Kawasaki Ninja 1000SX (2019 - ) review

Although its most recent update hasn’t materially changed the 1000SX significantly Kawasaki’s sports-tourer success story has always been about repeated, gradual refinements. Which is to say there wasn’t much wrong with the old one, but this one is better. The core elements of a super smooth, 140 horsepower four-cylinder engine, sporty chassis and decent ergonomics remain. What’s new is a slick, colour TFT dash, cruise control and two-way quickshifter as standard, plus a host of other refinements. In short, it’s hard to see how the 1000SX could be bettered further. And if you want extra kit a Performance variant with choice upgrades like an Akrapovic exhaust, Tourer with hard panniers or Performance Tourer versions are all available, too.

Again, there wasn’t much wrong with the old Z1000SX but the Ninja is again a step up over the old thanks to more thickly padded seating for both rider and pillion to go with the natural, sport-tourer riding position and four-way, manually adjustable screen. It’s all natural, intuitive, easy to operate and without complaint and now includes a smarter TFT dash in your eyeline, along with easy-to-use cruise control. Some tourer types, of course, may consider it a little too sporty. But, at the end of the day, this is a performance-oriented, four-cylinder Kawasaki and not a more leisurely, twin-pot BMW. And if you approach it with that frame of mind few will be disappointed. There are even Comfort seat options available as added cost extras.

The SX has always excelled for being a truly road-relevant all-rounder at an exceptional price. The shades of Z1000 super naked or even ZX-10R superbike remain, mostly due to its performance and four-cylinder ‘feel’, but the SX is also easy, versatile, comfortable, pillion capable, takes luggage with ease and makes a very good argument for being all the bike you actually need. This new version is the same, only more so. Improved comfort, the cruise control and new dash enhance its practicality and, although in its element on fast A-roads, sporty Sunday spins or eating up motorway miles, it’s also passable in town or as a commuter if you can handle the extra weight.

Impressive, exhilarating, four-cylinder superbike style performance has always been at the heart of the SX’s appeal and, with its roots in the 2010 Z1000 super naked and 140 horsepower from its 1,043cc four-cylinder engine, it’s always delivered. While output has remained constant ongoing refinement and updates over the years since have enhanced that with impressive rider electronics such as modes and traction control. The addition of a new quickshifter raises the bar again, as does the TFT dash which improves the interface with the electronics. Yet there’s still that wild ,top-end rush when you want it plus a meaty, effective mid-range when you don’t. Brakes are unchanged but there was nothing wrong with the existing set-up - four-pot radial Tokicos offer more than sufficient power supplemented by ABS.

Although originally something of a ‘budget’ bike, the SX’s repeated updates, refinements and enhancements also mark it out as one of the most refined, well-built, road-relevant and classy sports-tourers available – and that’s born out again here. Suspension was improved with decent multi-adjustable forks and shock back in 2014, which was then improved further in 2017 to give a sufficiently comfortable yet controlled, sporting ride. This version has also seen its steering geometry sharpened up slightly to give extra sporty nimbleness. Unless you’re after an out-and-out sportster you’ll have no complaints and, as before, even if you do it’s all easily adjustable.

You probably wouldn’t expect any changes here over the old Z1000SX and there aren’t. On the one hand the SX remains a temptingly affordable, 140 horsepower sports-tourer that should be cheaper to run than a full-on superbike due to its likely lesser appetite for consumables such as tyres, brake pads and chains. While on the other it also remains at the sporty end of its class, especially compared to lighter, less powerful alternatives such as BMW’s twin cylinder R1250RS, so has higher running costs than some as well. On the plus side, initial outlay isn’t that bad, residuals are decent thanks to its popularity and fuel consumption is around 50mpg, although can drop to the low 40s if ridden hard. You pays your money…

Again, as before, there’s absolutely no reason why a Ninja 1000SX should prove to be anything other than utterly reliable. The core bike has been around since 2010 with no reported major issues, and even that bike was based on older mechanicals. The SX’s build quality has noticeably improved over the years, belying its budget tag and Kawasaki generally has a good reputation for bulletproof engineering. As usual, we have to be a little conservative on the basis new features like the TFT dash and quickshifter are an unknown quantity here, though they have been proven elsewhere in the Kawasaki range.

Like most Japanese machines the Ninja 1000SX comes with a two-year, unlimited mileage warranty covering all parts and labour. Although there have been numerous updates and refinements over the years the core engine has remained effectively the same, so its maintenance schedule is unchanged from the original. So, as before, a first service/oil and filter change comes at 600 miles, followed by a 3,750-mile check-over, then services at 8,000, 12,000 miles and so on which, due to its age, is a little more frequent than some but not too extreme either.

The final area where we’ve bumped the 1000SX’s score up. We had to, really. The old Z1000SX was already well-equipped and highly rated as a result. This Ninja 1000SX meanwhile gets an improved seat and screen, colour TFT dash, cruise control and quickshifter as standard, with lots of other goodies available as cost options. It’s not in the Ducati Multistrada V4 league of potential accessorising extravagance, but it’s not far off, has everything you truly need and it all is quality stuff that works well. My, how the ‘budget’ Z1000SX has come on…

For years it’s been something of a ‘no-brainer’ and if you wanted a four-cylinder, do-it-all sports tourer the 1000SX was pretty much in a class of one, and delivered impressively, too. Which is why it’s been an enduring best-seller. Now, however, it’s not quite so simple. While rivals like Suzuki’s GSX-S1000GT and BMW’s R1250RS have stepped up their game to widen the choice Kawasaki has responded by simply making the SX better still. The original was always a great value performance all-rounder. This latest version sticks to that, but with more refinement, equipment and ability than ever. It’s still the best, and best value, sporty four-cylinder all-rounder you can buy.