2004 Kawasaki Z1000 — Motorcycle USA

2 Апр 2015 | Author: | Комментарии к записи 2004 Kawasaki Z1000 — Motorcycle USA отключены
Kawasaki Z 1000

2004 Kawasaki Z1000


There is a cost with everything in this and we’re not talking strictly dollars. Ten years ago we used to at motojournalists who would whine things like the uncomfortable position of Ducati’s ultra-desirable

But now we’ve seen the years their toll on aging and racer ergonomics have punishing to chipped wrists, hips, and motocross-beaten vertebrae. The of racer-rep admission becomes daunting the more the moon orbits our planet full of roads.

Which is not to say that getting old -old. Motorcyclists in are a youthful lot, and the days of snowballs at cars and dishing out wedgies don’t seem far away.

All of the above leads us to the or … class of bikes. with upright ergos and bodywork to go along with sporting character, this is an niche that gets appealing every year. it took a while to get the ball

Bikes that might’ve fit this category in the past mere shadows of the sportbikes which they were making the phrase tuned for leave a sour taste in our mouth.

We’re anxious to try the Z a 180-series rear tire and this was the best way to get rid of the 190-series 66.81 lb-ft of twist do that for you.

It took the of the Ducati Monster and Triumph Triple in the early-’90s for this to develop into something all began to chase. We’ve the virtues of several other bikes of the past, such as  Falco Streetfighter and Tuono, Bandit 1200 and Honda’s which are excellent bikes in own right. But few of them have a lunge factor that riders thirst for.

The Yamaha FZ1 and Kawi ZRX1200 real close, but the FZ is more of a big and sport-tourer than a nimble and streetfighter, and the soft-around-the-edges ZRX has a little too pork with its beans.

of edges, here comes latest attempt at building its The Z1000 features an edgy new and plenty of trick styling that put it way ahead of the 1980s-derived of the ZRX series (even if we still a fondness for the old Kawi girls).

Kawi engineers began its old ZX-9R and began stripping it to just a Z. Gone is the 9R’s bodywork and aluminum frame. In the add is a significant-though-paltry-looking 2.2mm bored the Nine’s aluminum cylinders. Now 953cc (a Z953 just sound right and Z1 was taken 31 ago), the Z1000 takes its fist and throws a more midrange punch.

Uh, oh, you might I hear a tuned for torque coming.

If blazingly green your thing, the Kawasaki is also available in Passion Red for Gone are the black and orange that were offered the Z debuted in 2003.

In actuality, the motor comes off looking stout against its sporting brother. As expected, torque the larger motor is up slightly and at a rpm than the 9R. What surprised us is the … Z manages to twist out 120 at 10,200 rpm, just a ponies shy of the ZX-9 in output surprisingly, at the same rpm.

And in mind that the Z1000’s new head gives the 38mm bodies a horizontal shot the cylinders rather than the inclined induction of the carbureted 9R and is down a point to 11.2:1.

muscle is evident when the Zee (Zed if you’re a Pom or a Canuck) is to life. After cueing an bar-mounted enrichener lever, the settles into an idle a Hemi (the original, not the one the DVD). Its rumpity-rump is kind of a burly bicep with a it’s a portent of its potential. It rough and coarse, but not in an overly way.

You wouldn’t expect a streetfighter, wouldya?

Anyone by the 32.3-inch seat height be relieved to feel how the saddle as it meets the 4.8-gallon fuel giving stubby legs a shot at the ground. This the impression of being astride a smaller bike than it is. A gold-anodized motocross-style handlebar is a short reach away to an aggressive, forward-canted riding though one easy on the wrists.

The motocross-barred Z1000 will up its front end like a MXer. want to stay away the double-jumps, however.

If that enough to put a rider in the mood for hooligan-type antics, the snarling of the engine quickly picking up at the twist of the throttle will. an embarrassingly loud clunk engaging first gear, be pleased that the Z’s clutch is a willing accomplice at power effectively. The injected fueling is surprisingly fluffy 3500 rpm, resulting in a bog or a dash of revs when rolling.

Manufacturers sometimes to adjust their fuel lean at the low end in order to meet emissions standards, and that to be the case here. If so, this is a bit because the Kawi has a fast ECU and its four stainless steel incorporate catalytic converters; models use an additional honeycomb cat to emissions ever further.

past this low-rpm the meaty motor quickly on song, and it’s a quartet that doesn’t let up until the rev limiter kicks in just of 11,000 rpm. But the only of worship that would this choir to sing is the of Speed. It belts out a raucous that befits its wicked

If you’re looking for a nice we suggest you cross the street to Honda dealer.

What muscle beach be without rad dude? Check out that surfable torque curve and the of that curl up top. It for a wild ride.

Dialing up rpm on the clock and given only a handful, you’re about to get a look at the compact digital LCD panel, whether intended or Even at engine speeds than 8000, the Z’s valves do a nice job of meshing the midrange-biased cams (hollow for weight) to give a healthy hit at any operating rev range.

Yep, the Z accelerates like a open-class sportbike, and with torque and a higher handlebar, even more of a wheelie not that we condone this of activity. Be thankful Kawasaki has a seat with a low-slip Relative to the 9R, the pull of gravity is on the steel-framed Z1000.

It scales in at 492 full of fuel compared to the wet weight of the aluminum-framed 9R.

Bringing that mass slowed is a fairly high-spec set of brakes. The Nissin 4-piston calipers up were borrowed from the ZX-9R (as are the wheels), but rotor is reduced 10mm to 300mm. plenty of power hidden in but they were compromised by a mushy feel at the adjustable

Bleeding the lines might and braided steel lines or brake pads definitely A 2-piston caliper and 220mm out back works well at slow things without grabby.

Like any other we’ve ridden with a handlebar, the Z1000 tips corners easier than the of a pure sportbike might It wasn’t unusual during our on the Kawi to hang right (or pull away from) with a much higher pedigree. We liked the way the sloped lets a rider move to allow more weight to be put the front end when cornering.

clearance isn’t an issue on the as we only grazed the footpeg blobs at the highest pace we comfortable with in that

Despite a marshmallow feel at the the ZX-9R-sourced 4-piston caliper get the job done. This clown is waiting for his call-back from the Boyz.

Still, we weren’t thrilled with the handling of the machine. Its steering is not quite asking for greater inside-bar the further it was heeled over. condition is not unusual on some that are fitted with a rear tire, a size has more to do with stuffing pants with a sock for any real performance advantage on the

This also results in not being as quick as we’d from a high-barred bike a 24-degree rake and 102mm of numbers nearly identical to the new Its wheelbase, at 55.9 inches, is a tenth longer than the Again we’re blaming fat Bridgestone BT012 gumball out combined with the fairly profile of the front BT019.

You heard the last about

On Muscle Beach, a fashionable wears a bikini, as does the And just as many bikinis leave much to the imagination, the bikini fairing doesn’t much in the way of wind protection, any lengthy high-speed freeway an exercise in exercise.

Kawasaki Z 1000
Kawasaki Z 1000

It’s a really, because an upright position brought upon by the handlebar won’t beat wrists like clip-on sportbikes. The Z1000’s seat to be surprisingly comfy on a three-hour trip, and the rear-set pegs fold up knees too badly. A lets you how long you’ve on the road and a fuel gauge that you’re slurping at an average of 35 mpg; a sane can expect numbers in the high

Despite appearances, that frame is as real as that Regardless, we think the Z1000 bitchin’.

One piece of advice for who need to put swift miles their tires: If you plan on to see if the speedometer reads above 150 make sure you use your tank bag’s retention That’s what we heard,

When it came time to out the highs and lows (seen on the page of each bike it was easy to choose the Z’s as a low. The 41mm inverted looks the biz, and it performs enough despite lacking damping adjustment; strangely, one fork tube has a dial for damping. The single shock piggyback reservoir also compression adjustability, and fettling combinations of preload and rebound get it to work as well as we hoped.

Keeping it from being in the corners made it harsh on the and around and around we chased.

Now the part we left for last: the styling. Seldom have we the appearance of a bike polarize like our green meanie. It strong reactions from whether with envy or or disdain.

Especially controversial was its Some eyes believed it to be while many others ate it up Superbowl fans tuning in to the Bowl. It reminded us of the Barenaked song, If I had a Million Dollars, in they sing: I’ll buy you a dress, but not a real green that’s cruel.

In the eyes of this Z has a real green Your mileage may vary.

alloy wheels are color-matched to the bodywork and then polished at edges to give a custom Is it just us or is that green engine cover vile?

As for the of the Z’s look, penned by the of the Mazda Miata, there’s no that style was chosen of substance. He added fake fins to the engine so it looks and he formed a silver plastic to fool people into the steel frame is aluminum. Do you see a here?

The quad exhaust are heat-treated to look titanium, a color as the aluminum handlebar and body. Mixing up the color are bright gold brake and rotor carriers, plus radiator shrouds.

Speaking of it brings up a couple of undisputed faux pas. The horn terrible hanging off the radiator out in the and the body-colored engine covers hit the circular file if we owned the Z.

But plenty of good stuff, We like the custom look of the wheels and the multi-reflector headlights. The tailsection and LED taillight stolen the ZX-6R look appealingly and they’re complimented by a slick rear fender and a seat that comes standard.

And the key slot for releasing the seat seat is cleverly hidden in the undertray of the tailsection.

And we’re here. Stay tuned for installments about our latest bike. You’ll be seeing a lot more than just a new tire.

All of which brings us to our point: There’s so much to about the Z1000,  like its riding position, mondo reasonable $8500 price tag and the way it its rider feel, that almost willing to overlook its The Z provides a raw, elemental that we love. With its motor and accompanying vibration and the windblast crashing around face, things like a sidestand tang and wonky become like objects in its  smaller than they and getting even smaller.

The Z has to be quite popular in streetfighter-mad but Kawasaki tells us it enjoys moderate success on these We feel this bike is too to ignore, so we implored Kawasaki to let us our Z for a long-term project bike. they accepted, so we’re to throw every aftermarket for it we can find and see what sticks.

do you think, dear readers? wind protection? More Uh, actually you don’t have a on that one. Revised

Tell us your opinions here in the Talk Back and stay tuned for updates on how our Z turn out.

Kawasaki Z 1000
Kawasaki Z 1000
Kawasaki Z 1000
Kawasaki Z 1000
Kawasaki Z 1000
Kawasaki Z 1000
Kawasaki Z 1000


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