then sometimes behaves so stubbornly that the pilot loses hearing and seeing. Only the wide opening of the damping on the fork lets you calm down and makes the Z a popular companion even on bumpy slopes.

The fact that no one is perfect despite ten years of maturity can be seen in two other points on the current Z 1000. First: The new gearbox (380 km on the speedometer) is very difficult to shift; Second: The alignment of the handlebar fittings on the new one is crap. Either the levers are far too high and you can see something in the rear-view mirrors, or you can operate the levers (to do this you have to loosen the armature a little and turn it forwards) and see nothing in the mirrors. But apart from that, the Kawasaki Z 1000 has made real headway in ten years.

All used offers: Kawasaki Z 1000

Naked bike

Endurance test final balance of the Kawasaki Z 1000

The naked bike after 50,000 km

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Data Kawasaki Z 1000 (2004/2014)

MOTORCYCLE

The performance data of the Kawasaki Z 1000.

Kawasaki Z 1000 (2004)

drive 

Four-cylinder in-line engine, four valves / cylinder, 93 kW (127 hp) at 10,000 rpm *,
96 Nm at 8000 rpm *, 953 cm³, bore / stroke: 77.2 / 50.9 mm,
Compression ratio: 11.2: 1, ignition / injection system, 38 mm throttle valves,
mechanically operated multi-disc oil bath clutch, six-speed gearbox,
G-Kat, chain
frame & 
Brakes

 Tubular steel bridge frame, steering head angle: 66.0 degrees,
Trail: 101 mm, wheelbase: 1420 mm, upside-down fork,
Ø inner fork tube: 41 mm, adjustable in spring base and rebound.
Central spring strut with deflection, adjustable in spring base and rebound.
Front / rear suspension travel: 120/138 mm, cast light alloy wheels,
3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17,
Michelin Pilot Power "E" test tires, 300 mm double disc brakes
with four-piston fixed calipers at the front, 220 mm single disc with
Single-piston floating caliper at the rear
performance 
Max. Rear wheel power **  90.0 kW (122 PS) at 236 km / h
Acceleration**

0-100 km / h: 3.1 s
0–150 km / h: 5.6 s
0-200 km / h: 9.9 s  
Draft **

 50-100 km / h: 5.2 s
100-150 km / h: 5.4 s
Top speed * 245 km / h
measurements and weight

 Length / width / height: 2040/760/1250 mm, seat / handlebar height: 805/995 mm
Handlebar width: 685 mm, 224 kg with a full tank, v./h .: 49.6 / 50.4%
consumption

 Fuel type: Super unleaded. Average test consumption: 7.6 liters / 100 km,
Tank capacity: 18 liters, range: 237 km
Set up
Setup fork

 stat. neg. spring travel: 35 mm, pressure level: -,
Rebound stage: completely closed, level: standard
Setup shock absorber

 stat. neg.spring travel: 15 mm, pressure level: -,
Rebound stage: 1 U open, level: standard
Base price (2004) 9,990 euros (including additional costs)
All damping settings counted from completely closed; static negative spring deflection standing vertically
without driver; U = revolutions; K = clicks; * Manufacturer information; ** PS measurement

Kawasaki Z 1000 (2014)

drive 

Four-cylinder in-line engine, four valves / cylinder, 104 kW (142 hp)
at 10,000 rpm *, 111 Nm at 7300 rpm *, 1043 cm³, bore / stroke: 77.0 / 56.0 mm, compression ratio: 11.8: 1, ignition / injection system, 38 mm throttle valves,
mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain
frame & 
Brakes

Light alloy backbone frame, steering head angle: 65.5 degrees,
Trail: 101 mm, wheelbase: 1435 mm, upside-down fork,
Inner fork tube: 41 mm, adjustable in spring base, rebound and compression.
Central spring strut with deflection, adjustable in spring base and rebound.
Suspension travel front / rear: 120/122 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17,
Front tires: 120/70 ZR 17, rear: 190/50 ZR 17, first tires: Dunlop D 214 "T",
310 mm double disc brake with radially attached four-piston fixed calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS

performance  Max. Rear wheel power **  95.5 kW (130 PS) at 207 km / h

Acceleration**

0-100 km / h: 3.2 s
0–150 km / h: 5.6 s
0-200 km / h: 10.0 s      Draft **

50-100 km / h: 3.7 s
100-150 km / h: 3.7 s Top speed * 237 km / h measurements and weight

Length / width / height: 2060/900/1230 mm, seat / handlebar height: 800/995 mm,
Handlebar width: 710 mm, 222 kg with a full tank, v./h .: 50.2 / 49.8% consumption

Fuel type: Super unleaded. Average test consumption: 6.9 liters / 100 km, tank capacity: 17 liters, range: 246 km Set up Setup fork

stat. neg. travel: 24 mm,
Compression stage: completely open, rebound stage: 4.5 U open, level: standard Setup shock absorber

stat. neg.spring travel: 12 mm, pressure level: -,
Rebound: 4.25 U open, level: standard Base price (2014) 12,195 euros (plus additional costs) All damping settings counted from completely closed; static negative spring deflection standing vertically
without driver; U = revolutions; K = clicks; * Manufacturer information; ** PS measurement

Rating Kawasaki Z 1000 (2004/2014)

The "new" Z 1000 is not that new anymore and with its smaller sister, formerly the Z 750 and now the Z 800, has become a mainstay of the Kawasaki model range.


 Max.
Points 
 
Kawasaki 
Z 1000
(2004)
 Kawasaki
Z 1000
(2014)
drive
acceleration 10 7th 7th
Draft 10 5 9
Power delivery  10 6th 8th
Responsiveness 10 7th 7th
Load change reaction 10 6th 7th
Running culture 10 4th 6th
Gear actuation 10 7th 5
Gear ratio 10 7th 9
Clutch function 10 6th 6th
Traction control 10 – –
Subtotal
 100
 55
 64
landing gear
Driving stability 10 6th 7th
Handiness 10 7th 7th
Cornering stability 10 6th 8th
feedback 10 6th 8th
Suspension tuning in front  10 6th 8th
Chassis set-up at the rear  10 6th 7th
Braking effect 10 7th 9
Brake metering 10 7th 9
Erection moment
when braking		 10

 6th

 5
ABS function 10 – 9
Subtotal
 100
 57
 77
Everyday life and driving fun
Sitting position 10 7th 8th
Windbreak 10 2 1
Furnishing 10 3 5
consumption 10 5 6th
Driving fun 10 6th 8th
Subtotal
 50
 23
 28
Total
 250
 135
 168
placement
2.
 1.

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