Introduction
New in every aspect, the bike is now being powered by a 1,043cc inline-four developing an impressive 136bhp and 81lb/ft of torque. The all-new engine makes this the most powerful Z1000 so far and we expect it to turn the new generation model into also the fastest Z1000. The chances for that to happen are quite big because the new aluminum frame reduces overall weight, about which Kawasaki hasn’t yet mentioned a word. Yet they do brag about better mass centralization and the ZX-10R cast aluminum frame, which makes its way around the top of the engine, keeps overall width at a level that allows even female riders to ride the Kawasaki Z1000 easily. Also, aerodynamics should be significantly improved, but we’ll get to that later.
Meanwhile, it is a must mentioning that the engine is now a much greater source of low- and mid-range power thanks to the 77.0 x 56.00mm bore and stroke. It is supposed to sound better as well and it isn’t mainly the 4-2-2 exhaust system’s music that you’ll be hearing, but also the intake sound because the ducts are now positioned closer to where the rider is sitting.
2010 Kawasaki Z1000
Kawasaki doesn’t mention much about the new bike’s riding position, but they make sure we find out about the tapered-type grips and Ninja ZX-10R-style footpegs. Still, it shouldn’t be a killer for the rider’s back.
Speaking of comfort, the suspension equipment is soft and while the 41mm USD forks are fully adjustable, the new horizontal rear shock apparently isn’t.
Even if Kawasaki says something else, this is a bike built with performance in mind and the brakes aren’t forgotten. We’re talking about 300mm front petal brake discs gripped by opposed four-piston radial-mount calipers up front and 250mm disc gripped by a single-piston underslung caliper at the rear.
Overall, the bike sound like a totally enhanced riding experience and it has come a long way since its 2003 debut.
Competition
2010 Yamaha FZ1
Yamaha has also just launched their all-new FZ1 / ABS model and this is the first to stand out as the new Z1000’s competitor. The bike’s 998cc in-line 4-cylinder engine is based on that of the R1 and for 2010 delivers more midrange power as well and the revised ECU mapping improves throttle response in the low to mid-rpm range. The FZ1 frame is also made of aluminum, the bike is much more refined, looks expensive and it even has optional ABS.
2010 Kawasaki Z1000
It seems that Kawasaki designed the Z1000 as a naked superbike and we have to admit they haven’t done such a bad job, but the possibilities for a much more refined appearance were endless. To begin with, the bike’s front end shouldn’t look like it is struggling to be mean because the bike itself unveils this sort of character when the engine goes vrooom. Also, the fork would have been better off without that thick shroud. We can understand the fact that this copes with the large nose, but when, from the side, your bike looks like a cougar attacking its prey, what you crave for are two thin legs with excellent road grabbing power.
We do appreciate the fact that Kawasaki designed it with ergonomics in mind and the thing looks like offering a rather natural riding position for the category. The 4.1 gallons fuel tank follows the shape of the frame and so it is positioned quite high. The good thing is that this determined designers to bring the bars even higher and closer to the rider, which is what brings a major contribution to the Z1000 serving as anything from a commuter to a weekend adrenaline supplier.
2010 Kawasaki Z1000
The engine is very compact and we like the fact that the exhaust system splits on both sides. You get to see most of it because the side panels and engine spoilers are contoured around the big four-cylinder unit. You also get a 32.1-inch rider seat and a sharp tail on which passengers will most likely rarely sit on.
This thing rolls on shiny and new five-spoke wheels that enhance the bike’s aggressive note at which the Pearl Stardust White, Metallic Spark Black color schemes do have a significant contribution.
Price
In the end, this is a real streetfighter that comes with an MSRP of $10,499. Expect to find it in dealerships by the end of the year.
Conclusion
2010 Kawasaki Z1000
In the past several years, Kawasaki managed to build a strong reputation for their Z1000 “naked superbike” and the 2010 model year is anything but a disappointment in terms of performance, while the way it looks is in the end just a matter of taste.
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Engine and Transmission
2010 Kawasaki Z1000
Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 1043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 11.8:1
Fuel Injection: DFI with four 38mm Keihin throttle bodies, oval sub-throttles
Ignition: TCBI with digital advance
Transmission: Six-speed
Final Drive: X-ring chain
Chassis and Dimensions
2010 Kawasaki Z1000
Rake / Trail: 24.5 degrees / 4.1 in.
Frame Type: Aluminum Backbone
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 56.7 in.
Front Suspension / Wheel Travel: 41 mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload / 4.7 in.
Rear Suspension / Wheel Travel: Horizontal monoshock with stepless rebound damping, adjustable spring preload / 5.4 in.
Front Brakes: Dual 300mm petal-type rotors with radial-mount four-piston calipers
Rear Brake: Single 250mm petal-type rotor with single-piston caliper
Overall Length: 82.5 in.
Overall Width: 31.7 in.
Overall Height: 42.1 in.
Seat Height: 32.1 in.
Fuel Capacity: 4.1 gal
Other
Color Choices: Pearl Stardust White, Metallic Spark Black
Warranty: 12 Months
2010 Kawasaki Z1000
All-new Engine
Liquid-cooled, DOHC, 16-valve 1,043cc inline-four offers greater torque and a stronger top-end rush than previous Z1000 models
Bore and stroke of 77.0 x 56.0 mm were chosen to achieve the desired engine character strong in the everyday rpm range most used by naked super bikes
38mm downdraft throttle bodies allow intake air to travel to the engine in the shortest possible distance
Oval sub-throttles help keep the engine slim a good thing since the throttle bodies are positioned between the rider’s knees
Soft rev limiter provides good overrev; power doesn’t drop off suddenly at high rpm
Crankshaft and transmission shafts are arranged in a straight line instead of a triangular layout, to maintain the design from the previous Z1000 a design that offers the best look for a naked model
The crankshaft was lowered to allow for a longer stroke without adding engine height
A secondary balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration
Cool Air System
The intake system routes cool air to the airbox from ducts above the radiator shrouds, minimizing performance loss due to heated intake air
Positioning the ducts close to the rider allows the intake sound to be enjoyed by the rider
A resonator inside the airbox reduces noise at low rpm, and enhances intake sound at high rpm
Exhaust System
The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
Main and pre-catalyzers ensure emissions are clean
Thanks to the under-engine pre-chamber, silencer volume could be reduced. The silencers are also lighter. Overall exhaust system weight is about the same, but the new system offers much better mass centralization and contributes to a lower center of gravity
Fuel Pump
Slim-type fuel pump features an integral fuel gauge
With revised fuel tank design and the slim-type fuel pump, dead volume inside the tank is minimized; fuel capacity is 4.1 gallons
All-New Aluminum Backbone Frame
An aluminum backbone frame designed specifically for the Z1000, and similar in concept to the frame of the Ninja ZX-10R, allows a narrow construction that is easy to grip with the knees
Lightweight and highly rigid, the frame uses the engine as a stressed member, for a firm, planted feeling and enhanced stability
Frame is tuned to transmit the ideal level of engine feedback directly to the rider
The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
As much as possible, welds were eliminated for simplicity and appearance. The frame beams and swingarm brackets are now single die-cast pieces
The new frame uses four engine mounts; three mounts are rigid, the upper rear crankcase mount is rubber
The rear sub-frame is a three-piece aluminum die-casting construction, light, strong and good for mass centralization
The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground
All-New Horizontal Rear Monoshock
New rear suspension positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
Visible from the outside, the horizontal monoshock contributes to the aggressive appearance of the new Z1000
Linkage characteristics are the same as those of a standard UNI-TRAK rear suspension: Wheel movement versus shock stroke is the same ratio
The shock features rebound damping and spring preload adjustability
Fully Adjustable Front Fork
The Z1000’s 41mm inverted fork is adjustable for compression damping, rebound damping and spring preload and it’s protected from harm by a cool-looking shroud
Settings are designed for both sporty back road performance and excellent comfort on the street
Handlebar, Grips and Footpegs
The tubular handlebar is rigid-mounted, contributing to sharp, direct handling
A wide, flat bend handlebar offers a design similar to those on off-road bikes, for excellent control
Tapered-type grips, like those used on supersport models, offer more direct feel
Ninja ZX-10R-style footpegs with knurling offer good grip, direct feel and control and no-nonsense looks
The passenger footpeg brackets incorporate convenient luggage hooks
Brakes
The Z1000’s 300mm front petal brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4x30 mm)
A radial-pump front brake master cylinder contributes to the superb control and feel offered by the new calipers
The rear brake is a single piston, pin-slide caliper gripping a 250mm petal disc. The caliper is mounted below the swingarm, and located by a torque rod
Instrumentation
A distinctive tilting instrument panel with multifunction LCD display behind an orange lens covers all systems
Picture Gallery
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