First Ride: 2007 Kawasaki Z1000

The new Z1000 is more muscular, a load more aggressive yet also more compact than the old 'un. As a revamped model goes then, it's a winner. And blasting around the fantastic roads on the windy island of Fuerte Ventura it was, er, a blast.

Unlike some recent new models, like the Suzuki 1250 Bandit, you'll find a ton of interesting changes that keep you wandering round pointing and poking, even before thinking about jumping on board.

The clever quad exhausts should be first to catch your eye. Depending on your mood you can view them from the side and believe they are single silencers (which they are) or get to the rear and convince yourself both sides have twin pipes. The

latest side cowls with integrated indicators also grab your attention, as do the radial mounted brakes with petal-pattern discs front and rear. Every model is also finished in metal flake paint. The orange option is in your face, while the darker colours are more subtle.

I can see styling cues here borrowed from the Aprilia Tuono, Triumph Speed Triple and KTM Super Duke, and even a touch of Honda Hornet and Suzuki GSX-R. The blend works, for at the same time Kawasaki have managed to retain some individuality for the Zed.

Hop into the saddle and you'll find the new Zed has a more upright riding position compared to last year's model. The handlebars are now further back and the seat is 40mm narrower. With the wheelbase being increased by 10mm, the head angle kicked out from 24 to 24.5 degrees and flex added to the frame and swingarm, Kawasaki say the rider should feel more feedback from this super naked.

The suspension has also been modified to give the 41mm USD forks smoother damping on the first part of the stroke, progressing to a firmer action under hard braking. Labelled by Kawasaki 'long travel' I found the now more powerful radial brakes in fact made the front forks dive much too quickly, and to cure this I had to dial up both preload and rebound damping - which quite possibly negated the effect of the modification. Oh well...

The rear shock has had a similar upgrade giving it a soft but positive feel under acceleration, which was fine for my 11-stone but it'll need a stiffer setting for anyone heavier or committed to pillion rides.

The motor's top end remains the same at 125bhp but the low and mid range grunt has been boosted through re-profiled camshafts, smaller valves and a modified fuel injection system. The gearing has also been altered offering a less frantic ride with less shifting and more cruising round in higher ratios. A relocated engine mount and new aluminium engine subframe apparently lessens vibration but I could still feel some tingling through the bars around 6000rpm (which disappeared as the revs increased).

The lower gearing and additional torque means first gear is best used just to get rolling, before shifting up quickly and using the low down power. Although the 953cc motor will rev on past 11,000rpm I found changing up around 8000rpm punched me easily to 100mph. However, with zero wind protection going much faster is anything but a pleasant experience. The Z1000's straight line high speed stability is faultless but more rear spring preload is required to cancel out a light, sometimes butt-clenching front end frenzy while accelerating over bumps or cats eyes.

Fuerte Ventura spends millions of our EEC money on its roads, so no matter whether you choose single track mountain passes or straight line, flat out 'A' roads they are all in mint condition. The twisty stuff was the most fun, and a good test of agility that the Z1000 passed with flying colours. Dunlop Sportmax Qualifiers, as per last year's R6 Cup, are fitted as standard and they seem to complement the big Kawasaki perfectly. I didn't get close to grounding foot pegs or exhausts but had my knee on the deck at will while railing round some of the world's best roads.

One feature that came as a massive relief to me was Kawasaki's fitting a rev counter that can (finally) be read at a glance. Hooray!

The ultra clear, white, analogue tacho forms part of a fresh new dash that in my opinion is the best ever from Kawasaki. Also incorporated in the tidy arrangement is a digital speedo, bar type fuel gauge, water temp, clock plus trip functions.

Optional extras normally don't excite me too much, but I have to mention some nice add-ons you can purchase for the big Zed. How about some tidy side crash protectors? Or a handlebar bridge, billet rear foot pegs, angular mirrors, belly pan and a tidy number plate holder with mini indicators? I saw a bike fitted with all these items and it definitely enhanced it nicely. ABS is also available but with a bike that loves to do stoppies and wheelies I wouldn't bother.

Kawasaki's aim with the latest Z1000 was to deliver a "real world" riding experience, which they say means easy but enjoyable riding on winding roads, plus effortless passing, fast but controlled standing starts and powerful but controllable stopping power. All of this has been achieved, but for me at least a few small tweaks are necessary just after you take delivery to get the Zed handling just right. That said, I reckon kawasaki's new Z1000 has to be the sharpest looking, best performing four-cylinder 'super naked' bike to date.

VERDICT 4/5


Sharp looking and sharp performing. Could be a winner

SPECS


TYPE - STREETBIKE


PRODUCTION DATE - 2007


PRICE NEW - £7345 / £7695 ABS


ENGINE CAPACITY - 953cc


POWER - 125bhp@10,00rpm


TORQUE - 73lb.ft@10,500rpm


WEIGHT - 205kg


SEAT HEIGHT - 820mm


FUEL CAPACITY - 18.5L


TOP SPEED - 145mph


0-60 - n/a


TANK RANGE - N/A

The new Z1000 is more muscular, a load more aggressive yet also more compact than the old 'un. As a revamped model goes then, it's a winner. And blasting around the fantastic roads on the windy island of Fuerte Ventura it was, er, a blast.

Unlike some recent new models, like the Suzuki 1250 Bandit, you'll find a ton of interesting changes that keep you wandering round pointing and poking, even before thinking about jumping on board.

The clever quad exhausts should be first to catch your eye. Depending on your mood you can view them from the side and believe they are single silencers (which they are) or get to the rear and convince yourself both sides have twin pipes. The latest side cowls with integrated indicators also grab your attention, as do the radial mounted brakes with petal-pattern discs front and rear. Every model is also finished in metal flake paint. The orange option is in your face, while the darker colours are more subtle.

I can see styling cues here borrowed from the Aprilia Tuono, Triumph Speed Triple and KTM Super Duke, and even a touch of Honda Hornet and Suzuki GSX-R. The blend works, for at the same time Kawasaki have managed to retain some individuality for the Zed.

Hop into the saddle and you'll find the new Zed has a more upright riding position compared to last year's model. The handlebars are now further back and the seat is 40mm narrower. With the wheelbase being increased by 10mm, the head angle kicked out from 24 to 24.5 degrees and flex added to the frame and swingarm, Kawasaki say the rider should feel more feedback from this super naked.

The suspension has also been modified to give the 41mm USD forks smoother damping on the first part of the stroke, progressing to a firmer action under hard braking. Labelled by Kawasaki 'long travel' I found the now more powerful radial brakes in fact made the front forks dive much too quickly, and to cure this I had to dial up both preload and rebound damping - which quite possibly negated the effect of the modification. Oh well...

The rear shock has had a similar upgrade giving it a soft but positive feel under acceleration, which was fine for my 11-stone but it'll need a stiffer setting for anyone heavier or committed to pillion rides.

The motor's top end remains the same at 125bhp but the low and mid range grunt has been boosted through re-profiled camshafts, smaller valves and a modified fuel injection system. The gearing has also been altered offering a less frantic ride with less shifting and more cruising round in higher ratios. A relocated engine mount and new aluminium engine subframe apparently lessens vibration but I could still feel some tingling through the bars around 6000rpm (which disappeared as the revs increased).