2011-onwards Kawasaki Z100SX – ‘S’ for Special, ‘X’ for Extra (Apparently)
The SX is the faired version of the naked Z1000 which has been such a success for Kawasaki. At first glance it appears similar to the ZX10R I rode a couple of weeks ago, but actually they are as different as can be, in conception, execution and nature.
Where the ZX10R was just utterly insane, the Z1000SX is merely harmlessly daft. The big engine feels comparatively lazy, with much more low-down torque and a red-line that is a few thousand less than its screaming brother. It’s actually a really good engine to ride, with a seamless spread of mid-range torque but still with some excitement at the top end.
That’s not to say that it doesn’t go when you twist the throttle; it’s no slouch but it just lacks that ‘oh dear, I’m going to die’ element that makes the ZX10R what it is.
But as an all-round proposition, it makes an awful lot of sense. It may lack the ultimate pillion comfort of a dedicated cruiser but for a combination of long-distance and town riding, it is hard to beat. The quality of the finish is very good and there’s a real feeling of solidity to the bike.
This feeling carries on through the riding experience; it just feels planted and secure on the road. One ride I did was in pelting rain with a wicked side wind on the highway, but the machine cared a lot less than I did! In the dry there’s no faulting the ride and handling, although, let’s face it, in this day and age if there is something wrong with either department, the bike shouldn’t be on the road in the first place. Vibration levels over the 2010 model have been reduced by rubber-mounting the footpegs.
There’s nothing particularly fancy about the chassis or running gear – some might say that for the price, this shouldn’t really be so – but there is multi-adjustable suspension for those who know what to do with it. The fuel tank is 4-litres larger than the naked Z1000 at 19litres giving it a useful range boost that underlines the role Kawasaki see this bike fulfilling.
As an overall no-frills package that will do what it was designed to with no problems it would be hard to beat if you were looking for a large capacity Japanese four-cylinder bike. In real-world terms there is probably little to differentiate the Kawasaki from its direct competition from Honda and Suzuki, but, in my opinion, it scores over both those bikes in its styling and looks. But once you get into that realm, it is all down to personal preference.
One thing is obvious, though; it certainly doesn’t look as if it is a naked bike that has been hastily covered up with some fairings – the design looks very unified and integrated. And it is this that sets the bike apart from the competition.
Kawasaki Z 1000SX
Year 2011-12
Engine Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valve per cylinder.
Capacity 1043cc
Bore x Stroke 77.0 x 56.0mm
Compression Ratio 11.8:1
Induction DFI® with four 38mm Keihin throttle bodies, oval sub-throttles
Ignition /Starting; TCBI with digital advance / electric
Max Power; 101.5 kW 138 C
Max Torque; 110 Nm 11.2 kg-fm @ 7800 rpm
Transmission/Drive; 6 Speed / chain
Frame Type: Aluminum Backbone
Rake/Trail; 24.5 degrees / 4.1 in.
Front Suspension; 41 mm inverted fork with rebound damping and progressive compression and preload adjustment
Rear Suspension; Back-link rear horizontal coupling charged gas, progressive rebound damping and spring preload adjustment
Front Brakes; 2x 300mm discs 4 piston caliper
Rear Brakes Single; 250mm disc 1 piston caliper
Front Tyre; 120/70 -R17
Rear Tyre; 190/50- ZR17
Seat Height; 822 mm
Weight; 228 kg / 231 kg ABS
Fuel Capacity; 19 Litres
No comments:
Post a Comment