ROAD TEST - 2019 KAWASAKI Z400 - JUST BIKES

ROAD TEST - 2019 KAWASAKI Z400

Words: Dean Mellor

Photos: Kawasaki Australia and Dean Mellor

When Kawasaki’s Ninja 400 hit the market last year, it was an all-new design with a new engine mounted in a new chassis. It was such a successful formula that the LAMS-compliant model quickly took the mantle of the best-selling midsize roadbike in Australia. Given that success, it’s little wonder that Kawasaki has been quick to introduce the Z400 naked version of this great little green machine.

Fraternal Twins

Essentially, the Z400 is a Ninja 400 with the fairing removed. The two share the same steel tube trellis frame and the same 399cc parallel-twin engine. Brakes and suspension are the same, too, as are the wheels, tyres and even the seat height.

In the case of the Z400, all this commonality is a good thing, because it results in a machine that feels as light and nimble as a 250, but with significantly more bottom-end grunt than any quarter-litre bike could ever muster.

Despite its 399cc capacity, Kawasaki says the Z400’s engine has similar external dimensions to a 250 twin, but claimed peak output is significantly more, with the Z400 making a healthy 33.4kW of power at 10,000rpm and an impressive 38Nm of torque at 8,000rpm. That’s up 4.4kW on the 2018 Z300, which Kawasaki attributes not only to the engine’s larger capacity, but also to a redesigned downdraft intake and larger airbox, resulting in increased intake efficiency.

The engine for the Z400 is rigid-mounted and used as a stressed member in the nakedbike’s lightweight steel tube trellis frame, which is said to be similar in design to that used for the Kawasaki H2. Also, the swingarm is attached directly to the engine via a swingarm mounting plate, which helps keep weight down and minimises overall dimensions.

Weighing in at 167kg (kerb), the Z400 is a kilo lighter than its faired Ninja 400 sibling. It sports 41mm conventional forks up front and a monoshock rear-end with spring preload adjustment. Braking is taken care of by a single 310mm petal disc up front with a twin-piston caliper, and a 220mm petal disc at the rear. ABS is standard and non-switchable.

The Z400 is a good-looking machine with a healthy dose of aggro about it, which will no doubt appeal to the young market it’s aimed at. Kawasaki’s marketing blurb says, “The new Z400 combines the sharp, aggressive style of the Z650 with the large-volume design of the Z300 to create an aggressive, agile, masculine impression… Like other models in the Z Series, sugomi design elements (crouching stance, low-positioned head and upswept tail) give it a silhouette instantly recognisable as a Kawasaki Supernaked.”

Sugomi? According to Japan Direct, Sugomi can be translated as ‘weirdness, ghastliness, dreadfulness and awesomeness’, but according to Kawasaki the term “describes core performance and styling elements found in Kawasaki’s Z supernaked models. Imbued with sugomi, their performance excites; a ride on a Z supernaked is a visceral experience that stimulates the senses; engine and chassis tuning deliver a high level of control. Sugomi is also evident in their sharp styling, dynamic crouching form, and distinct silhouette”.

On yer Bike

Throwing a leg over the Z400’s low 785mm-high seat is easy and lifting it off the sidestand requires little effort. Yep, this thing is light… and it feels as though much of its weight is carried quite low in the frame. It’s also narrow, which makes it easy to plant both feet firmly on the ground, even for shorties.

Riding position on the Z400 is on the compact side, which suited my small-ish frame, although taller riders might find themselves a little cramped. The seat doesn’t offer a lot of space - it angles forward and is quite narrow where it meets the tank, which can make long stints in the saddle a bit uncomfortable. The handlebar, however, is situated at a comfortable height that keeps weight off your arms, while the footpegs are high enough to provide ample ground clearance but low enough for reasonable comfort.

The pillion seat is significantly higher than the rider’s, and the cushion is quite small, so while it’s adequate for short commutes, it’s not really suited to longer rides. The brake and clutch levers are non-adjustable, but both are light in feel and operation. The mirrors don’t stick out too far (which aids lane splitting), yet they offer a good, vibe-free view.

The digital instrument cluster, which is the same unit used on the Z650, can be hard to read from certain angles. Strangely, it’s sometimes easier to read in direct sunlight than in shade, so the problem seems to be a lack of contrast and a reflective screen. Info on offer includes a digital speedometer, analogue-style tacho, gear-position indicator, clock, odo, trip meters and fuel consumption.

On the Road

One of the defining characteristics of the Z400 is just how easy it is to ride. It’s not only light and easy to manoeuvre, but its engine is also very forgiving, and offers surprisingly strong performance throughout the rev range. Surprising? Well, it’s only a 400 after all, but its decent torque spread sets the Z400 apart from 300cc and quarter-litre machines, with plenty of mumbo available from quite low in the rev range. In fact, you can crack the throttle wide open from as low as 2500rpm in top gear and the Z400 will chug away cleanly, making it a much more relaxed ride than 250s or even 300s that require you to keep the revs up in the midrange (or higher) to extract decent performance.

Despite its flexible bottom-end, the Z400’s twin is no one-trick pony – it likes to rev and offers a satisfying midrange and plenty of poke up top as the tacho needle approaches the 11,000rpm redline – and will reward those who work the smooth-shifting six-speed gearbox.

The engine’s free-revving nature can be partially attributed to the Z400’s flywheel mass, which is a claimed 20 per cent lighter than that of the Z300. While this results in fantastic throttle response, well-sorted fuelling means the throttle doesn’t feel like an on/off switch, which will be especially appreciated by novice riders.

Given the engine’s strong bottom-end, overall gearing could probably be a tad taller, but it certainly doesn’t feel too busy at highway speeds with a modest 6,000rpm showing on the tacho at 100km/h in top gear. The engine feels smooth throughout the rev range, too, and there’s enough performance on offer at these middling revs to pull out and pass traffic without the need for a downshift.

The gearbox offers smooth and positive shifts, both up and down the ratios, and the clutch is light and progressive. It also has a slipper function to help prevent rear-wheel lock-up when downshifting.

On the Turn

Smooth and predictable handling is another Z400 highlight, despite its lack of suspension adjustment. The fork offers a sporty feel and good damping over a variety of surfaces, while nosedive is nicely contained when braking. The well-sorted front-end, combined with the bike’s overall light weight, means the Z400 tips into corners willingly, and is up for easy and fast changes of direction with just a small shift of body weight and a nudge on the handlebar. It also holds its line well through fast sweepers and, thanks to the front-end’s planted feel and ample ground clearance, it’s a helluva lot of fun to ride at speed on smooth twisting roads.

The rear-end also feels well planted… on good, smooth surfaces, that is. The shock, which has spring preload adjustment only, doesn’t soak up big hits as well as the front-end, so it can feel a little unsettled on bumpy surfaces.

The brakes offer good bite and plenty of stopping power, and the ABS calibration is spot-on, too, allowing the tyres to chirp on dry bitumen before there’s any anti-lock intervention. The front brake also offers great feel at the lever.

On the Money

The new Kawasaki Z400 retails for a competitive $6,299 (plus on-road costs), which is only $200 less than its Ninja 400 sibling. So, if you’ve already decided to go with Team Green, the decision between fully faired or naked will come down to taste rather than budget.

For reference, the Z400 is slightly more than the Yamaha MT-03 ABS ($5,799) and the Honda CB300R ($5,999), but less than the Honda CB500F ($7,599) and KTM’s 390 Duke ($7,795).

The Z400 is available in Candy Lime Green/Metallic Spark Black (as tested) or Candy Cardinal Red/Metallic Flat Spark Black. There are a number of optional accessories available, too, including a small screen (meter cover), ERGO-FIT high seat (+30 mm), tank bag, tank pad, knee pads, pillion seat cover, two-piece under-cowl, radiator screen, frame sliders, wheel rim tape and helmet lock.

There’s no doubt that the Z400 is, in many ways, the ideal LAMS roadbike, with its low seat height, light weight and easy to ride manner. But unlike many other LAMS machines, the new Kawasaki naked also has the swift performance and sharp handling that will likely keep riders engaged well after they have progressed to full-licence status.