Road – In search of the new Star … – Used KAWASAKI

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In search of the new Star…

Road - In search of the new Star ... - Used KAWASAKI

Kawasaki capitalizes on the success of the Z750 by equipping it with a fairing to appeal to riders and duo enthusiasts with the new Z750 S. Has the radical roadster transformed into a friendly road? Test.

The qualities of the Kawasaki Z 750, its astonishing engine character for a 4-cylinder and its excellent chassis, at least on well-paved roads (read), have earned it being acclaimed by the French bikers who have projected it to immediately at the top of sales for unfaired roadsters in 2004 (read).

Today, the best seller Kawasaki returns to the front of the stage in version S (Sport), a streamlined version for road use of this motorcycle to do everything..

The objective pursued by the Japanese brand is to extend the use of this machine to tourism, to duos, even to sporty driving, and thus to repeat on the market for medium-capacity road vehicles the hold-up that was successful last year. on roadster sales. In the sights of this new Z 750 S: the Yamaha FZ6 Fazer, Suzuki GSF 650S Bandit and Honda CBF 600S.

What are the real novelties of this S version compared to the roadster? First, a half-fairing appears to provide effective protection against high speed wind. A duct placed in the middle allows an "air curtain" to pass. This concept already present on the roadster, patented and exclusive to Kawasaki, is supposed to reduce turbulence at high speed and thus improve rider comfort. The half-fairing and screen assembly is embellished with a new headlight optics inspired by the Z 1000 and mirrors from the ZX 10 R! Big success of the new indicators with the curious: their very intelligent design allows them to also serve as a side reminder, a guarantee of additional safety.

The seat on the bike is revised to stick to its new ambitions, with a two-seater saddle of one block instead of the two-part saddle of the roadster. It is placed on a rear shell equipped with a rear light with diodes of the most beautiful effect: the affiliation with the Ninja is obvious and successful. The passenger grab handles, on the other hand, do not contribute to the fluidity of the design but they are very well designed and pleasant to use. They can also be used as stowage hooks for any luggage. Unfortunately, this new saddle does not save any storage space compared to the roadster, and this is still very insufficient for a road-oriented motorcycle: you will have to choose between the lock and the rain pants because the two will not hold together. In addition, no storage is integrated into the new half-fairing.

Another aesthetic innovation of this Z 750 S, the double counter / rev counter unit very "old style" with needles at will which almost reminds the Kawa of the 80s! It is true that the roadster’s "perimeter liquid crystal" (!) Tachometer, the same as that of the Yamaha FZ6, was mostly illegible. And seeing a good old needle panic and climb the laps in dynamic driving remains a pure biker pleasure..

Should we go back to the needle tachometer? The modernity of the digital speedometer seems to have convinced the greatest number thanks to its precision. Going back to the needle counter for speed is synonymous with approximation and therefore danger … for our pink paper! With less than a centimeter difference between 160 and 180 km / h on the speedometer (measurement carried out by the Moto-Net laboratory on the German motorway), it becomes difficult to see at a quick glance , in sporty driving with the wind, the vibrations, the signs to watch, the other actors of the road to watch, if you risk a simple PV for excess of 30 km / h or outright to finish the trip on foot for offense of very high speed … But no joke: needle tachometer and digital speedometer seem to be the most effective compromise, moreover adopted on most recent machines, including many sports. Except that here, Kawasaki has curiously decided to give in the retro style.

On the engine side, the liquid-cooled unit is of course identical to that of the Z750. Simply, the programming of the engine ECU has been revised to compensate for the difference in aerodynamics created by the presence of the half-fairing. The manufacturer even promises a slight gain in torque.

Like the engine, the cycle part is only finely adjusted, so as not to upset the efficiency of the engine / chassis balance which made the success of the roadster, but to gain even more stability. The driving position is modified by raising the handlebars by one centimeter and bringing it closer to the pilot by two centimeters for a more upright posture. The suspensions are the same as those of the roadster: the fork just sees its springs slightly firmed up to compensate for the additional weight at the front. The rear gas shock absorber is link operated and adjustable in seven preload positions and four rebound positions. For the rest, the brakes, wheels and the mounting of tires, generous, are identical to the roadster (120 / 70ZR17 at the front and 180 / 55ZR17 at the rear, read).

At the handlebars of the motorcycle, we first note with satisfaction the appearance of an immobilizer system with coded key integrated into the switch. We find on this S version the obvious handling of the roadster, which is even facilitated by a driving position less tilted to the front. One immediately has the impression of being riding an old acquaintance. We just regret that the temperature measurement has disappeared, replaced by a simple LED warning light, a shame for a road.

Above all, and this is the essential, we find the engine sensations that made the success of the Z 750 Naked: a four-cylinder as expressive as it is efficient with 106 horsepower present, it is not so common . The sound is a real treat whatever the engine speed, which pushes from 6000 revs in an enthusiastic melody and starts to howl like a sportswoman from 9000 revs to the red zone around 12000 revs. The sound is frankly attractive for an original pot.

The gearbox is not for nothing either in the general approval, with six perfectly staged reports whether in town, on the road or on the highway. Whatever Kawasaki says, the slight modification of the injection is not felt on the handlebars and we find the same sensations as on the roadster. It would probably be necessary to switch from one to the other in stride to be able to notice a difference, especially as the slight gain in torque is tempered by the 4 kg more of the S version (199 kg dry).

No surprise either on the chassis side, which allows you to rediscover the qualities of the roadster: rigidity, precision and agility are always there. The setting on the angle is done in a very natural way and the progressive braking does not unbalance the bike thanks to the firmness of the fork which does not dive too much. Except in the case of very late braking, but that’s also part of the fun !

In town, a box for the Z750 S which, thanks to the qualities mentioned above, is certainly one of the most pleasant four-cylinders to drive on this playground. Its engine character and the handling of its chassis are marvelous. We can certainly quibble about the mirrors that get in the way of sneaking between cars, but isn’t that the price to pay to show off in town with ZX 10 R mirrors? ?

On road and highway, the Kawasaki can express all its talent and demonstrate again that 750 cm3 is undoubtedly the ideal displacement. On the lookout behind the bubble, on the angle in the virolos, when accelerating out of bends or even tolls, you will find yourself believing yourself on the handlebars of a sports car! The Ninja Fairy has undoubtedly watched over this new baby. On the other hand, on degraded roads, the behavior of the chassis – and more particularly of the suspensions – clearly deteriorates, as had already been observed during the test of the roadster version (read). Too bad Kawasaki did not correct the shooting, because it is safer to slow down under these circumstances.

With its new road claims, comfort is an important element in judging the interest of this new Z 750 S. The roadster was rather open to criticism on this point but the half-fairing, the new two-seater saddle and the modified driving position do not only partially change our point of view. Indeed, the driving position is more restful and the screen protects correctly. But for sizes over 1.75m, you will have to lean forward from 120 km / h, lie down above 160 km / h and hide behind the bubble to be able to stay safe at 200 km / h and more (on circuits and closed roads of course) and taste the performance and the music of the engine.

On long journeys, we still regret the vibrations localized in the pilot’s feet from 6,000 rpm and 130 km / h. Pity. The suspension comfort is not the strong point of this Z 750S, and unfortunately the saddle comfort is also frankly perfectible because its forward tilt and its backrest at an insufficient angle make the whole uncomfortable for the pilot, who struggles to find the ideal position.

At least, the passenger is much better off than on the roadster, with a good seat and effective grab handles. Clearly, the money saved by the purchase of a sports exhaust, frankly useless given the superb original sound, could be usefully invested in the purchase of a good personal seat. Under these conditions, the duo will not pose any problems.

In any case, the capacity of the tank, unchanged at 18 liters as on the roadster, does not allow stages greater than 200 km and will require regular breaks on long journeys. It’s a bit of a shame for a road, but this limited autonomy is rather to be blamed on a frankly high consumption of 8.9 l / 100 km. Surprising, because much higher than that noted on the roadster. This may be a case in point, unless it is due to insufficient break-in of our still brand new testing machine. Indeed, it is usually considered that the final average consumption of a vehicle is stabilized after a few thousand kilometers..

By its ease, its precision, its convincing power, its playful spirit and its enchanting music, the Z 750 S is perhaps the right synthesis for those who want to combine the advantages of a roadster, a mid-size roadster and a little of the temperament of a sports car, less the exclusive driving position. What a journey and a big bravo for Kawasaki, which after going through an identity crisis, created the event on the market with models as convincing as the Z 750 family or even a ZX10R (read), without denying the spirit "racing" of its production which made its past successes. The Kawasaki Z 750 S, on the other hand, cannot claim the title of a true all-rounder because of its comfort, its practical aspects and its limited autonomy..

The Yamaha FZ6 Fazer is certainly its most direct competitor. It will be able to oppose an aesthetic perhaps a little thinner and more racy, an engine certainly more hollow but a more sporty and more efficient cycle part. Above all, Yamaha has revised its price to 7,190 euros, as if by chance when the Z 750 S arrived in neighboring dealerships! It will cost 300 euros more (launch price 7,490 euros the first 800 copies delivered, then 7,699 euros) to afford the engine character and versatility of the Z 750 S.

The Suzuki Bandit 650 S (read) and the Honda CBF 600 S (read) cannot claim to compete with the new Kawasaki in performance and engine behavior, but offer more "Grand Touring" qualities. The first will be able to take advantage of its canon price of 6,349 euros, while the Honda will be able to seduce with a serious asset for a clientele of riders: ABS for the same price (7,400 euros).

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