Motorcycle specifications KawasakiZ 750 R 2013 Z plays its racing part

the Z 800 quickly climbed into the market's top 5. However, the Z 750 and its R version are not retiring just yet. With a recalibration of the price, the roadster becomes very interesting in the face of a more modern, fuller-bodied but much more expensive 800. Almost 1,500 euros separate them. Enough to extend its presence in the Kawa catalog even further.

success is when you're seen everywhere, instantly recognized in the street, talked about by strangers and rocketing up the charts. And that's exactly what the Z 750 has been doing since 2005. An unbeatable price/performance ratio, a manga design that seriously shook things up a third of the way through the decade, a 750 for the price of a 600, and today, more than 125,000 Kawa Z 7 and a half are on the road in Europe; our country alone has swallowed no less than 45,000 units. But at Kawasaki, we didn't just look at sales figures - we also looked at, scrutinized and analyzed user behavior. A little inspiration, a dose of technique, more selected components, and one overriding goal: to improve the machine's riding feel and performance. This idea is the new Z 750 R.

r for racing? Pretty much, yes. Let's just say that the standard Z 750 has everything it takes to live up to the hype that's stuck to its chassis; but the latter is not without its faults, especially when the pace is increased. When it's time to get down to business, it moves. The R version is now here to put things right, with a host of little tweaks, and in the watermark on the user manual, you could almost read an invitation to the track. But first, let's take a closer look at this Z 750 R. While it's easy to confuse the two from a distance, it's quite different up close.

Let's leave the dark color aside for a simple reason: the two-tone green-black suits it much better and expresses the Z 750 R's sporty side much more clearly. The new forkhead is a sharper evolution of the standard model, with sharper facets and a more prominent speedometer guard. The dashboard has been slightly redesigned (though it's barely noticeable). The main instrument, the rev counter, features new calligraphy, a black background and a large R above the single on-board needle. Minor modifications include new front mudguards, chain guards, mirror stems, redesigned indicators, handlebar grips (those of the sporty 2010 ZX-10 R), engine surface treatment, Supersport-style footrests and a few touch-ups to the on-board wiring. No changes on the engine side; it's still the re-bored 4-cylinder of the old ZX-9R hypersport. Now let's get down to business:

which can be summed up in 3 areas: braking, suspension and chassis rigidity. Let's start with the latter. The Z 750 R has had the good idea of ditching its banal and antiquated steel swingarm for a much more sophisticated aluminum model with hollowed-out side members. Not only does this look much better, it also provides greater rigidity and a definite weight saving.
At the front, we've enlarged the diameter of the wheel axle to make it stronger; the wheel has also been modified accordingly. While we're on the subject of wheels, let's take a look at the rubber used by Kawa. Better: the Dunlop Qualifier tires have been removed, and the D210s have been belted onto the rims.
I can see a few of them looking at the forks up close. What's so special about it? Look at the end. The calipers have changed. The original model is fitted with axial clamps with 2 pistons - on the Z 750 R, they're 4-piston radials from the 2009 Z 1000. The master cylinder has also become radial. Between the two, a big surprise. Aviations hoses!!! I should say! It's high time that a Japanese motorcycle with a sporting bent was equipped with steel-wire braided hoses. Widely used on European models, this type of equipment significantly improves brake control efficiency and endurance. In fact, it's compulsory in racing. The rear brake is also fitted with an avia hose; to compensate for the change in foot feel, the piston diameter has been reduced from 14 to 12.7 mm.

now that we know that the Z 750 R will brake better and twist less than its Z 750 not R sibling, let's take a closer look at where the R is expected to turn. Suspension. Some better, some 'we'd hoped for more'. Already preload-adjustable, the 41 mm upside-down forks can now adjust rebound on either side (one side only on the standard Z 750). The rear shock absorber has a separate reservoir for improved oil cooling. Its position on the swingarm has been moved back 2 mm: same modification value for the center distance, from 172 to 174 mm. This provides greater progressiveness. But to fully justify its R name and its sporty side, we would have liked to see fully adjustable suspension, with compression, preload and rebound damping on all components - just like the optimized damping on the Triumph Street Triple R. And worse, a little titanium-nit treatment on the forks would have been nice too.

is the Z 750 R meaner? Let's say more rigorous. After seeing so many modified Z 750s, Kawa simply said to itself: "They want Zs like that? Let's build it! This model is a welcome addition to the Z range, offering a sportier alternative for those who want more than the standard Z 750 can offer. The bonus video below perfectly illustrates 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 racetrack. It's only a slider away from a Z 750 R Cup or a new version of the Kawasaki Cup, which roadsters would love to have rubbing shoulders with.

M.B - manufacturer's photos

The Kawasaki Z 750 R in rotation