The Z800 is classified as a “mid-level streetfighter.” Streetfighters are pretty much sportbikes with the body kit removed and slightly comfier ergonomics (higher bars and lower pegs). So basically, the same way I ride my GSXR around (because it’s easier to spot leaks.)
I think the name actually originated when stunt riders cracked all their plastics and had to make their broken equipment sound cool. Anyway, it’s a bonafide look now, kind of a modern interpretation of the “café racer” streamline style that got popular with craft coffee and beard wax all of a sudden.
You won’t find Kawasaki riders arguing the finer points of “latte versus cappuccino.” This bike appeals to someone who appreciates efficiency. Things that work correctly, smoothly. As the Z800 does.
Its got a steel frame wrapped around an 806cc four-cylinder, 16-valve, water-cooled and fuel-injected engine. That means it’s physically pretty rigid, and that the motor is smooth and reliable in its application of power. Like many Japanese motorcycles, the exact engine output figure is intentionally kept vague, but rumor has it the Z800 makes 112 horsepower.
We do know the bike weighs a little over 509 pounds ready to ride which, as far as I’m concerned, makes it a two-wheeled dump truck. I might be spoiled by my spry 250cc Yamaha, but even the ancient Suzukis I used to cruise around on weren’t that obese.
At least all that momentum is kept in check by dual 277 mm brake rotors up front with a single 216 mm disc behind. Decent sized brakes. And with ABS standard, they bite effectively and easily through the whole pull of the lever and pedal. In a panic, they keep the bike straight, calming steed and rider down from an over-enthusiastic pace no sweat.
Suspension is a 41 mm inverted fork with 29 clicks of adjustability. Rear shocks are adjustable too, to 2.9 turns. Basically what that means is you’ve got a bit of control over the vehicle’s ride height. But more importantly, you can change the bike’s behavior a little bit between aggressive responsiveness and softer-riding comfort.
The gauge cluster is sleek and futuristic… if your point of reference is a GameBoy. Kawasaki insisted on ditching two perfectly good clocks; because dial gauges are old and the Z800 must look new. Having a gas gauge is a nice convenience, but the fucking bar-graph tachometer sucks the fun right out of revving at a stoplight.
What am I supposed to do watching this LCD boner go up and down all day? It’s very sterile, and I can’t wait ’til traditional dials make a comeback. For now, I guess I’ll have to head to the aftermarket.
At the other end of the motorcycle is a short, angular exhaust that sweeps down through beautiful exposed headers into something that looks like it belongs in a modern art museum.
Underway, the exhaust note is really nice. Present, but not annoying. At idle, it’s sewing-machine soft and spiking the throttle at a standstill is a little flaccid.
Riding a hard acceleration under load is a different story though, and that’s really what matters, isn’t it? The note just feels like a one well-placed karate-chop. Not a primal scream, not a guttural cough, just a kiai that delivers instantly on the promise of acceleration.