Success is when you see you everywhere, when you are instantly recognized in the street, when many strangers are talking about you, and when you prance in the charts. And that is exactly what the Z 750 has known since 2005. An unbeatable price / performance ratio, a manga design that seriously disrupted in the third of the decade, a 750 for the price of a 600, and today , it’s more than 125,000 Kawa Z 7 and a half who roam Europe; only our country has swallowed up no less than 45,000 copies. But at Kawasaki, we didn’t just look at the sales figures – the Greens also looked, scrutinized, analyzed user behavior. A little inspiration, a dose of technique, more selected components, and a priority goal: to improve the feeling of driving and the performance of the machine. This idea is the new Z 750 R.
R for racing? More or less, yes. Let’s say the standard Z 750 has everything it takes to honor the success it sticks to the chassis; but the latter is not without reproach, especially when you step up the pace. In arsouille mode, things move. The R version is now here to fix it all, with a bunch of little tweaks and watermark on the manual, you could almost read an invitation to the track. Before that, let’s take a close look at this Z 750 R. Because if we can easily confuse them from a distance, there is another one closer.
Let’s leave aside the dark color for one simple reason: the two-tone green-black suits it much better and expresses the sporty side of this Z 750 much more. The new fork crown is a sharp evolution of the standard model, with more facets. trimmed and a more prominent meter protection. The dashboard is a redesigned chouia (you can hardly see it). The main instrument, the tachometer, features new calligraphy, a black background and a large R above the only needle on board. Minor changes include new front fenders, chain guard, mirror stems, redesigned indicators, handlebar grips (those from the sporty ZX-10 R 2010), engine surface treatment, Supersport-style footrests and some retouching on the on-board wiring. No changes on the engine side; it is still the re-bored 4-cylinder from the old ZX-9R hypersport. Now, let’s get down to business:
Which can be summed up in 3 areas: braking, suspensions, chassis rigidity. Let’s start with this last point. The Z 750 R had the good idea to change its banal and antiquated technological steel swingarm for a much more shiny aluminum model with hollowed side members. Not only has it frankly more mouth, but it especially brings more rigidity and a certain weight gain.
On the front, the diameter of the wheel axle has been enlarged to make it stronger; the wheel has also been modified accordingly. While we’re in the wheels, let’s see what rubber Kawa has put on them. Better: the Dunlop Qualifiers give off and they are more efficient D210 than one belt on the rims.
Here, I can see a few of them kicking the pitchfork up close. What’s so special about her? Look at the end. Eh vi, the calipers have changed. The original model is fitted with axially fixed clamps with 2 pistons – On the Z 750 R, these are 4 radial pistons from the Z 1000 version 2009. The master cylinder has also become radial. Between the two, big surprise. Aviation hoses !!! Finally, should I say! It was high time that a sporty Japanese motorcycle got equipped with steel wire braided hoses. Widely used on European models, this type of equipment significantly improves the efficiency of the brake control and its endurance. It is also compulsory in competition. The rear brake is also fitted with an avia hose; to compensate for the change in feeling at the foot, the piston diameter is reduced from 14 to 12.7 mm.
Now that we suspect that the Z 750 R will brake better and twist less than its brother Z 750 not R, we will see closely where the R is expected around the turn. Chapter suspensions. There is better, and ‘we hoped for more ‘. Already adjustable in preload, the inverted 41 mm fork can here adjust its rebound on each sleeve (only one side on Z 750 standard). The rear shock absorber is a separate cylinder model to improve oil cooling. Its positioning on the oscillating arm is set back by 2 mm: same modification value for the center distance, which goes from 172 to 174 mm. This allows more progressivity. But to fully justify its R designation and its sporty side, we would have liked fully adjustable suspensions, with compression, preload and rebound on all elements – like the optimized damping of the Triumph Street Triple R And worse, a little titanium niture treatment on the fork sticks would also have been nice.
Badder this Z 750 R? Let’s say more rigorous. By dint of seeing a crowd of modified Z 750s, Kawa simply said to himself: “Do they want Zs like this?” We are going to build it ”. This model wisely complements the Z lineup, offering a sportier alternative for those who want more than the standard Z 750 can offer. The bonus video below illustrates perfectly the symbiosis that Kawasaki wants to generate with this Z 750 R: the bike that wants to reconcile the 2 worlds, that of the road and that of the circuit. From there to imagine that a Z 750 R Cup or a new version of the Kawasaki Cup will soon be born, there is only one slider that roadsters would like to rub.
The Kawasaki Z 750 R in rotation
Kawasaki Z 750 R presentation clip
What you must remember
Calculate the cost of
Test the price of the motorcycle insurance specialist
sure 8 notice
Model marketed in
about 230 km / h
The technical aspect
Kawasaki Z 750 R 2011
- Tank: 18.5 liters
- Width: 805 mm
- Height: 1,100 mm
- Wheelbase: 1440 mm
- Dry weight: 203 kg
- Weight in running order: 226 kg
- Train before
- Secondary chain transmission
- Rear axle
(68.4 x 50.9 mm)
at 10,500 rpm
at 8,300 rpm