[2026 New Kawasaki "Z1100 SE" Test Ride] The Gentle, Mature "Once-Outrageous Guy"

With the Ninja 1000SX upgraded to the 1100SX with increased displacement, it has evolved further as a touring machine with enhanced余裕. It's only natural that its sibling, the Z1000, would also become an 1100. However, isn't the naked version, the Z1000, a "street fighter"? Has it become more refined... is that okay??

⚫︎Photos: Hiroyuki Ogawa ⚫︎Special Thanks: Tokyo German Village

The First Generation Was Synonymous with "Outrageous"

2026 KAWASAKI Z1100 SE (¥1,760,000)

The water-cooled Z1000 debuted in 2004, and it was a "street fighter" using an engine based on the ZX-9R series. It paired an engine derived from a supersport with a naked-style bike, raising the question: where and how is this supposed to be enjoyed? Kawasaki, along with other manufacturers at the time, answered this with models like this, with a rebellious concept of "fighting on the streets!"

Among them, the Z1000, as a pioneer in this category, influenced other manufacturers. Because of this concept, the first generation was made almost excessively radical. As a result, agile naked bikes with large displacement became popular, replacing the versatile "big naked" bikes. While the radical nature has somewhat subsided, this type of hyper-naked/street fighter has become the standard for what is considered a naked bike.

The first-generation Z1000 appeared in 2004. The engine, based on the ZX-9R (C/D model), was modified with sub-valves and FI, and a 2.2mm bore increase (899.5→953cc) to produce 127ps/10000rpm. The frame was a steel diamond type, with a dry weight of 198kg. The slim stainless steel four-pipe exhaust was a distinctive feature.

However, while the first-generation Z1000 was met with surprise and excitement, calling it "outrageous!", the second generation, released in 2007, was considerably more subdued. It was more of a good standard with the accommodating nature of a traditional big naked, and had almost no "fighter" feel.

The second-generation Z1000, released in 2007, had its engine output revised to 125ps/10000rpm, enhancing low-to-mid range performance. The steel diamond frame and suspension were also revamped, making the chassis more responsive. The Euro 3 compliant exhaust was a megaphone-style dual muffler (four outlets). Dry weight for the non-ABS model was 205kg.

However, the relief was short-lived. The third generation, released in 2010, swung to the extreme in the opposite direction. While topics included increased displacement and the adoption of an aluminum frame, the appearance and character returned to the rebellious nature of the first generation. To our surprise, the seat even featured a snakeskin pattern! The ride became harsher, and the engine's power characteristics were a far cry from the gentle nature of the second generation... it had a sharp, responsive personality.

The completely revamped third generation debuted in 2010. The new 1043cc engine had dimensions of 77x56mm, a longer stroke than the first and second generations (77.2×50.9mm), and was boosted to 138ps/9600rpm. The frame was an aluminum twin-spar type, and it adopted a horizontal back-link rear suspension with the rear shock laid down (equipped weight was 218kg). The "snakeskin seat" exclusive to the brown color model in 2010 was also a topic of discussion.

Then, in 2014, while the "Sugomi" design with its menacing, wide-set headlights became more pronounced, the internals were refined. It became slightly gentler again. Considering this, the history of the Z1000 has been a back-and-forth between radical and gentle. 23 years after the first generation, which was considered outrageous, how has the latest Z, now an 1100, turned out???

The fourth-generation Z1000, released in 2014, features the "Sugomi" design, characterized by its low-slung LED headlights and upward-sweeping tail. Engine improvements, including changes to the camshafts, increased output to 142ps/10000rpm. Equipped weight was 220kg.

And the fifth generation of the inline-4 liter-class street fighter Z series, the 2026 model "Z1100". While largely inheriting the exterior design of the 2014 model, it features changes such as the addition of an under cowl and modifications to the meter cover and front fender.

A Total of 11 Grades! The Street Fighter Z is a Huge Family

The current Kawasaki Z series (excluding the RS) is topped by the Z H2. In the four-cylinder category, there's the Z1100 and Z900, which we test rode. In the twin-cylinder category, there are the Z650, 500, 400, and 250. With a total of 7 models and 11 grades, it's quite a large family.

Z H2 (998cc Inline-4 + Supercharger)

Z H2 SE (¥2,475,000 / 200ps / 241kg)

Z H2 (2025 Model - ¥2,057,000 / 200ps / 240kg)

Z1100 (1098cc Inline-4)

Z1100 SE (¥1,760,000 / 136ps / 221kg)

Z1100 (¥1,580,000 / 136ps / 221kg)

Z900 (948cc Inline-4)

Z900 SE (¥1,661,000 / 124ps / 215kg)

Z900 (2025 Model - ¥1,485,000 / 124ps / 214kg)

Z650 (648cc Parallel-Twin)

Z650 S (¥1,078,000 / 68ps / 190kg)

Z650 (2025 Model - ¥1,034,000 / 68ps / 189kg)

Z500 (451cc Parallel-Twin)

Z500 (¥847,000 / 53ps / 167kg)

Z400 / Z250 (398cc / 248cc Parallel-Twin)

Z400 (¥770,000 / 48ps / 166kg)

Z250 (¥704,000 / 35ps / 164kg)

The supercharged Z H2 holds a premium position. Therefore, the Z1100 and Z900 form the core. With the existence of the 1100, the 900 (while a very good bike) is a bit niche. Thus, the Z1100 is offered in both standard and SE variants, truly walking the royal road of the Kawasaki Z series.

The new model increases displacement from 1043cc to 1098cc. While the exterior largely inherits the "Sugomi" design from the previous Z1000, the four-pipe exhaust, a long-standing feature of the Z1000, has been changed to a single right-side pipe, similar to the Ninja 1100. Modernization efforts include the addition of an IMU and the integration of RIDEOLOGY THE APP. The standard version is priced at ¥1,584,000.

The SE version, which we were able to test ride, is a version with upgraded suspension, similar to the previous R version, and costs ¥1,760,000. It features Brembo calipers at the front and Öhlins suspension with a remote preload adjuster at the rear, along with gold-finished front forks to enhance its premium feel. Additionally, a USB Type-C power outlet is standard on the handlebars for added convenience.

In addition to the SE model tested here, the Z1100 also comes in a STD grade "Z1100" (pictured) which does not include Brembo calipers or Öhlins rear shocks.

The engine, with a 3mm stroke increase and a 55cc displacement boost, now produces 136ps/9000rpm and 11.5kg-m/7600rpm, down from the previous model's 142ps/10000rpm and 11.3kg-m/7300rpm. While peak power is reduced, torque is increased, providing more robust power delivery in the lower RPM range. This added余裕 likely contributes to the "premium vehicle" feel.

The SE is equipped with Öhlins S46 type rear suspension. With a remote preload adjuster, it allows for easy adjustment of the bike's attitude when carrying luggage or riding with a passenger.

The SE features Brembo M4.32 calipers, and the brake hoses are steel mesh type. While not Öhlins, the front forks are gold-finished, contrasting with the STD's black, to create a special feel.

An Exquisite New Engine

I feel that Kawasaki engines can be either "big hits" or not necessarily so. While all engines have Kawasaki's characteristic smooth acceleration and abundant power when revved, what I mean by "hit" here is the initial throttle response.

Particularly impressive were the ZZR1400, ZX-14R series, the H2 series (and the second-generation Z1000!). You can gently open the throttle, and the clutch engages smoothly. You can feel the drive force being transmitted through the transmission, chain, and hub damper to turn the rear wheel, making it not scary at all, even with a large bike.

The second-generation Z1000 was like this. I marvel at how Kawasaki excels at this throttle response. However, there are also models with a rougher initial throttle response. This might be part of the design, but I sometimes wonder why they can't make it a bit more refined... though this isn't unique to Kawasaki.

And the Z1100 is clearly the former. The feeling of being able to gently open the throttle and transmit drive to the rear wheel exactly as the rider intends is truly wonderful. After just a few starts and stops, I could confidently declare the Z1100 a "superb motorcycle."

In addition to the increased displacement, the engine features a narrower intake port, revised cam profile, increased flywheel weight, longer 5th and 6th gear ratios, and electronic throttle control.

Acceleration and deceleration are also superb. Thanks to the increased displacement, you can accelerate as desired with enveloping torque, without any abruptness or fear. It starts smoothly without any strange quirks and accelerates effortlessly. Even in the common speed range of 50-80 km/h, it's refined and smooth, with no tendency to want to rev higher or drop lower; it's always calm and stable. While it lacks the dramatic flair of the Z1000's original "street fighter" image, the gained refinement has transformed it into a truly premium machine.

Furthermore, it's commendable that even when the power mode is set to "Sport" (out of three patterns plus one user mode), this refinement is not lost. While some models prioritize excitement over usability in their sporty modes, the Z1100 adds further excitement while maintaining its ease of use.

The Z1100 gives a premium impression due to its smooth, non-abrupt engine with stable rotation. The gentle throttle response at the initial opening is also noteworthy.

Street Fighter and Big Naked Combined

Even though the engine is gentle, when you fit your body into the muscularly sculpted tank and the scooped-out seat behind it, the sense of unity makes you want to ride it aggressively like a street fighter. Imagine pressing your crotch into the tank, opening your elbows slightly, and aggressively cornering while being aware of the front wheel. While the chassis itself is more stable than agile, similar to the Ninja 1100, it's still easy to maneuver, and the feeling of controlling a large-displacement bike at will is enjoyable. In this regard, the Z's lineage is evident.

On the other hand, if you relax your posture slightly, creating some space between your tank and crotch, and relax your shoulders without spreading your elbows, you can discover a rideability similar to the ZRX1200 DAEG. The sharpness is gone from the handling; instead of the front wheel cutting through corners, it feels like it's smoothly tracing the line. I was once again impressed by Kawasaki's skill in tuning this aspect, with its relaxed feel, road contact, and reassuring stability.

Thanks to the smooth and non-rushed engine characteristics mentioned earlier, it should be perfectly comfortable for relaxed touring if you adopt a slightly more upright riding position. Despite its "Sugomi design" and outwardly rebellious appearance, it's actually a quite gentlemanly and nice guy.

The low-slung, four-eyed LED headlights inherited from the previous model truly exude menace. I've always felt that a slightly softer expression might be better, and after this test ride, that feeling has only intensified. It's like, "He's actually a gentleman, but he's pretending to be tough!"

While inheriting the aluminum frame and horizontal back-link rear suspension from the previous model, the electronic controls have been updated to the latest generation. It newly incorporates KCMF, which integrates control of traction, wheel lift, and cornering ABS based on 6-axis IMU data. It also features a bidirectional quick shifter and cruise control.

The handlebar has been moved 13mm forward and widened by 22mm compared to the previous model. The SE is also equipped with a standard USB power outlet to the left of the meter. The turn signal switch is conveniently located near the thumb, making it very easy to operate, which is worth noting. I personally also like the simple mechanical key.

The meter is a TFT color LCD, and the display has changed from the previous model's distinctive (especially the tachometer) to a more conventional and easier-to-read layout. Smartphone connectivity is also included, allowing for simple navigation display using the dedicated app "RIDEOLOGY THE APP."

The seat, designed for a cohesive feel between rider and machine, is carried over from the previous model. The SE features a "Z" logo embossed on the backrest, while the STD's front seat uses a cover with the "Z" character printed all over.

Rider: Matsuda from the editorial department (170cm / 70kg). Thanks to the frame passing over the engine, the knee grip area is slim, resulting in a compact riding position. The upper body is in a moderately forward-leaning posture.

Thanks to the slim knee grip area and the cleverly tapered seat, the ground reach is actually better than on the Z900RS.

※Rider's jacket: "Kawasaki x IXON M-Night WP A"

Hoping for Variations

Since this was a test ride of only the higher-spec SE model, I haven't experienced the standard version. However, considering the differences are primarily in the rear suspension and front brakes, most of the appeal I've described should be common to the standard version as well. After finishing the test ride, I felt that the Z1100 had returned to the feel of the second-generation Z1000.

With such an accommodating engine, I can't help but imagine that just as there were 750 and 1100 versions of the Zephyr, there should be an "1100" for the Z900RS as well. Furthermore, I've become so enamored with this new 1100 engine, its accommodating nature, and its versatility that I'm even anticipating an "Eliminator 1100"!

With this level of accommodation and versatility... wouldn't it be a waste not to make a "Z1100RS"?

2026 Z1100 SE Main Specifications (【】 within are for Z1100)

・Overall Length x Overall Width x Overall Height: 2,055mm x 825mm x 1,085mm
・Wheelbase: 1,440mm
・Minimum Ground Clearance: 125mm
・Seat Height: 815mm
・Equipped Weight: 221kg
・Engine: Water-cooled 4-stroke, inline 4-cylinder, DOHC 4-valve
・Maximum Output: 100kW (136PS) / 9,000rpm
・Maximum Torque: 113N・m (11.5kgf・m) / 7,600rpm
・Fuel Tank Capacity: 17L
・Transmission: Constant mesh 6-speed return
・Brake Type (F/R): Double disc / Single disc
・Tire Size (F/R): 120/70ZR17 / 190/50ZR17
・Retail Price: ¥1,760,000 (【¥1,584,000】)

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