Kawasaki Z1000

Kawasaki's fourth generation naked

                                                         The Z1000’s appearance has always elicited strong emotions—the look either inspires or disturbs you. For 2014, Kawasaki’s big-bore streetfighter has become even more fringe due to what Kawasaki calls a “sugomi-inspired” design. What is sugomi? It’s a Japanese word that describes the energy or aura emitted by an object of greatness, and Kawasaki says it was the philosophy that drove the Z1000’s redesign.

                                                              The 1,043cc inline-4 has been thoroughly reworked for improved midrange and top-end power. Thanks to a new intake camshaft (with 0.3mm less lift and six degrees less duration), plus a modified airbox, a revised ECU, and taller velocity stacks for improved cylinder filling, the dohc 16-valve mill pulls hard all the way to its 11,250-rpm redline and “soft” rev limiter. Furthermore, new internal passageways in the crankcase reduce high-rpm pumping losses, and overall smoothness is enhanced by a crank-driven balancer. Lastly, a pair of ducts in the Z1000’s fairing route cool intake air directly to the airbox.

                                                                       It’s cast as a single unit with the swingarm pivot to eliminate welds. The engine, a stressed member, bolts solidly to the frame in three places and is rubber-mounted at the upper rear crankcase.The lightweight three-piece design allows the Z1000 to be narrower under the seat, reducing the reach to the ground.The spring-preload adjuster works on the left tube, whereas the compression- and rebound-damping adjusters are only on the right. The main goal with this fork, says Kawasaki, is smooth initial travel for improved feel during braking. In back, a horizontal shock with stepless rebound damping and a remote preload adjuster is said to be unaffected by exhaust heat.

                                                       Although the gold calipers are badged by Kawasaki, they are made by Tokico and feature differentiated piston diameters (32mm top, 30mm lower). Kawasaki has also switched to a radial-pump front master cylinder and grippier pads, for firmer initial feel. ABS is provided by Bosch.Unusual tachometer features a bar graph that “jumps” from a vertical lower LCD screen to a horizontal row of bright LEDs across the top. It’s easy to read, with a large digital readout for speed. Previous Z1000, notably, had its gauges tucked low in a spot ahead of the top triple-clamp. New bike has the gauge panel mounted above the wide handlebar, which makes the Z1000’s signature design feature—its prominent headlight assembly featuring four LED bulbs—look like it’s mounted much lower than it actually is.

                                                           So, what’s the new Z1000 like to ride? Impressive. It’s totally at home in the city, where it can spurt in and out of traffic with ease. And it’s a delight on twisty mountain roads, where the suspension that feels a tad overly firm in the bumpy city gives the bike a welcome composure in high-speed sweepers. A wide powerband and abundant torque eliminate the need for frequent downshifts, and the gearbox is click-click second nature, blessed with an easy-to-modulate clutch.

                                                           In short, Kawasaki’s new Z1000, which retails for $11,999, is a great bike. Say what you will about its styling, but this Kawasaki is an impressive update on what already was an excellent bike. But does it have what it takes to beat newcomers such as the Yamaha FZ-09 or proven Europeans such as the Aprilia Tuono V4 R or MV Agusta Brutale 800.

View more pics at the galleria -  Kawasaki Z1000