2016 Kawasaki Z800 ABS – kawasaki motorcycles – new motorcycles
Not always a hotbed of activity, the “middleweight standard” segment has been hopping, largely because Yamaha dropped the cheap and raucous three-cylinder FZ-09 into
the mix in 2014. Since then, Suzuki’s rebadged its European 750 into the GSX-S750, and now kawasaki motorcycles makes it a trio with the Z800. Also brought over from
across the Atlantic, where it debuted in 2013, the Z800 is intended to tackle inner city roads and tight mountain corners alike. A roadster’s work, like we said.
At ,399, the kawasaki motorcycles Z800 sits at the top of the price range for the Japanese segment, considering the FZ-09 at ,190 and the GSX-S750 at ,999 (both,
it should be noted, without ABS). Various versions of the Z are offered in Europe, including reduced power (to comply with licensing classes) and non-ABS models. We
get the ABS model only, and you can have it in any color you like, as long as it’s black (with green accents, of course.) Oh, and by “we” we mean everyone but
Californians. For now the Z800 is not available in the Golden State.
Powering this midsized streetfighter is kawasaki motorcycles DOHC liquid cooled 806cc inline four, essentially a sleeved down version of the contemporary Z1000. Engine
feel is smooth, with little vibration at the low end and in the midrange. Get it above 8,000 rpm, though, and it starts to get buzzy. Power output is plenty to have
fun, without being overwhelming—we’d love to tell you how much, but Kawasaki doesn’t say. (The last Z750 we tested, in 2005, made 100.9 hp and 51.8 pound-feet of
torque; the last Suzuki GSX-S750 we had made 95.3 hp at the rear wheel.) Thanks to conventional fuel injection with mechanical throttles (not ride-by-wire), response
is even and accurate, thankfully not as jumpy as the 800’s big-brother Z1000. The Z’s six-speed transmission shifts smoothly and decisively, and the torquey engine
allowed me to keep it in fourth gear almost all the way up moderately fast, open mountain road.
Braking power on the kawasaki motorcycles Z800 is strong enough to bring the 509-pound (claimed, wet) bike to an assured stop. (Yes, that’s 95 pounds heavier than an
FZ-09.) The four-piston Nissin front calipers gripping 310mm rotors gave enough brake feel to invoke confidence in stopping power, without too much initial bite.
Experienced riders might wish for more braking aggression, but the target market for the Z will likely think them just fine. The rear single-piston caliper squeezing
the 250mm rotor felt softer than I would prefer, certainly softer than the rear brake I’m used to on the FZ-09. Given the Kawasaki’s ABS system, the Z never had me
worried about stopping in time. new motorcycles
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