2021 kawasaki z400 abs

Photos by Kevin Wing

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2019 Kawasaki Z400Editor Score: 86%
Engine 18.5/20
Suspension/Handling 13.0/15
Transmission/Clutch 8.0/10
Brakes 8.5/10
Ergonomics/Comfort 8.5/10
Appearance/Quality 8.0/10
Desirability 8.0/10
Value 9.5/10
Overall Score86/100

Kawasaki admits thitruongxemay.coms can be a tough sell these days. All the manufacturers perkhung market retìm kiếm khổng lồ find out what new buyers want, but when it’s time to sign on the dotted line, all those “intenders” who say they’ll buy if you give sầu them this và this & this – suddenly become as thin on the ground as unicorns. What they say they want is simple kiến thiết that’s affordable, less plastic, more comfortable than aggressive…

Unsurprisingly, there is growth in “low price point” bikes, also in nakeds/standards – so what better thitruongxemay.com than a low price point Sugomi-styled Z400? The ABS version of the newest Z (the only version Kawi’s importing khổng lồ the US), will retail for just $4,799: That’s $500 less than the Ninja 400 ABS, & all you’re giving up is the plastic, about four pounds, & maybe higher premiums if your insurance company swoons at the sound of the word “Ninja.”

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This new Z400 is pretty much exactly a Ninja 400 minus the bodywork, & unlike my naked old R1, it really doesn’t look any the worse for it, depending on how you feel about bodywork. For being a sportbike, the Ninja was pretty dang comfortable already, but Kawasaki replaced its clip-on handlebars with a single bar that places the grips two inches (50mm) higher và at a slightly wider angle, and almost called it a day.

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Seat height is the same 30.9 inches, footpegs are in the same spot, & Kawasaki says the Z is 4 pounds lighter than the Ninja, at 364 lbs with 3.7 gallons of go juice. (Actually Kawi likes to lớn make our lives difficult by defining “curb weight” as 90% of a full fuel load.)

Since the Ninja was already a torquey little badger, there was no need khổng lồ “retune it for enhanced midrange power,” và so this one should make the same 44 horsepower at 8400 rpm and nearly 25 lb-ft of torque as last year’s Ninja did on the dyno; Kawasaki claims everything in the drivetrain is unchanged right through the slip-assist clutch (with easy-effort lever & wide engagement band), và right out bachồng through the identical final-drive gearing.

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There was no dumbing down of the suspension either, maybe because it was already rather basic. Not that there’s anything wrong with that. All they did was soften up the springs a smidge at either end và adjust damping to suit. Neither over is adjustable, except for spring preload out back. With it in about the middle of the range, the little Z had no problem propping up my enhanced midrange; I must run about 185 pounds these days all geared up. Sad.

I won’t trot out the old “better to ride a slow xe đạp fast” trope again, as the Z400, lượt thích the Nin-Ja before it, is not a slow bike. It’s not a fast bike, but it’s not at all slow. Forty-four horses are plenty when the xe đạp is this light and the roads are as curvy & beautiful as the ones we rode through the freshly rained-upon San Diego County baông xã country, new life springing up lượt thích crazy everywhere. The new Z will rail through the sometimes damp and dirty corners as quickly as anything. It’s all about the elemental, cheap little thitruongxemay.com that can vày it all. It was a little brisk in the morning, and heated grips would’ve been nice. No gots. No cruise control, no quickshifter, no TFT dash.

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