Last year, I wrote about how Kawasaki had some innovative electric motorcycles in its pipeline. One of them was even a parallel hybrid. Team Green has fulfilled its promises and has announced two electric motorcycles. The 2024 Kawasaki Ninja e-1 and 2024 Kawasaki Z e-1 are electric city motorcycles that you can buy right now. These bikes have removable 25.3-pound batteries, 41 miles of range, and can be charged in three different ways, so long as you keep them dry. Let’s dig in!
Back in 2021, Kawasaki announced that by 2035, all new Kawasaki motorcycles sold in Australia, Canada, Europe, Japan, and the United States will be electric. On the road to that target, Kawasaki has promised 10 electric and hybrid-electric vehicles. That was an ambitious goal considering that, until now, Team Green didn’t have a single electrified motorcycle. However, Kawasaki didn’t decide to go electric overnight. While the brand has been somewhat quiet about its electric developments, motorcycle media has found Kawasaki patent filings going back to 2015 that suggest Team Green has been brewing up these bikes for a while. Prototypes of these electrified machines were seen rolling around as far back as 2019.
Of Kawasaki’s electric plans, the Ninja HEV (hybrid electric vehicle) is probably the most interesting. The motorcycle’s gas engine can work with an electric motor for propulsion, just like a Toyota Prius. Also like a hybrid car, the motorcycle will have some electric-only range.
It’s a best-of-the-worlds approach for an emissions-free city ride and range for when you want to stretch its legs as many motorcyclists like to do. Hybrids haven’t hit motorcycles like they did cars. Yamaha and Honda have produced parallel hybrid scooters for markets outside of the United States, but we haven’t seen a production hybrid motorcycle yet, so that’s really exciting.
The other exciting development is the Kawasaki HySE hydrogen motorcycle. While this one isn’t electrified, it’s based on the Ninja H2 SX. The H2’s 998cc inline-four is present as well. Normally, it would be pumping out 197 HP with help from a supercharger, but Kawasaki reconfigured it to run on hydrogen. As I’ve said before, if hybrid motorcycles are ridiculously rare, hydrogen motorcycles are unicorns.
Kawasaki says to not expect the hydrogen wizardry until about 2030, but the hybrid may come out in 2024. Until then, we’re left with the two electric city commuters.
The 2024 Kawasaki Ninja e-1 and 2024 Kawasaki Z e-1
The two electro-bikes that you can order from Team Green right now are two flavors of similar motorcycles. Both motorcycles are based on Kawasaki’s 400cc architecture, borrowing their trellis frames, 41mm forks, UniTrak linkage, and disc brakes from the gas bikes. From a technical perspective, both the Ninja e-1 and the Z e-1 are similar, but have different styling and ergonomics to fit the product lines Kawasaki slotted them into. The Ninja is the sportbike of the pair, offering that sporty riding style, clip-on bars, and full fairings. On the other hand, the Z slots into that product line with minimal bodywork and a streetfighter stance.
No matter which one you choose, you get roughly the same performance and the same range, so just pick your favorite flavor. Speaking of flavors, you can have any color you want, so long as it’s matte silver with green accents.
At the heart of both motorcycles is a brushless electric motor rated for 6.8 HP (5.0 kW) continuous output with a boost of 12 HP (9.0 kW). At peak power, the motorcycles will punch out 29.7 lb-ft of torque. Power routes through a primary reduction gear to the chain final drive and Kawasaki says these motors are tuned for low-end grunt and a snappy response.
Kawasaki also says you also get a boost function that unlocks the aforementioned 12 ponies. The e-Boost function gives you stronger acceleration and a higher top speed. However, it should be noted that the e-Boost function works for only 15 seconds at a time. I mean, you have just 41 miles of range, so boosting your bike everywhere will kill those poor batteries.
Like many electric motorcycles, you do get different riding modes and these are activated with a switch on the left side of the handlebar. Eco mode tries to save as much battery as it can while limiting you to a top speed of 40 mph. Road mode allows you to travel at a top speed of 55 mph. Finally, e-Boost gets you up to 65 mph, but of course, for only 15 seconds. Like a video game power-up, you then have to wait until the bike says conditions are met before you can e-Boost again. Below 35 percent state of charge, the motorcycle will go into what Kawasaki says is “limited-power operation.” Kawasaki doesn’t say what this means aside from you getting a turtle icon on your screen and you’re locked out of e-Boost.
(Correction: The Z e-1 is ever so slightly slower, topping out at 53 mph or 63 mph in boost. We regret the error.)
Fueling the motor is a pair of tiny GO 1.6 kWh lithium-ion batteries from French company Forsee Power. These packs are stored next to each other in a storage box placed where an ICE motorcycle’s fuel tank would normally be. They’re rated at 50.4 volts and 30 Ah. Thankfully, the quoted range of 41 miles is in Road mode without using any boost. Though, Kawasaki doesn’t say at what speeds. Presumably, using Eco mode might squeeze more range out. The motorcycle also has regenerative braking to get back some spent power. Weirdly, Kawasaki’s regen system is different than you’d expect as it kicks on at 60 percent charge and above. Kawasaki also says regen is weaker the closer the battery is to a full charge.
You can charge these batteries in three ways.
You could easily remove them from the motorcycle–they weigh 25.3 pounds each–and charge them inside on a charging dock. Or you could charge the batteries directly without a dock. The third way of charging the batteries would be to charge them on the motorcycle itself by plugging them into an adapter found under the seat. I’ve said it a number of times before, but I love removable batteries. For those of us who live in apartments and street park, removable batteries are currently the only way to juice up an EV at home.
Unfortunately, charging is Level 1. Kawasaki says it takes 3.7 hours to charge a battery from dead to full. Oh yeah, you can charge only one battery at a time (taking 7.4 hours for both batteries) unless you buy a second charger. Kawasaki does say you can charge one battery from 20 percent to 85 percent in 1.6 hours. That sounds better until you remember that you have just 41 miles of range to play with and that requires both batteries.
This also means you’ll need to carry the external charger with you if you plan on charging in public. If you haven’t realized this already, these motorcycles are strictly city machines of limited practicality.
Charging also cannot take place outdoors if the weather is bad. Kawasaki warns that the batteries have to be charged in a dry place and you should not get the batteries, the battery terminals, the battery compartment, or the charger wet, from Kawasaki:
“Charging of the batteries should always be done in a dry environment to avoid getting the batteries, battery terminals, or battery charger wet. The battery compartment is water-resistant; however, pressure washers should be avoided, especially near this area of the motorcycle.”
Kawasaki doesn’t say what happens if water gets in, but I can’t imagine it would be cheap. Here’s the charger, for reference:
This is a little different than usual. For example, Zero Motorcycles warns against using a pressure washer, but doesn’t say you cannot get components wet. The charge port on my Zero DSR/X tester is exposed to weather, too. Zero says:
“Improper cleaning can damage electrical components, cowlings, panels, and other plastic parts. Do not use steam or high-pressure water cleaner systems; they can cause water intrusion of bearing, seals, and electrical components. Avoid spraying water of great force around the dash unit, charge port, power pack, and controller.”
In terms of tech, you get a 4.3-inch TFT display, Bluetooth, ABS, and a Walk mode that allows the motorcycles to move just 3.1 mph forward and 1.8 mph in reverse. My Zero DSR/X long-term loaner has reverse and it’s easily one of my favorite features of an electric motorcycle. No more slow and goofy walking yourself out of a parking space on an incline.
Chassis
As I said before, these motorcycles borrow their architecture from Kawasaki’s 400cc gas bikes, but with trellis frames modified for rigidity as well as to accommodate the motor down low and those batteries up top. The motorcycles are sized like a Ninja 400 and a Z400 with a 53.9-inch wheelbase, 24.4-degree rake, and a 3.7-inch trail. Thankfully, going electric didn’t increase weight over the gas bikes and the Kawasaki Ninja e-1 weighs 309 pounds while the Kawasaki Z e-1 weighs 298 pounds. Their gas counterparts weigh 362 pounds and 364 pounds, respectively. Kawasaki also works in a 5-liter storage box for whatever you want. That’s not a lot, but it’s something.
Really, these are motorcycles with more or less the sustained performance of a 125cc gasser with a glorious 15 seconds providing about 150cc power. But, unlike many 125s, these are big enough for an adult to feel pretty comfortable.
In terms of suspension, you get a 41mm fork and preload-adjustable shock in the rear. Kawasaki says the suspension is tuned for city riding. Braking is handled by a 290mm disc up front clamped on by a two-piston caliper. Another two-piston caliper brings up the rear but clenches a 220mm disc.
Available Now, But For A Disappointing Price
Kawasaki says these motorcycles can be purchased right now and availability is noted to be October of this year. The 2024 Kawasaki Ninja e-1 ABS is priced at $7,599 while the 2024 Kawasaki Z e-1 ABS is slightly cheaper at $7,299.
I like a lot of what I see here. Sometimes you don’t need more than a 125cc motorcycle’s worth of power, but you don’t want to be crunched up on a city scooter or mini-motorcycle. Likewise, removable batteries are still a great solution for people who don’t have garages for their electric vehicles. I also like how Kawasaki used existing parts and kept things simple. These motorcycles aren’t trying to reinvent riding, claiming to be robots or anything like that. They’re just motorcycles, but electric, which is great!
What I don’t like are all of the limitations. The paltry 41-mile range would be more acceptable if there was a way to charge those batteries quickly. Since that charging is just Level 1, you can forget charging while on the run. I suppose you could still charge this bike at work, but you’ll still have to bring the charger with you and charge just one battery at a time. That’s clunky and inconvenient. I’m also disappointed that the systems don’t appear to have much water resistance. I can charge my Zero loaner in the rain without an issue.
These limitations would probably be livable if these bikes were priced aggressively enough, but those above prices make these scoots as expensive as other more capable machines. The BMW CE 02 is roughly the same price, goes 56 miles, and has 15 horsepower. Spend just a little more on Erik Buell’s Fuell Fllow and you get 150 miles of range and 47 HP. You get my point.
Still, Kawasaki’s electric motorcycles have some good ideas, just some other ideas that may need some work. They’re just electric motorcycles and aren’t trying to be anything else. I’d love to swing a leg over one to see how they perform in real life.
(All Images: Kawasaki)
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Well it is looking like the hybrid is going to make 2024, from what I’ve heard it will be similar to a Ninja 650, however equipped with a variation of the 450 twin from the Eliminator with a smallish electric motor and battery making about 70 hp total. It sounds a more plausible ride. No idea of the cost or other details, we will find out when it shows up somewhere.
I had some motorcycles when I was a kid but the only Kawasaki I have ever ridden was in the NYC subway and it is an superlative example of electric transportation. I’m sure Kawasaki will get it together eventually.
50V 30Ah at 25 lbs a piece is not a good density. I have a ebike battery with top tier 21700 cells thats 52V 10Ah in a 4.5 lb package. This looks to be about 50% heavier than it should be, even with extra protection. It also was only $400 dollars even to an end user, so electrons are not the reason this bike it expensive.
Also I think the speeds are definitely “fine” but it will make selling these things harder, if that aforementioned ebike can do 28 mph legally (in the US) with assist, more if you pedal hard in an arro position.
Proprietary level 1 charging, limited to 40mph if you want the 40 mile range, 55mph at best sustainable speed is still too slow for highways, possibly can’t handle bad weather, heavy, and expensive.
This seems like a pile of shit.
A Kawasaki that goes to 63mph, for all of 41 miles, and all this for 7-something K !
WHERE HAVE YOU BEEN THIS WHOLE TIME, YOU BEAUTIFUL NINJA KILLER YOU !!!
I think if anyone can grow the electric market its Kawasaki but, its disappointing to start. I hate to say it that is the whole market. (see Vespa Elettrica) Low top speed high speed price.
For a lot of new riders they want a smaller bike like a Ninja 250-500 to start. The Nice thing with the 250, 400 and 500 you can take those on the highway. The electric only having a top speed of 55 is disappointing. While great for the city, that is what you are limited to.
As of right now I would still stick with Zero. all models are highway capable. Kawasaki good first attempt but the public deserves a better entry level electric motorcycle.
I applaud them for looking like real motorcycles, but that range is beyond awful. One brave soul in management should have said that a 41 mile range is embarrassing.
https://www.youtube.com/watch?v=uk2ou5gt_94
Why is everyone sleeping on recumbent bikes? A low centre of gravity from battery packs, proper aero… @Toecutter’s insane trike aside ❤️
Does it seem weird to anyone else that these aren’t compatible with NACS (or CHAdeMO for JP bikes)? That kind of seems like table stakes for a “real” EV.
Probably skipped the onboard charger to cut cost. I had to replace the charger on my 2016 Zero DSR (they are known to fail) and the replacement is $800!
The various L3 systems are all much higher voltage than this 50V architecture. Going to a high voltage system would add weight beyond just the necessary charge system.
Level 3 would probably be overkill for these tiny batteries
But not having level 2 J1772 or indeed NACS is disappointing.
I really wish my Africa Twin had reverse. Tall summbich
The lede image should’ve been titled “Green Ninjas” as a double entendre to team green ????
Flips Table
You brilliant Stig!!
The whole charging setup is lame, like a power wheels basically. Proprietary everything and nothing is weather resistant? Really dumb. I appreciate removable packs but there has to be a better way of doing it.
Why is it so hard to make a decent electric bike? I get battery density isn’t ideal yet, but what’s with these anemic notors
It’s not hard to make one, IMO.
I’m in the process of purchasing a Hubmonster from someone in Canada for use in a custom non-“bicycle” microcar a friend and I put together. I will need two three-phase controllers to run it. This motor is discontinued, but there are electric bicycle builders that have used it for 11-12 second 1/4 mile drag times. It’s officially rated for 6kW continuous at 72V, but is really more than double that continuous power, and peak power in the triple-digit kW range has been achieved for short periods by drag racers. Which isn’t bad considering the motor’s size.
Here’s an electric “bicycle” reaching 107 mph on the freeway with one:
https://www.youtube.com/watch?v=43RqRBZ1Vro
I assume Kawi was aiming for as low a price point as they could but completely unwilling to put out a product that didn’t meet build quality standards. It’s trivially easy to put out a much more capable ebike just by putting together alibaba parts, but it’s not going to be street legal and not gonna look it. At this point if I wanted electric transport, I’d get a grey market surron off alibaba and pretend the pedals fell off if a cop ever pulls me over.
You’ll actually want a functioning bicycle drivetrain operating a torque sensor, and the motor hidden from view, in case you do get pulled over. This way you could argue you were pedaling it, as long as the speed is within reason for someone of athletic capability. A stealth build is even better.
Ebike laws vary widely depending upon location. My motorized microcar/”bicycle” is legally a bicycle and not a “motor vehicle” due to a series of legal technicalities where I live. If I go to the next state over, I have to restrict it to 1 horsepower with the assist cutting out at 28 mph to be legally a “Class 3 Ebike”, and I’m capable of shutting the motor off and pedaling faster than 28 mph anyway, and have a switch to toggle modes for when no one is looking and I want to fly down the road at freeway speeds illegally in a rural area. In my home state, there’s nothing the cops can do thus far, and I fly around on state highways with it.
I just can’t legally take it on the interstate, anywhere, as it is not compliant with federal regulations in the U.S.
To be fa-a-a-a-ir, it’s not a great idea to use a pressure washer on an ICE bike, either. 🙂
I like to use a bucket and a micro fiber towel or mitt, and then rinse with warm water from a 2-gallon sprayer that’s meant for herbicides and such. (That one is used only for water.)
You can wash the bike almost anywhere when you don’t need a hose and you can control the spray better via the adjustable nozzle.
Dude, me as well! I use that kind of sprayer on the car’s engine too
Admittedly, my original headline said “…But Don’t Get It Too Wet.” I believe the editor wisely played it safe. 🙂
It’s not the pressure washing that gets me, it’s the fact that it appears the batteries aren’t water-resistant. Or at the very least, the water resistance is so little that Kawasaki put in its press release that you can’t get them wet. Add the fact that the only thing keeping those batteries from getting wet is the seal on the compartment door.
I’m sure this isn’t the only EV motorcycle to have such a limitation, but I wonder what happens years down the road when the compartment’s seal springs a leak from wear and tear.
Those wacky editors! 🙂
That’s a good question about the seal; it will require careful monitoring for cracks and other degradation.
Based on the Kawasaki paragraph you quoted above, it sounds like owners will at least need to have covered parking: even if they take the batteries inside and dry them off before charging, removing them in the rain would allow water into the battery compartment.
This seems like a design compromise when the bikes are aimed at city dwellers.
In all my decades of riding I’ve never washed any of my bikes, they were all washed by rain, being street parked (outside the 3months/year of winter storage in the garage); granted I’ve never owned dirtbikes, all my riding happens on asphalt
I guess there’s a population that wants to ride no more than 30 miles at no more than 55 mph, and are willing to pay $8K to do it? And aren’t being served by electric bicycles? I would not have guess that.
For real, and you can pedal an ebike when the battery dies
The 41 mile range is concerning (my commute is 20 miles each way) but that speed limiter is more concerning. Even on the side streets 55mph will get me ran over.
This has all the hallmarks of bad decisions made early and religiously followed all the way to their bitter conclusions:
Let’s use an existing frame. I am sure we can find a motor to fit.
Let’s make the batteries swappable and fit inside the tank space.
I am sure the customer will have a nice dry garage or home for charging.
City motorcycles only need a few miles and have all night to charge.
The Ninja name will sell no matter what we make.
These would make more sense if there was a battery exchange system like in Taiwan for their e-scooters.
Their range is also low, but they can stop and just swap the depleted battery for a charged one.
But I don’t see that happening, unless all manufacturers decide on a common form factor battery that all bikes could use and invest in battery swap stations at least in the biggest population centers.
Man what happened to Japanese engineering? First their automakers decide to just rebadge bmws and GMs and now their bike industry? These thing sure looks like a dog, poor range, even poorer performance and not even fast to charge. It really doesn’t look like a great seller
They’re still killing it with ICE bikes.
If you don’t watch MotoGP you should know that Kawasaki quit years ago, Suzuki quit a couple of years ago, Yamaha hasn’t been competitive since 2021 and Honda has been garbage for years and only getting worse. European manufacturers have completely taken over, with Ducati dominating and both KTM and Aprilia being better than any of the Japanese.
I expect Honda & Yamaha to quit too, after Marquez and Quartararo leave and they start to get lapped every race by a Ducati.
Ninja has a higher top speed. The Z e-1 is only 53mph or 63mph boosted.
Oh snap, you’re right! I misread the press release. I apologize for that. A correction has been issued.
These things are overbuilt for what they are. 300 lbs is heavy for a vehicle with such a small 3 kWh battery and only 12 horsepower peak. At more than $7,000, the price for these bikes seems very steep.
My 91 lb 13 horsepower trike would smoke these things at a stoplight. I get more than triple the range on half the battery, thanks to aerodynamics. It was built for roughly half the cost. AND I can still pedal the damned thing to 35 mph if the battery runs dead. Once upgrades are complete, it will be capable of over 100 mph top speed.
My interest would be more piqued once they make a serious competitor to their ICE motorcycles, which I think they are more than capable of doing with today’s tech. They need to focus on aero drag reduction and fit a pack of roughly 15 kWh, and aim for a 500 lb bike with 100kW peak on tap. There are off-the-shelf batteries right now that will allow for this. If the 6-phase PMDC Hubmonster motor went back into production and had liquid cooling added, it would be PERFECT for such a bike, but I’m certain Kawasaki could develop their own motor in house. As for aero, check out what is possible, as the bike below caled the WMC250EV has a 0.11 Cd value when the rider is fully tucked in:
https://www.youtube.com/watch?v=NvsfpAkjVw0
With the rider in a more comfortable position, and if say the drag doubles as a result, a 15 kWh pack could easily give 200 miles range ridden at the speed limit or slightly over on the interstate. It won’t get much range on the track or running from the cops, but that is the downside to EVs, as unlike ICE, thermal efficiency of electric motors doesn’t increase with load. In racing conditions with lots of full-throttle acceleration and hard braking, range could be 10% of what it is when ridden semi-legally on the road.
At least we’ll know why you’ll stop posting all of the sudden.
I’ve been 89 mph down a steep hill in a Milan SL velomobile, using components less robust. The Milan is not as stable at speed as my custom build, and gets twitchy at about 45 mph.
The custom build is stable at 70+ thus far bombing down a hill. Got pulled over once doing just that, but because legally it is a “bicycle”, there wasn’t much Officer Friendly could do, and he was pissed when his supervisor made him let me go. The custom build has hydraulic disc brakes on the front wheels with regen and a cable pull brake on the rear wheel, 16×1.5″ DOT rims, DOT solar car tires, and will soon have a roll cage and safety harness. The next body shell is not only going to be more aerodynamically streamlined, but will also offer crumple zones. Finished weight is expected to be around 100-120 lbs.
41 miles is dog water. A Sur Ron Ultra Bee will do 87 miles for $6k and it weighs 187lbs. I guess the brain trust at Kawasaki is counting on the extra lightness in your wallet to make up the difference for this 300lb porker. Maybe they expected you to pay in quarters… What a joke.
41 miles is tough. Granted, this is intended to stay close to home. The removable batteries are interesting, because if there’s a substantial problem with the batteries, replacing them is very straightforward.
I know someone who bought a Zero, which had all manner of issues (even just powering on at times), and got virtually no support from the manufacturer and the selling dealer was completely worthless. Obviously we expect more from Kawasaki, but again, at least easily removable modules reduces potential concern of dealing with bugbears.
I saw some youtube video saying that all the Japanese manufacturers will use this same battery type for their bikes so they’ll be universal. That’ll be cool if true.
So you’re saying there’s a Universal Japanese Motorcycle (battery)?
I do like the idea of my work paying to charge my motorcycle battery under my desk while I work.
You know it’s a bad bike when even Electrek.com is bashing the usefullness of these things.
Just read Electrek’s take and oof! Usually, those guys have something nice to say about everything. Honestly, if these were like $4k then ok, that’s probably a decent deal. But around $8k? Eh…
In terms of real-world utility, how much more useful are the Kawasaki bikes than the Honda Motocompacto? I was unimpressed by the Motocompacto, but for $1,000 I can see where it would be a good deal for the right person. I don’t see any scenario where $8,000 makes sense for a bike with 125cc-ish performance and 41 miles of range. Still, it is nice to see major manufacturers are starting to build electric motorcycles.
The Motocompacto will be largely limited to sidewalks or bike lanes at best, not really useful for getting across a city. You could also argue the Motocompacto is more of a novelty for people who can’t afford a ~$8,000 Motocompo than something practical. At least these are road-legal.
The more I look at the specs, the Kawasaki bikes are basically for the kinds of people who would be fine with an electric scooter (like a Vespa or a NIU, not an electric push scooter) but want that scooter power in a motorcycle form factor. It’ll get you from one nearby point in a city to another nearby point in a city. But even then…an electric scooter will charge faster.
These will probably be fun on the canyons, but you would never make it there.. I still think this is great, if it fails or falls short, they are poking around to see what works and where it fits. They find something that works and naturally price will drop in proportion to production.
I could see these as competitors to 50 cc Vespas. I’m not sure how ICE Vespa owners use their scooters, but I presume they mostly stay within a 20 mile radius of their residences. If that is true, the Kawasaki bikes seem like reasonable alternatives. Even the price sort of makes sense. The cheapest ICE Vespa is ~$3,000 cheaper than the Ze1. $3,000 isn’t unreasonable as an early adopter tax to own an electric motorcycle/scooter.
If you compare this to an electric Vespa the price makes even more sense. The Vespa Elettricca 70 appears to have similar performance to the Z e1 and costs slightly more.
Also, this is a very random aside, but while perusing the Vespa website to read about their products I found they sell a Vespa Sprint Justin Bieber edition. I can’t believe a Justin Bieber themed transportation device exists.