2017 Kawasaki Z125 Pro

Editor Score: 84.5%
Engine 17.0/20
Suspension/Handling 12.0/15
Transmission/Clutch 8.0/10
Brakes 8.0/10
Instruments/Controls4.0/5
Ergonomics/Comfort 7.5/10
Appearance/Quality 8.5/10
Desirability 9.5/10
Value 10.0/10
Overall Score84.5/100

If imitation is the sincerest form of flattery, then Honda should feel pretty special. According to Kawasaki’s sales data, collected from data provided by the Motorcycle Industry Council (MIC), the Grom is number two on the list of best-selling motorcycles in the category Kawasaki calls “Small Street,” which includes dual-purpose motorcycles up to 350cc, scooters between 50cc – 400cc, and street motorcycles below 400cc. Number one is Kawasaki’s own Ninja 300, but there’s no ignoring the meteoric success the Honda Grom has become, which has spurred the creation of this: the 2017 Kawasaki Z125 Pro.

At the Z125 Pro’s launch in San Francisco, California, Team Green staff readily admit that the smallest Z is a response to the Grom, but are also hailing the bike as a continuation of the Z line of motorcycles that include the Z800 and Z1000 (and yes, Kawasaki is aware there’s a huge gap between the 125 and 800…) But if imitation is considered flattery, then it’s also said that competition improves the breed, and here Kevin Allen, Kawasaki’s head PR man, didn’t mince his words: “We do believe it’s a Grom killer.”

Kawasaki is looking to steal a certain Red company’s lunch money with the Z125 Pro.

Kawasaki is looking to steal a certain Red company’s lunch money with the Z125 Pro.

Fighting Words

On paper, the Z125 Pro (not to be confused with the non-Pro Z125, which has an automatic transmission and is sold in Asian markets) and the Grom are closely matched. Both have 125cc air-cooled, fuel-injected, two-valve single-cylinder engines, the baby Z’s bore and stroke measuring 56.0mm x 50.6mm, versus the Honda’s undersquare 52.4mm x 57.9mm. The Kawi’s compression is slightly higher at 9.8:1 compared to 9.3:1 for the Grom.

Rake and trail numbers measure 26.0º and 2.7 inches for the Z, while the Grom features slightly less rake at 25º but more trail at 3.2 inches. Kawasaki bills the 125 Pro as the nimblest handling model in Team Green’s lineup and even more so than its red competition. Geometry plays a part in this claim, as do the tire sizes chosen for the bike. As opposed to the Grom’s 120/70-12 front, the Z125 uses a skinnier 100/90-12. The Grom’s 130/70-12 rear rubber is just slightly wider than the Z’s 120/70-12. At 46.3 inches, the Z’s wheelbase is 0.9-inch shorter than the Honda’s, further aiding its superior agility claim.

The Z125 Pro’s Single can be slightly tempermental when cold, needing a minute or two to warm up before delivering crisp fueling. Note also the underbelly exhaust, chin fairing, serrated metal pegs, and rear master cylinder hidden behind the frame cover. The Z’s attention to detail is impressive.

The Z125 Pro’s Single can be slightly tempermental when cold, needing a minute or two to warm up before delivering crisp fueling. Note also the underbelly exhaust, chin fairing, serrated metal pegs, and rear master cylinder hidden behind the frame cover. The Z’s attention to detail is impressive.

Of course weight has an effect (or at least the perceived effect) on agility, and the Kawi slightly edges the Honda here, too (at least according to manufacturer claimed numbers): 224.8 lbs. vs 225.0 lbs., both with full tanks of fuel, ready-to-ride. Those numbers are basically negligible considering how close they are to each other, but the impressive bit here is that the Kawasaki holds more fuel at 2.0 gallons compared to the Honda’s 1.45. Considering Honda and Kawasaki rate their models at 134 mpg and 135.5 mpg, respectively, that the baby Z has a bigger tank, can go longer on a gallon of fuel, and still weighs just a tick less than the Grom is a big achievement for Kawasaki.

Apart from those many differences, the duo both have four-speed manual transmissions (bonus points for the gear indicator on the Z125 Pro!), a non-adjustable telescopic fork with 3.9 inches travel, and a single, preload-adjustable shock with 4.1 inches of travel (though it’s mounted offset on the Kawi).

Yes, there’s enough power to climb San Francisco’s notoriously steep hills. In fact, the little Z is surprisingly gutsy for such a little motorcycle.

Yes, there’s enough power to climb San Francisco’s notoriously steep hills. In fact, the little Z is surprisingly gutsy for such a little motorcycle.

As closely matched as the Grom and Z125 Pro are, it’s no surprise the two are also closely aligned on price, with the Kawi’s $2,999 MSRP beating the Honda’s by $200. Like the Grom, Kawi is aiming the Z125 Pro at both novice riders looking to get into the sport in the least intimidating way possible, and veterans looking for an inexpensive play bike to let out their inner hooligan.

Is It A Grom Killer?

It’s the obvious question on everyone’s mind, so let’s just get right to it. While I didn’t have a Grom to ride for immediate side-by-side impressions, my butt dyno tells me that the Kawasaki, and its oversquare Single, feels like it has more bottom-end grunt compared to the Honda. There’s good pull once the light turns green to evade the cars around you, which came in handy during our press ride day around the choked and busy streets of downtown San Francisco.

Once you get used to the clutch lever traveling quite a way before reaching the engagement point (Kawi says this is a result of fitting a standard transmission to the engine used on the non-Pro Z125), the little Z is the ideal city runabout, especially for those who wouldn’t want to be caught dead on a scooter. Its slim profile can slip into the tiniest of spaces, and its unassuming nature won’t scare away new riders.

Though this picture doesn’t show it, the baby Z gets lots of attention. As we rode through San Francisco, numerous people stopped and asked us questions about the bike. Small motorcycles like this are a great way to get new blood into the sport.

Though this picture doesn’t show it, the baby Z gets lots of attention. As we rode through San Francisco, numerous people stopped and asked us questions about the bike. Small motorcycles like this are a great way to get new blood into the sport.

It’s highly maneuverable, too, and this is the area I felt the biggest difference between the Grom. The bars, while a bit too low and narrow for my taste, do provide good leverage. It’s not like you need much either considering the Z’s featherlight 225 pounds. While hooning about in the parking-lot course Team Green staff set up for us on Treasure Island – a manmade island built in the 1930s, originally for the 1939 World’s Fair, later used as a naval base – we really got to explore the limits of the baby Z’s handling abilities. Since I weigh about three-quarters of the bike with my gear on, simply tugging on the bars and shifting my bodyweight on the bike darts the little Z into corners with lightning-fast agility, requiring the need to rethink turn-in points – especially if you’re used to big bikes – as you’re otherwise turning too soon.

At 125cc, the baby Z falls short of the 150cc needed to hop on the highway. Top speed is somewhere in the lower 60s, so we’re told, but you’ll need ample room to get there, something San Francisco didn’t provide us, even with its many hills.

Hustling the Z125 through Kawi’s chalk-outlined course as part of the skills “challenge” (the lawyer-approved word for race) was the closest thing we had to a go-kart track. If only we had leathers...

Hustling the Z125 through Kawi’s chalk-outlined course as part of the skills “challenge” (the lawyer-approved word for race) was the closest thing we had to a go-kart track. If only we had leathers…

When you don’t have much power to hoon about on public roads, you get your kicks by hitting the brakes as late as possible, and this is another advantage the Z has over its Honda rival. Lever feel is nice and firm, though actual braking power felt mediocre at first. I originally thought this was on purpose to keep newer riders from flipping over the bars in a panic stop (there is no ABS), but braking power improved as the pads started to bed themselves to the 200mm petal-type disc (which is actually smaller than the 220mm disc on the Honda).

Seat height is 31.7 inches, but don’t let that discourage you if you’re a shorty. The narrow seat, light weight, and compact dimensions succeed in conveying that you control this motorcycle, not the other way around. A female journo who stands 5-feet, 2-inches and could be lifted away by a birthday party balloon had no problem getting her feet on the ground and moving the bike around. For my 5-foot, 8-inch frame, my legs fit perfectly between the contours of the fuel tank, though taller riders on the launch said they felt cramped.

The green Z has been massaged by Two Brothers Racing and includes a host of goodies like a full exhaust, Power Commander, adjustable pegs, taller bars, and cam covers, while the grey Z gets the Takegawa treatment: windscreen, braided steel brake lines, floating front disc, and fork preload adjusters. Yoshimura is developing a full exhaust, too.

The green Z has been massaged by Two Brothers Racing and includes a host of goodies like a full exhaust, Power Commander, adjustable pegs, taller bars, and cam covers, while the grey Z gets the Takegawa treatment: windscreen, braided steel brake lines, floating front disc, and fork preload adjusters. Yoshimura is developing a full exhaust, too.

Devil Is In The Details

For $2,999, it’s easy to forgive Kawasaki for skimping in a few non-essential areas. However, the Z125 Pro really wins me over with its attention to detail, especially for such an inexpensive machine. I’m a fan of the angular Z-inspired headlight, the underbelly chin fairing, the petal-type brake discs, and especially the handy gear-position indicator that sits front and center in the gauge cluster.

If you’re looking for cheap thrills, then Kawasaki has a winner with the Z125 Pro. And yes, it’ll pull clutch-up wheelies. All that’s left to do now is a battle royale with the Honda Grom.

If you’re looking for cheap thrills, then Kawasaki has a winner with the Z125 Pro. And yes, it’ll pull clutch-up wheelies. All that’s left to do now is a battle royale with the Honda Grom.

In the end, the Z125 Pro is a hell of a motorcycle for under three large. The smiles-per-dollar quotient is off the charts, and Kawi is already partnering up with aftermarket tuners like Takegawa, Two Brothers Racing, and Yoshimura to offer licensed go-fast goodies to make the Z even more of a riot.

That said, for now I’m going to stop just short of calling it a Grom killer. That judgement will have to wait until we get the Z and the G together at the same time. And yes, we’re already working on doing just that. Stay tuned.

2017 Kawasaki Z125 Pro
+ Highs

  • What a bargain!
  • More nimble than a Grom and better brakes
  • Gear-position indicator!
– Sighs

  • Cramped for taller folks
  • Clutch lever travel is kinda long
  • You’ll be on a first-name basis with local law enforcement.
2017 Kawasaki Z125 Pro Specifications
MSRP as tested $2,999
Engine Capacity 125 cc
Engine Type 4-stroke, Single, air-cooled, SOHC, 2-valve
Bore x Stroke 56.0 x 50.6 mm
Compression Ratio 9.8:1
Fuel System DFI with 24mm throttle body
Transmission 4-speed
Final Drive Chain
Front Suspension 30mm telescopic fork, 3.9 in. travel
Rear Suspension Single, offset shock with adjustable spring preload, 4.1 in. travel
Front Brakes 200 mm single petal-style disc, Nissin caliper
Rear Brakes 184 mm, single petal-style disc, Nissin caliper
Front Tire 100/90-12
Rear Tire 120/70-12
Seat Height 31.7 in.
Wheelbase NA
Rake/Trail 26.0°/2.7 in.
Claimed Wet Weight 224.8 lbs.
Fuel Capacity 2.0 gal.

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Kawasaki Communities

  • Old MOron

    Gromzilla v. Mothra, bring it on.

  • DickRuble

    Cramped for taller folks??? Would’ve never guessed.. Yeah go ahead and test it. Let’s see what hare brained “improvements” your tuner shop offers.

    • Glen

      Quicker reving would get the Z further up into its rising Torque Curve quicker than the Grom.

      Gearing would account for more Grunt down low, too.

      Grom gearing: (Grom has 2 overdrive gears = possible top speed advantage)
      Primary Reduction Ratio: 3.350
      Gear Ratios:
      1st: 2.500 (35/14)
      2nd: 1.550 (31/20)
      3rd: 1.150 (23/20)
      4th: 0.923 (24/26)
      Final Reduction Ratio: 3.07 (14/43)

      Z125 gearing: (only 1 overdrive gear)
      Primary reduction ratio: 3.409 (75/22)
      Gear ratios:
      1st: 3.000 (36/12)
      2nd: 1.938 (31/16)
      3rd: 1.350 (27/20)
      4th: 1.087 (25/23)
      Final reduction ratio: 2.143 (30/14)

      • Glen

        Correction: Grom has 1 overdrive gear, Z125 has none…..

        • Andre Capitao Melo

          the z125 have longer primary and final ratios, that’s why you can’t compare gearings using only the gear ratios.

      • DickRuble

        Thanks!

      • TroySiahaan

        Close, except for one big typo: the Grom’s final reduction ratio is *not* 3.07. It’s 2.266, as provided to us directly from Honda (see attachment). That changes things quite a bit, basically meaning the Z has lower gearing in each gear which might explain why I felt more low-end power (or at least the perception of it) on the Kawi than I remember on the Grom.

        • Glen

          I stand corrected. The Grom’s sprockets are 34T rear and 15T front (not the 30/14 in that chart) , which gives it that 2.266 final ratio……..

  • SteveSweetz

    I still think they should have called it the KAWI. GROM is just fun to say.

    No is going to say “Do you even Z125 bro?”

    • KYspeaks

      What about Baby Z?

      That may catch on, I’m going to call it Baby Z

    • TroySiahaan

      Yep, that’s a problem Kawasaki will have with this bike. Everyone’s going to call it a Grom.

    • BDan75

      How about the Kawasaki Calf?

    • Doug Erickson

      i call mine the wee-z (weezy).

  • David Davidson

    Sorry if I missed it, but when is it available? Would be fun to race it at some endurance kart track races

    • TroySiahaan

      You did not miss it. Kawi says bikes will be in dealers starting in May. My apologies. Hopefully we’ll see you at the kart tracks!

  • Randy Darino

    seriously kawasaki,don’t you have better things to do than make a green grom?You are the company that make the ZX14,ZX10 and once the NINJA 750 and ZX9.How about making us a retro superbike again??Or do something with that ugly Z1000(better looks,more power and a real passenger seat.Forget the kiddie bikes.

    • TroySiahaan

      Oh, how quickly the H2, H2R, and new ZX-10R are forgotten…

      • Randy Darino

        H2? who can afford that,not me.ZX10R is pretty pricey also.

    • BDan75

      Hey, I happen to like my Z1000 (ditching the mirrors helps a lot). And I think this is a cool little bike, even if it’s basically a Grom clone. I do think they missed the boat by failing to bring back the ZRX, though…

  • ducatirdr

    You forgot to mention that the Mini-Z seat feels boat loads better than a stock Grom. Tested it out in Daytona stationary. Compared to the Grom’s 2×4 hardness scale the Z feels a bit taller and better internal foam.

  • Starmag

    Let the supermonkeybike wars begin! For the comparo, MO should enlist a former Kaw and Honda racer for a show down at a local go kart track or something else fun, a biathlon where the racers compete by lap times and mini-golf scores. I think someone mentioned Pike’s Peak also.

    • TroySiahaan

      I like this guy!

  • JMDonald

    The little Z or a Grom would have been a great bike for me at about age 13. I cannot imagine a full size person using one for regular inner city transport but hey what do I know?

    • TroySiahaan

      I could definitely see myself on a baby Z or Grom if I lived in a city like San Francisco or Chicago and didn’t want a scooter. Much quicker than public transit, can park it almost anywhere, and a hoot to ride.

      • JMDonald

        I agree totally with the small nimble bike to get around in the city concept. Being 6 ft. 200 lbs. with a 32 inch inseem I wonder how well I would fit a small bike like this. Cycle-ergo has the Grom listed but not the new Z. It doesn’t look too bad for a guy my size. The scooter with a top case is king in London. If you don’t need to carry much I can see using one of these for a city bike. Even so some kind of luggage could be added.

        • TroySiahaan

          With taller and/or wider bars you’d probably fit fine. One of the journos at the launch is 6-foot, 4-inches and when he sat on the accessorized bike Kawi had on hand (the green one with the Two Bros. treatment in the pics above), he really liked the taller and wider bars it had. Said he felt much more comfortable. Then I’m sure with some creativity there’d be a way to mount a top box on one of these.

  • gjw1992

    Looks like practical fun – a 200cc version (like the latest version of the much heavier/moire retro Suzuki VanVan) and slightly better brakes with abs to make it acceptable on highways plus make it more widely available in Europe, and it’d get serious consideration!

  • oumen nigu

    Is it gonna arrive to europe??

  • oumen nigu

    Front light of the new grom is pretty ugly, i prefer this hahahaha