2016 Kawasaki Z800 ABS

Editor Score: 82.0%
Engine 17.0/20
Suspension/Handling 12.0/15
Transmission/Clutch 7.5/10
Brakes 8.0/10
Instruments/Controls3.5/5
Ergonomics/Comfort 9.0/10
Appearance/Quality 8.5/10
Desirability 8.0/10
Value 8.5/10
Overall Score82/100

I have a confession to make: I rode the Kawasaki Z800 in 2013, long before its U.S. introduction in Palm Springs, California this week. It was on a test track in Southern Italy during a new tire introduction, and despite the fact the track is not the Z800’s element – Kawasaki bills the baby Z as a streetfighter ideally suited for commuting or weekend blasts in the canyons – I came back pleasantly surprised. I remember the spread of power was impressive, the completely analog transmission shifted with buttery-smooth precision, the brakes never faded and the chassis was fluid and responsive. I wanted one but left Italy disappointed that I wouldn’t be able to get my hands on a Z800 stateside.

Fast forward to today with the naked streetfighter class gaining in popularity. According to Kawasaki market research, within the past five years, sales in the midsize segment of the Standard category have been growing rapidly. Quicker, even, than the open-class Standards. It’s easy to see why when the bikes like the MV Agusta Brutale 800 ($12,798), Ducati Monster 821 ($11,595), Suzuki GSX-S750 ($7,999), Triumph Street Triple ($9,400) and Yamaha’s FZ duo – the FZ-09 ($8,190) and FZ-07 ($6,990) – all occupy a similar space.

Get the Flash Player to see this player.

It’s a crowded landscape to join, but Kawasaki realized it had just the weapon for the job, both in terms of cost and performance, in the $8,399 Z800 ABS – and it’s been residing in Europe (and Australia and New Zealand) for the past two years. Finally, the little Zed is coming to America – as a 49-state model! – for 2016. That’s right, the Z800 ABS won’t be sold in California, but Kawi reps stated a request has been made to Japan to make the bike 50-state legal ASAP. Nonetheless, the bike is here now, and while the engine has roots to the pre-2010 Z1000 (which itself had roots dating back to the 1990s), a more accurate view would be to see it as the successor to the previous Z750, a motorcycle which, Kawasaki says, sold more than 160,000 units worldwide during its 10-year run from 2003 to 2013.

European riders have been enjoying the Kawasaki Z800 since 2013. Now it’s America’s turn to try some of the fun. Unless you live in California.

European riders have been enjoying the Kawasaki Z800 since 2013. Now it’s America’s turn to try some of the fun. Unless you live in California.

Nuts and Bolts

Calling it an 800 is actually doing the Z a slight disservice, as the DOHC inline-Four is 806cc, the result of an increased bore over the 750 (71.0mm vs. 68.4mm). Stroke stays the same at 50.9mm. Compression ratio is a relatively high 11.9:1, with 34mm Keihin throttle bodies feeding the air/fuel mixture. To help bolster midrange power, intake and exhaust ports are tweaked over the 750: intake ducts grow in length (41.5mm from 36.5mm) and the intake funnels themselves are changed – the two inner funnels are longer than the outer units. Exhaust headers 1 and 4 are connected as well as headers for cylinders 2 and 3, also in an effort to maximize torque.

Kawasaki bored out the previous Z750 engine to produce 806cc displacement. The engine is supported by a steel backbone frame with support spars cradling both sides of the engine.

Kawasaki bored out the previous Z750 engine to produce 806cc displacement. The engine is supported by a steel backbone frame with support spars cradling both sides of the engine.

Kawasaki engineers also went through the trouble of updating or revising a plethora of components inside the engine. These include lighter pistons compared to the 750, bigger oil jets, and bigger crankshaft journals, just to name a few. Kawi Europe has the bike rated at 111 hp, with published reports online stating rear-wheel numbers hovering just below the century mark.

Chassis-wise, the 800 is based on the steel backbone frame of the 750, with reinforcement and rigidity added in the form of twin spars that extend down both sides of the engine, visually dividing the head from the block. The two sides then connect in the middle, between the block and the headers. Of course, this is all cleverly disguised in minimal bodywork that accentuates the Z800’s streetfighter intentions. A cast aluminum subframe helps lighten the rear end, but the swingarm is steel.

Petal-type discs are on the smaller side at 277mm, but despite the non-radial caliper arrangement there are no big complaints in the Z800’s braking. Note also the ABS ring – the only sign of 21st century tech on this bike. Dunlop Sportmax D214 tires sit front and rear in 120/70-17 and 180/55-17 sizes.

Petal-type discs are on the smaller side at 277mm, but despite the non-radial caliper arrangement there are no big complaints in the Z800’s braking. Note also the ABS ring – the only sign of 21st century tech on this bike. Dunlop Sportmax D214 tires sit front and rear in 120/70-17 and 180/55-17 sizes.

As a result of the steel frame and swingarm, the Z800 is a heavy bike, with Kawi rating it at 509.4 lbs wet. For reference, the 800’s bigger brother, the Z1000, is rated at 487.3 lbs on both the MO scales and the ones at Team Green HQ. For a more in-depth look at how the Z800 matches up to some of its closest (and not-so-close) rivals, check out the spec chart later on in this story.

Suspension duties are handled via 41mm KYB fork and rear shock, both ends only adjustable for spring preload and rebound damping. Unlike the Versys and Z1000, the Z800’s shock is mounted vertically, though its reservoir is horizontal. Four-pot calipers are not radial-mounts, but they are clamping on petal-type discs, 277mm in diameter on each side. A single 216mm petal disc rests out back, squeezed by a single-piston caliper. ABS, as the Z800 ABS names implies, comes standard and is always on. Otherwise, the Zed is void of all the other gizmos found on today’s motorcycles. There’s no traction control, quickshifter, power modes, or anything else. It’s just man (or woman) and machine.

The LCD instrument cluster features a vertical bar graph tachometer in the center with speed displayed in numerals to the right. Other displays include odometer, two tripmeters, average mpg, instant mpg, clock, engine temp and fuel gauge. Unfortunately, there isn’t a gear-position indicator. With some pushes of the two buttons on the top left, the screen can switch colors and show a black background with white lettering instead of the standard black letters on a white background seen here.

The LCD instrument cluster features a vertical bar graph tachometer in the center with speed displayed in numerals to the right. Other displays include odometer, two tripmeters, average mpg, instant mpg, clock, engine temp and fuel gauge. Unfortunately, there isn’t a gear-position indicator. With some pushes of the two buttons on the top left, the screen can switch colors and show a black background with white lettering instead of the standard black letters on a white background seen here.

Riding Impressions

Since the Z800 ABS is not available for sale in California, the irony of having its intro in Palm Springs wasn’t lost on anyone. However, the locale proved to be an ideal setting, as its close proximity to highways and canyon roads mimics what most users will use the bike for. Having polled Z1000 owners on their primary usage, Kawasaki learned that half of owners use their Zeds for commuting purposes, while another 39% primarily played in the twisties. Thus, our ride would be a good chance for the 800 to shine in its natural environment.

Since my initial encounter with the Zed was on a racetrack, its street manners were completely foreign to me. And since this was two years ago, some of the finer details have slipped my mind, too. Within the first few miles of riding I was reminded of the 800’s healthy midrange grunt. The Kawi pulls from idle to around 8,000 rpm – where most street riders will spend the vast majority of their time on the Z.

Kawasaki research says half of those who purchase a Z will commute with it. The comfortable seating position lends itself well to commuting duties, though I personally would add more cushioning to the seat’s forward-most edge.

Kawasaki research says half of those who purchase a Z will commute with it. The comfortable seating position lends itself well to commuting duties, though I personally would add more cushioning to the seat’s forward-most edge.

Power starts to taper once you get closer to its 12k redline, but with a quick release of the throttle and firm flick of the toe, the next gear is quickly engaged and the bike keeps pulling. Power delivery is smooth and there’s hardly a vibe felt through the bars, but then again, I’ve been riding BMW’s S1000XR for the past several weeks. When placed side-by-side with the paint mixer wedged in the Beemer’s engine bay, the Z800’s Four feels divine in comparison.

It’s hard to draw a fault with the 806cc Four, other than a generic niggle we’ve expressed in the past about inline-Fours: their sound. Three cylinders wail their beautiful melody at full song, V-Twins have their distinctive burble, and Yamaha’s crossplane Four sounds downright mean when you get on it. The Z fails to inspire in quite the same way, but still has no trouble hustling down the road.

When allowed to stretch its legs, the Z800 impresses with its broad midrange power. And despite its budget suspension, the ride quality was comfortable for city streets and composed for canyon carving. Though nobody would complain if the Zed lost a few pounds...

When allowed to stretch its legs, the Z800 impresses with its broad midrange power. And despite its budget suspension, the ride quality was comfortable for city streets and composed for canyon carving. Though nobody would complain if the Zed lost a few pounds…

Ergos are well suited for the street rider who likes to hit the canyons on the weekend. The rider triangle is sporty, but not overly so. For my 5-foot, 8-inch frame the pegs aren’t too high, the knees don’t spread too far, and the upper body tilts forward just a little. Combined with the smooth and punchy engine, it would be easy to envision the Z as a practical commuter. It even has hooks on the license plate holder to attach bungee cords! If it were mine, I’d find a way to add a little more padding in the seat cushion; my nether regions got a little sore after about 45 minutes.

Of course another way to get some blood flowing down there and forget about the seat is to hit the twisty stuff. Despite weighing a claimed 509 pounds, the Z800 ABS handles high-speed sweepers with confidence and rolling direction changes fluidly, the bars wide enough to provide a firm dose of leverage. It’s during quick transitions where one really thinks about putting the Zed on a diet. Though the suspension is only adjustable for spring preload and rebound damping, it felt well composed right from the start. Braking power from the four-pot Nissins is good, but I’d stop short of calling it great. I’d prefer a touch more initial bite. Though I did appreciate the adjustable brake lever.

103015-2016-kawasaki-z800-abs-WING5060

Better Late Than Never

Two years ago I was saddened by the fact I wouldn’t be able to swing a leg over the Z800 Stateside. Now that I finally can (sorta, 49-state bike and all) I’m pleased to know my two-year-old memories haven’t been clouded by time. The problem is that the competition has upped their game as well. Suzuki’s GSX-S750 presents maybe the closest challenge to the Kawi, their $400 price difference making them really well matched, but the excitement offered by the three-cylinder engines in the Triumph Street Triple and Yamaha FZ-09 is hard to ignore.

With its affordable price tag and all-around versatility, the Z800 ABS has what it takes to compete with similarly priced opponents in this field. We’re looking forward to gathering them together and seeing which one is best.

With its affordable price tag and all-around versatility, the Z800 ABS has what it takes to compete with similarly priced opponents in this field. We’re looking forward to gathering them together and seeing which one is best.

At $8,400, the Kawasaki Z800 ABS is a great deal in the category and provides the many riders out there who hate the tech in today’s bikes an outlet (we know you’re out there, we read the comments section). It’ll haul ass if you want it to, yet also be perfectly at home strafing through town on the way to work or school. We’ll be bringing all of these contenders together to sort out who’s tops on our list, but in the meantime know you can’t go wrong with the Z800 ABS.

+ Highs

  • Broad spread of torque
  • Comfy ergos for commuting or hitting the canyons
  • Affordable
– Sighs

  • Seat’s a little thin
  • Could stand to lose a few pounds
  • Only 49-state legal
Kawasaki Z800 vs. Rivals specs
Kawasaki Z800 Suzuki GSX-S750 Yamaha FZ-09 Triumph Street Triple Honda CB1000R Kawasaki Z1000 MV Agusta Brutale 800 EAS ABS
MSRP $8,399.00 $7,999.00 $8,190.00 $9,400.00 $11,760.00 $11,999.00 $12,798.00
Engine Type 806cc liquid-cooled, 4-cylinder 749cc, 4-stroke, liquid-cooled, 4-cylinder 847cc liquid-cooled inline 3-cylinder 675cc, liquid-cooled, 3-cylinder 999cc, liquid-cooled, 4-cylinder 1043cc, liquid-cooled, 4-cylinder 798cc, liquid-cooled, 3-cylinder
Fuel System EFI EFI EFi EFI EFI EFI EFI
Valve Train DOHC, four valves per cylinder DOHC, four valves per cylinder DOHC, four valves per cylinder DOHC, four valves per cylinder DOHC, four valves per cylinder DOHC, four valves per cylinder DOHC, four valves per cylinder
Horsepower 111 hp (Claimed Europe) 96.1 hp @ 10,300 rpm 104.6 hp @ 9,800 92.5 hp @ 12,100 rpm 107.1 hp @ 10,100 rpm 124.0 hp @ 10,400 rpm 117.0 hp @ 11,800 rpm
Torque 60 lb-ft. (Claimed Europe) 51.7 lb-ft @ 8,900 59.3 lb-ft @ 9,700 rpm 44.2 lb-ft @ 8300 63.6 lb-ft @ 7,200 rpm 71.6 lb-ft @7,900 rpm 57.1 lb-ft @ 9000 rpm
lb/hp 4.59 4.80 3.90 4.36 4.53 3.93 3.97
lb/torque 8.49 8.80 7.00 9.12 7.63 6.80 8.14
Transmission 6-Speed 6-Speed 6-Speed 6-Speed 6-Speed 6-Speed 6-Speed
Final Drive Chain Chain Chain Chain Chain Chain Chain
Front Suspension 41mm inverted fork; adjustable preload and rebound damping; 4.7-in travel Inverted telescopic, coil spring, oil damped 41mm fork; adjustable preload and rebound damping; 5.4-in travel Kayaba 41mm inverted fork; non-adjustable; 4.3-in travel 43mm inverted fork; adjustable preload, rebound and compression damping; 4.3-in travel 41mm inverted SFF-BP fork with stepless compression and rebound damping and spring preload adjustability; 4.7-in travel 43mm Marzocchi inverted fork; adjustable preload, rebound and compression damping; 4.9-in travel
Rear Suspension Bottom-link Uni-Trak horizontal shock with piggyback reservoir; adjustable preload and rebound damping; 5.4-in travel Link type, coil spring, oil damped Single shock; adjustable preload and rebound damping; 5.1-in travel Kayaba shock; adjustable preload; 4.9-in travel Single shock; adjustable preload and rebound damping; 5.0 in travel Horizontal shock; adjustable preload and stepless rebound damping; 4.8 in travel Sachs single shock; adjustable preload, rebound and compression damping; 4.9-in travel
Front Brake Dual 277mm petal-type rotors, four-piston calipers, ABS Disc brake, twin Dual hydraulic disc, 298mm Dual 310mm discs, Nissin two-piston calipers, switchable ABS Dual 310mm discs with radial-mount 4-piston calipers Dual 310mm petal-type rotors with radial-mount four-piston monobloc calipers, ABS Dual 320mm discs, Brembo radial-mount four-piston calipers
Rear Brake Single 216mm petal-type disc, single-piston caliper, ABS Disc brake Hydraulic disc, 245mm Single 220mm disc, Brembo single-piston caliper, switchable ABS Single 256mm disc Single 250mm petal-type disc, single-piston caliper, ABS Single 220mm disc, Brembo two-piston caliper
Front Tire 120/70-17 120/70-17 120/70-17 120/70-17 120/70-17 120/70-17 120/70-17
Rear Tire 180/55-17 180/55-17 180/55-17 180/55-17 180/55-17 190/50-17 180/55-17
Wheelbase 56.9 in 57.1 in 56.7 in 55.5 in 56.9 in 56.5 in 54.3 in
Seat Height 32.8 in 32.1 in 32.1 in 31.5 in 32.1 in 32.1 in 31.9 in
Measured Weight 509.4 (Claimed) 464.7 lbs 416.2 lbs 403 (R model) 485.0 lbs 487.0 lbs 465.0 lbs
Fuel Capacity 4.5 gal 4.6 gal 3.7 gal 4.6 gal 4.5 gal 4.5 gal 4.4 gal
Tested Fuel Economy NA 36.9 MPG 35.9 MPG 32.5 mpg 37 mpg (Claimed) 36.3 mpg 37.5 MPG
Available Colors Metallic Spark Black/Flat Ebony Metallic Matte Black No. 2 Cadmium Yellow, Matte Silver, Matte Grey Phantom Black, Diablo Red, Crystal White Black/Red Metalic Matte Graphite Gray/Golden Blazed Green Pearl Ice White/Sand Metallic Grey, Red/Silver, Matt Avio Grey/Matt Metallic Black
Warranty 12 month limited warranty 12 month unlimited mileage limited warranty. 1 Year (Limited Factory Warranty) NA NA 12 month limited warranty NA

Free Insurance Quote

Enter your ZIP code below to get a free insurance quote.

Kawasaki Dealer Price Quote

Get price quotes for Kawasaki from local motorcycle dealers.

Kawasaki Communities

  • JMDonald

    Generally I am a sucker for bikes like this. I really like this one. Kawasaki makes some nice stuff no doubt. I would like it better if it weighed less.

  • Daniel Benjamin

    That’s a LOT of plastic. Also, this was competitive with similar bikes a few years ago (like my ’13 FZ8), but as the article states the FZ siblings make this a hard sell.

  • Craig Hoffman

    Changing out the exhaust would probably save 30 pounds. That system looks cantankerously heavy.

    • Josh

      I also think a lot of the weight is due to the steel frame and swingarm. . .by comparison the ’09 is all aluminum

      • Strat

        Sure it is. It weighs more than my Ninja 1000.

  • Born to Ride

    I like the zook 750 better if i was buying a vanilla standard bike under ten grand. What I would like to see is an updated SV. Bump that displacement to 800cc, use the gear driven cams off the TL/SV1000 motor, cut the weight back down to 420lbs full of fluid, and transplant the reportedly good budget suspension and brembos off the GSX-S1000. Honestly if they had built that bike instead of the GSX-S for 9999$, I’d be buying one… (next year as a discounted left over unit =D)

    • Vaughan

      Agreed, I’d love the current DL motor with say, another 20-25 horses at the top end in a new SV……..

      • Born to Ride

        SV/TL motor is an oldie but a goodie, one of my favorites. That being said, I’d rather see them build something new than just transplant ancient engines into new chassis. I want a new suzuki v-twin, putting 100 hp to the ground, with a lightweight and rigid chassis, good suspension, ease of maintenance, and more simple/classic styling. Take everything that made the SV650 great, improve them, and fix the problems that hamstringed it. Please and thank you.

  • kenneth_moore

    I’m curious about the phrase “completely analog transmission.” I understand the difference between an analog and digital signals and circuits, but I don’t follow the usage in this context. What is it meant to imply?

    • Born to Ride

      I’m guessing he means that there are no electronic shift aids. All that fancy clutchless stuff we are missing out on since we aren’t privileged enough to ride the shiniest new toys erry day.

      • TroySiahaan

        Correct. No electronic upshifting or downshifting like you see in nearly all of today’s sportbikes and most other new bikes, too.

  • Alexander Pityuk

    I donno… It looks like a plastic toy, in a bad meaning of the word. However, weights like a cast iron one. And this Godzilla styling is not doing it any good too.

    • Craig Hoffman

      Agreed. When I bought my then new ’06 Yamaha FZ1, it seemed a little plain vanilla looking. Now, in the fullness of time and post Anime/Origami/Godzilla styling influenced standard motorcycles hitting the market, the old FZ1 is looking pretty classy and good to me these days.

      • Alexander Pityuk

        I know, got one. Though I prefer this particular naked with side panels. Which makes it not a naked. Oh well, who cares, when it is so sexy and versatile.

  • John B.

    I don’t like government regulation, but sometimes I wish all bikes were required to have ABS. I gather Yamaha’s FZs, among others in this class, are more exciting than the Kawi 800, but don’t have ABS. Also, it’s confusing that on some bikes the ABS option costs $300, and on other models costs $650. Based on studies I have read and my own experience ABS is a must have option for street bikes.

    • Nathan Heitzinger

      Agreed. The fact that ABS is included (and available in the first place) is a big plus for this bike, IMO, over the FZ’s.

  • Gary

    Not selling this bike in California is a bit like installing condom dispensers everywhere but in bars.

  • Reid

    The price is good, the size is right, the power is respectably good for an all-arounder…but it’s just to fat. I wouldn’t by one on this basis alone. Try again, Kawasaki.

  • BDan75

    Can all you guys complaining about the extra weight really feel an extra 30 or 40 pounds on a roughly 500 lb. machine? If so, I guess my rear-end just isn’t that sensitive. For example, if I run a tank nearly dry and then add back in 30 or so pounds worth of fuel, I really don’t notice much difference…and that weight is all up high on the bike.

    What I do notice is the seat height, plus the height of the CG, and other factors like wheel and tire size and profile. I have three different bikes, all roughly the same weight, but with very different feelings of “heft” and nimbleness on the road.

    I’m not arguing that fatter is better…but at some point you’ve gotta forget the numbers, ride the damn thing, and decide whether you like it…

    • Craig Hoffman

      Your last paragraph can be be said for women – LOL

    • ‘Mike Smith

      That exhaust is enormous! Swap it for a carbon fiber/titanium deal and you’ll probably have a 250 pound bike! Hahahaha!

  • Old MOron

    Seems like a fine-enough allrounder. But like Trizzle says, it’s kind of too little, too late. I think I’d rather have any of these bikes: http://www.motorcycle.com/shoot-outs/less-shootout-four-cylinders-7999-three-cylinders-8190-two-cylinders-8699-video

  • Brian

    If they just swapped out the steel frame and swing arm with an aluminum alloy one and dropped the weight below 470, they would have a real winner that would be much more competitive! The FZ-09 and Street Triple weigh about a hundred pounds less. That being said, this is a 2 year old model.

    I hope they come out with an updated version that keeps all the good stuff, and drops a bunch of weight.

    • Brian

      But its also important to think of cost. This is almost the same as the FZ-09, but about $1000 LESS than the Triumph, and around $4000 less than the MV and Z1000.

      And from what I’ve heard of the FZ-09 suspension (having never ridden it) most moto-journalists have recommended upgrading it… So now it’s the 2nd least expensive bike on here and looks like a great deal.

      If I was looking to spend ~$8K on a Street Naked (Which is probably my favorite type of bike) or any bike for that matter, this would be near the top of my list to consider and test ride.

      Also looks F@#$ing sweet!

  • grb

    Its hard to accept the idea that its heavier and less powerful then the z1000, being a smaller displacement you understand its less powerful but you would expect it to be lighter, not heavier, thats not good…