KAWASAKI Z E-1 (2024 - on) Review

At 135kg ready to roll, the Z e-1 is incredibly light, and very easy to manage. This is only made easier at slow speeds by ‘Walk Mode’ which allows for a speed of up to 5km/h in both forward and reverse, although with such a low seat height and kerb weight, it does seem a bit like overkill.

As you may expect from an A1 licence-friendly machine, it does have a fairly cramped riding position, with only a small gap between the footpeg and seat, with the latter feeling incredibly hard after just an hour of riding.

In terms of the ride quality, the suspension does an ample enough job on most surfaces but still feels reasonably stiff over big pumps and potholes, especially on the rear.

It’s worth noting that the tyres offer little feel and don’t really inspire much confidence at all, while the brakes aren’t great either, with a vague feeling through the lever and a lack of any real bite, both front and rear.

Although this is Kawasaki’s first stab an electric motor in a production machine, it’s been in the pipeline for an incredibly long time. In terms of a city hack, the Z e-1 in Road Mode ticks the right boxes with its torquey, punchy nature and 53mph top speed (or 61mph for fifteen seconds at a time, with the ‘Boost’ function engaged).

Thanks to a substantial 58 tooth rear sprocket, the electric Kawasaki has a serious punch from a standstill if traffic light GPs are your thing.

However, utilising the full performance of the motor will hurt the range, with 30-40km being the realistic ceiling of spritely city journeys before the little tortoise light appears on the dash, and puts the Z e-1 into preservation mode in order to (hopefully) get you home.

In ‘Eco Mode’ those lithium batteries definitely are capable of lasting longer but the power delivery feels frustratingly capped, as the actual torque curve flattens off incredibly quickly. If range is an issue for you, the ‘Road Mode’ equipped with the ‘Boost’ button will prove to be a thirsty option, with range and recharging times still an issue for just about everything electric.

On a more positive note, the two, 11kg batteries are wired in parallel, so they empty evenly and can use their full capacity – so if one is charged at 70% and one at 100%, the 100% will empty down first, to be even from then on.

The batteries can be charged both in and out of the Z e-1, and there is the ability to use just one battery at a time, but the Z e-1 can only be used in ‘Eco’, with no ‘Boost’ function.

Although it’s the first EV in Kawasaki’s line-up, there’s no reason to think that reliability will be an issue. In fact, the Z e-1 comes equipped with a whopping four year warranty on all parts, and a five year warranty on the batteries.

Although it’s priced on the premium end of the scale, the finish on the Z e-1 is more reminiscent of the cheaper Kawasaki Z125, rather than a premium, electric machine.

There’s no denying that the Z e-1 is an expensive machine, coming in at a hefty £7799. Although there’s a £500 government subsidy currently on offer it’s still a lot of money for an electric 125cc equivalent, although you will save money in both fuel and servicing costs.

Alongside this, a Super Soco TC Max has a comparable stance and specification, and will set you back £4499 after the government grant.

The Maeving RM1 is a British electric retro with performance designed for town use but the incoming RM1S takes it a step further towards 125 performance with a top speed of 65mph.

With two rider modes, the ‘Boost’ button, ‘Walk Mode’ and a TFT dash with app connectivity, there is a reasonable amount of tech that comes as standard on the Z e-1.

But then again, it would be nice to have cruise control, there’s no USB port and it doesn’t have a type of handbrake, which makes parking on inclines a bit dubious as it can freewheel.

It’s also worth a mention that the componentry, such as the brakes, tyres and suspension is built to a budget specification.