All Reader Reviews – The revival of the roadster? – Used KAWASAKI

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The revival of the roadster ?

All Reader Reviews - The revival of the roadster? - Used KAWASAKI

Obviously the Kawasaki Z1000 has a little tuning look, especially in orange. But it must be recognized by a certain originality which renews the roadster genre. Discovery of the machine by a trail enthusiast…

When I go to Kawasaki Étoile for a test drive of the Z1000, I am immediately offered a 30-minute test drive on presentation of my license and deposit of a deposit check of € 2,000.. Probably because it is still a novelty and it sells very well…

Before leaving, I take a closer look at the fire. Obviously there‘s the slightly tuned look, especially in orange, which I don’t really like. But we must recognize a certain originality that renews the roadster genre. They simply went a little far on certain details such as the split pots (blah!) Or the filthy little orange covers on the engine casings. The digital dashboard is pretty good, apart from the red background. But the tastes and the colors…

Let’s get started: what is striking is the compactness of the bike. It’s hard to believe it’s a 1000! The position is obvious, lightly resting on the arms. My legs go around the tank easily, yet due to my tall size I often have problems with this. I’m used to having a fairing in front of me, but here with the headlight very plunging, the field of vision is very clear: beyond the handlebars, you can only see the road! In short, I, who am however used to trail running, immediately feel quite comfortable. On this subject, a warning before the dynamic test, these are my impressions of a single-cylinder trail driver! My credentials are not at all those of a big roadster enthusiast. Moreover, in half an hour in the Paris region, there is no question of exploring the full potential of the beast !

Finally, here I am in the crowded streets of the capital. The clutch and gearbox are very nice and as always with a 4-cylinder everything runs smoothly at low speeds. After a few acceleration in the Bois de Boulogne, I immediately felt that up to 7,000 – 8,000 rpm the engine was not really bad. Some would even say it’s bland. Of course it grows hard, but very smoothly and there may be a shift with the very aggressive look of the beast. However, this docile engine combined with a very good driving position and a very manoeuvrable and well-balanced cycle part make the machine really very easy and pleasant in urban traffic and low-speed evolutions..

I arrive in the climb of the N118, there are not too many people I will be able to open a little (Saint-Sarko pray for me!) If you take the trouble to push beyond 7000 laps, it really takes a toll, on that side don’t worry there is what you need. But what impresses me is the quality of the chassis: the front end is really sharp and the turn is triggered with surprising ease. Rigid, it does not move in support and we can put the gas back in confidence. This is the secret to me of a good motorcycle: it has to give you confidence. And this is the case with the Z1000.

I am now at 160 (on the German autobahn of course). The protection offered by the mini nose screen is impressive. Contrary to what you might think the wind pressure is very bearable and frankly I could go a long way at this pace. On the other hand, if I accelerate again it immediately tears off my arms. I go out on the side of Bièvres to put in a few turns that I know in the area and test the braking. So be careful, it’s very, very powerful (at least with my references) and I must be careful not to block the front wheel … But it remains dosable and it is probably a matter of habit ( on the Freewind, do not hesitate to pull the lever on the mouth). Passing over somewhat bumpy sections of the road, the bike reacts very sharply with even a few deviations in trajectory. Really she doesn’t like it, and that’s probably why I wouldn’t buy it (because I like it!).

I’m really having fun but it’s already time to go home. I am very comfortable and position the bike in traffic just as I want it to. The digital dashboard is complete and quite functional, apart from the not very readable tachometer, still because of the red background.

When I return the keys, I understand the enthusiasm of the essays I read in the press. It’s true that it’s an easy and fun bike thanks to a really great cycle part: lively but not sharp, docile but rigorous in its reactions. Conversely, the engine does everything right, but it’s not what gives the beast its character. But isn’t that the real originality of this bike? Engine performance, you get used to it over time and suddenly you always want more. Yet already with this bike, in traffic, I always have the impression of being in slow motion. Wouldn’t the real pleasure rather be the mastery of power and the art of trajectory? And this one is limitless. This motorcycle is oriented in this direction and even makes this quest accessible to the greatest number by its docility.

Finally, we are far from his transgressive image of a stunter motorcycle! Especially since it is very livable on a daily basis: pleasant in the city and good protection on the road. So I was very favorably impressed with this bike, which was not my cup of tea. But in my opinion, the real bargain will be the Z750 which will be presented at the Salon in October: a little less powerful, but we have seen that this is not the essential, a little lighter and the same magic cycle part for much less.

As far as I’m concerned, I keep the preference for trail running because I love side roads and rotten back roads too much. And then I like to put on saddlebags and a top case without getting too complex…

Technical characteristics (manufacturer data)
Engine
Type 4 cylinders in line, 4-stroke
Displacement 953 cm3
Bore x Stroke 77.2 x 50.9 mm
Compression ratio 11.2: 1
Distribution Double ACT, 16 valves
Injection Ø 38 mm x 4 (Keihin)
Ignition Electronic
Starter Electric
Cooling Liquid
Lubrication Pressurized, wet sump
Engine oil: Standards API SF, SG, SH (with JASO MA) or SJ (with JASO MA)
Viscosity SAE 10W-40
Crankcase capacity 3.8 liters
Candles CR9EK, U27ETR
Timing of the distribution: Admission Open: 38 ° PMH. Closed: 66 ° PMB Opening time: 284 °
Exhaust Open: 57 ° PMB. Closed: 31 ° PMH Opening time: 268 °
Piston clearance 0.010 ~ 0.037mm
Pressure in cylinder 1.520 kPa {15.5 kgf / cm2} at 320 rpm
Charging current and voltage
(at night at 4,000 rpm)		 7 A, 14 V
Exhaust 4 in 2 in 4
Transmission
Gearbox 6 speed
Primary transmission By pinions
Final drive X joint chain
Primary report 1.714 (84/49)
Gear ratio: 1st 2.571 (36/14)
2nd 1.941 (33/17)
3rd 1.555 (28/18)
4th 1,333 (28/21)
5th 1,200 (24/20)
6th 1,095 (23/21)
Final report 2.625 (42/16)
Final gear ratio 4,929 on last report
Clutch Multi-disc in oil bath
Cycle part
Type
 High tensile steel ‘diamond’ frame with removable upper right motor mount
Suspension: before 41 mm inverted cartridge fork, with stepless rebound adjustment and preload adjustment
back Progressive Uni-Trak system with gas shock absorber, progressive rebound adjustment and preload adjustment
Travel: before 120 mm
back 138 mm
Tires: before 120 / 70ZR17M / C (58W)
back 190 / 50ZR17M / C (73W)
Pressure: before 250 kPa {2.5 kgf / cm2}
back 290 kPa {2.9 kgf / cm2}
Caster angle 24 °
Ground offset 101 mm
Steering angle (left / right) 33 ° / 33 °
Brakes
Before Double semi-floating disc (300 mm)
Front stirrups 4 piston opposed calipers
Back Single 220 mm disc
Rear caliper Single piston caliper
Electrical equipment
Drums 12 V, 8 Ah
Optical (code / long range) 12 V, 55 W x 2/55 W
Tail / brake light 12 V, 0.5 / 3.8 W (LED)
Dimensions
Overall length 2,080 mm
Overall width 770 mm
Overall height 1,055 mm
Wheelbase 1,420 mm
Ground clearance 145 mm
Saddle height 820 mm
Dry weight 198 kg
Tank capacity 18 liters
Performances
Max power 127 hp {93.4 kW} at 10,000 rpm
106 hp {78.2 kW} at 10,000 rpm (FRA)
Max torque 95.6 N m {9.7 kgf m} at 8,000 rpm
86.3 N m {8.8 kgf m} at 7,500 rpm (FRA)

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