Motorcycle specifications KawasakiZ 1000 2020 The Nostromo's other host

there was only one color for the Z 1000 in 2019.... That's still the case in 2020. It smells of a mix of resilience as much as end-of-career for Kawa's big roadster. While the Z 1000 is by no means obsolete, the machine is starting to show its age. Mainly in terms of technology, since the competition is offering a host of electronic assistances that the big Z refuses to accept. But for how long? It doesn't care. The Z 1000 shook up the roadster world when it came out. That was over 15 years ago. And today, after several evolutions and a sector that's undergone a lot of change, the big Z remains a slightly out-of-step machine. In a world of power, smart chips and over-the-top digital co-pilots, Akashi's bugger has become one of the few warrior bikes without a shield. No traction control, multi-axis inertial unit or Ride Modes; just rider spirit and right-hand control.

The next Z 1000 will certainly be more"electronized". In the meantime, a little evolution was necessary to comply with Euro4. To achieve this, the exhaust system incorporates modified catalytic converters and an evaporator to reduce pollutant emissions. Injection mapping has been redesigned for two purposes: to help reduce harmful gas emissions, and to smooth the arrival of power.

Complying with standards was not enough. Kawasaki focused on a few details, big and small. Like the suspension. The forks have been tuned more flexibly to improve comfort and handling, while preserving feel. At the rear, a new linkage ratio increases rear wheel travel by 13 mm (122 mm -> 135 mm) and makes the suspension work more flexibly. Damping is more effective, and the rear end gives a better impression of grip.
New brake pads, a 5-position adjustable clutch lever, mirrors with greater range of movement and an enhanced instrument panel. The small digital unit now displays the gear engaged, and the rev counter is transformed into a shiflight, which can be set to flash from 4,000 rpm. Last but not least, the wheel-lip has been redesigned.

For Z enthusiasts seeking a higher level of efficiency, Kawa has the excellent idea of offering the Z 1000 R. It features Öhlins shock absorbers and Brembo M50 brakes.

to recap the history of the Z 1000 phase 4, let's take a look at its mission and evolutions:
the Z 1000! One of Kawasaki's flagship models. It's the model of resurrection, of rediscovered brutality, of disturbing yet pleasing styling, of success among big roadsters. With a light breath, it takes you on a smooth ride. Take it up a notch, and you'll find a nasty growl in the cylinders. In episode 4, the big Z becomes the forbidden child of a Terminator and an Alien.

THE design! This is one of the Z 1000's major tactical points. Perhaps more so than on any other machine, the quirky, manga-like look of the first opus was enough to arouse the public's curiosity. Even today, this machine whips the eye, slaps the plot, takes us on a design journey that's both provocative and biomechanical. The Z 1000 phase 4 has lost its fork-like carinae, its angles and its hints of origami. The contours and reliefs of its silhouette are drawn into the thickness of a disturbing xenomorph. It all starts with the fork head, the appendage of an exterminating robot. Its eyes contain 4 LED headlights, the central pair for everyday use, the other for full beam. All this culminates in a very sporty stern, worthy of an R6 or Italian production. Valorizing, well finished, polished, the Kawasaki commands respect in form and detail. Seriousness shines through the exuberance; the rear wheel axle is adjusted by an eccentric; the seat is covered with a multitude of small Z symbols, as on the 800; pay attention to the mirrors mounted on double arms, the translucent brake reservoir, the polished dual-outlet mufflers and the innovative new dashboard. Almost entirely digital, it does, however, delegate the display of engine speed to LEDs, but only from 4,000 rpm; before that, the LCD window takes care of it. Unlike its predecessor, it is not tilt-adjustable. And, surprisingly for such a modern machine, you can't use the handlebars to control all the information; only a warning and basic functions are available from the controls.
but what about the wheels? What happened to the tuned rims? Economy or a change of style?

It's a spectacular facelift for the Z 1000. Facelift? Isn't it a new machine? Well... In terms of looks, the two generations have nothing in common. Technically, however, the Z 1000 "IV" takes up the essentials of the Z 1000 "III". But with a number of improvements to highlight the difference between the two beasts.
First of all, the engine. It's hard to imagine anything but a powder keg in such a pugnacious machine. Has Kawa added some Red Bull to the 4-cylinder? Has the 1043 cm3 block been spiked with protein caffeine? Expectations are high, and Akashi's response goes in the direction of more, without tipping over into the surreal, as KTM did with its 173 hp Superduke 1290 R.
In the heart of the green monster, 4 extra horses have been found, bringing the total to 142 units; a peak that has to be sought 400 rpm higher, at 10,000 rpm. Torque rises from 11.2 to 11.3 mkg, at a revs lowered from 7,800 to 7,300 rpm. With revised ECU settings, different camshaft timing, oval intake pipes and other improvements such as connected cylinders designed to reduce pumping, the Z 1000 now has more power at low revs without degrading its power delivery. Already lively and quick to distribute generous watts, the block should not be deprived of adding a little ladle. Especially since the gearbox is shortened, boosting acceleration.
Keep an eye on the Z, though, as it doesn't offer any of the safeguards that the competition puts on its models. No Traction Control, multiple injection maps, anti-wheeling or other copilot. The Z 1000 is driven with emotion, confidence in the chassis and a generous right hand. It can be ridden with a bit of courage, a demonstration of technique and a bit of experience. Watch out for the grunts: with more than 140 hp, you're already playing with a certain level of sportiness.

in 2010, an all-new aluminum frame ruthlessly replaced the steel "Diamond" cradle. As a result, the roadster took a major step forward in terms of rigidity and chassis efficiency. Why change the basics when things are going so well? Kawa is reaffirming its confidence in this frame, but is not standing idly by.
With a big rubber band tautly stretched under your right hand, you're ready to take on the road. Watch out, it's spinning! Agility is a priority, and just as well, the Z 1000 grabs an extra ladleful of it. To achieve this, the rims have lost 1,500 grams, the wheelbase 5 mm and the caster 2 mm. That's enough to compensate for the two kilos it has gained in weight. The extra weight is mainly due to the extra 2 liters of fuel that the fuel tank can carry (now 17 liters).
A raging sound, an airbox that breathes with force, you're all excited as the engine revs climb. With a narrower fuel tank and a slightly revised, sportier riding position, you get a better grip on the machine and can't wait to get the most out of this punchy bike. The boiler still has plenty to answer for, with its more-than-watered musculature.
On this version, the front axle is not only visually lightened but also dynamically optimized. The 43 mm inverted fork is a BPF model with large pistons, and all adjustments can be made from the top of the tubes. Each side has its own role: preload on the left, compression and rebound on the right. Both more precise and more comfortable, this type of fork had already made its presence felt on a number of sports bikes before its introduction on the Z. As for brakes, the emphasis has been placed on greater power, with larger discs (from 300 to 310 mm), new Tokico monobloc calipers borrowed from the SX sibling, and a master cylinder with a 19 mm piston.

Relieved of too much plastic, with reinforced aggressiveness and a devouring fury that tears at its identity, the Z 1000 "IV" reaches a captivating level of stylistic bestiality - Kawasaki transcends this idea with the appellation "Sugomi". A veritable monster from the world of Stephen King or Ridley Scott, with sensitive mechanical evolutions to bite into the dynamism of any playful stretch of road. The KTM Superduke 1290 R, the BMW S 1000 R and the Aprilia Tuono V4R will all be up against it, at the price of exclusivity and a budget for those in the know. On the Japanese side, it's undoubtedly the most vindictive and challenging of the streetfighters. Building on the success of previous generations and the technology of the 2010-2013 edition, this Z 1000 keeps alive the torch of the bold, aggressive and attractive roadster.

M.B - Manufacturer's photos