Road test of KawasakiZ 800 2013 Urban fawn

"OH! Class!!! Is that the 800?!? How well you must make wheels with...!"
Voila. I've just run into a bunch of friends. And without suspecting it, they've just summed up the general idea that everyone thinks of the Kawasaki Z 800. A roadster full of charisma, that feels the watts, always ready to give fun and spectacle to its owner... and to the public. An essential roadster in the Kawa range for the past 10 years, this new version has not missed a beat. The Z looks good, and not just a little, and our first impressions during the official test made our mouths water.
Now we're not going to get to know it a little more, but to familiarize ourselves with it in everyday use. Is the Z 800 just for impressing friends at weekends, or for everyday pleasure? There's no need to be jealous: it does both!

gray skies, lousy weather, a dying thermometer... the morning declares itself to be one of total antipathy. It's raining, it's black and white, it's mood-killing, and I'm not too keen on the idea of crossing hills and villages to get home. Fortunately, this skirmish with the weather turns out to be more pleasant than the surroundings would suggest. A few metres from the Z 800, the first feeling is simple: we're going to enjoy ourselves. It's not a desire, nor a premonition, still less an illusion; you can just feel it.
We've spoken at length about the finish and design of the Z 800, which is unlikely to raise many eyebrows, except for those allergic to plastic. So let's be actors rather than critics. As you sit on the Z, you'll appreciate the certain and rewarding stature. You're well and truly sitting on an 800; one might even say more. Inserting the key into its slot on the front of the fuel tank always produces a small effect... and a little dexterity with large gloves. With the handlebars wide apart, the seat tilted forward and the knees bent in a sporty manner, you're in streetfighter mode, ready to hand out the torgolas. The tone is set, contact.

Vvvbbrrraaooommmm! Hum, the delicate song of the 4-cylinder Kawa, here enhanced by an Akrapovic muffler. Our model was fitted with an almost indispensable Slovenian muffler: the overall line is lighter and the sound much more attractive, with depth, scraping and growling that leave no one unmoved. The sound is a perfect match for the riding position: once you've started the Z and covered the first few meters, you feel as if you're holding the engine between your paws, as if the handlebars were planted in the 4-cylinder block. How exhilarating! And then there's the ease of handling... a delight. The controls are smooth, the gearbox pleasant. Ready to consume without moderation.

this Z spent most of its time at my place in the most miserable weather. So, for a while, we relived the same sensations as our first encounter in the princely lands of the Mediterranean (see below, official test). As with all motorcycles, riding in the rain is done on eggshells. So we'll praise its smoothness and ease of operation. But often, both the machine and the rider just want to fight it out with the road. o Taranis (Gallic god), be merciful for the space of a hope, and let light invade the skies.
A little further on, a little later, the valley and its roof that loom before me have clearly been granted the favors of the implored divinity. Dry asphalt, winding country roads, mountainsides. The banana intensifies under the helmet
Chic! Here, at last, is a theater of operations in which to indulge. The sky has opened up, the fleet has calmed down, and this little road is making eyes at me. What's more, my right hand has been itching for a while. Time for the tiger, let the Kawa, her crew and her orchestra do the talking. And then it's time for the pleasure, the simple pleasure, the real pleasure, the one that the old Zs couldn't distill for us. It's the pleasure of a good wind-up at a brisk pace, without complaining about the road or the suspensions. The most striking feature of the Z 800 is undoubtedly its homogeneity. At ease everywhere, it makes driving easy, and makes you want to go fast even when the tarmac has forgotten to be correct. It twirls, it trajectories, it accomodates, without jumping or parasitic movements. Thanks to its full engine, always available, and distributing a beautiful length, the machine relaunches without hiccups or weaknesses on exiting bends. And then, what a pleasure it is to feel it at ease. It takes a lot of punishment, holds the floor and follows the trajectory as if it understands what you want. A great big toy, true to the feeling that its plasticity creates deep in our cerebral cortex. A quick note for speed fans: the French version of the Z 800 can exceed 220 km/h on the racetrack. The 180 is quickly reached; the rest, totally useless, shows a little less willingness to demonstrate velocity.

in town, in the mountains or wherever the Z's wheels take us, the engine is always a faithful servant. In fact, it's become so endearing in the low and mid-range that you don't really want to go looking for high revs. You just want to rev it again and again, so responsive is it. The French-style throttle is barely noticeable. And some will regret not encountering the explosive side at the top of the rev counter that can be found on other products. Interestingly, the fortuitous injection hesitation we encountered at the Z's presentation didn't present itself this week. Could this be due to the replacement exhaust system?
As mentioned in the official test article, we regret the block's vibrations. Perhaps a piece of rubber on the footpegs would attenuate the phenomenon, but that would mean losing the grip that keeps your boot on it.

largely playful enough for its clientele, this roadster won't be a flawless blade for seasoned riders. Because toys don't mean tools. While the Z 800's weight makes it easy to forget, and its road manners border on sporty, it's easy to guess that it's going to be a bit sweaty when it comes to the more assertive rivals(Street Triple R in particular). Swinging the bike quickly through the hairpins of a mountain road still lacks a little vivacity. It takes a lot of effort on the handlebars to keep up the pace. But that's all right, because the front end is a real confidence builder, and dealing with it is no picnic.
To make matters worse, the braking power is very appreciable. The discs attack with sufficient bite without being "gnarly" or violent. A plus in the rain, which can prevent an unfortunate spill. It's a far cry from a Brembo full radial, which will send you over the edge if you tickle it without warning. Here, the front brake does a valiant job of calming the momentum, even if we'd have liked a little more feel when it's really called upon. The rear element does its job, but nothing more.

"Hello? Where are you? Hogger's having a barbecue at his new house. Get over here!".
And fissa. The man's got a knack for causing disaster, so we're sure to have a few laughs. The only problem is that it takes 200 kilometers to get to his lair. Come on, Mr Z, let's hit the road. And you've got more than enough horsepower to support the whip.
With a bit of highway, you save time and neck cramps. With no protection whatsoever, the Kawa reminded me that it's no road bike. The kilometers flew by, and at the finish line, I was happy to relax a little. The saddle tugs at your buttocks, the wind crushes your neck, and your legs are really too bent for a long distance. And since you don't fit much on board, and everything you put on the passenger seat slides on a soapy surface, any trip (worthy of the name) with a Z will be a case of tough love.
Cutting bollards on major roads means you'll have to look at your odometer a lot, just to make sure you don't lose any points on a road where the last accident dates back to 1925, but which is so profitable for the image boxes. I'm having a hard time getting used to this bar-graph (I'm nostalgic for needles), but it's nice to know at all times what the machine's remaining autonomy is. The digital window on the right permanently indicates the distance to a dry spell, or the instantaneous or average consumption. Other indications abound: 2 partial trips, a totalizer, speed, engine temperature, clock, fuel gauge and eco driving indicator.

i arrive at Hogger. Everyone turns to the Z, and a good 20 minutes of curiosity ensue. We detail, we appreciate, we analyze progress, we recall the first Z 750. In 10 years, it's amazing how radical the design has become; the line is prominent as well as compact, the design edgy, the shoulders much more rounded. Today, the ancestor seems quite wise. Its granddaughter is ready to box anything that moves within its perimeter
Barbecue, tomato juice, grills, clock ticking. We pack up late and Mister Kawa waits for us to return. It's still nice to ride at night, with just the melody of the Akra and the rectangle of light that marks the road. The lighting proves very satisfactory, drawing a slanting line in the distance around every bend. Not in a hurry, and even less eager to torture my neck, I adopt a light pace that will enable me to keep my fuel consumption to 5 liters. In "step on the gas" mode, the Z is even greedier, pumping out a good 7 liters.

aesthetically, Kawa has not missed a beat, and this generation of Z will please even more than the others. But on closer inspection, certain details are hard to digest, especially on a machine that now sells for almost 9,000 roros. No clutch lever adjustment; classic brake calipers on a bike built for show; no gear indicator; and it wouldn't hurt to have a jar of sport brake fluid...

is the Z 800 a wildcat? Yes, but tamed. This generation has come of age and given itself the ride it's been missing. This bad-boy roadster is always ready to have fun, and to be a bit of a dick at every red light, provocative move or overtaking turn... but without going out of bounds. It wants to get close to them, not close to them, nuance. The success of previous generations was based more on looks than on the machine's dynamic qualities. The 800 can now tempt you on all fronts: style - engine - chassis. To be honest, I didn't really feel like returning it to the dealership that morning...
The 800's only real shortcoming is its price. A Z 750 cost the price of a 600, and we didn't even think about it. A Z 800 really does cost the price of an 800, and if you add ABS and a matching pot, you're looking at a 5-figure price tag. But if you're prepared to make a few compromises and it's the looks that count, the e version is right up there in the range. And at a price worthy of the old Zs. for the future, we hope that Kawa will finally make THE real revolution: a newer engine than this umpteenth adaptation of the old ZX-9R block, more aluminum than steel, radial calipers and less weight. Half a kilogram more than the lightest competitor - that's quite a lot.

official Press Test :

the Z is THE Kawa roadster, the one that turned the world upside down, the forerunner of a new generation of machines, with over 158,000 units of the 750 version snapped up by the public. Also in 2012, the Z was the best-selling motorcycle in France, taking 1/4 of sales in its segment. So much for the strategic importance of this model. And when it comes to renewing a best-seller like this, caution is the order of the day for any manufacturer, or else they go for a total (and risky) shock to shake up the public

the Z 800 has chosen the shock, the muscular shoulder blow, the slap in the face. The design is responsible for the shock, and aggressiveness takes on a very attractive dimension. The 806 cm3 4-cylinder engine will be responsible for the shoulder blow. As for the slap in the face, it comes straight from its six-year-old ancestor. Placed side by side, the Z 750 and 800 don't seem to belong to the same world. Incredibly, the seven-and-a-half is getting on in years. Visually, its descendant looks 20 kilos lighter, smaller, more athletic, carved out of metallic muscle. The newcomer is packed with styling effects to strengthen its position in its segment. Placed very low, the fork head asserts itself like never before. Its cougar-like face (the fawn, not an enthusiastic lady) scratches at the eyes. The upper edges extend all the way to the end of the dashboard, testifying to the designer's constant attention to detail. Take a look at the embossed Kawasaki lettering on the side scoops, the endlessly repeated Z motif on the seat, the sharpened shoe, the stylish brake jar, the chiselled clutch housing... even the handlebar bridges have a Z spirit. And the detail that makes all the difference: the double Z diode taillight. Apart from the mud flap, the Z 800's rear end is striking. The shape of the muffler may make you sit up and take notice, especially since it's instantly recognizable as the muffler on the old RSV4. But you soon get used to it, and find it more than attractive. On the other hand, it's hard to justify the absence of radial brake calipers on such a typical bike. The overall finish is beyond reproach: the quality is there, and the assembly is meticulous.

the morning bell rings, the rain becomes timid, and the group prepares to set off. Contact. Lo and behold, the barrel is no longer attached to the top tee, but in front of the tank. The Z purrs while a few scattered drops keep the road damp. Once aboard and a few minutes later, you quickly understand what the Z 800 is all about: cruising around, but with drool on your lips. The riding position is tilted forward, but not excessively so, with the legs bent and tucked under the stylized sides of the fuel tank, all of which makes you quickly understand its not necessarily bucolic desires. We're not going to play just yet, so let's get away from "the rock" and discover the land to the south.
Halfway through the planned route, the weather seems to be improving and the asphalt tongues are becoming almost inviting. The Z 800 reveals the progress made on the chassis. More homogeneous, more serious, Akashi's streetfighter no longer waddles like the 750. You can feel the front and rear working together. Agile without being nervous, easy to handle and reassuring, the machine hides its weight so well that it rides naturally. There is, however, a certain inertia when changing angles, enough to frustrate the rider, but far removed from everyday considerations. The suspension recognizes bumps more than it absorbs them, and while the arms don't suffer from the riding position, the buttocks will remember the ride. The Z 800 is steep.
City excursions will make us appreciate its compatibility with the urban environment, relativize its gearbox, sometimes a little hard but with precise selection, and note that the panards unconsciously advance on the footrests; the Z perhaps bends its legs a little too much... on the altar of style and sportiness.

engine-wise, the 806 cm3 is eagerly awaited. Will it convince us, thrill us, delight us? It didn't disappoint. Kawasaki has done a good job of giving its old block a first-rate thrust (remember that its origins date back to the ZX-9R's moulbif). The design of the crankcases and cylinder head has been thoroughly modernized. The increase in displacement, the various modifications and the work of the engine-makers have all paid off, and we salute the progress made. This engine distributes its power in a very linear way, without hiding a very Kawasaki way of life. It purrs on a trickle of throttle, growls when titillated in the mid-range, twitches when you ask for more, and becomes raging when you attack the top of the bar. Not lazy and always ready to respond, this 4-cylinder would have given us a lot more under milder skies. Luckily, a bit of dry road allowed us to put some (but really some) gas into it. It doesn't take long for the watts in the cylinders to start flowing. Once the 4,000-rpm mark had been passed, the Z lifted us up to 6,000 rpm, where it strengthened slightly, went on to 7,000 rpm and added a layer, then got seriously angry at 9,000 rpm to take off towards the red zone. Exhilarating! We try hard to find an almost fast pace, wind up a little, rev up, cut, and enjoy the noise as the rpm plummets; that turbine whistle on deceleration, I love it.

the never-ending episode of the "rain and aqua via" series allowed us to take advantage of the 800's greatest strength: its low-speed behavior. Round, available, supple, with no hiccups or snubs, it really won us over. At 4,000 rpm, it picks up without belching in all gears. In town, you can stall in 4 and play with its elasticity from idle. At any gear you choose, you can bring it down on a flick of the throttle without it showing the slightest twitch. A touch of acceleration and it takes off. Then, when it's time to overtake a bus, there's no need to drop a dozen gears. Just open up the throttle and the Z swiftly clears the moving obstacle. The fact that we tried out a full-power model (with 113 hp) won't change much compared to the French version. This boiler convinced us without even exploiting its full potential and high revs.

Perfect engine!?!! It would like to, but it still shudders with parasites. Vibrations are present in the handlebars at idle. They hide once the bike gets going, only to sneak back into the footrests from 5,000 rpm. Not very nasty, but present nonetheless.
Whether it's a matter of injection curiosity or map hesitation, throttle response can play tricks on you. After a good deceleration and negotiating a bend, the engine doesn't seem to respond when asked for the throttle. It's as if it has fallen asleep for a brief moment, then power returns.

the sky is seriously threatening, but the deluge deigns to let us ride a few cables. The group has managed to pick up a little speed (not for long), we turn the throttle casually, and take the wind in our stride. The pressure on the helmet starts at 110 km/h and becomes insistent above 140. In the chapter on "everyday figures", the Z 800 will have relieved the tank by an average of 6.2 liters per 100 km, with a flowing driving rhythm. The tachometer is slightly optimistic, displaying 54 km/h for 50 real, 94 for 90, and 136 for 130. Information is legible, well laid out, and far more conventional than its case would suggest. The crab-shaped instrument panel provides the essentials on the right-hand screen (speed, fuel gauge, fuel consumption), with the revs in the middle. This bar graph is easier to read than expected, but reminds me more of a battery level gauge than a rev counter. I look down to read the digital info, and can only see the helmet's chin strap; I'll have to tilt my head significantly to see the machine's vitals.

time has flown, and so have the others. I've been reluctant to put the helmet back on ever since the shower hit the region. The Z calls to me and implores me to discover it again. Here we are, alone, between two roads, under a general sprinkling, with only the southern trees and streams drowning the asphalt for company. To the right, the freeway and the warm, dry haven of the hotel; to the left, a road that twists and turns in all directions. Let's be daring and take the bends. In fine weather, this secondary road would be the ideal playground, giving you a real buzz for miles and miles. For Bibi and Kawa, it's time for a showdown. Water is everywhere, coming from above, below, on the sides, in the gloves and shoes. Luckily, the Z 800 goes with me without a fuss. Docile, responding to the exercise with good heart against all odds, it never shows itself to be a trapper.
after 50 km, I'm rinsed, exhausted, in the same condition as laundry taken out of the drum without spinning. The rest of the ride is on the freeway, and there's no hope of comfort there. Whatever position you're in, the Z 800 offers no protection whatsoever.

This test never involved any heavy braking. So it's hard to judge the qualities of the 4-piston calipers and larger discs (310 mm instead of 300). The brake lever would benefit from a slightly softer attack; some users may find it a little manly. However, it's dosable and offers enough feel not to be taken by surprise - a good thing, given the ubiquitous wetness of the roads we ride on. The rear brake doesn't seem to want to be appreciated. Spongy control, average efficiency and rapid locking, its use disappoints the right foot.

the only thing that really irritated me about this Z 800 was the side stand. The catch is too close to the footrest, so you have to fight with both. But that's nothing compared to the wrath of your passenger if some daredevil deigns to accompany you. A hypersport jump seat wouldn't be any worse, except that the rear seat is covered with a fabric as grippy as wet soap. As soon as you sit on it, it's already slippery. Is the Z 800 a bachelor's bike? Or for passenger-masochists? There's one effort worth mentioning: the hand slots in the wheel arch.

without having been able to push it to a sporty ride, the Z 800 has already enthralled us. More rigorous, fuller, more available, more aggressive, it stands out clearly from the 750. Its design will win over many people, its engine will give it a new reputation, and its chassis will suffer from far fewer criticisms. However, you can grumble a little: the space under the seat only holds a tool kit, a credit card and a mars; it vibrates; it's stiff and doesn't protect a damn thing; but frankly, do you think these trifles are going to dent its success? I don't. The Z 800 is a tiger, and many people will forgive its little quirks.

The price may come as a surprise, as it has nothing to do with the accessible price of the mid-size Zs. 8,899 euros, that's 1,100 more than the 750. Ouch the wallet! Don't swear just yet, because technically, it's not quite so obvious: With its improvements, better suspension and braking, and chunky engine, the Z 800 is in fact a super Z 750 R, whose price tag is 8,699 euros. From that point of view, we're in the same price range. If you're looking for a more affordable replacement for the Z 750, look no further than the e (for europe) version. For both versions, the ABS reinforcement will be invoiced at 600 euros. There's no doubt that the Z 800 will be one of the most talked-about motorcycles of 2013.

M.B - Photos Kawasaki