Z vs Z: Sibling Rivalry

MY SORDID FANTASY

It all started with a sordid fantasy: to go out with two naked sisters on back-to-back dates, and get down and dirty with both.

If you have ever dated sisters, you are probably thinking this sounds like a pretty tenuous idea.

My short career of just over a year as a motojournalist has been kind of like an automotive version of Tinder. I browse the profiles of available models; I send my request for a “date” to the manufacturer; and, if schedules align, it’s a match. Each bike “date” lasts for about a week in which I can take the bike to all my favourite places and generally develop a fairly strong impression for how well we click.

In the early days of reviewing I must admit I was purely driven by lust, chasing mainly after the “supermodels”, the sexy exotic and often foreign made superbikes. Though I was originally an ADV rider, I started to develop a strong predilection for naked sport bikes. By the time I set my eyes on the “Z” sisters I had tested or reviewed over 40 bikes in less than one year including several of the top models in the sport naked category.

GETTING NAKED

Naked sport bikes are suddenly hot in North America, but the class has featured prominently in the European marketplace since the category evolved there 40 years ago. The first streetfighters were mainly crafted as a means to salvage crashed sport bikes by removing the damaged plastics and replacing the handlebars to make them more upright and comfortable. Recalling the café racers of the 50s and 60s, streetfighters became the high-powered standard hooligan bikes of the 70s and 80s. Many contemporary naked sport bikes are based on the streetfighter paradigm and are simply de-fairinged and detuned versions their supersport cousins, though the Z1000 is actually mechanically the same as the Ninja 1000 sport-tourer, not the more superpowered ZX-10R.

What makes a great naked sport bike?

For me it is finding the right balance between performance and pragmatism. With little wind protection, streetfighters make slightly less than ideal long distance touring machines and can get pretty windy as you surpass 100 mph (160 kph). On the other hand, the upright seating position and comfortable reach to the bars make it a fun-filled all-rounder sportbike that can get you to work on time, but that also offers the power and precise control of a racing machine.

FIRST IMPRESSIONS

Call it personal preference but I am just not into the sporty look, and many Kawasaki sport bikes seem like they are dressed in team jerseys which generally feature a specific shade of green. The Z1000 is actually however, as subtle with its design details as it is in-your-face with its alien-predator-streetfighter body style. It strikes a nice balance: looking wiry and scary strong while at the same time emanating slickness and elegance. The Z800 is not quite as understated with a little more prominent flash in its decals work. Form-wise, the Z800 doesn’t cut quite the same sleekness of figure, but the two sisters do definitely show a very strong family resemblance. On both bikes I have to say I found some minor details, such as the “Z” emboss pattern on the respective seats, to come off as a bit cheesy.

Z800 ABS

The younger Z800 was first introduced in Europe in 2013 to celebrate the 40th anniversary of the Kawi Z series, but it made its debut in North America only this year. Designed in Paris, the 806cc, 113 hp middleweight naked sport replaced the 748cc Z750 a model that was also never available in the USA or Canada.

Though I was at first a little blasé about the superficial aspects of the appearance of the Z800, I immediately warmed up to her charms as we set off on our first ride together. The Z800’s smooth inline-4 had loads of low and mid-range torque, and it responded promptly and happily to all my inputs. Smooth is good because it has no rider modes, no traction control and no wheelie control to compensate for hiccoughs in skill. Its suspension though, is one of the defining factors on this motorcycle: the Z800 absorbed all of the imperfections of the less than ideal condition of Toronto’s urban streets with grace. Then taking it hard into the corner it falls over with no effort and it tracks faithfully along whatever line you dial up in your head.

After a week I have to admit I was smitten. The last 800cc middleweight naked I had spent serous time with was the ultra-sexy MV Brutale Dragster RR which I likened to dating an Italian porn star: you get excited just looking at her but it comes at some great expense (MSRP USD $18,198 / CAD $21,655). The Z800 (MSRP USD $8,399 / CAD $9,299) is more like a debutante Russian tennis player: perhaps a little homely in a sweaty Adidas sport dress, but out on the town after the game, turns out to be a real stunner.

Z1000 ABS

The Z800’s older sister, the Z1000 (MSRP USD $11,999 / CAD $13,299), has been a constant in the Japanese manufacturers lineup since 2003 and it was in turn part of a 30 year evolution of the standard class muscle bike that began with the Z1. The most recent iteration of the Z1000 was introduced in the 2014 model year featuring fairly radically redesigned futuristic styling as well as a bump in power up to 142 hp. One RideApart forum commenter called its appearance “a transformer voiced by Samuel L. Jackson that likes to watch 80's action movies.” I actually like its look, though I wish it were available in black-on-black. Others think it is trying way too hard.

Perhaps it is appropriate that Z1000 looks alien, because it certainly takes off like a spaceship. Its 81.7 lbf/ft of torque maxes way down low at 7,300 rpm meaning at almost any sane speed, if you whack it, it will blast off. It’s 1043cc inline-4 delivers the same smooth and controlled throttle response as the Z800 though it is definitely backed up by a lot more grunt. Again the Z1000 features no electronic interventions apart from the standard ABS, so what you get is a bike that, though it is has a relatively accessible character, requires a certain amount more care and respect at the controls.

Though it is a “bigger” bike than the Z800, it actually weighs in 10 kg lighter and measures 20 mm shorter in seat height. It also has less rear suspension travel than it’s little sister, and this makes for a much stiffer ride which I found a bit uncomfortable for day-to-day getting around in the city bouncing off the far-too-prevalent ruts and ridges of the urban tarmac. The seating position also felt a bit more aggressive and a bit too cramped for my 6’4” frame. This all adds up to a bike that is definitely more sport biased which for those looking for pure power and respectable handling will tip the scales in its favour. I felt however, that the Z1000 was a little too jarring to be a great city commuter for me, especially in comparison to the silky smooth ride of the Z800.

FINAL EVALUATION

It has been a long time since I left the dating scene. As such, I have never actually used Tinder to hookup. But if I did, I doubt I would keep a formal scorecard to rate each encounter. Attraction is an emotional thing, and you just know who you like and who you really want to see again. With bikes, a lot of the things that attract you are equally hard to pin down. Nonetheless in the spirit of attempting an objective critique, here are some comparisons between the two Z sisters:

Looks

Though the Z800 body style is fairly sexy and slightly futuristic, you have to get past the aesthetics of the paint and decals to notice it. The Z1000 on the other hand exudes pure alien predator mystique with just a hint of tacky detailing. Based on appearance, the Z1000 is definitely the more outwardly attractive.

Handling

The Z1000 did well in corners, but it’s stiff suspension made it a bit frustrating in normal day to day riding on bumpy streets. On the other hand the Z800 floated above the deficiencies in the road surface while bearing down solidly in the curves. The Z800 was my clear favorite here.

Performance

Both bikes had more than adequate power and great low to mid range torque. The Z1000 however, just had more. Winner: Z1000

Versatility

For an everyday rider, neither bike looks great with bags. Yes you can bungee down a backpack on the pillion seat in a pinch, but any serious touring the Ninja 1000 is clearly a better choice. When it comes to comfort though, the Z800 is definitely a bigger pleasure to ride almost anywhere.

Fun

This is a purely subjective measure. But I believe there is some truth to the adage that it is more fun to ride a slow bike fast, than a fast bike slow. With the Z1000, I never felt like I could push its limits without risking certain incarceration. The Z800 allowed me to feel like I was pushing its limits just a little bit. Combine that with it’s ability to handle with aplomb almost anything I could throw at it, and the Z800 has become one of my favourite overall rides of the year and definitely sits at the top of its class for everything but appearance.

WHICH SISTER?

So which sister would I choose? Both bikes are great bargains in their class, but for the price you get ABS but nothing more in terms of electronics. When it comes to naked litre bikes, and though I did like the Z1000 the competition is fierce and if I could afford it I would probably be tempted to spend a few thousand more to get a Tuono or an S1000R. For a whopping USD$3,600 / CAD$4,000 less than the Z1000 though, the Z800 goes right up against Yamaha's 847cc triple FZ-09. I haven't ridden it yet, though I have tested the FJ-09 and the XSR900 and if they are a good indication I would say that the Z800 leans toward ultra smooth acceleration and superb handling where the FZ is hyperactive and frenetic and constantly tempting you to do bad things.

For an everyday naked bike, I think I could marry the Z800.

Z800 ABS

MSRP: US $8,399 / CAN $9,299
Power: 113 @ 10,200 rpm
Torque: 61.2 lb. ft. @ 8,000 rpm
Engine: L4
Seat Height: 835mm
Weight: 231 kg / 509 lb.

Z1000 ABS

MSRP: US $11,999 / CAN $13,299
Power: 142 @ 10,000 rpm
Torque: 81.8 lb. ft. @ 7,300 rpm
Engine: L4
Seat Height: 815mm
Weight: 221 kg / 487 lb.