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Comparison test Kawasaki Z 1000 old against new

Not far apart on paper

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The new Kawasaki Z 1000 should whet the appetite for Kawasaki with its sharp predator look. The PS test against the predecessor clarifies whether the new edition is an unrepentant pleasure.

Opinions are divided on this lamp mask! At least as strong as the asymmetrical design of BMW models. Because the new one Kawasaki Z 1000, with its grimaceous front, targets wild predators and voracious dinosaurs – mimics the relentless hunter.

Comparison test Kawasaki Z 1000 old against new

Not far apart on paper

Since its rebirth in 2003, Z 1000 has been in the thick of things. After all, since then it has been marketed as a “Streetfighter ex works” and its clear, aggressive appearance is praised as unreasonable with a strong character. Rightly if you look at the other Japanese naked bikes.

But has the new Aggro-Zett from 2014 become so much more intense as the lamp mask suggests? To clarify this, PS moved out with a new 2013 Z 1000 in its luggage for a comparison test. But before the wheels turn, let’s start with the external features – which are welcome to discuss: the old one with its opulent, pompous shapes and fork cover looks much more phlegmatic than the new one. It is massive, suggesting the lazy giant rather than the well-trained warrior. But that’s exactly what she wants to be, the old and the new. Therefore, the new one scores with the significantly more dynamic appearance even when stationary. But is the new Kawasaki Z 1000 really as evil as it sparkles from the LED headlights? After all, according to the paper form, the two pieces of paper are not that far apart.

New mapping is very direct, almost too hard on the gas

With this model change, hands were only gently applied to the potent four-cylinder. In addition to modified intake ports and tamer control times on the intake and exhaust camshafts, it received larger cross bores between the cylinders in order to minimize pumping losses, intake trumpets of the same length, larger interference pipes on the manifolds and a revised exhaust – as well as a longer sixth gear and a shorter final ratio. The mapping of the injection system was adapted to the new conditions. Lo and behold, the three-hp in-line engine of the new Kawasaki Z 1000 gets down to business better than its predecessor. Which is not due to the maximum torque increased by one Newton meter, but to the shorter secondary ratio and the overall increased torque level. The new mapping is very direct, almost too hard on the gas. Intent – says Kawasaki, because it makes the rider feel like they are sitting on an extremely powerful motorcycle.

The changes to the chassis of the current Kawasaki Z 1000 are also homeopathic, it was filed in the millimeter range. The wheelbase has shrunk by five and the caster by two millimeters. The ground clearance fell by 15 to 125 millimeters, the rear suspension travel from 135 to 122 millimeters – of course with a tighter design of the shock absorber. While the steering angle (steering angle of the handlebars from the central position in each direction) fell by two to 29 degrees, the diameter of the front brake discs increased from 300 to 310 millimeters. The seat height of 80 centimeters has remained. Instead, the handlebars have been made 10 millimeters narrower and are now 35 millimeters lower, which results in a beautifully sporty, front-wheel-oriented seating position. Unfortunately, the rear tire has remained in the antiquated 190/50 format.

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Kawasaki Z 1000 in the HP driving report

Enforcer or sham?

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Kawasaki Z 1000 in the driving report

A rush of madness from every corner

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New Kawasaki Z 1000 always pulls a bit better

The haggling over millimeters is over, we start the engines and set off. Lo and behold, in the adverse weather conditions that mostly prevailed during the test, the responsiveness of the new Kawasaki Z 1000 is annoying. Especially in everyday life and on slippery roads, it comes to the fore. Otherwise the two 1043 cubic centimeter units cannot hide their direct relationship. Powerful thrust in all positions, the neat, if not sluggish, gearbox and – unfortunately also – the annoying vibrations from 6000 tours are clearly present here as there. What is incomprehensibly missing in both Zetts are different, selectable mappings that change the response behavior according to the pilot’s mood. That is thought-provoking, since even cheap naked bikes like a Yamaha MT-09 make such an offer to the pilot. It is also a shame that Kawa withholds traction control from the new Z 1000. The systems of the Versys 1000 or the ZX-10 R are practically on the shelves of the Greens.

It doesn’t matter, the pressure of the four cylinders is so even and easy to dose that a TC seems unnecessary. We shoot out of the tight corners with wild wheelies and burn around arcs and straight lines as we like. The advantage of the new Kawasaki Z 1000? It’s a little easier to put on the rear wheel and always pulls a bit better than the old one. But it is not enough to hang them out in cold blood.

There are major differences in the sitting position on the Zetts. The 2013er welcomes you more passively with a lot of space on the seat cushion. The new Kawasaki Z 1000, on the other hand, strongly forces the pilot into its seat recess – holding him there firmly wedged between the high tank and the raised passenger hump. So there is little freedom of movement when it comes to sport. Especially on your heels, because they hit the two rear silencers as soon as the balls of your feet are on the footrests (shoe size 43). On the other hand, the lower handlebars of the 2014 Z 1000 lie comfortably in the hand; after all, the pilot sits around 25 millimeters closer to the steering head than on the old model.

The difference is in the chassis

The big difference in character between the two sisters lies in the chassis and its set-up. The filing of the geometry goes under, because it is the coordination of fork and shock absorber that ensures the great aha experience. If the old Z 1000 is still a comfortable naked bike with a dash of sportiness, the new Kawasaki Z 1000 goes a step further. Your basic set-up has become much tighter, suggesting high taker qualities. But during the test drives, she also revealed herself to be an uncouth goat in the series setup. Trots defiantly over transverse grooves and hard edges in the asphalt, twitching the handlebars nerve-wracking at asphalt seams under tension. Her older sister follows her on the same route and at the same speed much more calmly and not less precisely. So stop and focus on the suspension. After a long back and forth and a few test kilometers, we can really warmly recommend the setup in the chassis for burning on the country road. And yes, we took all preload from the fork springs so that the forehand responds properly and does not tend to kickback with every hard edge. Adjusted in this way, the Kawasaki Z 1000 can be used to gas even in poor weather and cool conditions.

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Endurance test final balance of the Kawasaki Z 1000

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Standard tires and LED light are not convincing

What also doesn’t like about the new Kawasaki Z 1000 is the first tires. The Dunlop D 214 in the special specification "T" has a strong righting moment when braking in an inclined position. Even without a brake, the Z does not drive neutrally through the radii, but has to be kept on the line with pressure by the driver. A syndrome that can certainly be remedied by other tires.

Speaking of parking: if you have to anchor hard, you will be well served with both Kawas. The new Kawasaki Z 1000 is ahead in this discipline. Your ABS tends to raise the rear wheel from time to time, but it regulates more smoothly and efficiently, which in total shortens the braking distance somewhat.

Finally, two points that you normally never get to read in a PS test, but have to be on the table here because we were often out in the dark. The LED light of the new Kawasaki Z 1000 is not convincing. The road illumination is significantly worse compared to the old one. The two-part rev counter that is too bright from 4000 tours also bothers. It dazzles the driver considerably in the dark, which can quickly become annoying, especially when it rains.

Kawasaki Z 1000 (2014)

Jahn

The new one scores with its much more dynamic appearance.

Data

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

landing gear
Light metal backbone frame, steering head angle: 65.5 degrees, caster: 101 mm, wheelbase: 1435 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/122 mm.

Wheels and brakes
Light alloy cast 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 brakes with radially attached four- piston fixed calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS.

measurements and weight
Length / width / height: 2060/900/1230 mm, seat / handlebar height: 800/995 mm, handlebar width: 710 mm, 222 kg fully fueled, v./h .: 50.2 / 49.8%.

Rear wheel power in last gear: 95.5 kW (130 PS) at 207 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.0 liters / 100 km, tank capacity 17 liters, range: 243 km

Base price: 12,195 euros (plus additional costs)

PS-Setut country road

Jahn

If you look so grim, you don’t have to eat small children for a long time. The Z 1000 sweaters an angry grimace.

Kawasaki Z 1000 (2014)
fork
stat.neg. Suspension travel 27 mm
Pressure level complete open
Rebound 4.5 U open
level default
Strut
stat.neg. Suspension travel 10 mm
Pressure level high –
Rebound 2.5 U open
level default
all damping settings from completely closed
counted; static negative spring deflection standing vertically
without driver; U = revolutions; K = clicks

Kawasaki Z 1000 (2013)

Jahn

Full thrust in all positions, the neat, if not slippery, gearbox and – unfortunately also – the annoying vibrations from 6000 tours are clearly present in both the new and the old.

Data

drive
Four-cylinder in-line engine, four valves / cylinder, 102 kW (139 hp) at 9600 rpm *, 110 Nm at 7800 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-plate oil bath clutch, six-speed gearbox, G-Kat, chain.

landing gear
Light metal backbone frame, steering head angle: 65.5 degrees, caster: 103 mm, wheelbase: 1440 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/138 mm.

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, first tires: Pirelli Diablo Rosso "K", 300 mm double disc brakes with radially attached four- piston fixed calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS.

measurements and weight
Length / width / height: 2100/865/1245 mm, seat / handlebar height: 800/1030 mm, handlebar width: 720 mm, 217 kg fully fueled, v./h .: 51.4 / 48.6%

Rear wheel power in last gear: 94 kW (128 PS) at 215 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.1 liters / 100 km, tank capacity 15 liters, range: 211 km

Base price: 11,895 euros (2013 price plus additional costs + 1278 euros for Akrapovic)

PS setup country road

Jahn

The power of 1043 cubic. The four generates crisp thrust in the medium speed range.

Kawasaki Z 1000 (2013)
fork
stat.neg. Suspension travel 33 mm
Pressure level 2.5 U open
Rebound 2.5 U open
level default
Strut
stat.neg. Suspension travel 18 mm
Pressure level high –
Rebound 1 U open
level default
all damping settings from completely closed
counted; static negative spring deflection standing vertically
without driver; U = revolutions; K = clicks

PS readings and judgment

Jahn

Although the new one is tough, it does better than its predecessor.

Readings

PS

The horsepower readings for the old and new Kawasaki Z 1000.

Fine-tuning the engine that paid off. The effectively revised in-line engine of the new Kawasaki Z 1000 is impressive. It gets down to business a little more forcefully in all speed ranges and thus allows for a lazy driving style. So hectic turning and constant gear changes are alien to him. Above all from idle up to around 7500 revs, it provides significantly more torque, which, in conjunction with the shorter final ratio, ensures good pulling power. The four horsepower higher peak performance is not noticeable, but the Z-pilots are not really interested in either. Now the new one is only missing selectable mappings and everything would be fine.

rating

  Max.
Points
 Kawasaki
Z 1000
(2014)		 Kawasaki
Z 1000
(2013)
drive
acceleration 10 7th 7th
Draft 10 9 8th
Power delivery 10 8th 8th
Responsiveness 10 7th 7th
Load change reaction 10 7th 7th
Running culture 10 6th 6th
Gear actuation 10 7th 7th
Gear ratio 10 9 8th
Clutch function 10 6th 6th
Traction control 10 – –
Subtotal 100 66 64
landing gear   
Driving stability 10 7th 7th
Handiness 10 7th 7th
Cornering stability 10 8th 8th
feedback 10 8th 7th
Suspension tuning
forehead		 10 8th 7th
Suspension tuning
back		 10 7th 7th
Braking effect 10 9 9
Brake metering 10 9 9
Erection moment
when braking		 10 5 6th
ABS function 10 9 8th
Subtotal 100 77 75
Everyday life and driving fun  
Sitting position 10 8th 7th
Windbreak 10 1 2
Furnishing 10 5 5
consumption 10 6th 6th
Driving fun 10 8th 7th
Subtotal 50 28 27
Total 250 171 166
placement 1. 2.

PS judgment

Jahn

The LED light of the new Z 1000 is not convincing. The road illumination is significantly worse compared to the old one.

1st place, Kawasaki Z 1000 (2014)
The new Kawasaki Z 1000 is a killer, but – apart from its looks – is a perfectly normal, good naked bike. Your engine revision is a direct hit and the sportier ergonomics are a success. When it comes to setting up the chassis, the Kawa is a bit too tight. Apart from the new ABS, their equipment is lean.

2nd place, Kawasaki Z 1000 (2013)
Oldie but Goldie – old but proven. The old Kawasaki Z 1000 is the more comfortable, but not worse, bike. Donate him the Akrapovic (minus 5 kilograms) and everything will be fine.

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