2024 Kawasaki Z7 Hybrid review | Is this dual power source bike the future of urban transport?

Due to the fact the electric motor and battery are placed around the petrol-engine and it has a long wheelbase, the Z7 has a very heavy-handling feel that isn’t all that pleasant.

At low speed this top-heavy feel can easily catch you out, a sensation not helped by quite a small turning circle, and it is anything but light and nimble – in fact it weighs 55kg more than a Kawasaki Z500! Also, while the brakes and forks are good, the shock is quite harsh in its action and doesn’t deal with bumpy B-roads very well.

The Z7 Hybrid has three modes – Sport-Hybrid, Eco-Hybrid and fully-electric EV. Sport-Hybrid mode requires the rider to change gear via the bar-mounted buttons as there is no automatic option, which is odd as it is available in Eco-Hybrid mode. More than fast enough, once you get used to the push-button gearchange, the Z7’s engine is pleasingly responsive and even has an extra trick up its sleeve in the shape of e-boost.

Only available in Sport mode, e-boost adds a claimed 9.9bhp and 12.3ft.lb of performance through the electric motor that lasts for five seconds and is a helpful, if not entirely necessary, overtaking aid that give you an extra zip of acceleration.

It can also be used from a standing start to help you get away from the line and Kawasaki claim it can match a ZX-10R’s initial acceleration, which is a touch optimistic... But it’s not all plain sailing and despite an automatic clutch and push-button gearchange, there is an annoying lurch between every gear selection as if the quickshifter is set far too slowly. And in Eco mode it gets even worse...

In Eco, which has reduced engine power and electric assistance, the Z7 averages an impressive 80mpg under a mix of riding conditions. With start/stop, it pulls away on electric power before quickly swapping to petrol and although its performance is definitely lacklustre when compared to Sport mode, it cruises along merrily.

But, once again, the gearbox is a problem, especially in auto mode. Very keen to change up through the gears as quickly as possible to conserve fuel, the Z7 holds onto a high gear too long, reducing engine braking and muting acceleration, and during up changes the unpleasant lurch is very noticeable at anything other than a constant throttle.

Also, annoyingly, should you over-ride the auto gearbox with the push-button selectors it doesn’t return to auto unless you tell it to and there is no ‘kickdown’ function for overtakes and the e-boost is disabled.  It feels crude and somewhat unrefined, which is a shame as it ruins the whole riding experience.

In EV mode the Z7 becomes fully electric but unlike most electric bikes, it still uses the gearbox. Able to hit about 40mph flat out and a maximum of fourth gear, at sensible urban speeds you have a range of roughly 5-8 miles before the battery’s charge is used up and the bike automatically reverts to its petrol engine (it takes about 25 miles at 60mph to fully recharge again).

Effective as an electric bike, the gearbox is once again a nuisance as it lurches when it changes gears and as there is no motor noise, you can hear it clunk as it engages. It’s certainly acceptable urban transport in EV mode, and the forward/reverse ‘walk’ mode is handy, but it’s not fault-free.

The Z7 Hybrid, like most of Kawasaki’s middleweights, is built in Thailand and not Japan, which isn’t an issue and there is no reason to assume it will be unreliable.

It comes with a four-year warranty as standard and the parallel twin is a fairly basic unit that should be solid while the hybrid system is also fairly tried and tested technology. Quite how much extra strain it puts on the gearbox is yet to be seen but we would be fairly confident with its reliability.

The big selling point for hybrid technology is reduced running costs and the Z7 should average about 70mpg during normal use with 60mpg a worst-case scenario and 80mpg the very best.

That’s not bad considering a Z500 generally averages around 60mpg. But, and this is a big BUT, at £12k the Z7 Hybrid costs over double what the Z500 will set you back and also has to pay the same road tax.

In the UK there are currently no zero-emissions zones and any bike built with or after Euro3 can enter ULEZ zones, which makes the Hybrid feel a bit pointless. Pleasingly the hybrid has the same service intervals as a petrol-powered bike. Realistically, Kawasaki’s hybrid is a lifestyle choice rather than an economic one.

With the Zed costing £12k, you really would hope for more in terms of its spec. With its non-adjustable telescopic forks, two-piston sliding calipers, lack of angle-responsive electronics and no traction control, the Kawasaki doesn’t feel a premium product.

It lacks kerb appeal and aside from the clever tech, which is hidden away under the fairing, it certainly doesn’t look or feel a £12k bike. You get a TFT dash with connectivity as standard, but Kawasaki’s Rideology app and dash is much more basic than some rival products.