Here's where the new Z1000's long-stroke engine shatters that mold. Grab a handful of throttle at 4000 rpm in any gear, and you're rewarded with responsive acceleration that's always been absent in the vast majority of other inline-four-powered naked bikes. Actually, nearly all naked bikes, for that matter-the Z1000's 2.45-second 60-80 mph and 2.69-second 80-100 mph top-gear roll-on figures demolish virtually every naked bike past and present that we've ever tested. Passing traffic on the street or highway is ridiculously easy, requiring no frantic tap dancing through the gearbox to get some quick steam from the engine room.
The 1043cc long-stroke mill...
The 1043cc long-stroke mill pumps out a strong lower midrange torque curve along with a respectable, quick-revving top-end charge. Note the detachable front engine mount, and the side-mount oil sump drain plug.
Eccentric rear axle adjusters...
Eccentric rear axle adjusters not only ease chain tension adjustment, but they also provide rear ride height adjustment as well. Rotated toward the top as shown provides lower ride height; toward the bottom raises ride height.
Unlike many other naked bikes,...
Unlike many other naked bikes, the footpegs on the Z1000 (lifted from the ZX-10R) are nice and grippy. Shift action on our test unit was a little notchy, but nothing obtrusive.
But it's not just all low-end power with the Kawasaki. Acceleration continues building strongly and quickly, with a subtle ramp-up in power at the 6500-rpm mark that is mostly masked by the engine's revvy nature. Despite its comparatively long-stroke configuration, the 1043cc mill gobbles up the upper half of the rev range voraciously, and you'll be bumping into the 11,000-rpm soft rev-limiter if you're not careful (especially since determining rpm at a glance on the LCD bar graph tachometer atop the tiny dash display is difficult at best). With a peak power reading of 123.1 horsepower at 10,000 rpm and 73.6 ft-lb of torque at 7500 rpm, there's really no shortage of power at both ends of the scale, although power does begin to taper off about 1000 rpm short of the 11,000-rpm redline, and some of us were wishing for just a bit more top-end steam. Still, power wheelies in the first two gears are almost effortless; a modicum of self-control is a necessary ingredient if you wish to stay under the radar of local law enforcement. The Z1000 possesses that elusive balance of stump-pulling torque down low and quick-revving horsepower up top that's been the aim of four-cylinder naked bikes for years, but rarely achieved.
In order to give the Z1000 a bit more character to go with the stock exhaust note, Kawasaki engineers designed a resonance chamber inside the front portion of the airbox to accentuate the intake roar when the throttle is opened up. We have to admit that it adds a nice visceral feel to the bike's acceleration, and can only imagine that it'll sound even better paired with nice-sounding exhaust.
The horizontally mounted rear...
The horizontally mounted rear shock on the Z1000 not only allows better packaging underneath the seat and keeps the shock away from exhaust heat, but also drastically eases spring preload and rebound damping adjustments.
Intake scoops on the bodywork...
Intake scoops on the bodywork actually do offer some functionality. The bodywork directs airflow toward the holes in the frame, which in turn direct the airflow toward the airbox snorkel.
Radial-mount Tokico calipers...
Radial-mount Tokico calipers and 300mm petal discs offer good, linear braking power. Front fork compression damping adjustment is a nice addition.
Harnessing that power is a precision-cast aluminum frame built specifically for the Z1000 that -along with upgraded suspension-is light years ahead of the previous generation units. While the old Z1000 chassis was by no means ill-handling at average street speeds, it was definitely hampered by its low-budget build and suspension componentry that allowed it to come in well under $10K, a good chunk of cash less than its competition. That economical approach led to a bike that would quickly become unraveled anytime the pace ramped up, and any attempts to tighten up the suspension only resulted in an overly harsh ride.
Hinged handlebar clamp provides...
Hinged handlebar clamp provides an pivot point for the four-position adjustable tilt instrument panel. Center portion of the handlebar has a solid bar welded inside to help quell vibration.
The '10 Z1000 has no such problems. With the new chassis and suspension, the Kawasaki retains its predecessor's agile handling while maintaining its composure running at speeds the old model could only dream of. Wheel and chassis control over rough pavement and aggressive riding is vastly improved, even though the new suspension components aren't exactly race-spec; the 43mm inverted fork gains compression damping, but the rear shock still only has rebound damping and spring preload adjustments available. And yet this improved control doesn't come at the expense of compliance, with the Z1000 soaking up minor pavement imperfections well at saner speeds. Although the new Z1000 doesn't have a steering damper, stability wasn't a problem; only one of our testers cited any issues, which we'd attribute more to proper suspension setup for his heavier weight.
The chassis' surefootedness coupled with the quick and low-effort steering means that the Z1000 can now carve corners like a real sportbike. Steering is much more precise, making line selection a matter of choice, not chance. Front-end feedback is vastly improved, and even though the Kawasaki has decent legroom, the pegs and hard parts are tucked in enough to provide a surprisingly good amount of ground clearance. Surely helping in the handling department is a significant loss of heft compared to the previous generation model-over 25 pounds, with the new Z1000 scaling in at 483 pounds with a full fuel tank ready to ride. The measure of speed with which the Z1000 can now run down a canyon road no longer makes apologies in the company of its European brethren.
Aiding in this cornering prowess is the performance offered by the OEM-spec Dunlop D210 Sportmax rubber. Overall grip at everything up to very aggressive riding is excellent, with good feedback at all lean angles while still offering a very acceptable ride. Steering habits were also nice and neutral in nearly all situations, with no tendency to fall-in or require more input, and response is quick without being flighty or overly sensitive.