Motorcycle specifications KawasakiZ 1100 2026 The predator files its claws

When the Z 1000 retired, Kawa' found itself with a hole in its roadster range. There was nothing between the mid-size Z 900 and the super-powered Z H2. As a result, the gap from one to the other amounted to 76 hp - an important step to take to move up a category. Hey, isn't there a way to put a 150-160 hp steed between the two?

"Would an 1100 do?
- Yeah, that'd be great! "
This would back up the 900, offer a big, nasty beast that's more reasonable than the hyperfighters, and keep the CB 1000 Hornet from grazing a little too close. After several fallow years, the big Z is back with a bigger belly. Introducing the new Z 1100.

Not all that new, though. Like its cousins, the Versys and Ninja SX, it doesn't have a new face at all. The Z 1100 is virtually identical to its predecessor. The same fork head ready to embrace the mudguard, the same absolute look of menace, the same stocky, untamed body, the same hunchbacked, cantankerous back - the design office is nowhere to be seen.

Except for a trainee who happened to be passing by. This led to a redesign of the (airier) engine block, a change of brake bowl for a sportier model, the removal of the two exhaust pans for a single, huge muffler, brake discs that are no longer petaled, and.... ah no, no, No. They've done away with the iconic eccentric chain adjuster. Not cool!

Fallen hope?

So, when it comes to surprises, the atmosphere is more reheated than spectacular. But I'll give you a hint. When you re-use a design (and therefore molds) as well as proven solutions, you save on budget.
What's more, for all those who loved the Xenomorph face of the Z 1000 IV, it's a joy to be reunited with a more substantial engine.

So, shall we get down to business straight away, or just kick the can down the road?
Let's hit it. Or should I say, the Z 1100 kicks... not as hard as the 1000. It's surprising, but the fact remains: the 4-cylinder's 136 hp are 6 less. Not great for the ego. The increase in displacement was achieved with a 3 mm longer stroke, i.e. 56 cm3 more. This benefits torque, which rises to 11.5 mkg (+0.2), and above all enables the bike to pass the standards. As a result, the Z 1100 has the same block and the same power as the trail and roadster-Sport-GT.

Since the previous 1043 cm3, the engine-makers have revised the camshafts, valve springs, pistons and intake ducts, increased the mass of the flywheel, and lengthened the last two gear ratios.
But the Z 1100 is a streetfighter, a bad guy, a thug... Why not give it more grunt and strength than the other eleven-hundreds?! I'll put you back on track: no engine development to find horsepower, you save on the budget.

On the other hand, it's likely to face competition from its own siblings. The Z 900 is only 12 hp lighter (and 2,000 bales lighter too). Is this going to be a house fight? Not too much: the Z 1100 will have a more present trunk, a more pronounced velvety power delivery, a more present force at all revs.

All-new electronics

This new episode of the big Z will feature its own electronics. This is where he loses his black jacket and dons a suit. The Z 1000 had nothing, and was aimed at big-jawed tamers. Its descendants have it all, gaining ride-by-wire, Up&Down shifter, 3-stage traction control, IMU inertial unit, KCMF cornering control, KIBS intelligent braking, cruise control, two power modes and 4 riding modes (Sport / Road / Rain / and the customizable Rider). We've gone from a 205 to a Tesla.

The same applies to the driving position. The small LCD speedometer, with its less-than-readable LED bar graph, has been replaced by a 5-inch TFT color display. It's a nice touch from the Z 900 - so you can take advantage of Kawasaki's latest visual enhancements, including smartphone management, voice control, turn-by-turn navigation, artificial horizon, trip saver, several display themes... A complete change of dimension.

Yesterday's body is today's body

The rider accustomed to the Z 1000 will feel a slight difference as he takes his seat. This is due to the new handlebars: 22 mm wider and 13 mm further forward, they tilt the riding position a little more to the front for greater control and responsiveness.
After that, it's also a reunion with the same chassis, with the same components and the same weight - the Z 1100 claims the same 221 kg as the 1000. Oops, no, there's a slight difference. The rear brake disc is 10 mm larger.
The aluminum double-beam frame remains unchanged, firmly holding the boiler, the Showa SFF-BP inverted fork adjustable throughout and the shock absorber in horizontal position (adjustable for preload and rebound damping) and the braking system. Tokico 4-piston calipers bite into 310 mm discs. Perhaps it's time to upgrade to a more premium model, even if this gear does the job well.
Ah well, no; the Z 1100 SE is there for that, with Brembo on board, as well as Öhlins.
The wheels are fitted with new Dunlop Sportmax Q5A shoes.

The pick-up game

The Kawasaki Z 1100 begins its career exactly where the 1000 left off in 2020: with a single color scheme. The manufacturer has decided to support its comeback with a price tag just under 12,000 euros. A welcome surprise in a strategy of reconquest. If the big Z had kept pace with inflation on the same price basis as the 1000, it would be priced at close to 15,000 euros.

In our world, the big potato of the M 1000 R, Streetfighter V4, Speed Triple 1200, Tuono V4 or 1390 Superduke (to name but a few) indoctrinates big roadsters towards insanity. The Japanese are more cautious, with another war in which the Z 1100 (re)comes into the fight with the GSX-S1000 and 1000 Hornet. A twenty-horsepower difference pits the Kawa against its compatriots - but the Z has no intention of letting go.

M.B - Manufacturer's photos