First ride: 2014 Kawasaki Z1000

Supernaked bikes are fun -- it’s as simple as that. And after three weeks with Kawasaki’s brand new Z1000 I was reminded why that statement is so true. Power figures reminiscent of superbikes of a few years ago, comfortable upright seating positions, wide handlebars and short wheelbases: it’s a recipe for outright motorcycling enjoyment, with a few monos here and there as you struggle to control your inner hooligan that you never knew existed.

If you are contemplating a step into the supernaked market you are truly spoilt for choice. It’s the new battleground for the industry and the manufactures are taking this war very seriously --especially the Europeans. In the past year alone models such as the KTM 1290 Super Duke R, the BMW S 1000 R (Ed: full review coming soon) and the Ducati Monster 1200 (review on the way as well) have all be released. The Japanese now want in on this booming market, and Kawasaki has come to the battleground with its heavily reworked Z1000.

When the new Z1000 was teased to the public the rumour mill had it that it was going to be a stripped-down version of its world superbike-winning ZX-10R, equipped with rider aids to take the fight directly to the Euros. Instead, Kawasaki stuck with its tried-and-true Z1000 design base and improved it with some significant mechanical upgrades.

Kawasaki already had a great engine base to begin with – a mill that was appreciated for its smooth power delivery and mountain-pulling mid-range torque. Kawasaki used these design cues to create a more potent and rideable engine.

The end result is a powerplant that produces a claimed 142hp (105kW) and 111Nm. Sure, it’s not in the same league as the class-leading 1290 Super Duke (180hp and 144Nm), but it is on par with the MV Agusta Brutale and only 2Nm less than the S 1000 R.

To do this, Kawasaki has reduced the lift and duration of the intake camshaft to increase low-to-mid performance. Connecting passageways have been added between the cylinders to help reduce pumping loss and enhance top-end performance. Other upgrades include a redesigned air intake system for a more ear-pleasing intake howl -- which is intoxicating -- a larger exhaust-header joiner pipe and revised silencer internals. In charge of the running of all this is a tweaked ECU with a focus on a more direct throttle response and a smoother power delivery -- if the latter is even possible.

The 1043cc powerhouse is one of the most rideable, tractable and polished four-cylinder engines I have ever felt in a motorcycle -- and it is fast, very fast. It pulls from as low as 2000rpm cleanly and at 5000rpm there is a torque surge that sees the front wheel leave terra firma in the first three gears. As the revs continue to rise, more and more power is thrown at the rear wheel until the soft action rev-limiter halts the fun. Up to 150km/h this bike just doesn’t accelerate: it changes postcodes and in the process would embarrass many superbikes.

The gearbox is ultra-smooth, with only the slightest roll off of the throttle resulting in fast and clean clutch-less upshifts. Final gearing has been revised with the rear sprocket gaining a tooth to aid in acceleration, while an internal longer sixth gear ratio has been added for better highway cruising. It does lack the goodness of a slipper clutch, which would be a worthy addition. Neutral is also very easy to find.

Corners are hauled at you unexpectedly quickly and thankfully Kawasaki has fitted the best brake package I have ever felt on a green machine -- and that includes the ZX-10R. Up front you have larger dual 310mm discs gripped by Tokico monobloc four-piston calipers, while the rear 250mm disc is pinched by a single-piston caliper. Feeling from the larger radial pump master cylinder is good, powerful and progressive. An updated anti-lock braking unit, which is the only electronic rider aid keeps things in check, really allows you to squeeze that lever when that slight panic moment kicks in -- and with a bike that accelerates this rapidly I can assure you it will.

The twin-spar aluminum frame is a carry-over from the previous model, but now connected to it up front are fully adjustable 41mm Showa Separate Function Big Piston Forks. The horizontal back-link rear monoshock sports new damping settings and more progressive lever ratios in the linkage. Initial tip-in is fast and accurate thanks to the new lightweight six-spoke wheels that are 1.5kg lighter. Front-end feel is a little vague but nothing untoward -- trail braking on this bike will see it run a little wide -- but once off the brakes it snaps down into the corners and holds a line superbly. Mid-corner bumps do not unsettle the bike and the Dunlop Sportmax tyres do a great job of getting all that mumbo to the ground. The Z1000 doesn’t make use of a steering damper but no head shakes came to fruition when on the throttle with the front wheel just skimming the bitumen.

The styling of the new Z1000 is typical of the Z range: angry, menacing and unmistakable. I am going to go with team Decepticon; if you haven't seen Transformers see it and you will know what I am talking about. The new bodywork is leaner than its predecessor and the reflector-less LED headlamp front cowl that includes an updated LCD instrument cluster really gives the motorcycle a face and personality. The mirrors have been replaced with classy two-spoke die-cast designs, while the tail has been narrowed and houses a new LED taillight. A ‘Z‘ pattern is incorporated into the rider’s seat to add a bit of style, and the pillion seat integrates into the front seat to give the appearance of a single-seat rear section.

The now flatter handlebar has been lowered to generate a more forward-leaning riding position in an attempt to give a sportier feel. The ergonomics are very comfortable and there is no unwanted weight on the wrists. The low centralised mass of this motorcycle makes slow speed-maneuvering painless and feet up U-turns are a breeze. You should see more than 250km out of the now larger 17-litre fuel tank (up from 15 litres).

So has Kawasaki left us wanting more, especially after what this bike was rumored to be? Absolutely not! It may not have the horsepower of certain Euros, or encompass a supercomputer named ‘HAL’ to run a range of rider aids, but it offers a rewarding riding experience where traction control is in your right hand and the engine makes all the mechanical power it can at the given rpm.

With a price tag of $16,799 (plus on-road costs), it undercuts the S 1000 R by more than $2000 and nearly comes in at $7000 cheaper than the Super Duke. The bang for buck it represents is truly great and the overall package allows it to sit nicely alongside the Euros as a proud and capable naked. And if it does fit electronics in the near future, well the war may be won by Team Green.

KAWASAKI Z1000 IN BIKE SHOWROOM

PERFORMANCE
Claimed maximum power: 142hp (105kW) at 10,000rpm
Claimed maximum torque: 111Nm at 7300rpm
Economy: 6 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Twin spar, aluminum
Front suspension: Showa BPF 41mm upside-down fork, fully adjustable, 120mm travel
Rear suspension: Horizontal back-link monoshock, rebound and preload adjustable, 122mm travel
Front brakes: Dual 310mm discs with four-piston radially mounted Tokico monobloc calipers
Rear brake: Single 250mm disc with single-piston caliper
Tyres: Dunlop Sportmax -- 120/70-17 front, 190/50-17 rear

DIMENSIONS AND CAPACITIES
Claimed curb weight: 221kg
Rake: 24.5 degrees
Trail: 101mm
Seat height: 815mm
Wheelbase: 1435mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $16,799
Colours: Green / Gray
Bike supplied by: Kawasaki Australia, www.kawasaki.com.au
Warranty: 24 months, unlimited kilometres