Kawasaki Zl1000
KAWASAKI ZL1000
CYCLE WORLD TEST
ELIMINATING THE NEGATIVE, BY ACCENTUATING THE POSITIVE
IF LAST YEAR'S 900 ELIMINATOR HAD any drag-racing pretensions, they quickly disappeared in the smoke of the first burnout staged by a Yamaha V-Max. Because in reality, that original Eliminator was only an image bike, a photocopy of something Kawasaki had seen on various American dragstrips. It was intended to look like a legitimate dragbike but not to be a legitimate dragbike.
Knowing that fact was crucial in understanding the 900 Eliminator’s purpose in life, just as it is important in appreciating the changes the bike has undergone for 1987. Because in addition to the displacement increase made obvious by its new designation, the ZL1000 Eliminator is no longer targeted as a production-line dragbike; it is instead squarely positioned in the boulevard power-cruiser category.
In that transition from dragbike to cruiserbike, the first thing to change was the styling. Last year’s Eliminator had a rather elemental, competition-oriented appearance, with a tiny fuel tank and a thin slab of a seat. But for this year, the styling has been softened and rounded, with sleeker side panels and a fuller, more-
rounded rear fender. What’s more, the new bike’s fuel tank has almost twice the capacity as the ’86 version, allowing the 1000 Eliminator to do what the 900 would not: go more than 100 miles between gas stops. Overall, these refinements add up to a more-integrated motorcycle that is more street-wise than its predecessor.
Not only does the Eliminator look more comfortable, it is more comfortable. We thought the seating position on last year’s 900 was one of the best around, and it’s even better on the 1000. The upright riding position is relaxed and natural for cruising, and for short stints on the highway. The improved seat is one reason why, and another is that the footpegs have been moved slightly rearward, providing a better seat-to-peg relationship. And the ZLlOOO’s handlebar is taller and wider than the 900’s.
The ZL’s suspension also offers reasonable comfort, particularly on relatively smooth surfaces or when the bike is ridden in a fairly non-aggressive manner. The front fork is firm without being stiff, and is compliant enough to handle most road irregularities with ease. But the rear suspension feels harsh over even the smallest of bumps, yet often bottoms out on bigger bumps. And while adding air does prevent the rear end from bottoming, it makes the overall ride just that much stiffen
When you venture beyond what would be termed “normal” street riding on the 1000, however, other shortcomings make themselves known. The ZL is a long, low bike that likes traveling in straight lines, one that tends to push its front tire when turning at anything above a
moderate pace. Thus, hard charges on twisty backroads are not something the ZL does very well. At nearly 600 pounds, the bike is rather heavy for that sort of riding, and it doesn’t have all that much cornering clearance anyway.
When ridden more casually, these limitations seldom are a detriment to the bike’s performance. But the ZL has some other characteristics that are irritating no matter how or where the bike is ridden. Its shaft-drive torque reaction, for example, is more pronounced on this bike than it was on the 900. The 1000’s stiffer shock springs help to control the up-anddown movement of the chassis, but not nearly enough. This trait can be especially bothersome when rounding slow corners in the lower two gears.
Making the chassis movement more irritating is the ZL’s almost instantaneous throttle response. Even small changes in throttle position result in large changes in engine performance, and that is quickly translated into pronounced shaft-drive reaction—not the hot tip for smooth, fast cornering, especially in slower turns. This extreme throttle sensitivity also makes holding a constant road speed over rough surfaces difficult if not impossible.
That abrupt throttle response is unfortunate, because the engine in the ZL 1000 otherwise is a well-tamed brute. Basically, it’s the same liquidcooled, 16-valve inline-Four as used in the Ninja 1000 and the Concours, but it’s been mounted in rubber and tuned for more low-end and midrange power than either of its mates. Part of the power shift comes from the ZL's 34mm CV carburetors (the
Ninja has 36mm carbs and the Concours uses 32mm units) and a bigger airbox. The ZL engine, however, unlike the other versions, has no oil cooler, and it tends to run warmer.
Not surprisingly, the ZL1000 also is a bit slower in the quarter-mile than the 1000 Ninja sportbike; but thanks to its potent mid-range power, it feels just as fast in most urban situations. The power hits with a mighty wallop at around 3500 rpm and continues to pull viciously until around 8000 rpm. From there, the engine will continue to rev freely up to its 10,500-rpm redline; but it is much more impressive in the low-end and mid-range, where it can cut loose with some of the most breathtaking roll-on acceleration offered by any motorcycle of any size.
As a result, the ZL can be ridden anywhere with a bare minimum of gearshifting, for it even is capable of easily pulling away from a dead stop in third gear. At 55 mph, though, the ZL is buzzing along in the neighborhood of 4000 rpm; so the 1000 could stand to be geared a little taller, even if it meant sacrificing a little of its terrific roll-on performance. But the power and the gearing are a good match for around-town riding.
As much as anything, it’s perhaps those around-town qualities that help define the ZL1000. Kawasaki has made this newest Eliminator a more attractive entry than its predecessor in the cruiser segment of the market; and its ultra-powerful engine, comfortable ergonomics and rethought styling rank the ZL1000 near the top in the sub-category of “power cruiser.” Which is only fitting, since that’s what the Eliminator was meant to be from the very start. 0
KAWASAKI
ZL1000
