Menus
- Not far apart on paper
- New mapping is very direct, almost too hard on the gas
- New Kawasaki Z 1000 always pulls a bit better
- The difference is in the chassis
- Standard tires and LED light are not convincing
- Kawasaki Z 1000 (2014)
- Data
- PS-Setut country road
- Kawasaki Z 1000 (2013)
- Data
- PS setup country road
- PS readings and judgment
- Readings
- rating
- PS judgment
Jahn
30th photos
Jahn
1/30
We are used to the fact that the Z 1000 has been in the thick of things since its rebirth in 2003. 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.
Jahn
2/30
The changes to the chassis of the current Z 1000 are downright homeopathic, it was filed in the millimeter range.
Jahn
3/30
In the adverse weather conditions that mostly prevailed during the test, the responsiveness of the new Z 1000 is annoying. Especially in everyday life and on slippery roads, it is uncomfortable in the foreground.
Jahn
4/30
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.
Jahn
5/30
Sven Loll, model and photo driver about the old Z 1000: "I love the pompous shapes of the old Z 1000 that make it fatter than it actually is."
Jahn
6/30
Speedometer in front of the rev counter: the displays on the 2013 Zett are designed to be street-oriented.
Jahn
7/30
Good light and distinctive shape. The Z family has been recognizable by the headlight design since 2003.
Jahn
8/30
Disguised forks are usually only known from choppers, cruisers and other iron pigs.
Jahn
9/30
The power of 1043 cubic. The four generates crisp thrust in the medium speed range.
Jahn
10/30
Lo and behold, the three-hp in-line engine gets down to business better than its predecessor.
Jahn
11/30
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.
Jahn
12/30
The new one scores with its much more dynamic appearance even when stationary.
Jahn
13/30
But has the new Aggro-Zett of the 2014 vintage become as 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.
Jahn
14/30
With its grimacing front, the new Kawasaki Z 1000 targets wild predators and voracious dinosaurs – mimicking the relentless hunter.
Jahn
15/30
She may look like a wild hunter, but in reality she is a tame vegetarian.
Jahn
16/30
Futuristic cockpit with all the information – the rev counter is too bright at night from 4000 rpm.
Jahn
17/30
The two-tone paintwork shown is called “Special Edition” and costs 200 euros extra.
Jahn
18/30
The brake fluid level is very easy to check thanks to the transparent container.
Jahn
19/30
If you look so grim, you don’t have to eat small children for a long time. The Z 1000 pulls an angry grimace.
Jahn
20/30
Mighty pots with a mighty weight, but neighbors-compliant, slight sound.
Jahn
21/30
The LED light of the new Z 1000 is not convincing. The road illumination is significantly worse compared to the old one.
Kawasaki
22/30
The Z 1000 from 2010: The third Z generation looks a bit clumsy and has lost its bite. A good ABS is now on board.
Gargolov
23/30
The Z 1000 from 2007: The Zett’s first “facelift”. The shapes are becoming more organic, less ascetic and the exhaust mufflers are growing in size.
24/30
The Z 1000 from 2003: Kawasaki starts with the new edition of the Z family and positions it full-bodied as a streetfighter and not as a “normal” naked bike.
Zerha
25/30
The ancestral line of the Kawasaki Z 1000 R goes back to the 80s: The Z 1000 R from 1983 is the ancestor of the modern Z family. Here as a “Lawson” replica after winning the AMA championship.
Jahn
26/30
It doesn’t matter, the pressure of the four cylinders is so even and easy to dose that a TC seems unnecessary.
Jahn
27/30
However, traction control was denied to both models.
Jahn
28/30
It is massive, suggesting the lazy giant rather than the well-trained warrior. But that’s exactly what she wants to be.
Jahn
29/30
Sport-capable and durable brakes have always been part of a great deal of modern times.
Jahn
30/30
Although the new one is tough, it does better than its predecessor.
Comparison test Kawasaki Z 1000 old against new
Not far apart on paper
Content of
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.
Buy complete article
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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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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The 1000s interpretations of Kawasaki
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Kawasaki Z 1000 for sale
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 pulls 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 front |
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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