Kawasaki engineers weren't oblivious to the disconnect between appearance and performance, so when they redesigned the Z1000 for 2010 they went for a leaner, fiercer bike that was not only faster in a straight line, but nimbler in the turns and better at stopping. Welcome to the all-new, 2010 Kawasaki Z1000 (priced at $10,499), which is one of seven new-for-2010 Kawasakis.
THE GOODS: 22 lbs lighter, 13 more horsepower, nearly 100% all-new
Also updated is the Showa 41mm fork, which is now compression adjustable. The rear suspension is also revised, with a horizontal back-link shock.
The engine, which acts as a stressed member and now meets the frame at four points (versus the previous three), has also been dramatically re-worked. Displacement was bumped from 953cc to 1,043cc, and a secondary balancer was added for smoothness, which also enabled a stiffer chassis. An all-new exhaust system includes smaller and more mass centralized mufflers (which happened to make our list of 2009's Ten Weirdest Exhausts.) Grunt has been bumped from 125 horsepower to 138 horsepower (at 9,600 rpm), and torque improved from 72.7 lb-ft to 81.1 lb-ft (at 7,800 rpm.) For comparison, the Z1000 produces the same amount of torque as the ZX-10R, at 900 fewer engine rpms.
Stopping power comes via ZX-10R-like 4-piston, dual 300mm petal disc brakes up front, and a single-piston 250mm rear setup that's been spun downward to better showcase the new cast aluminum, open-spoke wheel that's wrapped in aggressive Dunlop Sportmax D210/D210F rubber.
SWING A LEG OVER: Upright bars, swept back pegs
The cockpit view reveals essentially no upper body wind protection, and a small, amber-tinted instrument panel that's capable of tilting into three positions without a tool. The fully digital gauges include a speedometer, bar-style tachometer, odometer, dual trip meters, clock, and fuel gauge.
Elevated handlebars enable an upright posture, though the Z1000's pegs are a bit rearward (as seen here, adding an element of sportiness to the otherwise approachable ergonomics. The saddle, though thin and somewhat stiff, is still reasonably comfortable.
ON THE ROAD: Edgy enough for ya?
On a chilly Saturday morning, we set out from the small town of Cambria, California on a series of tightly coiled backroads that were slick with wet leaves and scattered with potholes and rough surfaces—not the most relaxing conditions, but a great way to test the Z1000's suspension and chassis. The first section proved challenging, especially because of the way my particular bike was setup; though the engine felt delectably strong, turn-in was skittish and the bike seemed unsettled in turns. My group's pace was lightning quick, but I couldn't wait for a break so I could have the suspension softened up a bit and ride more confidently.
When we finally rolled up to our lunch stop, I had a Kawasaki technician soften the front and rear rebound settings by several clicks. Right off the bat, the difference was perceptible; with more compliance, the bike settled into leans less nervously, which in turn inspired more confidence. The Z1000 still felt crisp and willing, though given the opportunity, I would have liked to experiment with more suspension settings.
Emboldened with the more forgiving setup, I tapped further into the engine's reserves, and came away pleasantly surprised by the surge from around 7,000 rpm to the 11,000 rpm redline. Though tuned for more usable midrange torque, the inline-4 is an eager revver, and the rush of power is accompanied by some vibration and an great intake howl thanks to ducts on either side of the fairing that route air into a resonator chamber in the airbox.
As the day wore on, the Z1000 proved closer to an all-out sportbike than I anticipated. It was punchy, involving, and more agile than its bulk suggests, with brakes that were up to the task of undoing the speed brought on by the powerplant. Oh, and did I mention that it melts tires rather effortlessly, too?