Admin Posted January 31 Share Posted January 31 Kawasaki’s Z e-1 urban commuter is half of the company’s new full-size electric bike lineup. The Ninja e-1 adds a fairing and clip-on handlebars. (Kawasaki/) The most important thing to know about Kawasaki’s all-electric Ninja e-1 and Z e-1 is that they are intended to look and feel like a motorcycle. The second most important point is that, despite the bikes’ full-size design, they are not intended to be an alternative to traditional motorcycles. A more apt comparison, perhaps, is to the electric scooters and bicycles that have become the go-to solution to the urban commuting conundrum. That concept makes the most sense in countries outside of the US, where Zero- and Low-Emissions Zones exist, but remains an interesting solution in larger metropolitan areas from New York to Los Angeles. Live in the city and have a short commute to the office? Away at college and don’t have the money or space for a car? These bikes are Kawasaki’s alternative to Uber fees, tight public transportation schedules, and walking. Notice the e-1’s overall dimensions, which aren’t dramatically different from Kawasaki’s more traditional two-wheel lineup. Kawasaki says it wanted the Ninja e-1 and Z e-1 to look and feel like a full-size motorcycle. (Kawasaki/) How worthy a solution are the bikes around town, and is having full-size “motorcycling flair” enough to attract people to the platform? We headed to downtown Phoenix—a city where self-driving cars are already offering unique alternatives of their own—to find out. First, a look at the hardware. Related: 2024 Kawasaki Ninja E-1 and Z e-1 Electric Motorcycles Announced Simple but still stylish, in its own way. The Z e-1 weighs 298 pounds and gets a surprising amount of attention while cruising around town. (Kawasaki/) Electric Motor and Batteries The Ninja e-1 and Z e-1 are powered by a brushless electric motor that’s rated at 5.0kW, with a max rating of 9.0kW. The single-ratio transmission and electric motor eliminate the need for a clutch or shift lever, but Kawasaki kept the rear brake foot-operated, rather than moving the lever to the handlebar, where a scooter’s or ebike’s rear brake is generally found. Removable, dual lithium-ion batteries are mounted beneath a faux gas tank and weigh 25.3 pounds each. They have a nominal capacity of 30Ah and a nominal voltage of 50.4V. Total capacity is 60Ah. Range is a claimed 41 miles, which reaffirms the bikes’ intentions as urban commuters and will keep your rides short if you don’t plan to recharge midday (e.g. at work). Lithium-ion batteries are run in parallel and mounted beneath a “tank cover.” Removal takes just seconds. (Kawasaki/) The batteries can be charged on the bike or carried indoors and charged in the comfort of your home or office via the same charger, which plugs into a standard 120V wall socket. Total charge time is 7.4 hours, or 3.7 hours per battery. Worth mentioning is that those batteries will charge simultaneously when in the bike, but can only be charged one at a time when removed, unless you purchase a second charger. You can, of course, do partial charges. Kawasaki says it takes 1.6 hours to take one battery from 20 to 85 percent charge. That’s not all that different from how you likely use and charge your phone. Related: 2024 Kawasaki Ninja 7 Hybrid Motorcycle First Ride Review Batteries can be charged one at a time off the bike, or left in the bike and charged simultaneously, by plugging the charger into this charge port in the bike’s tailsection. (Kawasaki/) Regenerative braking is built into the design and allows energy generated during deceleration to be recycled back to the battery once the rider rolls off the throttle. The feature kicks in when the batteries are at 60 percent charge, then tapers off as they approach a full charge. A separate 12V battery is used to turn the bike’s dash on and to operate the lights, but the e-1s will not switch to “Ready” without the lithium-ion batteries in place. The e-1’s charger can be plugged into any 120V socket. (Kawasaki/) Additional Electronics Both bikes have Road and Eco riding modes, as well as a Walk mode, which allows you to move the bike forward at around 3.1 mph, or in reverse at roughly 1.8 mph. Top speed varies depending on the model, with the Ninja e-1 topping out at a claimed 55 mph in Road and 40 mph in Eco. The Z e-1 maxes out at 53 mph in Road and 40 mph in Eco, which becomes the default mode once the bike’s charge drops below 35 percent. An e-boost feature increases the Ninja e-1′s top speed to 65 mph in Road and 47 mph in Eco, while also bumping the Z e-1′s top speed to 63 mph in Road and 45 mph in Eco. The feature is activated by a button on the handlebar and can be used for up to 15 seconds at a time, in order to limit the impact on range and battery temperature. A 4.3-inch TFT display has two battery gauges and other pertinent information. E-boost bars will disappear as that function is used. (Kawasaki/) E-boost status, battery charge, speed, and all other pertinent information is displayed on a 4.3-inch TFT display. Ride information and battery status can also be referenced via Kawasaki’s Rideology app. Chassis and Styling A steel trellis-style frame loosely resembles the chassis used elsewhere in Kawasaki’s lineup but has model-specific rigidity and low mounting positions for the electric motor, which helps lower the center of gravity. Speaking of weight, the Ninja e-1 and Z e-1 are lighter than the Ninja 500 and Z500 that they’ll share showroom floors with; the Ninja e-1 weighs 309 pounds, and the Z e-1 298 pounds. That’s significantly lighter when compared to the ABS-equipped Ninja 500, which weighs 375 pounds, and the Z500, which weighs 366 pounds. Related: Most Interesting Electric Motorcycles of 2023 Packaging is important when working with two 25.3-pound batteries. A steel-trellis frame helps keep weight down and provide the necessary room. (Kawasaki/) There’s less of a difference when you compare geometry, which is how Kawasaki is pumping in that “motorcycle look and feel.” The wheelbase is 53.9 inches, rake is 24.4 degrees, and trail is 3.7 inches. Suspension consists of a 41mm fork and preload-adjustable shock. That motorcycle-like look and feel extends to the overall design of the bikes, which differs only in terms of bodywork and riding position. The Ninja e-1′s clip-on handlebars are attached to the top of the fork tubes, whereas the Z e-1 uses a one-piece handlebar that puts the rider in a more upright position. Fairings (or lack thereof) give the bikes a different look, but not a different personality. One of the things that stands out on the e-1 models is the sleek-looking “tank cover.” There’s about 5 liters of storage beneath the cover, for small items. Unfortunately, that’s quite a bit smaller than the 15-liter storage compartment on Honda’s urban commuter Navi. (Kawasaki/) Riding the Bikes A Ninja 500 and Z500 weren’t parked alongside our e-1 testbikes or available for direct comparison, but in isolation, the e-1s appear very much like full-size motorcycles. A closer look suggests both are built with the attention to detail and build quality you’d expect from Kawasaki—something you might not get from cheaper ebike solutions outside of the motorcycling space. The only frustrating part is throwing a leg over a fully charged machine and seeing a range of less than 40 miles—an easier pill to swallow if you’ve bought this bike for its intended use and don’t plan to take the long way to work. Despite its sportbike looks, the Ninja e-1 isn’t any less comfortable than the Z e-1 and offers better wind protection than the fairing-free Z e-1, making it our preferred mount. The rider triangle doesn’t feel cramped on either bike, though the footpeg-to-seat gap is a bit tight for anyone over 6 feet tall. In every other way, these are comfortable and reasonably proportioned mounts. The sporty, full-fairing Ninja e-1 looks the part around town. (Kawasaki/) While there’s an added layer of complexity to Kawasaki’s other recently introduced two-wheel solution, the Ninja 7 Hybrid, the e-1s are simple to start up and get going. Your only real option is ride modes, but given the muted performance of the range-friendly Eco mode, it makes most sense to go straight to Road. The former is best for heavily congested traffic zones or when you’re serious about conserving battery life, and the latter for actually riding on open roads. Throttle application and power delivery are refined in a way that makes the bikes suitable to newer riders, but there’s enough performance to easily navigate open roads. You’d be hard-pressed to find any downtown area where traffic travels (or accelerates) faster than you or the e-1 can. A benefit of the Ninja e-1 and Z e-1 is the quiet running, which makes it easy to cruise through your neighborhood without attracting unwanted attention. (Kawasaki/) That’s even more true when you consider the e-boost function, which helps the bikes accelerate so hard that you can’t help but laugh inside your helmet the first few times you use it. The issue? It’s a bit challenging to activate the system while managing traffic and trying to merge with oncoming cars. The more you ride the bike, the more comfortable you’ll likely become with this, and more fun you can have. But watch that battery life. Handling is lightweight as you’d expect from bikes weighing in at around 300 pounds, give or take a few pounds depending on the model you opt for. More importantly, the weight is well balanced and the steering is neutral; the bikes tip into corners with ease and feel solid on the side of the tire. Credit the sturdy chassis and relatively lightweight batteries, which are well placed—evidence that Kawasaki put some development resources into this bike to make sure it handled like a motorcycle should. A potential hot spot for something like the Z e-1? College towns, where students have short commutes but no access to a car or parking spot. (Kawasaki/) That lightweight design and local, city-only use case means Kawasaki didn’t have to dig very deep into the parts bin for suspension and brakes. What you get works, but doesn’t scream performance. Suspension is soft and doesn’t have much control through the travel, but absorbs the potholes you’ll find around town just fine. Likewise, the brakes offer enough power for getting stopped at city-street speeds, but have limited initial bite and are without any niceties, like a span adjuster. Comfort and practical performance are the name of the game here. Final Thoughts Many will be bummed to read the e-1s being described as comfortable and practical, and while we admit that the range and top speed limit the bikes’ potential in the States, that doesn’t mean there aren’t at least some areas where the bikes make sense. They are well built, stylish, lightweight, and fun in their own way, making them the right choice for a certain group of people, regardless of how small that group might be. That group might be smaller though when you consider the cost. Or at least the cost compared to the bikes’ ICE counterparts; the Ninja e-1 and Z e-1 are priced at $7,899 and $7,599 respectively, whereas the Ninja 500 and Z500 will sell for $5,699 and $5,599. If you lived in an area where gas engines were prohibited, or there were incentives to ride electric, you might be encouraged to go that route. Otherwise, limited range and added cost are a brutally tough sell. Important to consider is that this is Kawasaki just dipping its toes in the water and figuring out the ebike space. Other manufacturers might have concept bikes or visions for the future, but Kawasaki is building the bikes now, and that could play to its advantage down the road as its electric lineup grows. With their full-size dimensions and sporty looks, the Ninja e-1 and Z e-1 are already earning Kawasaki some attention. And while that might not be enough to convert a slew of riders just yet, that time might come sooner than you think. In the meantime, what you have are two solid short-range commuters that offer something different for the urban jungle. 2024 Kawasaki Z e-1 and Ninja e-1 Specs MSRP: $7,599 (Z e-1) / $7,899 (Ninja e-1) Motor: Air-cooled PMSM (Permanent Magnet Synchronous Motor) Rated Power: 5.0kW Maximum Power: 9.0kW Maximum Speed: 63 mph (w/ e-boost) / 65 mph (w/ e-boost) Battery: Lithium-ion 30Ah x2 Voltage: 50.4V Charging Type: 120V Charge Time: 7.4 hr. Transmission: 1-speed, internal, motorcycle-style reduction gears Final Drive: Chain Frame: Steel trellis Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Monoshock, spring preload adjustable; 5.2 in. travel Front Brake: 2-piston caliper, hydraulic w/ 290mm disc Rear Brake: 2-piston caliper, hydraulic w/ 220mm disc Wheels, Front/Rear: 17 in./17 in. Tires, Front/Rear: 100/80-17 / 130/70-17 Steering Head Angle/Trail: 24.4°/3.7 in. Wheelbase: 53.9 in. Ground Clearance: 6.7 in. Claimed Seat Height: 30.9 in. Claimed Wet Weight: 298 lb. (Z e-1) / 309 lb. (Ninja e-1) Contact: kawasaki.com 2024 Kawasaki Ninja e-1 gear bag. (Kawasaki/) Gearbox Helmet: Arai Regent-X Jacket: Rev’It Parabolica Pants: Rev’It Jackson 2 SK Gloves: Alpinestars GP-Air Boots: Alpinestars SP-2 View the full article 2 Quote Link to comment Share on other sites More sharing options...
RideWithStyles Posted January 31 Share Posted January 31 (edited) I like the idea of it and seems to be one of the better thought but i can see one problem that will be a spat of crime related, nicking the batteries... Edited January 31 by RideWithStyles Quote Link to comment Share on other sites More sharing options...
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