Top test Kawasaki Z 750
In a class of its own
Either no opponents or “a lot of enemy, a lot of honor”? In the past, Kawasaki’s Z 750 occupied the niche between the 600 pack and the 1000 aristocracy very successfully. Can the successor build on it?
So it can go. The Z 750 came, shone? and re-established a class across Europe that many hardly remembered.
All yesterday’s news. Today the Z 750 stands alone on the floor, because everything that is naked and four-cylinder either flaunts 1000 cubic centimeters or is limited to 600 to 650 cubic centimeters.
Why is not entirely clear. Price of a 600, but more pressure from the cellar. That’s not a bad offer. Or the other way around. Almost as much power as a 1000, but handling and price of a 600. Not bad either. But be careful: Euro 3 did not leave the Z 750 unmolested either. Kawasaki corrected the nominal power from 110 to 106 HP, 103 (new) to 110 HP (old) are certified by the MOTORRAD test bench. So it moves at least in terms of peak performance significantly in the 600 approach lane (a Honda Hornet 600, for example, pushes 100 hp) than on the 1000 power demeanor. The big sister, the Z 1000, which is no longer quite as strong for this model year, still has 123 hp to offer.
The same balance of forces also applies to the maximum torque values. A Z 1000 develops 101 Nm, the Z 750 puts forward 78, and a 600 Hornet is content with 63 Nm. However, they only occur 2000 rpm later than with the Z, which is clearly noticeable when driving. The Kawa has noticeably more lard from the low revs. However, it does not come close to the 1000 sister, who is strengthened in this area.
Nevertheless: The compromise is quite agreeable, especially since the three-quarter liter Kawa shines with a homogeneous, even power delivery. As if drawn with a ruler, the power curve up to 8000 rpm, then ending in a gentle arc in the limiter. It pays off that the Greens voluntarily renounced top performance and smoothed the performance curve with 32 instead of 34 throttle valve diameters and an elaborate exhaust control.
Or better said: You are already happy these days when things are not going too far backwards. Specifically, this means that the new 750 no longer achieves the performance of its predecessor, but still has a small lead over the 600 pack in terms of pulling power, while it cannot throw its displacement plus in terms of top speed and acceleration.
The main reason for this is easy to find out, the keyword has already been mentioned. On the subject of scales: there were affected faces around the incorruptible MOTORRAD equipment when the Z 750 rolled in with all the supplies on board for a weight check. 232 kilograms! These are ?? now one after the other ?? just three kilograms less than its big sister Z 1000. But a mighty 14 kilograms more than its predecessor weighed.
And the difference to the new Honda Hornet amounts to no less than 25 kilograms. One can speak of a whopping half a hundredweight! Where are these pounds? Obviously it isn’t. But on the contrary. The new Z 750 looks extremely wiry with its slim waist (minus 40 millimeters compared to its predecessor) and its reduced, aggressive look. Aha, ABS as standard, will now call out observant data foxes. And only partly proved right, because according to Kawasaki the anti-lock hardware only weighs four kilograms. The rest? Still hides in the mass of data. In almost all relevant sizes, the 750 specifications coincide with those of the 1000 sister. If the dimensions and dimensions are identical, the weight cannot necessarily be significantly lower.
This means that a conceptual advantage of the three-quarter liter class is playful, but not all is lost. Fortunately, the extra pounds are usually reflected in terms of driving dynamics, but they do not necessarily affect driving fun. So it is initially no wonder that the Z 750 does not tear up trees in the slow or fast handling course (see measurements), but only delivers mediocre values. What is more astonishing is that it also weakens in terms of maximum delay. A braking distance of 43.8 meters from 100 km / h means an average deceleration of 8.8 m / s2. That is not exhilarating and is not due to the neatly gripping double-piston calipers or the good braking stability of the Z, but rather to the long control intervals of the ABS.
And something else stands out on the top test course, this time in the circular path. As with its big sister, the front wheel of the Baby-Z tends to stamp when it is inclined, which does not exactly reinforce trust in the manager. In addition, there is a noticeable tendency to erect on bumps or bumps. That means concentrated work behind the wide, comfortably cranked handlebars
Chauffeuring so that the Kawa stays on course.
And is due to the Dunlop qualifiers in the 120/70 and 180/55 format, which are sensitive in this regard. As well as the pronounced tendency to erect when decelerating in an inclined position. In addition, the inhomogeneous wear pattern on the tire sidewalls indicates high wear.
So, now to the good side of the Z 750. The seating position is wonderfully suitable for really flying it. Gathered, front-wheel-oriented, with legs bent at an angle because of the high footrests ?? even this attitude arouses predator feelings. In addition, with one eye the famously readable tachometer (which is what such a pointer is) in the sight, with the other the course of the road. And then attack! The 750 series accepts throttle commands smoothly, the double throttle valves do a great job. The increase in performance is predictable and linear and therefore free of surprises. In combination with the almost backlash-free drive train and a smooth and precise gearbox a pleasure. The gearbox has to be tried more often, however, because Kawasaki chose the translation unhappily long. The sixth gear would theoretically reach up to 250 km / h, while the fifth would be the better in practice
The choice is when you want to go straight ahead as quickly as possible.
With this unusual type of naked bike riding, it is also noticeable that straight-line stability is not exactly a Z domain. Just as little as the seating comfort. Handlebars too far back, seat sloping too far forward, seat cushions too thin: This means that the very bottom can sometimes hurt a lot. For the second row, however, the all-clear applies. The torture chair, which one had expected in view of the puny, roof-shaped vaulted upholstery, turns out not to be a wing chair, but due to the sufficient legroom it is quite a pleasant place.
The manners of the four-wheeler can be described as just as pleasant when it comes to long-term driving comfort. Kawasaki did a lot (with the new aluminum subframe, the engine mounts moved behind the cylinder bank and further down to reduce vibrations) to cope with the annoying tingling and was successful. Until well beyond 6000 rpm ?? and thus fully in the area relevant to country roads ?? the engine runs silky smooth, then it gets a bit rougher. However, the vibrations never get really uncomfortable. Just as little as his drinking habits. With five liters for 100 kilometers on the country road, the 750 is in good company, with half a liter more at 130 km / h. Real 130 km / h, mind you, which is sold as almost 140 km / h on the digital display of the little Z..
And while we’re at the glare: an on-board tool kit in the deepest
The depths of the frame triangle, which you can see but never reach, is a nasty sleight of hand. Especially when you know that the spring base of the shock absorber can be easily adjusted with the hook wrench that is probably inside. You only find out that you don’t need to preload at all (or at most level one) because the spring is of the hard kind, if you try. Why the hook wrench … oh, let’s leave it. Just so much more: The adjustable rebound stage damping on the fork and shock absorber works in the country road setting recommended by Kawasaki (see box on page 21) at the edge of its possibilities and hits the top -Test course to its limits. More leeway would be desirable here.
And overall? Is the new one Kawasaki Z 750 in the figurative sense may not be in a class of its own, but in a class of its own. And not least because of their refreshing outfit, they are an alternative to both the 600 and 1000 pack. Even if it is by no means perfect.
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Top test Kawasaki Z 750
In a class of its own
MOTORCYCLE measurements – MOTORCYCLE measurements
Top speed * 230 km / h
0 100 km / h 3.7 sec
0 ?? 140 km / h 6.1 sec
0 200 km / h 14.3 sec
60 ?? 100 km / h 4.4 sec
100 ?? 140 km / h 4.9 sec
140 180 km / h 5.8 sec
Effective (display 50/100) 48/95 km / h
Display red area 12000 rpm
Effective 11500 rpm
Consumption in the test
at 130 km / h 5.5 l / 100 km
Country road 5.0 l / 100 km
Theor. Range 370 km
Fuel type normal
mass and weight
L / W / H 2006/840/1230 mm
Seat height 810 mm
Handlebar height 1020 mm
Turning circle 6050 mm
Weight with a full tank 232 kg
Payload 178 kg
Wheel load distribution v / h 49/51%
Driving dynamics 1
Braking distance from 100 km / h 43.8 m
Average deceleration 8.8 m / s2
Comments: The brake requires high manual forces. Due to the long control intervals, it takes some time until the maximum delay is built up again. The average delay is therefore at a low level.
Handling course I (fast slalom)
Lap time 20.2 sec
vmax at the measuring point 102.0 km / h
Comments: Quick changes of direction are not a problem. The handiness in combination with the good throttle response help the Z 750 to have a good time. A tight line can be driven especially at the turning point.
Handling course II (slow slalom)
Lap time 28.7 sec
vmax at the measuring point 53.7 km / h
Comments: Neither feedback nor steering precision are good. The front wheel stamps, the line is hard to keep.
Orbit ø 46 meters
Lap time 10.8 sec
vmax at the measuring point 50.7 km / h
Technical data Kawasaki Z 750 – Kawasaki Z 750
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 32 mm, regulated catalytic converter, alternator 336 watts, battery 12 V / 8 Ah, mechanically operated, multi-plate oil bath clutch, Six-speed gearbox, O-ring chain.
Bore x stroke 68.4 x 50.9 mm
Displacement 748 cm³
Compression ratio 11.3: 1
77.7 kW (106 hp) at 10500 rpm
Max. Torque 78 Nm at 8300 rpm
Bridge frame made of steel, upside-down fork, ø 41 mm, adjustable spring base and rebound damping, two-arm swing arm, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, ø 300 mm, double-piston floating calipers, disc brake at the rear, ø 250 mm, single-piston Floating saddle, 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 Qualifier “NK”
mass and weight
Wheelbase 1440 mm, steering head angle 65.5 degrees, caster 103 mm, spring travel f / h 120/125 mm, permissible total weight 410 kg, tank capacity 18.5 liters.
Service intervals every 6000 km
Oil and filter change every 12,000 km / 3.3 l
Engine oil SAE 10 W 40
Front fork oil SAE SW
Spark plugs NGK CR9EK
Idle speed 1100 ± 50 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Two year guarantee
Colors green, black, silver
The four-cylinder is also the icing on the cake of the new Z 750. Although it is not significantly more powerful, it is noticeably more powerful in the lower and middle speed range than a 600 engine. In addition, there are fine manners in response and load change behavior as well as in the transmission. Less convincing: the gear ratio, which prevents better torque values. The clutch ranks in the middle, the starting behavior is mediocre.
Light and shadow on the chassis. The handiness is good, the stability in curves could be better. The Z 750 reacts unsteadily when bumps come into play. The feedback is also mediocre at best, while there is nothing wrong with the freedom from lean angles. The chassis set-up was not perfect because the rear spring is pretty hard and the rebound damping is just enough.
Everyday life on the Z 750 is combative and not overly comfortable. This is ensured by the front-wheel-oriented seating position in combination with a thin, hard seat cushion. The wind protection is not worth mentioning, the luggage storage is limited. The payload adapts to 178 kilograms, while the range and workmanship are okay.
The braking effect is good, but the dosage of the stoppers is only satisfactory because the delay increases very progressively after firm grip. The Z 750 is very stable with a pillion passenger. The erection moment is annoying, handlebar slapping occurs late, but then violently.
When it comes to consumption, the 750 doesn’t go too far. However, he is also not one of the savings masters. The inspection costs are quite steep for a mid-range motorcycle.
Comment value for money
An attractive naked bike with a great engine and ABS as standard. Despite weaknesses in the chassis, there are good reasons to choose a Z 750.
Even if its three-quarter liter engine, which makes it so extraordinary, is a convincing drive, the decision to buy the Kawa is probably not an easy one. The chassis leaves an ambivalent impression in combination with the standard tires. The design, however, is convincing across the board.
Was there anything else? – Was there anything else?
Good visibility in the rear-view mirrors
Hardly any vibrations
Relatively small turning circle
Pleasantly dull sound
No storage space under the two-part bench
No main stand
No full luggage hooks
Loud sucking noise from the fork when
Inaccurate fuel gauge surprisingly from
“Full” changes to “half full”
Non-adjustable clutch lever
Carelessly laid cable of the rear
Fork: spring preload four rings visible, rebound stage three clicks open
Suspension strut: spring preload stage one, rebound stage one turn open
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