2016 Kawasaki Z1000 review

One of my first bikes, a 1989 Kawasaki ZXR750, held the road via a front end that is to this day one of the most solid of anything I’ve ridden – except maybe the 2016 Z1000.

It’s not the lightest bike on the road in this class (for example the MT-09 weighs a claimed 191kg, with the Z1000 a claimed 221kg ready to ride, though the Yamaha has a smaller fuel tank and is a triple), but weight can work for a road bike in the stability stakes, and that’s what it does here with the Z1000.

On smooth tarmac – and yes, this bike is ride day capable, despite the lack of fairing – it feels like you can lean it over until your helmet scrapes the deck. I am speaking metaphorically, of course, but that rock solid Showa Separate Function Fork is the reason this bike is so appealing to a wide range of riders, particularly those new to litre-bikes, returning riders, etc.

That stability transfers to bumpy roads, too, which is a blessing given the engine has so much torque, as well as the fact us Aussies are awash in poorly surfaced bitumen. From that feeling of a front end hewn in stone, the Z1000 punches above its weight when faced with a pack of fellow riders on all manner of machinery.

Knitting together a series of corners isn’t as light as doing so on a MT-09, but because you know once a course is set the bike will track that same line you choose throughout the corner, you can get on with preparing for the exit and enjoying the result of lining up the next corner with a burst of throttle and a grin inside the lid.

The steering isn’t as light as an XSR900, but it’s a worthy price to pay for sublime stability and a front end that does what it’s bloody well told! In two weeks on this bike, I never experienced anything close to a tank-slapper. The feeling of the bike in the middle of a corner, it just sitting there utterly within itself, makes riding it so much more enjoyable than something that is arguably faster, but less than helpful in making the rider confident they’ll get to the exit without a fright.

It’s the Mr Dependable of naked bikes.

KAWASAKI Z1000 AND SPECS IN BIKE SHOWROOM

Happily, in a nod to increased competition in this segment, the bike is also cheaper than it was last year, despite the added features.

The bike now comes with a slipper clutch – a welcome addition to such a torque-monster – and clutch assist, marketing speak for a lighter clutch lever. There’s also a new colour, the Metallic Matt Carbon Gray / Candy Crimson Red you see here, and all this for a recommended retail price of $15,499, over $1400 less than the 2015 machine.

The bike looks smaller than a 1000cc naked, probably because of its squat, Sugomi-inspired styling, but you know it’s a thousand as soon as you start it.

It has a deep rumble at idle – Kawasakis have almost always sounded great, the original Versys a notable exception – and the four-cylinder howl in the mid-range is inspiring stuff. The best note, however, is reserved for full-noise operation – again, I am reminded of my old ZXR from a million years ago – and it feels every bit of the 1000cc naked bike you expected when you first checked out the spec sheet.

It doesn’t spin up as quickly as the triple in the XSR900, however it's a smooth engine and bumping it between traffic lights with snaps of torque is something it enjoys. You don’t need to wear out the toe leather of your riding boots either, the torque (111Nm at 7300rpm) meaning gear-changes can be seldom, if you ride it that way.

Changing gear is a pleasure, mind you, with a light gear lever matched to the light clutch lever and downshifts are less hectic with the slipper clutch effective, without being full race-spec.

I was quickly in the habit of punching away from the traffic in first and second, then short-shifting to top gear to let the bike cruise. The bike is a blast off the lights, with smooth acceleration unhindered by traction control – this is the kind of bike on which TC can be a hassle as it kicks in every time the front wheel skims the tarmac – with this meaty engine, that is often.

Because the engine and bike’s stability is so predictable, I don’t miss traction control, however if you like that electronic back-up, you’ll need to look elsewhere, the only rider aid the bike has is ABS. How much rider aids are of value depends on the rider, but the Z1000 is lacking here when compared to cheaper bikes in the market.

It’s good ABS, though the brakes are stupendous when it comes to knowing what’s happening up the front, and that front end is, well, you know – so even with minimal rider aids, the Z1000 still feels very rider friendly. I had to really leap on the brakes to snap traction from the front Dunlop Sportsmax 11, activating the ABS.

The dual radial-mounted calipers up front are excellent brakes, especially considering the price of the bike, and the unobtrusive ABS just caps it off.

The Z1000 is a traffic light master, marching away from lesser machines to put you in the breeze ahead of traffic and in your own space, the best place for a motorcycle to be. The ease in which it accelerates, the noise it makes doing so and the result are all very enjoyable.

Being out in the breeze as often as you are on this bike, looks are important… There are a few nods to the heritage of the Kawasaki Z name, the exhaust cans for instance, but it’s a swoopy, squat, muscly-looking thing. Spotting the colour on a swatch card, I would never have picked it for a colour that would suit this bike, but in the flesh it works. Kath and Kim would agree it looks “a bit different”, and definitely not European!

The nose cone looks a little like someone dropped it down the front of the bike from some angles, but from others it looks very aggressive – matching the airbox growl.

It’s styling over substance when it comes to the pillion perch – it’s strictly for short, inner city trips or long-suffering pillions – and the same goes for tying down luggage. A backpack or rack would be better.

The seat is really comfortable, though, as is the ride position – like most nakeds. I’d like span adjustment on the clutch lever (small hands…), and the mirrors came loose in my test period, though that’s not unusual for new-ish testbikes.

The finish is otherwise excellent; Kawasaki really nails the “solid” build level, much like the front end!

I am not a big fan of the dash, lacking a gear position indicator on a bike so torquey it’s easy to cruise for a while in fifth, thinking you are in top. The tacho is an odd one, too, operating on two different planes. It runs to 3000rpm on the main dash, before leaping up to an LED display across the top. The dash position is also very low, meaning I have to drop my eyes uncomfortably far to read it – I’d rather be watching the road.

All the other day to day things you use on the bike are well thought out, though. The sidestand is easy to extend and the right length, the throttle response is great, you can see out of the mirrors when they aren’t loose and the fuel range is where it should be for a grunty naked at close to 300km from a 17-litre tank.

Despite all the rider friendliness, this bike has more power than that 1989 ZXR750 mentioned above (a claimed 142hp, versus 107 optimistic horses), similar stability, but much better ride comfort, far superior brakes and a velvety power delivery I never thought possible back in the early nineties.

Add in the fact you get more bike for less money, and one that, though bereft of rider aids (ABS aside), is a very rider-friendly tool, and the Z1000 is a broadly appealing motorcycle from a brand au fait with tough street bikes.

There is competition from bikes like the Yamaha XSR900 ($12,999) and Ducati Monster 796 ABS ($15,990), but for the money it’s good value for a 142hp four cylinder naked.

If you are on a budget, want something that will thrill with power, but not be a bugger to ride because of it, the 2016 Z1000 is a weapon worth your consideration. It can be hoonmobile, commuter or thrill-seeker and the small list of downsides mentioned above pale in comparison to the value for money it offers. Zed ain’t dead, baby. Far from it.