Motorcycle specifications KawasakiZ 800 e 2016 Tiger essentials

By going from 750 to 800, the Z has become more powerful, fuller, better suspended, more efficient... In short, better in every way, except for price. A Z 800 is starting to take a beating in terms of price, even if it's well worth it. But don't despair just yet. Kawasaki has planned an "e" version, which is considerably more affordable, but sacrifices a little performance. Does this "e" stand for low-cost for the Akashi firm?

No, the "e" stands for Europe. This version of the Z 800 is specifically designed for the European market and its A2 license. Let's keep things simple in the regulatory bazaar of engine ratings and laws. So, a Z 800 produces 113 hp at full throttle. In France, this is reduced to 106 hp, but this cannot be used as a basis for adapting it to the maximum 47.5 hp authorized for under-24s. According to European regulations, an A2 motorcycle must not develop more than twice the power in its standard configuration. In short, 47.5 multiplied by 2 equals 95. Not good for either 106s or 113s. So you need a special version. Which explains the development of this Z 800 "e".

Yes, it gives me a headache too, and it's infuriating. But beyond the purely legislative aspect, this Z 800 Europe is very tempting for the young biker. In terms of design alone, which is identical in every respect to the Z 800 full, the bike has everything it takes to please and seduce. Then, in terms of price, it's almost a bar's difference. As a result, the 800 "e" retails for almost the same price as the old 750, ensuring price continuity.
In concrete terms, what do you lose compared to a normal Z 800? Essentially, efficiency: 11 hp and 4.5 Nm less, far fewer adjustments - on the "e", none on the fork and just the preload on the shock absorber -, the engine cowling, the hundreds of little Zs on the seat, the polished finish of the exhaust elbows, the counter-pressure device upstream of the silencer, a host of details and the green/black color scheme. Special features: only the "e" is available in orange/black, and the brake calipers are different only on the non-ABS version: 2 pistons per shoe, whereas the normal Z 800 and the "e" with ABS have 4 pistons.

Weighing in at 226 kg, the Z 800 "e" is 3 units lighter than the standard Z 800. That's still a lot of weight for a mid-size roadster. A Street Triple is 40 kg lighter, and the big brother Z 1000 allows itself to be lighter. Fortunately, our test ride showed us that this machine is nothing like an anvil.
With the exception of fewer settings and mechanical modifications to downsize to 70 Kw, the Z 800 "e" boasts the same technical features as its full-size sibling (see description in the data sheet here). A tubular steel chassis combined with a 41 mm inverted fork, classic brake calipers, the inevitable petal discs, a healthy chassis, lots of plastics, a chunky body and a striking design, from the beastly face to the Z-shaped taillights.
Now the question: is it worth the extra expense of a Z 800 when the "e" offers all the essentials? Here's the answer: with the "e", you get the essentials - the looks, the engine and the homogeneity of the machine. With the Z 800 full, you get the looks AND the details, the engine AND more gniak, and the option of setting the grinding wheel to comfort or sport.

M.B - Manufacturer's photos