Kawasaki Z 800 in the top test

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Kawasaki Z 800 in the top test
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Kawasaki Z 800 in the top test

Kawasaki Z 800 in the top test

Kawasaki Z 800 in the top test

Kawasaki Z 800 in the top test

15th photos

Kawasaki Z 800 in the top test

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The Kawasaki Z 800 is the successor to the Z 750 and in the MOTORRAD top test.

Kawasaki Z 800 in the top test

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Wheelie with the Kawasaki Z 800.

Kawasaki Z 800 in the top test

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The rear light and seat upholstery quote the Z logo – also in mirror writing.

Kawasaki Z 800 in the top test

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Taillight of the Kawasaki Z 800.

Kawasaki Z 800 in the top test

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Cockpit in game console look. The bar tachometer is difficult to read.

Kawasaki Z 800 in the top test

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Kawasaki Z 800.

Kawasaki Z 800 in the top test

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Of course, street fighters also go on longer trips. So it’s nice that, in addition to hooks on the passenger pegs, there are also luggage hooks on the rear frame.

Kawasaki Z 800 in the top test

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Of course, in times like these, the red pencil has to come into its own. But considering the price, an adjustable clutch lever wouldn’t be an unnecessary luxury.

Kawasaki Z 800 in the top test

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Of course, at some point you will know what which key is for. A label would still make sense. And these specimens are a bit too fiddly for thick gloves.

Kawasaki Z 800 in the top test

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Fluid curve combinations, warm, well-tended asphalt – that’s what the Z 800 likes best.

Kawasaki Z 800 in the top test

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Conventionally screwed and good. The brakes are definitely enough for a sporty country road speed.

Kawasaki Z 800 in the top test

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The grippy notches do without a vibration-dampening rubber cover.

Kawasaki Z 800 in the top test
jkuenstle.de

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The rebound on the fork can only be adjusted on the right leg.

Kawasaki Z 800 in the top test

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The cheap adjustment ring is annoying, the right tools are not on board.

Kawasaki Z 800 in the top test

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The stiff chassis enables high speed in slalom.

The new mid-range naked bike from Kawasaki

Top test: Kawasaki Z 800

Four decades after the first Z 900, Kawasaki presents its youngest member of the Z family, the Z 800. With it, Kawasaki continues to focus on the middle class. And in the future it will be adorned with 800 cubic meters.

Top test: Kawasaki Z 800

She stands there as if she wants to sweep all of her opponents off the street. And she has a big name. Zett-Kawa. The bad one, the beast. Standard meter of all robust naked bikes. Something like that obligates. The new one has the evil eye from the newly formed lamp mask Z 800 at least in a really good mood. After all, you have a reputation to lose. It replaces the Z 750. Your slightly humped, towering tank, the steeply sloping lines create a crouched appearance, exude streetfighter attitude. This means that the Z works extremely quickly even when it is stationary.

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Kawasaki Z 800 in the top test

The new mid-range naked bike from Kawasaki
Top test: Kawasaki Z 800


Fluid curve combinations, warm, well-groomed asphalt, that’s what the Z 800 likes best.

So you can swing relaxed and lazy about the country. Incidentally, the transmission, which was still criticized as a ticklish in the driving report (issue 26/2012), didn’t shine with buttery smooth gear changes at the start of the test. But what went away with increasing test duration. Apparently, the gearbox needs a few hundred kilometers of running-in before the gears dry, but take a short break. Like all Kawas, the Z 800 transmission also has a mechanism that ensures that when the vehicle is stationary, you can only shift from first gear to neutral, but not beyond, which greatly simplifies the search for neutral.

Although the 800 has the rough grating tone that is typical of Kawa, it is not really naked when it comes to running smoothness. At five or six thousand revolutions it tingles noticeably, but not really annoying in the grippy notches. Otherwise, he holds back with vibrations just as pleasantly as with the load change reactions, which can sometimes ruin the line at the apex of the curve. The Z 800, which is equipped with two throttle valves per intake duct, is practically unfamiliar and can be accelerated wonderfully smoothly.

However, it is precisely here that the four-cylinder makes its only real mistake. Because especially when the throttle is pulled out of the overrun mode, the power sometimes only starts with a slight delay. Annoying especially in tight turns.

Apart from that, the elastic 800 is a great playing partner for stress-free curve swing. Although the Z 800 has gained another three kilos compared to the Z 750 with a lush 231 kilograms, it can be tilted with a loose hand. The new Dunlop D 214 with the special code “J” should not be entirely unaffected. However, they also need to be carefully brought to temperature in order to adhere properly. But even then the feedback from the road remains average.

The tightly coordinated spring elements, adjustable in rebound and preload, ensure a good roadholding. At least as long as the roadway does not have any undue distortions. However, the strut jumps a little carelessly over smaller edges. And if bumps cross the path on a steep incline, the Z 800 looks a bit wobbly. But in spite of the aggressive appearance, aggressive robbery of the last groove is not the preferred profession of the Kawasaki.


Wheelie with the Kawasaki Z 800.

On the one hand, the rather high weight becomes noticeable at higher speeds and jagged lean changes, and ultimately there is a lack of neutral steering behavior when anchoring in a sporty, late-night position and boldly turning on the brakes. Then a clear message on the handlebars is required to get the Kawa on course.

But if you slow down a little, swing quickly through the curves, everything is fine, the Z can be driven relaxed through the curves. When it came to the chassis, the technicians used the tried and tested. The steel bridge tube frame is basically based on that of the Z 750. The changes are hidden: modified engine mounts, stiffer cross tube in front of the engine, plus a half-degree flatter steering angle and five millimeters less caster. The fact that the wheelbase grew by five millimeters is not due to the new swing arm, but – due to the change in gear ratio – to a longer chain. Unfortunately, with the new swing arm, the previous, pretty, solid axle guides on the rear wheel were also eliminated. Yeah, the red pencil.

On the other hand, the brakes were upgraded. The front disk diameter grew from 300 to 310 millimeters. However, the Z 800 system has not become a poisonous racing brake. Rather, it grips strong enough and at the same time transparently to cope with high country road pace, whereby it gains even more bite as the temperature rises. When things get tough, you can use it for short braking distances. So it doesn’t always have to be trendy radial brake calipers. A firm grip is required for maximum deceleration, but in an emergency, the pilot can rely on a properly tuned ABS.

On the other hand, he can be a little more skeptical when it comes to handling the remaining range display. During the test, the display disappeared for the last 20 kilometers. When estimating the remaining range, the pilot is ultimately on his own. And useful things such as gear or outside temperature indicators are in vain in the rather spacey cockpit.

There is a high risk that the pilot misses the timely turn to the gas station. Because thanks to the successful ergonomics and the pleasantly shaped and padded seat, you could endure a long time in the Z saddle. That cannot be said of a potential passenger. He is enthroned high, with an acceptable knee angle, but the narrow, slippery seat roll should not find many fans. The chassis can also handle two people.

After a good 330 kilometers, the tide is ebb, even with cautious driving. At 17 liters, the redesigned tank holds one and a half liters less than the fuel drum of the Z 750. And with a consumption of 5.1 liters, the Z 800 is at the top end of its class. Instead, the tank can be filled without further ado.

Small things like the additional luggage hooks at the rear or the headlights that shine with a bright high beam are also popular. Great, because dusk is approaching, now quickly head home. At a straight gallop, the Z 800 dashes over a bumpy slope without twitching the handlebars nervously. Well, the Zett is not that bad, but very good. However, 9,495 euros is a very self-confident price announcement. Even if the surcharge for the similarly equipped Z 750 R Black Edition is only 200 euros. Nevertheless, the signs are not bad that the Z success story will continue.

MOTORCYCLE points evaluation / conclusion


The stiff chassis enables high speed in slalom.

engine
What else should you mention here in the first place, if not the exemplary draft? So she should be at the top of her class. Also annoying in view of the decent load change behavior is the sometimes hesitant use of power from overrun. Otherwise there is hardly anything that can be accused of the little power cube. That he runs out of vigor over 10,000 rpm? No problem. After the transmission had a few hundred kilometers under its belt, its shiftability was also fine.

landing gear
The more tightly coordinated spring elements ensure good road holding on good asphalt. However, the feedback could be better. In addition, the harder you have to work on the handlebars the further you brake into the corners and the sportier the Kawasaki is driven. A noticeable set-up moment also ensures movement on bumps in large inclines. The Z 800 doesn’t show any nakedness when it comes to straight-line stability; And there is plenty of lean angle.

everyday life
Of course, you have to like the slightly bent, streetfighter-like sitting posture, but it’s not uncomfortable, the ergonomics can be described as successful. A passenger, however, shouldn’t get lost on the Kawa too often. There are additional luggage hooks for at least one roll of luggage, but the payload is not great. Nor what the rearview mirrors show. The reduced tank volume gives deductions for the range. On the other hand, the light output of the headlight is good.

security
If it is up to temperature, the braking system knows how to please. She copes with everyday sports without any problems. The ABS regulates fine. However, even the youngest Z is not free from erecting moment.

costs
A two-year guarantee is the standard for this class, but nothing more. 6000 inspection intervals are no longer appropriate. And at the pump, the Z shows only tolerably restraint.

Price-performance
Compared to its predecessor, the Z 800 scores significantly more points, but it also tears the bigger hole in the budget. So it remains with the previous price-performance rating.

 Max. score  Kawasaki Z 800
Overall rating  1000  628
Price-performance note  1.0  1.8

Conclusion
The Z 800 is also a real Z-Kawa again. It lives from its beautiful sounding four-cylinder and its considerable pulling power. The 800 is good for crisp sprints from curve to curve as well as a discreet companion when smooth gliding is desired. Only the sometimes hesitant throttle response is a blemish that Kawasaki should address again. Otherwise, the Z 800 presents itself as an active naked bike. And the bad boy touch comes for free.

Technical specifications


The Kawasaki Z 800 is the successor to the Z 750 and in the MOTORRAD top test.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 34 mm, regulated catalytic converter, alternator 420 W, battery 12 V / 8 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O -Ring chain, secondary ratio 45:15.
Bore x stroke 71.0 x 50.9 mm
Displacement 806 cm³
Compression ratio 11.9: 1
rated capacity 83.0 kW (113 hp) at 10,200 rpm
Max. Torque 83 Nm at 8000 rpm

landing gear
Bridge frame made of steel, upside-down fork, Ø 41 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed caliper, disc brake at the rear, Ø 250 mm, Single piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Dunlop D 214 “J”

Dimensions + weights
Wheelbase 1445 mm, steering head angle 66.0 degrees, caster 98 mm, spring travel f / r 120/137 mm, permissible total weight 411 kg, tank capacity 17.0 liters.

Service data
Service intervals 6000 km
Oil and filter change every 12,000 km 3.4 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 10W
Spark plugs NGK CR9EK
Idle speed 1100 ± 50 / min
Tire pressure front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Two year guarantee
Colors green / black, white / black, black
Price 9495 euros
Additional costs around 180 euros

Technology changes


Kawasaki Z 800.

If you take all the model variants together, the Z 750 was the second best-selling model in the Kawasaki range. That doesn’t necessarily make revising the successful model any easier. Where are the changes?

So far, the Z 750 has been used to success. To ensure that it stays that way, the chassis has only been carefully revised and the engine has been revised much more profoundly. Because, above all, its mild acceleration and pulling power values ​​were only mediocre compared to the competition. The Z 800 engine, which is basically based on the 750, was therefore trimmed towards pulling power. A bore that has been enlarged from 68.4 to 71 millimeters provides 58 cc more displacement. And the throttle valves grew in diameter from 32 to 34 millimeters. So that the increase in performance takes place primarily in the lower and medium speed range and the Z 800 does not become a barrel organ, the airways of the four-cylinder have been modified accordingly.

In addition, the intake and exhaust ports in the cylinder head have been revised and the intake ports have been lengthened by five millimeters. The timing remained the same. While the intake funnels of all four cylinders were previously the same, the intake paths of the two inner cylinders are now equipped with longer funnels. To compensate for the increase in weight of the pistons, which have grown in diameter, the piston height was reduced by a full seven millimeters, which means that the pistons are now even ten percent lighter. At the same time, the technicians increased the compression from 13.3 to 13.9: 1.

The most noticeable measure to increase torque on the exhaust side is the new manifold guide. To ensure that the pipe lengths are as long as possible, the exhaust manifolds of the Z 800 are once again guided in an elegant curve towards the front wheel before they open into the new front silencer. In addition, the bends of the two outer and inner bends are connected to one another via interference pipes.

The technicians countered the higher thermal load on the pistons with oil nozzles enlarged from 0.8 to 1.2 millimeters in diameter for piston cooling, which corresponds to a doubling of the cross-sectional area. The result of these measures is, in addition to a nominal seven hp more peak power, an imposing increased torque curve, the maximum of which is 300 revs earlier. And which, in conjunction with the shorter secondary transmission (the chainring grew from 43 to 45 teeth), ensures significantly more confident driving performance and significantly greater elasticity.

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