At the top of the list of the Z1000SX's new bits was the addition of a Bosch Inertia Measurement unit (IMU), which we were told took feeds from six axis of input to master the bike’s three-stage traction control system. Then there was the new Cornering ABS technology along with a taller screen, wider fairings (28mm each side), a sportier and more aerodynamic nose cowl and the introduction of fresh LED headlights. Add to that bundle new clock features (such as gear selection), comfier seating for\ the rider and pillion, and tweaks to the suspension and you’ll get a fuller picture of how different the new bike actually is to the model it replaces. Oh, and it’s also now Euro 4 compliant, with the best news being some clever green-coated Kawasaki folk managed to mirror the previous SX’s 140bhp output despite having to strangle the exhaust’s flow to meet tighter emissions regs. The bad news is in doing so, along with the other features that have been bolted-on, the new Kwak weighs in 5kg heavier than before; now hitting the scales at 235kg wringing wet. On an outright sportsbike that kind of weight gain would be intolerable, but this bike has a far more rounded remit. Kawasaki boldly claims to have established the sports-tourer sector when it launched the original Essex back in 2010, with versatility being the key focus of the morphing model. And it’s that balanced persona of capable sportsbike and consummate tourer that’s continued to steer the path of the machine, now in its third incarnation. For every touring credential, there’s a sporty element to counter it, which is what makes this bike so endearing. Regardless of the Ninja styling influence, the SX packs the comfort of a GTR or Versys, with a salient reference being its tall and wide ’bars.
Combine them with the bike’s 5mm lowered seat height (now 815mm) and the relaxed positioned pegs and you’ve got a machine that forces you to sit comfortably upright. I noticed that within a matter of miles on our first day’s ride across the stunningly winding Route Napoleon, which took us into the mountains above Nice. The old bike carried this same relaxed riding position, but it was let down by its narrower and thinner seat. It was only after the launch I learned from the SX’s development rider the extent Kawasaki had to go to make the saddle 25mm thicker without rising the bike’s seat height, requiring a new rear shock linkage that allowed the bike to sit lower at the rear.
It was unimaginable how many man hours must have gone into that process, which also meant changes to the front and rear suspension units to retain the old weight distribution values and maintain the same wheelbase – but my arse certainly appreciated all that effort. Our day’s ride was 260km long and would take over nine hours to complete. But first we had to get through a load of nadgery town roads and fight our way through Nice’s rush hour traffic. This kind of riding didn’t prove problematic for the Kawasaki, which showed it would steer quickly and effortlessly despite the geometry changes to the model. You only had to think where you wanted the front wheel to go and it would drop instantly, often requiring support from the inside arm to stop the bars from flopping into a bend too enthusiastically. That took a bit of getting used to, along with the late pick-up point of the bike’s clutch purchase – which not even the newly fitted five position spanning lever could make any more user friendly.
What was far easier going was the model’s torquey motor, pulling strongly and silkily from just a few thousand revs. On many an occasion I found myself habitually changing down the bike’s gearbox, when in truth there was no need; it would just pull away in any gear from a snail’s pace withalimp. That attractive trait continued as we made it out onto the faster roads where the motor could really be opened up and explored.
Along with the performance came an audible euphoria, as the combination of induction and exhaust note really started to boom after 6,000rpm. Cleaner the bike’s exhaust might be, but it certainly hasn’t been robbed of any of its allure. The sound was so good it obliged you to stay in a gear lower and scream the four-cylinder motor up to its higher limits for selfish gratification. One of the many accessories available for the model is a four-into-one Akrapovic system, which should by rights sound heavenly if the standard system’s credible performance is anything to go by.
Our test route was taking in some amazing roads. Amazing, and wet. A relentless downpour robbed us of the chance to really get to grips with the Essex’s handling. If anything, it brought out the worst of the machine, which could feel a little vulnerable at the front end as we ticked off the slower hairpins on our route. At speed the bike was super stable, line perfect and a real pleasure to throw around, but was anything but as the weight transfer moved to the front of the machine. All this despite the bike’s suspension damping having being shimmed for a more supported feel. I lost the front a few times on the slick-surfaced roads, ending up at one stage doing a bit of yoga with my right leg as I tried subconsciously to recovera big front end slide.Isaw the previous night’s presentation flash before my eyes before the bike and I regained composure. Kawasaki’s high-tech rider aids assured everything but front end cornering grip. It didn’t matter that the traction control was working seamlessly or that the cornering ABS meant you could trail a brake deep into corners without risking a crash. What we needed was assured grip from the front, and that wasn’t to be found from the dated Bridgestone S20s that came fitted to the model as standard.
We eventually found ourselves in a position to try out the bike’s new aerodynamics. Because this bike was designed to offer more than just cornering pleasure, Kawasaki had been insistent that we partake in some high speed motorway travel to experience the protective qualities of the fairings–said to offer a 35 per cent improvement at high speeds. The ride here felt comfortable overa40-minute stretch, leaving me fresh to tackle more back lanes to complete our route back to our hotel.
complete our route back to our hotel. As wet as I was from the relentless rain, I felt fine on my return and would have easily coped with another few hours in the saddle. The Essex had made the long day both enjoyable and bearable. The only real misses were a lack of cruise control and no heated grips from a touring perspective, and from a sporting perspective, some grippier rubber would have been much appreciated.
At least the following morning we had the option to ride for a few hours on dry roads. This was the chance we’d all been waiting for. The previous day had proved the bike could go the distance, but could it deliver on the sporting nature it was suggested to have? To surmise two hours of euphemistically enthusiastic riding, the answer was yes.
The motor came up trumps once again, being a real pleasure to unleash in the ‘Full’ power mode, rather than the ‘Low’ power option I’d largely stuck with in the wet the day before. Likewise, I had chance to see how well the bike coped with both the most minimal traction control applied in level one, and also with the system switched off all together. And then there was the cornering ABS, which allowed for hard braking at lean without making the bike stand up or cause a lock-up. The previous day had highlighted how talkative the bike’s frame was, and that only became more evident as the Essex was put through its paces on the twisty coastal route we were riding. This was also chance to take in the bike’s braking performance, which proved decent enough. The new slipper clutch also did a top job. It’s no race bike, but can cut it when being thrashed, to the extent that I wouldn’t think twice about taking it on track – albeit with racier rubber.
The new Essex isn’t perfect, but it is very good in many different areas, which was the aim of this machine; to have the ability to deliver across a broad spectrum to a reasonable standard. Was it an improvement on last year’s version? Definitely. And the best news is it’s not likely to cost bucket loads more than the outgoing model, with the base model coming in at around £10,000 when it arrives in showrooms in January. That’s not bad value for money when you consider the spec, versatility and all round appeal of the package. You’d have to look long and hard to find a rival that could deliver so much for so little.
Technical Specifications:-
ENGINE | |
Type | 1,043cc, l/c,DOHC, 16v, in-line-four |
|---|---|
Bore x Stroke | 77.0 x 56.9 |
Compression | 11.8:1 |
Fuelling | EFI, 38mm throttle bodies |
Tested Power | 140bhp @ 10,000rpm |
Tested Torque | 111Nm @ 7,300rpm |
ELECTRONICS | |
RBW/Riding Modes | YES, two modes |
Traction Control | YES, three modes |
ABS | YES, cornering ABS |
Quickshifter | NO |
Wheelie Control | YES, within KTRC |
Launch Control | NO |
CHASSIS | |
Frame | Aluminium twin-tube |
Front Suspension | 41mm USD fork, preload and rebound adj |
Rear Suspension | Back-link shock, preload and rebound adj |
Front Brakes | Four piston monobloc calipers, 300mm discs |
Rear Brakes | Single piston caliper, 250mm disc |
DIMENSIONS | |
Wheelbase | 1,440mm |
Seat Height | 815mm |
Dry Weight | 235kg |
Fuel Capacity | 19 litres |
Price @ |
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