Motorcycle specifications KawasakiNinja 1000 SX 2021 Sensations d'eXpériences

After three Z 1000 SX chapters, Kawa's big, streamlined roadster gets a technical and identity update. Whether it's a question of standardization or a desire to assert a sporting identity, this Z becomes Ninja, which corresponds to its American name. Over there, the Z 1000 SX has been called Ninja 1000 since 2011.

Merging the names to create the Ninja 1000 SX, a modernized and enriched version of a roadster-Sport-GT that's enthusiastically homogeneous and efficient. Hence the obvious prudence of its evolution in 2020. Rather than a totally unnecessary redesign, Kawasaki has opted to fine-tune a number of elements, from a little to a lot.

No risks were taken with the exterior. Subtle, even timid, the renewal of this tautly shaped fairing merely sharpens it. Equipped with LEDs since the last generation, the headlights become even sharper, as do the lips of the eyes. A trim for the flanks, a touch-up for the hoof, all for a zest of acidity in its silhouette without any disorientation. The Ninja delicately follows the Z 1000 SX.

the rear end arouses more curiosity. After years and years of dual mufflers with twin tailpipes, Kawa returns to simplicity with a single exhaust. The appendage is very long, clearly extending beyond the eccentric chain adjustment system (a rarity). The interest lies elsewhere, and is twofold. It saves 2 kilos, and puts the finishing touch to the engine-makers' efforts to make the 4-cylinder cleaner. With Euro5 just around the corner, the Kawa is gearing up for it with revised camshaft profiles, 45 mm shorter intake ducts for cylinders 1 and 4, revised mapping and a 3-way catalytic converter in the manifold.
No technical consequences for the 1043 cm3, which is still happy to announce its 142 hp and 11.3 mkg. Impatient to warm up the new Bridge' S22 tires, he knows that some electronic crutches are going to change his job. He had a few, but some of his girlfriends invited themselves to the party.

By splitting into an SX(2011), the Z 1000 almost became a road roadster, or even something approaching the sport-touring domain. Its sportiness is further asserted by the standard fitting of an Up&Down shifter. On-road performance is also enhanced by the installation of cruise control, made possible by ride-by-wire. More comfortable saddles and a bubble that can now be adjusted to 4 positions are in the same vein. It can be adjusted without tools. The Z 1000 SX 's day-to-day features will be appreciated, such as the assisted, anti-dribble clutch, discreet pannier-mounting inserts and remote knob for shock absorber adjustment. A center stand? Not yet included. USB port? Optional. On the other hand, and this brings us back to electronics, there's something new on the dashboard.

tFT technology is making rapid inroads into the Kawasaki range. If KTM has been able to install it from its 125 Duke to the 1290 Adventure, it's only a matter of time before the needles and liquid crystals disappear, except for the vintage and neo-retro models. For now, let's take a look at this 10.9 cm / 4.3-inch screen. A sort of standard, since it's found on the Z 650 & 900, Ninja 650 and Z H2. While the size is the same for all recipients, the content and options are richer, depending on the engine size. With a choice of a black or white background, the screen features two types of display. Road-style, with an attractive layout and all the information you need; or Sport-style, with indicators for bank angle, acceleration and braking forces, and Gs.

With a Bluetooth chip, the cockpit can talk to your phone via the "Rideology" app. This allows you to control basic functions (calls, messages, music), consult your routes via GPS, configure settings or obtain vehicle information.
On-board electronics also have an impact on driving. The Z 1000 SX had two Power Modes, 3-level KTRC traction control, KIBS intelligent braking, IMU inertial unit and KCMF cornering management system. The Ninja adds four riding modes, governing KTRC and Power Mode. It's not complicated, just a set of combinations:
- Sport Mode: Traction control in Mode 1 (the least intrusive) and full power
- Road Mode: KTRC on 2 and full power
- Rain mode: KTRC on 3 and low power
- Rider Mode: user selects KTRC (1 / 2 / 3 / Off) and Power Mode (F or L).

cables and real-time analysis are all well and good. But it's not going to do much good if the chassis doesn't hold up. The Ninja 1000 SX uses the same technical solution, just as the Z 1000 SX 's chassis was flawless. The aluminum spar frame retains Kawasaki's confidence, as do the 4-piston radial calipers and their 300 mm discs. The 41 mm inverted fork receives a small modification to the internal piston to soften reactions during compression phases. Like the rear monoshock, the settings have been recalibrated. From theold to the new SX, tires are the main difference - and the S22s have a lot of potential.

The SX is evolving, with a few modern touches, but without touching the essentials. A slightly cleaner engine, the "necessary" dose of electronics, a little facelift, a pinch more comfort - this summary of a line is not enough to describe the majority expression of this Kawasaki. A gradual transformation into a Sport-GT that really suits it, offering a versatility that the Z 1000 can't boast.

M.B - Manufacturer's photos