It was quite hard to digest the fact that the organic looking motorcycle which stood before me at Kawasaki’s 2014 Z1000 press introduction had roots that could be traced back all the way to 1972.

The original Z1 – which actually had a capacity of 900cc – was introduced in that year to challenge the iconic CB750.

It was a beautiful bike in those days. It still is.

But the only resemblance it has to the apparition that now stood squat before me is the fact that both have a pair of wheels.

The 2014 Z1000 looks simply evil in the metal.

The Kawasaki Z1000.

All hunkered down, with a headlamp cowling that looks like it belongs on a robot from a Japanese manga rather than a bike, the Z1000 uses the Kawasaki “Sugomi” design philosophy.

In their presentation, done at a posh resort on Langkawi Island where the bike was introduced to the press, a caption in the Powerpoint presentation explains:

“The Japanese word Sugomi describes the intense aura or energy given off by a person or object of greatness and felt by the viewer. Someone or something possessing Sugomi inspires awe, leaves an indelible impression, is imposing in stature or ability and commands respect.”

After riding some loops around the island, I am happy to report: the Z1000 and it’s sibling the Ninja 1000 do indeed fit the Sugomi definitions.

We tested two bikes at the launch, both based on the same underpinnings, but with tremendously different characters.

First off, the Z1000 has an extremely minimalist design concept.

The dash combo consists of a digital tachometer bar and digital speedometer.

The tachometer has a split display. It starts off on the main panel where the digital speedometer is located, then continues into a series of coloured LEDs that line the top of the panel.







There is a bare minimum of fuss on the digital dash screen, yet all vital information including the fuel gauge is incorporated in it.

When you climb aboard the new bike, you assume a slight forward cant.

The handlebars are quite low, and you get an open, unobstructed view of the road ahead.

The lowly positioned headlamps are small, but powerful since they house LEDs.

The rear end is raked upwards and stubby. There isn’t much room for a passenger.

Even the rider’s seat is quite small.

However, the ergonomics on the bike is still comfortable. The controls and pegs are well positioned – with enough space for even a six-footer to feel comfortable.

But getting comfortable isn’t what the Z1000 is all about.

You can get a GTR 1400 for that. The Z1000 is a bare-knuckle street hoodlum – and on my first outing in Langkawi – with sirens from outriders clearing the route up ahead – we got a chance to test the street credentials of this brawler.







Langkawi doesn’t have much highway surface.

However, it has some really tight turns, which start from Jalan Kuala Muda near the airport.

The Z1000 handled a pair of almost 90-degree turns easily – leaning predictably into the corners.

The new bike is set up for sports riding. Massive Tokico monobloc 310mm front brake calipers with four pistons per caliper shed off speed quickly, setting the bike up to attack the corner.

The 41mm inverted “separate function fork, big piston”, or SFF-BP with preload adjustability in the left tube and damping in the right tube do a good job of keeping the bike’s composure even under heavy braking.

At 220kg, the bike isn’t exceptionally light.

However, you barely feel the heft. With the new suspension setup and horizontal rear suspension, Kawasaki has moved the weight even lower in the frame.

On the straights, the bike accelerates quickly, emitting a snarl from the newly designed airbox.

The engine has gone through some extensive reworking.

A new bore and stroke dimension of 77x56mm gives a better balance between peak power and low and mid-range flexibility.

There is a new cylinder connecting passageway that reduces pumping losses and improves mid to high engine ranges, with a new cam profile that further improves low to mid-range torque.

The bike also has a taller sixth gear to improve its highway capability.

The overall strategy of the redesign appears to be to bring the power down lower in the rev range, which is where most people who ride these types of bikes would like it to be.

An in-line four, of course, would naturally need revs to produce it’s peak power range.

This iteration of the Z1000 however, produces noticeably more power in the lower rev ranges – making even lazy gear-shifting possible.

Just leave it in top gear, and the big bore engine lugs the bike along even at pedestrian pace.

Despite it’s raucous character and agile handling, at high speed, the Z1000 is predictable and stable.

For sustained high speed runs, and long distance touring, Kawasaki has provided an alternative in the form of the Ninja 1000.

The Ninja 1000 at first glance is the plainer looking of the two.

It has a more conventional layout – with top fairings that bear a resemblance to the Ninja 250s which are becoming common on Malaysian roads.

This model has a pair of optional panniers that meld perfectly into the bodywork.

When removed, they leave a streamlined tail – with no obvious racks where they attach to the body of the bike.

In terms of equipment, the Ninja has a more traditional meter cluster.

Instead a of a digital bar – you get analogue tachometer – but still have a digital readout for speed.

The numbers are clear, legible and very easy to read.

Getting on the Ninja 1000 after the Z1000 reveals a much more comfortable bike with adjustable suspension.

The rear end has a remote rear spring preload adjuster to allow quick tuning for passenger and luggage weight adjustments.

In Malaysia, anti-lock braking system (ABS) also comes standard with the Ninja.







The engines are similar – but the KTRC Traction Control system which offers three different modes for varying conditions comes standard on the Ninja, along with ABS.

On the road, the Ninja performs similarly to the Z1000. Acceleration is brisk, but the motorcycle feels more refined – thanks to the adequate-sized fairing on the bike. The front windscreen is manually adjustable, and provides good protection when on the go.

Putting the bike through its paces on a loop around the island, the bike felt just as fast as the Z1000 – but at the same time, gave a more relaxed and comfortable riding experience.

Of the two, this bike is obviously the more versatile, although judging by previous sales trends – I suspect the radical and attention grabbing Z1000 will sell more units in Malaysia.

The Ninja 1000 is priced at RM82,900 without panniers and RM87,900 with panniers.

The Z1000 on the other hand is slightly cheaper, with a tag of RM76,900.

Both bikes are exciting new options for riders moving into the litre class.

The Z1000 with its agile handling and rowdy looks is perfect for the occasional weekend warrior and urban commuter.

The Ninja 1000 on the other hand – with its full fairing and panniers would be a perfect option for those who want to use their motorcycle to travel long distances.

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