Back in the stone age (1975-85), such a thing existed as the UJM (Universal Japanese Motorcycle). All the Japanese manufacturers had one and they were largely interchangeable. Honda had created the mold with its CB750 of 1968 and Japan made the in-line, transverse-mounted, four-cylinder engine of 750cc displacement the totem of the entire industry. It was the defining engine of a huge generation of new riders. Much has happened in motorcycle design since then but were you to defrost a rider who was cryogenically frozen in the early-80s and give him the keys to a 2004 Kawasaki Z750, he'd feel immediately at home. Yes, it's a 750 four and, apart from the footpegs being set a little farther back than they were in the old days, everything would feel pretty-much the same. In time, the ancient mariner would discover the new Z goes considerably faster, handles better and stops with far more conviction that any of the bikes he grew up on but he'd also be pleased to discover you can tool around on the new bike without surprises just like you could on the old ones. It's a welcome case of "back to the future".
Rising son
All the styling cues of the Z750 come straight from last year's Z1000, already developing the status of a cult bike. The most noticeable difference is the exhaust system. The Z750 gets more conservative four-into-one headers and a big, alloy can which sweeps upwards to follow the line of the ducktail seat. The dash arrangement is shared with the Z1000 and a number of other current Kawasaki models. It's completely digital and weighs considerably less than standard analogue instrumentation. Like most digital gauges though, it's hard to read in bright daylight and the speed at which the information changes can be both distracting and confusing.The bars are pleasingly wide and offer great steering control. A small fairing shrouds the instruments and while it looks to be simply a styling exercise, it's astoundingly effective in creating a pocket of calm air in front of the rider. You get the appearance of a naked bike but the kind of comfort only available previously from a much fuller fairing.
The Z750 has a claimed seat height of 815mm but the width of the cushion will make it seem even taller for riders as it forces them to spread their legs. This width adds to seat comfort and allows the rider to move around freely. The thinness of the padding, though, becomes obvious after an hour or so in the saddle. All things considered, including the sports/touring riding position, the Z750 punter will be a lot more comfortable than most of his mates. The pillion, however, doesn't share the good karma. He/she perches on a piece of shaped foam with their chin resting on their knees. The shape of the rear of the seat also discourages the carrying of luggage which is a shame as in most other respects the Z750 has the potential to be a satisfying long-distance hauler.
Heart of the matter
The Z750's engine produces a claimed 80kW at 11,000rpm. This is only 500rpm before redline but the engine is far from peaky. It will pull comfortably from 60km/h in top gear with real strength and while peak torque (75Nm) isn't available until 8200rpm, anything over 4000rpm will see you truckin' with the best of the competition. The bike has close ratio gearing from second onwards which suits the engine perfectly. First gear will push the Z over 100km/h and five other gears are available to cover the next 120km/h range. Dual butterfly fuel injection eliminates rough spots in the power delivery and no doubt contributes to the excellent fuel economy. A mix of fast squirting on the Great Ocean Road and some sedate commuting saw 20.11km traveled for each litre of fuel. This gives a potential range of around 350km from the 18 litre tank although the reserve light on the test Z started blinking from around 245km which doesn't fill you with confidence. The engine itself is a classic, liquid-cooled, 16-valve, conventionally designed unit which has the Kawasaki-patented appearance of unburstable strength.The frame game
Holding the engine off the road is a diamond type, steel frame with a conventional, box-section swingarm and Uni-Trak single damper rear suspension. The rear unit has seven settings for spring pre-load and four settings for damping. The damping adjuster is located at the bottom of the shock and changing it is a hands-and-knees job but no tools are required. The front forks are non-adjustable but are very well set up for a variety of Australian road conditions. Some care is required to get the best from the Z750's suspension performance and it responds noticeably to even subtle changes. Too soft a spring rate and moderate damping provided a good ride but some wallowing if bumps were encountered mid-corner. Enough options are available to maximize the Z's road potential. Once a new owner gets it right for himself or herself, it's unlikely to be altered much in the life of the bike. Owners who like to do their own maintenance will enjoy the simple drivechain adjustment process and the general ease of servicing. This extends even to brake pad changes where conventional floating calipers (admittedly with twin pistons) provide excellent performance without overdosing on technology.Who's it for?
Kawasaki is marketing the Z750 as a sports bike with a more practical edge than the 600 Supersport brigade. It may be surprised to find how much the bike appeals to older riders who loved their UJM back in the '80s and want something to remind them of how much fun they had then. Its versatility is compromised somewhat by poor pillion comfort and rear seat bodywork which looks like it would be easily damaged by conventional attempts to attach luggage. Tankbags will probably end up being the container of choice. The Z750 will hold its value well because it's inexpensive to start with ($11,290 + orc) and history has proven that there's always a strong secondhand market for straightforward, honest mounts. It may be overshadowed somewhat by its daddy, the Z1000, but it's just as quick in the real world and substantially cheaper. It will do the "Z" tag proud.Kawasaki Z750ENGINE
Type: Four-cylinder, liquid-cooled, 16-valve, DOHC, four-strokeDisplacement: 748ccBore and stroke: 68.4 x 50.9mmTRANSMISSION
Type: Six-speed, constant meshFinal drive: ChainCHASSIS AND RUNNIG GEAR
Frame type: Diamond type steel with detachable front railsFront suspension: Non-adjustable hydraulic forksRear suspension: "Uni-Trak" monoshock with seven spring pre-load options and four damping settings. Front brakes: Dual discs with twin-piston calipers Rear brake: Single disc with single-piston caliperDIMENSIONS AND CAPACITIES
Dry weight (claimed): 195kgSeat height (claimed): 815mmFuel capacity: 18ltPERFORMANCE
Max power (claimed): 107hp at 11,000rpmMax torque (claimed) 7.6kg-m at 8200rpmTop speed: 220km/h (approx)Fuel consumption: 5.6l/100kmOTHER STUFF
Price: $11,290Test bike supplied by: Kawasaki Australia (www.kawasaki.com.au)
