Going from 750 to 800, the Z has become more powerful, fuller, better suspended, more efficient … In short, more better everywhere; except at the price level. A Z 800, it starts to hit the price level, even if it is worth them. But don’t despair just yet. Kawasaki has planned a version "e", much more affordable by sacrificing a little performance. This "e" is it the abbreviation of low-cost for the Akashi firm ?
No, this "E" means Europe. This version of the Z 800 is specific for the old continent market and its A2 license. Let’s try to keep it simple in the regulatory bazaar of engine powers and laws. So, a Z 800, that leaves 113 horses in full. In France, they are reduced to 106 but we cannot use this base to adapt it to the maximum 47.5 hp authorized for children under 24. Because according to European regulations, a motorcycle suitable for the A2 license must not develop more than double the power in its standard configuration. In short, 47.5 multiplied by 2 equals 95. Not good for the 106, nor for the 113 nags. So you need a special version. This explains the development of this Z 800 "e".
Yes, me too, it gives me a headache and it exasperates me. But beyond the purely legislative aspect, this Z 800 Europe is largely tempting for the young biker. In terms of design alone, identical in every way to the Z 800 full, the bike has everything it takes to please and seduce. Then, at the price level, it’s almost a bar of difference. Suddenly, the 800 "e" is displayed almost at the same price as the old 750, thus ensuring price continuity.
Concretely, what is lost compared to a normal Z 800? Essentially efficiency: 11 hp and 4.5 Nm less, much less settings – on the "e", none on the fork and just the preload on the shock absorber -, the belly pan, the hundreds of little Zs on the saddle, the polished finish of the exhaust elbows, the back pressure device upstream of the muffler, a small bunch details and the color green / black. Special features: only the "e" is available with the color orange / black, and the brake calipers differ only on the version without ABS. 2 pistons per jaw, while the normal Z 800 and the "e" with ABS have 4 pistons.
Charging 226 kg at weighing, the Z 800 "e" is 3 units lighter than the Z 800 itself. This remains a significant weight for a mid-size roadster. A Street Triple is 40 kg less, and the big brother Z 1000 allows itself to be less heavy. Fortunately, our test showed us that the machine was not an anvil.
Apart from the less settings and the mechanical modifications to go down to 70 kW, the Z 800 "e" announces the same technical arguments as the full sister (see the description in the sheet here). A tubular steel frame associated with an inverted 41 mm fork, classic brake calipers, the essential petal discs, a healthy chassis, lots of plastic, a stocky body and a design that strikes, from the face of fawn to rear lights in Z.
Now the question: is it worth it to weigh down the slate by taking a Z 800 when the "e" offers the essential? The answer is there: with the "e", you have the essentials; namely the mouth, the motor and the homogeneity of the machine. With the Z 800 full, you have the face AND the details, the engine AND more gniak, and the possibility of adjusting the wheel in comfort or sport..
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Z 800 e 2014
Model marketed in
about 220 km / h
The technical aspect
Kawasaki Z 800 e 2015
- Tank: 17 liters
- Width: 800 mm
- Height: 1,050 mm
- Wheelbase: 1,445 mm
- Weight in running order: 226 kg
- Train before
- Secondary chain transmission
- Rear axle
(71 x 51.9 mm)
at 9,500 rpm
at 8000 rpm