Kawasaki announced today that it will be making available in the U.S. market (49 State only, not California) the Z800 ABS, which has previously been available in Europe. The Z800 ABS features an 806 cc four-cylinder engine, suspension adjustable for spring preload and rebound damping, dual four-piston brake calipers in front, and a steel backbone frame. Priced at $8,399 in the U.S., it will be available in the Metallic Spark Black/Flat Ebony pictured. Here is the Kawasaki press release with all the details:
Kawasaki introduces a new mid-level streetfighter with aggressive styling, smooth acceleration and sporty, stable handling for back-road fun.
The aggressive styling and powerful punch of the Kawasaki Z1000 has won it many fans, and now it gets a sibling in the form of the new-to-North America 2016 Kawasaki Z800 ABS. This mid-level streetfighter brings the same attitude as its bigger brother, with similarly aggressive styling, sportbike heritage and a powerful 806cc four-cylinder engine. Whether it’s being used on back roads for a Sunday fun run or city streets, the stripped down style and sporty handling will deliver grin-inducing performance. What’s more, it is delivered with Kawasaki’s legendary reliability and durability.
The 2016 Kawasaki Z800 ABS is a 49-state model, which will not be available in California but can be purchased in every other state.
SPECIAL FEATURES OF THE 2016 KAWASAKI Z800 ABS
- Aggressive, stripped down streetfighter styling
- Reliable and torquey 806cc four-cylinder water-cooled engine
- Smooth power delivery with strong performance at high RPM
- Sporty, stable steering thanks to responsive chassis geometry
- Natural riding position ideally suited to back-road fun or city commuting
- Adjustable KYB front and rear suspension allows the rider to tailor the handling
- Modern instrumentation provides plenty of information with stylish design
- Legendary Kawasaki reliability, durability and build quality
ENGINE & TRANSMISSION
The 806cc, DOHC, liquid-cooled, 16-valve engine boasts strong performance in the mid-range where most street bikes spend their time. Its fuel injection system combines ultra-fine injectors with 34mm Keihin throttle bodiesand sub-throttles that offer smooth response across the rev-range. It also has two different length intake funnelsto optimize airflow at various engine speeds, providing good response, no matter what the speed.
The exhaust system has large radius curved header pipes to make them as long as possible, while equalizer tubes connect header pipes 1 and 4 as well as 2 and 3. Both these measures are designed to provide superblow to mid RPM engine response. An exhaust valve is positioned upstream of the muffler entrance to help “tune”the back-pressure waves for enhanced response in the same low-mid range. Finally, a short-style exhaust system eliminates the center pipe and uses a short muffler to aid mass centralization and present a strong streetfighter image. The muffler’s complex cross-section allows good lean angles while meeting the necessary noise regulations, although it has been tuned to give a more aggressive sound to suit the motorcycle’s character.
For durability, the engine uses wide radius crankshaft journals as well as large 1.2mm piston-cooling oil jets and a low-friction camshaft chain to reduce operating friction.
In the smooth-shifting six-speed transmission, short overall gearing complements the responsive engine to deliver impressive thrust on command. When the road opens up, the stylish streetfighter can stretch its legs thanks to a tall sixth gear that maintains a more comfortable cruising RPM for highway riding.
CHASSIS
The Z800 features a high-tensile steel tubular backbone frame for rigidity. It also has a steel swingarm andlightweight cast aluminum engine subframe. The latter allows the front engine mounts to be positioned behind the cylinders, close to the engine’s center of gravity. This helps to reduce engine vibration (particularly throughthe handlebars), contributing greatly to ride quality. The inclusion of the engine subframe allows the frame construction to be slimmer, contributing to its overall rigidity.
A brace is used to join the front of the engine subframes (from left to right), again providing ideal frame rigidity, particular in torsional rigidity for increased handling stability.
Kawasaki engineers then used a combination of rigid and rubber mounts so the chassis delivers a planted feeling with a high level of feedback. The result is a superb level of control, with the rider easily able to understand what the bike is doing.
Building on this sturdy platform, the chassis geometry has resulted in nimble, responsive handling together with great stability. The motorcycle’s stance is forward leaning, with the rear raised slightly to further contribute to the aggressive posture of this muscular streetfighter.
SUSPENSION & BRAKES
Suspension duties are handled by an inverted 41mm KYB fork up front. It is adjustable for rebound damping and preload, allowing the rider to fine-tune the characteristics to suit their favorite roads.
At the rear, the Kawasaki Uni-Trak® suspension system includes a KYB shock with a piggyback reservoir. Like the front, the stepless rebound damping adjuster allows the rear shock’s performance to be tuned to match changes to the spring preload or passenger loads.
The 2016 Kawasaki Z800 suspension has been set up so that whether you’re hammering along deserted back roads or prowling pothole-infested city streets, the motorcycle will remain poised, predictable and entertaining.
The brakes on the Z800 include dual opposed four-piston front brake calipers offering progressive stoppingpower and feel. The system uses 277mm petal-type front rotors and a lightweight Nissin ABS unit.
A 216mm petal-type rotor and single-piston caliper provide good rear brake feel for maximum finesse. Thepower and progressive feel of the brakes at both ends provide supreme confidence when slowing the bike from speed. The Z800’s standard anti-lock brake system (ABS) promotes additional confidence when riding in slipperyconditions.
The wheels are six-spoke supersport-style units manufactured using the latest lightweight production technology. Not only do they help reduce unsprung mass, which allows the suspension to function better, butalso carry the latest Dunlop Sportmax D214 radial tires. The result is superb grip, precise handling and extendedtread life.
BODYWORK & STYLING
The sculpted styling of the Z800 is one of its most stunning aspects. The thin, compact headlight cowl was positioned as low as possible, extending the line that starts from the top of the tank and drops down to create a menacing “face” with its angular lines. The fierce appearance is one of the key styling elements of the aggressive design.
From the side, the curvature of the upper engine shrouds combine with the chiseled lower cowl to create a distinctive shape. The designers intended for these parts to appear to grip the engine, creating the image of a predator holding prey in its mouth.
The visual weight of the front is contrasted by the sleek rear, which features a slim tail section, contributing greatly to the Z800’s aggressive mass-forward stance. And finally, the narrow proportions of the LED tail light add visual interest.
Although not strictly a styling element, the Z800 incorporates useful luggage hooks. These can be found on the neat design of the rear footpegs, as well as behind the license plate holder. Both sets of hooks allow luggage to be secured using tiedowns or bungee straps.
STREETFIGHTER DETAILS
The Kawasaki designers went to great lengths to create elements that would reinforce the streetfighter theme of the 2016 Kawasaki Z800 ABS. These include the characteristic naked engine, which has black engine coversthat are a key visual element. Furthermore, the attractive bends in the exhaust header pipes add to the appeal of a “naked” motorcycle, especially with their “buffed” finish that bring added visual interest.
Other streetfighter elements include the handlebar, which has a flatter bend than a sportbike handlebar, and the risers ensure the grip position is wider, giving the rider more leverage and allowing an upright yet sportyriding position.
Details such as the inner rear fender are another clue to this motorcycle’s purpose, helping to keep the under-tail and rear suspension less cluttered, more pared down, as a streetfighter should be. It all adds up to the perfect style and ergonomics for maximum agility without sacrificing comfort.
CONTROLS
The Z800’s futuristic looking instrument panel features three LCD screens in an angular housing that echoes the motorcycle’s edgy styling. The central LCD display contains an altimeter-style tachometer. In fact, three tachometer display patterns are available, allowing riders to customize the display to suit their preference.
In addition, there is a speedometer, odometer, clock, dual trip meters, engine temperature, fuel gauge, remaining range, as well as an Economical Riding Indicator. The latter illuminates when the user is riding efficiently, reducing the motorcycle’s fuel consumption and increasing its range.
The 2016 Kawasaki Z800 is equipped with a standard electronic immobilizer, which is built into the standard ignition key. The key operates conventionally, but the engine won’t start without the correct key being used. The system is fully integrated and requires no additional action from the rider, but will help to protect the motorcycle from theft.
I give it 8 “mehs” sideways.
Wouldn’t that then be “emsh”?
Still leaning towards the Yamaha FZ09. Unless by chance Honda shoves a spunky version of the VFR 800 V-Four into a naked bike…but the chances of that…
This class does need a V-Four to shake it up though.
That is an excellent idea. It would be on the heavy side but this obviously isn’t the Race Replica market. I’d be interested in one with a decent, adjustable suspension, no VTEC or superfluous electronics and styling that looks nothing like the CB1000R (or any other Japanese standard designed in at least 15 years). Actually, add touches of the first VFR’s and market it as a retro that you can take to a track day. Of course, it won’t happen.
Nice mid size machine. The styling is modern robotic but that is the modern Japanese style and they are the first market for their bikes. It’s the kind of bike I prefer. Fast but not too fast. Aggressive but not too aggressive. ABS. It has everything my ZR750 did not have. Fuel injection. 6 speed. Good to go.
“The styling is modern robotic”
The Japanese would prefer you to think “modern predator”.
“A predator holding prey in its mouth”? Really? A toad with a fly in its mouth is a predator with prey in its mouth, but it’s still a toad.
re: “these measures are designed to provide superblow”
yes please.
You’ve a sharp eye to spot this phrase, and a witty comment indeed.
Norm G., you are somewhat redeemed.
With all the machines in the midsize sporty standard segment that have popped up over the past several years – KTM 690 Duke, Ducati 821, F800R, FZ-09, GSX-S750, CBR650, Z800 – I’d have to say that the best value is probably the still the Triumph Street Triple R after all this time.
FZ09/MT09 would probably wipe out the competition if it had decent suspension and fuel mapping, and kept its current price. At the moment it’s paying the mortgage for a lot of suspension and dyno tuners.
Didn’t they just fix those things on the FZ? I read that Yamaha are reflashing ecu’s for current owners for free.
Most reports and reviews I’ve read so far concerning the 2015 models is that the fuelling is slightly better in Standard and B Modes, but still touchy and surgy compared to other bikes; suspension being improved in the Tracer, but not the basic naked; and a few cases of camchain trouble. I’ve only ridden the 2014 model, and only briefly.
Suspension and fuelling is reported to be fine on the Z800 and GSXS/GSF750; Street Triple is most refined, but >60% more expensive in some markets.
Have you ridden either one? If you had you’d know that the claims of bad suspension are way overstated. They are both fine. My new FJ-09 handles beautifully and the fueling is excellent. No it’s not “touchy” or “surgy” in any way. The same mapping is available for free to any 2014 FZ-09 owner.
Cycle World Magazine just reported on their long term 2014 FZ09 test. Long term for them being 11,000 miles. They spent a ton of money trying to make the throttle and suspension good on theirs and the result was less than they had hoped for. They called it flawed but still a good value.
and I have ridden the 14 model and nicknamed it the “twitchy brick”. For me it was not fun to ride at all, but I don’t run around wide open all the time. Just cruising on 45-55 mph back roads was a total pia.
I think it’s an awesome concept. make it somewhat comfortable and rideable and it would make an awesome sport tourer.
Yes I’ve ridden a 2014 MT09 naked. Weird throttle, riding position, and suspension. Tracer/FJ09 is a different class to the MT09 and Z800, has more features, and is more expensive.
It wouldn’t bother me in the least to throw $2000+ at the FZ/MT to dial in the suspension and fuel injection given the bike’s cheap cost of acquisition. But the FZ still wouldn’t have ABS (at least here in US), and it would still have that tiny fuel tank. (Lame a reason as it is, it is the range that is the deal killer for me with respect to the FZ.)
The Street Triple R already comes with killer brakes, ABS, great suspension, great stock fueling and decent fuel capacity. The bike that “wipes out” the competition isn’t really what I look for in an everyday bike. Out of the box, I think it is the best value in the class right now. Now if Yamaha comes out with an FZ-09R…
If you throw $2000 at it, to make it ” right” then it’s no longer an $8000 bike, but a $10,000 bike. Btw Cycle World spent way more than that and still are not happy with it and Ari Henning in Motorcyclist (I believe) went so far as to say if it was his money after spending a boatload on the FZ and it still not being right, recommended buying the Triumph instead.
Yes, it was Ari Henning’s tester. To be fair,there are a lot more options available to the FZ-09 now.You can have full Ohlins suspension for $2K (assuming you do the labor). A PCV with Autotune would probably work wonders with the fuel injection as opposed to the route Henning took. So you end up with a $10,500 bike, which is fine by me because I look at it as buying an $8,000 canvas.
Is a $10,500 FZ better than a $10,400 Striple R, though? I suppose if power is everything to you then, the answer is yes. The Triumph is still going to have ABS, almost a gallon more fuel on board and better brakes. To me, that makes it a better value.
“It all adds up to the perfect style and ergonomics” That’s debatable.
WTF are “…wide radius crankshaft journals…”?
I think that is marketing speak for “we sleeved down a 1000cc engine to 800cc, so the bottom end is still designed to handle 1000cc forces.”
‘Found a motorcycle news review of this bike when it debuted in 2013, and they were greatly impressed by the updates, post-Z750:
“We’re genuinely shocked how good the Z800 is, given how uninspiring the old Z750 was – it’s a fitting tribute to the Zed’s 40th birthday. The ride quality is sumptuous, the motor smooth and there’s power spilling out of it at every rpm. It’s a real joy to ride.”
For what it’s worth, of course…
“… Both these measures are designed to provide superblow to mid RPM engine response…” H2 trickle-down, or something more sinister…Bahaha!
“will not be available in California” makes about as much sense as somebody putting out a new model pickup truck and saying “will not be available in Texas”.
The truck market (8.7m light trucks sold in the US in 2014) is not comparable in size to the motorcycle market (~500k units). This bike is not a unique product designed for the US market, very few motorcycles are. Adding emissions equipment to the whole run of them, just to pick up what would likely be incremental sales in Ca. must not have made sense.
I suspect it is just a delay rather than a concern about incremental sales. As the Z800 (and GSX-750S) were designed for the Euro market with probably almost no intention to ever be sold here, they lack charcoal canisters (and a convenient place to put them) which are required by California. It takes some extra time to do the engineering, parts sourcing and working the change into production. They would certainly already pass noise and tailpipe emissions. I think we’ll see California bikes later this model year or next. Unless they flop, of course.
Was hoping the H2 was signaling a big shift for Kawasaki. Trellis frames, big HP in all categories, kind of a Japanese Ducati. We get a Euro bike that can’t be sold in the largest, by far, market in the USA.
‘Nice looking machine at a good price point’. Couldn’t have said it better myself. I need a daily driver. Thanks Kawasaki, this ones now on my list.
whatever happened to styling? Take a serious look at this thing and tell me they just didnt take stuff and strt tacking it on. What another new horror show. Might be a great bike but who would stop to look at it? Let alone ride it in public? If you took all these streetfighter looking things by every manufacturer and painted them all matte black I seriously doubt any of us could tell the difference in them as they drove past.
Eye of the beholder, and there are still lots of traditionally-styled bikes out there. As far as the “couldn’t tell them apart” thing…I’m not sure that’s true; and even if it is, you could have said the same thing about many different “genres” of bike at many points in the past. Or right now, for that matter.
Well-spoken.
I can name 3 points that explain the weight difference of this and the fz 09. ABS Module, same engine displacement but different configuration, and almost 1 gallon additional fuel capacity. I would buy this in a second over fz09 shoddy suspension, fuel capacity, and lack of abs even as an option.
+1
You guys are funny about this weight and horsepower thing.
The CB1100 Honda weighs a lot more than this, probably makes a lot less horsepower and I’ve absolutely loved mine for the last 20,000 miles. Just returned from another 1750 mile 5 day trip to North Carolina and it proved itself once again. Not every rider needs or wants “state of the art”. If they did they would never sell Bonneville’s or V7 Guzzi’s or NC700’s many other perfectly good motorcycles, all which cost as much or more than this.
Who says Kawasaki designed this to compete with an FZ09? Maybe, they are just making a nice mid size naked sport bike to be sold at a reasonable price, for riders who prefer that kind of thing. Looks to me as if it favorably competes with the new Suzuki 750. Same genre.
To be fair it does have ABS going for it and a teacup more displacement than the GSX-750 Suzuki but it’s still 39 pounds heavier and $400 more than that bike. I’d say it compares favorably to a 1982 GPz750 and that was a great bike in its day.
“Who says Kawasaki designed this to compete with an FZ09?”
Whether they intended for this to compete with the FZ-09 or not, it does. As does the new Suzuki. Same price point, same genre. Like Suzuki, Kawasaki is just responding to the instant success of the FZ-09 as quickly as possible by sending one of their several year-old Euro bikes onto the battlefield.
That said, I think the Kawasaki can compete favorably. It has ABS, some much better suspension (on paper at least), and holds more gas all for the same price. That is all stuff I care more about in an everyday kind of bike than the weight.
“Who says Kawasaki designed this to compete with an FZ09?”
You’re kidding right? RIGHT????
You think Suzuki (of which I am a big fan) just woke up (in a vacuum) and said “lets make a naked GSX-S750”?
Get real. They saw Yamaha getting lots of press and making lots of sales on a basic naked bike (kind’a like they did with the SV-650 some years ago)and they said hey, we’ve got some parts laying around …..
The part they & Kawi missed was when Yamaha engineered a new stonk’in triple with Bad@$$ power-delivery to motivate it.
Neutered I4 750s and 800s just don’t bring the ponies in the same way or time and it DOES make a difference in the way it performs.
Well, given that it’s been available overseas for two or three years, it seems likely that it was designed well before the FZ-09 came on the scene.
Sure, they ARE probably trying to steal sales from Yamaha by bringing it over now…but I seriously doubt it was designed from the outset to compete with the FZs.
“but I seriously doubt it was designed from the outset to compete with the FZs.”
The Z800 wasn’t designed to compete with the FZ-09, but the FZ-09 was designed to compete with the Z800. There is no “neutral” in the marketplace.
So you are saying Kawasaki heavy industries who just released the Supercharged H2, that built the original H1 and H2, that produced the Z-1 , and numerous butt stomping Ninja models, that Kawasaki saw the FZ 09 and thought we have to build something to compete with that and THIS bike was the best they could come up with?
Are YOU kidding me?
I think they are just getting some sales out of the mid displacement naked sport bike class, without spending a lot of money in the process. Same thing Suzuki is doing with their new entry. Competition yes, but not lets aim to beat that bike directly competition.
+1 probably a test ride would be better to discriminate which bike is better for you, numbers tend to lie, a common scenario is weight that dissapears once moving.
power to weight relationship seems healthy in my books anyway.
Keep throwing stuff against the wall and eventually something sticks.
Does this really advance the state of the art? A 19th century chain drive flapping exposed in the breeze? Zero wind protection? No inbuilt capacity for holding even a bottle of hydrating fluids for the rider?
Yet another example of a static design brief that cannot provide better transport or safety for the buyer, so why get excited?
We need to see better design and rider protection to bring more riders into our ranks. No wonder younger folk are staying away from the showrooms.
Perhaps a scooter would interest you..but if it’s rider protection and a windshield you want then have a look at our fine choice of cars.
You don’t get the naked bike thing at all, do you? Buyers of these bikes don’t want wind protection or a place to set their Big Gulp.
re: “We need to see better design and rider protection to bring more riders into our ranks.”
example… (Jules Winnfield voice)
Why Jules Winnfield?
(Yeah, I had to Google this name to figure out the reference as well)
Wow, they had chains this good in the 1800s?
I like it, though I might go with the Honda CBR650F instead.
As others have said, the weight just kills this one for me, which sucks, because other than that it looks like a really nice bike.
It’s well proportioned bike, not really my style but ok for some it works. But, as others have stated here, at nearly 100lb heavier than the FZ09 it really falls short of what this market segment is about. Box section swingarms invariably look cheap and imo lessen the perceived value of this machine against its rivals. Overall, considering this bike is being introduced nearly 2 years after Yamaha’s effort, it’s a little disappointing.
It was introduced in 2013, just not in the US.
And I think it was just an evolution on the Z750 rather than an all new design.
Makes me love my 2013 FZ8 all the more.
A great bike in my opinion and very underrated. I almost bought one myself.
“For durability, the engine uses wide radius crankshaft journals…”
And piston return springs, muffler bearings, and a flux capacitor!
California is the largest motorcycle market in the states. I see FZ07’s and FZ09’s everywhere and Kawi and Suzuki choose not to bring their competitive bikes in because of CARB certification. Not a lot of confidence in your machines if you ask me.
Telling of the (small) potential market size.
In California I see many more of this type of bike than I do of the “Vulcan”, “Boulevard”, “Shadow”, or “Star” types. It also baffles me since California has more motorcycles than many states combined and probably the largest, non-cruiser, percentage of any state. Just how difficult is CARB? It must be outrageously expensive and rediculous. I’ve been waiting for “World Harmonized Regulations” for years now.
Once the world harmonizes, California will decide to make more restrictions, because that’s what it does best.
The whole US motorcycle market has been hovering around 500k units. The choice was probably to import the bike they make for the rest of the world or develop a CARB version to sell to the US. Given how small a number of these will sell into the US, it probably didn’t even need to be that expensive to do in order to decide not to.
I read once that the main problem with California is the evaporative emissions requirements (rather than tailpipe or noise which nearly all 49-state bikes could already pass without issue). The same article said that additional engineering and parts costs of fitting a bike (like a made-for-europe model that doesn’t need to have a canister) add $150 – $350 to the cost of the bike depending on how much effort the manufacturer makes to hide the canister and production volumes. (Just look how much of an after thought the charcoal canisters are on Ducati Monsters.)
Kawasaki and Suzuki are responding as quickly as possible to the FZ-09’s success by dusting off these Euro models they probably never intended to sell here and getting to market ASAP. The delay for the “California” models is probably just the engineering time needed to fit a canister, get square with CARB and work the change into production.
Wait, 509.4 pound curb weight? You gotta be kidding. That’s 95 pounds heavier than an FZ09! No thanks Kawi. One of your better looking efforts recently and probably a pretty good ride but those 1990s specs are a laugh.
Hey, you get an extra piston in the deal!
Weighs more than a Bandit 1200. Yikes!
for those ones who doesn’t like it for weight, components or power how does 4 years ago used supersport work? i’m still infatuated with the 2004 cbr600rr .
sorry for those ones on the golden state.
That’s 10 years ago supersport.
To be fair, it’s still current supersport. Development has been fairly stagnant in 600cc SS since then.
Dang, the FZ-09 at almost 90lbs less (same price) seems quite a bit nicer. You can upgrade shocks or forks, but there’s not much you can do about a 90lb weight disparity.
Think of it this way: with the Kawasaki you get “more” for your money.
Oh yeah, like a big girl. More to love.
But if you value antilock brakes or extra fuel capacity, you can’t upgrade that on the Yamaha.
The ABS in particular is the Z’s main differentiation at this point, in my opinion, as I don’t think most riders give a squat (get it) about suspension. The extra fuel capacity would also be a deciding factor for me personally, but I don’t think many other people care about that either.
Probably does compare better with a FZ-07 or FZ-09 than it does with the Bolt, but price range of all is pretty close…
Adjustable rebound and preload front and rear at this price point seems nice. Compare this with the Bolt C-spec at the same price, and clearly this is a winner on the tech front:brakes, suspension, ABS, performance. Styling is subjective. I like both these bikes, although for different reasons. I could go for retro-style, or the better motorcycle, which looks to be this one (have to see some reviews, or test ride to be sure). I do wonder what the tank size is, and what the weight is. Oh, looks like about 509lbs from the website. Seems heavy for this type of bike. Pretty close to the Bolt there on weight. I know they’re not the same type of bikes, but they’re within $300 of each other, and both in the not-sportbike/not-cruiser category. “Good-looking urban bikes” category.
It will give Suzuki some company as they chase the Yamaha.
Maybe this gives Yamaha just a little more reason to update the fork on the FZ-09? I’d bet most buyers would be willing to cough up 500 more bucks for a much better fork…
true.Yamaha has got a lot to offer for the $$$$.Now wheres the FZ-11 for 2016?
Similar to Triumph’s Street/Speed Triple lines, Yamaha simply needs to come out with an FZ-9R, offered alongside the standard FZ-9.For $1,000 more you get good suspension and brakes. Done.
Great Minds think alike.
They’d probably bring back the “FZR” moniker though.
I like it,it’s got some pretty stiff competition though…we need a review.
I think I prefer the “aggressive styling” of a bonneville T100.
Nice. But there is something strange in it.
Anywhere I don’t have money
This is a nice looking machine at a good price. ABS at this price is probably the selling point.
Agreed. Kawasaki offers ABS as standard equipment and you can’t even order it on the comparable Yamaha or Suzuki.