The Best of Both Worlds // Driving: Kawasaki Ninja 1000 SX

Kawasaki is one of those manufacturers that not only introduces new ones, but takes care of motorcycles that have long been established by the classes. Of course, we do not forget about the latest technologies.

While some manufacturers have already forgotten about the now classic class of sports tours, presenting more and more fashionable "crossovers", Kawasaki still has not even thought about it, and they have no good reason for this. Their Z1000 SX, which is the forerunner of the new sports touring Ninja 1000 SX, is one of the best-selling models in its class, and on the island it is arguably the best-selling motorcycle model overall.

Therefore, the editors of our magazine responded with great joy to the invitation of the Slovenian importer. DKS LLC Warm Cordoba in southern Spain is also expected in January. Several days of communication with the Croatian colleague, journalist and Mr. Sparl from DKS was pleasantly clear before, but the question remained open, or are you completely revamped, just over a liter of Z, really deserve a ninja family membership.

So, after the new Z1.043 SX, the 1000 cubic foot is called the Ninja 1000SX. The SX acronym on Kawasaki has long been used to refer to sport touring bikes, an area Kawasaki has proven to be good at. The 2020 Ninja SX enters the year 1000 with a host of new components, upgraded electronics, even smoother operation, improved ergonomics and solutions that make life on fast and long journeys more enjoyable.

Ergonomics - ninjas are more of a tourist than a racer

Generally, until recently, being a Ninja has provided a distinctively sporty ride and racing character, but now Kawasaki has broadened its horizons in this regard. For some time now, the ninja have been very generous with their design lines, especially in the lower classes. Therefore, it should come as no surprise that the Ninja 1000 SX is, at first glance, a very sporty bike.

However, once you step into the lap of the Ninja 1000 SX, it becomes clear that both the steering geometry and the rest of the ergonomics are more suited for long journeys than for racing on the track. The handlebars don't go too low so the driver sits fairly upright and the knees aren't too bent. In doing so, the visibility escapes onto the footpegs, which I expected to be set quite low in terms of comfort. But this is not the case. Namely, in order for the pedals to take a sample of asphalt, it will be necessary to bend at least a little more than 50 degrees in the turn, and this, believe me, is at least very bold on a normal road, if not a little beyond common sense.

Those who think that the only true posture on a motorcycle is a sport posture can take a break from the Ninja 1000 SX because there is enough room above the tank to lie comfortably on it if desired. Very quickly rises above the headlights windshield adjustable in four steps... With a little skill, the incline can be changed while driving, but not at high speeds. There are two windshields available which I dare say are excellent aerodynamically. On the test bike, he was smaller, but he still knows how to make sure that the rider gets into a convenient air pocket without any special bends. There is practically no turbulence around the helmet and shoulders at speeds up to 160 kilometers per hour. However, to hide behind the armor and windshield, you will have to "fly" at a speed of over 220 kilometers per hour.

In support of the claim that the Ninja 1000 SX is an extremely serious sport toker, it also helps slightly wider and thicker padded seatwhich proved to be very comfortable after a whole day of driving. Travel potential is further enhanced by a wide range of original accessories that can be selected individually or as part of factory packages.

Performance, Tourer by Performance Tourer

Thus, the customer can somehow upgrade his motorcycle if he chooses one of the three factory kits. As the name suggests, the Performance Package includes glued-on anti-scratch tank protection, tinted windshield, frame protection, rear seat cover and of course Acarp without lacing, which allows you to reduce the total weight by two kilograms... The Tourer Edition travel package includes an enlarged windshield, a 28-liter side case with accompanying bag, a simple one-key suitcase attachment system, a navigation device holder, heated grips and a TFT screen protector. The third and richest Performance Tourer is a combination of both.

Electronics - everything in the house

The predecessor, the Z1000 SX, was already equipped with a complete safety electronics package, and the current successor to the Ninja 1000 SX is also keeping up with the times. full LED lighting, cruise control, KQS (Kawasaki Quick Shifter) and, of course, with a modern and, in my opinion, one of the most transparent and eye-pleasing TFT screen, which is also very intuitive, logical and easy to use. It basically allows two different graphics (standard and sport) and two main points, but of course it is can also be connected to smartphones via the Kawasaki app. This will allow you to change engine map settings right from the living room, play with driving statistics and telemetry, and keep you up to date with calls, emails and messages while driving. There's another sweetie - the memory tilt indicator - because behind the counter we can all be heroes.

If we dwell on security electronics for a moment, then it is worth noting the presence Intelligent ABS (KIBS), which allows you to control the operation of the brakes, including with respect to the position of the throttle lever, tilt, etc. This allows the use of an inertial platform that not only manages the current situation, but also studies and predicts various possible scenarios in advance and, of course, takes appropriate action. There is also Kawasaki's advanced three-stage anti-skid system (KTRC), in which the first stage allows for quite a bit of slip control, and a complete shutdown is also possible. KTRC automatically decides which stage will be activated according to the selected engine folder.

The engine is a champion in elasticity, the gearbox and clutch are heaven

In principle, the appearance of the homologation card does not add much to the new compared to its predecessor. All the main technical data remain unchanged, and in terms of performance, the differences are practically zero, at least on paper. Both torque (111 Nm) and power (142 horsepower) remained unchanged.but it's pretty new in the area of ​​torque curve as well as fuel consumption.

Although in principle this is a very common drive unit, during the tests it turned out that this is one of the most advanced engines on motorcycles. I am not exaggerating at all if I write that elasticity has received a new name - Kawasaki liter four-cylinder... Well, probably, the fact that the entire transmission is relatively short in terms of motor potential also contributed to such sensations. If you're one of those people who don't like to switch too much, the Ninja 1000 SX will rob you on the one hand and reward you generously on the other. The gearbox is so good that it's really a sin not to use it as often as possible, and there is also a great two-position quickshifter. For those interested in the reward, let me say that due to the smoothness and elasticity of the engine, you can move calmly and without tension or jerking of the chain even at less than 2.000 rpm, and you get in and out. at least the corners with a gear, or maybe two, higher than we would have done otherwise. The combination of engine and transmission is perfect, but I would like the first one to spin about 1.000 rpm faster, and the second one to be at least a little longer than fifth and sixth gears.

If, as a result of what has been written, the Ninja 1000 SX seems to be a worn out motorcycle, I can safely console you, as it changes its tone and character quite drastically at about 7.500 rpm. Here, of course, you can count on 111 Nm of torque and 142 "horsepower", which is enough, that traction from the rear wheel almost never ends.

This is not surprising at all, since we at Kawasaki are used to the excellent symbiosis of engine and transmission, but in the Ninja 1000 SX also worth mentioning the clutch... Its technical design comes directly from the racetrack and at the same time prevents slippage when accelerating and locking the rear wheel when downshifting. The system is now relatively simple once someone has "figured it out," and operates on the principle of two cams (slip offset and auxiliary offset) that define the running surface and traction. rape together or separately... As you accelerate, both the grip and the tabletop pull together, compressing the clutch discs. Together, it acts as a kind of automatic mechanical servo system, which reduces the spring load on the clutch, resulting in fewer springs. the clutch lever is softer and more responsive.

In the opposite direction, that is, when selecting too low a gear causes excessive engine braking, the sliding cam moves the working disc away from the clutch, which reduces the pressure on the sipes and reduces the reverse torque. This prevents the rear wheel from swinging and slipping without damaging the drive train, chain and gears.

While driving

The Kawasaki Ninja 1000 SX not only combines the best of the world of racing and sport-touring motorcycles, but is also a kind of four-legged car. The engine map you choose decides how you will drive it with great influence. Four folders are available: Sport, Road, Rain and Rider. The latter is intended for the individual choice of the driver and allows any combination of engine and auxiliary systems operation. Although the Road and Sport maps always show all the available engine power, however, the Rain program reduces power to 116 horsepower.'. However, be careful: if you indicate a desire to overtake, the motor electronics will detect this and momentarily release even those "horses" that are otherwise in the resting phase.

Considering that the roads we first drove on the Ninja 1000 SX required more attention and care, including due to the weather conditions (cold and sometimes wet asphalt), I thought: the most logical choice of the Road program... Thus, the full power of the engine was available, and in the event of a possible short contact between the right wrist and the head, electronics came to the rescue.

The first serious contact, on the basis of which you establish confidence in the motorcycle, occurred after only a few kilometers. It quickly became clear that the Ninja 1000 SX was an agile and agile bike. The excellent chassis also allows you to adjust the line and speed in the corners, and everything is finely tuned with with standard Bridgestone Battlax Hypersport S22 tires... Even at high speeds, exceptional directional stability was felt with a very light crosswind. Changing directions is easy, only on very fast ones. At first I noticed some anxiety in the front wheel, but after we were “free,” I quickly found that with posture correction, this anxiety disappeared completely. The brakes are the same as on the forced charging model. H2 SX with 200 'horses' – so excellent, with the exact dosage.

The standard suspension does not boast a particularly prestigious marking, but nevertheless it is quite correct. The suspension is adjustable and offers the perfect balance between comfort and precision for a sport-touring bike, while providing the rider with ample feedback from the tarmac in all driving modes. However, I believe that the assistance systems would do their job even better if they were also supported by electronic active suspension.

final grade

With this model, Kawasaki not only retained one of the most interesting motorcycle classes, but also found a unique market niche in an affordable price range. The Ninja SX 1000 is a bike where you don't need to split your hair at all because Kawasaki knows very well why they did it. If you ask me, the Ninja 1000 SX is fast and perfect enough, otherwise several direct competitors will be "forked".