The new Z1000 has 38mm throttle...
The new Z1000 has 38mm throttle bodies (up from the previous 36mm units) with oval secondary throttle plates to keep the area between the rider's knees as narrow as possible.
Feeding the new engine are 38mm Keihin throttle bodies (up from 36mm) with oval sub-throttle cross-sections. The airbox features a new fresh air (not ram-air) system utilizing external scoops in the bodywork to feed air into a central intake at the front. A special resonator chamber at the entrance to the airbox enhances intake noise. Spent gases are fed into a 4-in-2-into-2 exhaust, with the now-common under-engine pre-chamber permitting each twin-exit muffler to reduce volume by 0.4 gallons, in turn allowing each muffler to drop 1.5 pounds. A new catalytic converter setup uses a single "pre-catalyzer" to "light off" quicker so that warm-up emissions are reduced, with two 300-cell/square inch split-type catalyzes downstream to further clean up the exhaust.
The other major feature with the new Kawasaki is its all-new aluminum chassis that is specific to the Z1000 as well. In a world of easy-to-build steel backbone or mildly-modified supersport frames normally seen in the cost-conscious naked bike market, the Z1000's well-designed, sportbike-style chassis is a nice switch that shows how far production techniques have come. Made from five precision cast pieces to reduce the number of welds, the structure not only is 8.8 pounds lighter but 30 percent more rigid torsionally as well. The rear sub-frame is now die-cast aluminum, with a removable three-piece construction that is lighter, lower, and narrower to ease planting your feet on the ground at a stop.
Suspension upgrades include a new 41mm inverted fork that now features adjustable compression damping in addition to rebound and spring preload adjustment. The rear shock is now mounted horizontally, with the linkage mounted on top of the swingarm instead of below; the setup not only keeps the shock away from exhaust heat and vastly eases shock adjustments, but also allows a lower seat height because the top shock mount is no longer in the way. The non-reservoir-equipped shock is adjustable for rebound and spring preload.
The new 1043cc engine is all...
The new 1043cc engine is all new, and not an evolution of either the previous ZX-9R-based powerplant or the ZX-10R mill. Horsepower and torque are increased substantially, yet despite the longer stroke, engine size is nearly the same as before.
The new precision cast aluminum...
The new precision cast aluminum frame hangs the engine as a stressed member and not only is 30 percent stronger torsionally, but also 8.8 pounds lighter than the previous steel unit. The aluminum swingarm uses eccentric axle adjusters.
Brakes and other rolling stock weren't left out of the new and improved department either. The same superb radial-mount four-piston calipers found on the current ZX-10R clamp on 300mm petal discs, while the rear 250mm petal disc is grabbed by a single-piston caliper now mounted below the axle instead of above as before. Five-spoke cast aluminum wheels (6.00 x 17-inch rear, 3.50 x 17-inch front) now sport a "two-tone" look, with a polished outer rim and machined cutaway on each spoke contrasted against the usual black background; OEM-spec Dunlop D210 Sportmax rubber (the tires are only available through dealers, not off-the-shelf through Dunlop USA) is mounted on each end.
The end result is a new Z1000 pumping out a claimed 138 crankshaft horsepower at 9600 rpm (versus the previous 125 horsepower at 10,000 rpm) and 81.1 ft-lb of torque at 7800 rpm (against the old 72.7 ft-lb at 8200 rpm), while scaling in 22 pounds lighter at 481 pounds full of fuel ready to ride.