Kawasaki Z900 A2 test

Menus

• The best-selling of the big roadsters becomes accessible to A2 licenses
• Four cylinders in line, 948 cm3, 95 hp at 8000 rpm, 91 Nm at 6500 rpm, 210 kilos, 9,099 €
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption & autonomy
• Conclusion

The best-selling of the big roadsters becomes accessible to A2 licenses

Four cylinders in line, 948 cm3, 95 hp at 8000 rpm, 91 Nm at 6500 rpm, 210 kilos, 9,099 €

Among the three big Japanese present in the niche (note the curious absence of Honda in a market which is nevertheless fairly profitable), Kawasaki is the only one, within its new 2018 range which now includes 7 models accessible to A2 license holders, at offer a large compatible roadster. Indeed, Suzuki does not allow to restrain its GSX-S 750 and it is the same at Yamaha with the MT-09.

At Kawasaki, of course, we are delighted. That said, if they are the only ones from Japan to be in this niche, there is still a little competition from customers eager for a beautiful roadster: Aprilia Shiver 900, Ducati Monster 821 and Triumph Street. Triple S (equipped for the occasion with a 660 cm3 engine and not the 765 of its little sisters) which are also bridle at 47.5 horsepower.

In 15 years of career, the Z is a phenomenon, having long been, in its 750 and 800 versions, at the head of sales. The 900 does not deserve, if we look at the ranking of the best motorcycle sales in 2017: if, in average displacement, the Yamaha MT-07 (5,066 units) dislodged the Z650 (4,311), the Z 900 avenges the honor of the family by acquiring 2,288 new fans against 1,950 for the Yamaha MT-09 and 1,547 Suzuki GSX-S 750.

The Z pleases, therefore. It remains to be seen what gives a Z in 47.5 hp anyway. At this stage of the explanation, I must tell you about my childhood friend, Olive: nicknamed "the lumberjack of the Ardennes" (no, that has nothing to do with Michel Fourniret), Olive, with due respect for traditions local people, went out every morning for a short jog of 50 kilometers in the woods, killed a bear with bare hands when he encountered one (since then there are no more bears in the Ardennes), then knocked down an oak tree with blows. knees before cutting a canoe with his teeth, to return by the river. In his youth, Olive, a young driver (money loss is ultimately a kind of natural A2 license), rode a Honda CBX 400: something heavy and soft-pointed, which "braked" (the word is strong) thanks to a single disc placed "in-board" inside the wheel. In short, a pure merguez and yet, he did not leave her, his CBX and inflicted tens of thousands of kilometers on her. I even think he liked her. Today, he could perhaps start on this restrained Z900 A2. That puts it all in perspective.

Discovery

The Z 900 was renewed last year and has obviously been fully tested at the Den. Without breaking with the "manga" design trait initiated by Tanaka-San and present on the line inaugurated by the Z1000 of 2003, this 900 retains a little its front face and its peaked "saddle" sides, its voluminous tank, but innovates by the presence of a trellis frame which can even be distinguished by its green treatment (on the black version). Apart from that, the bike having barely more than a year of existence, there are no other modifications than those of the colors: the black version has red facings (edging on the wheels and tank scoops ) while a new color, the red of one of our test models, has appeared.

However, we can, at a glance, differentiate the A2 version from the other models: the cylinder head covers are gray and if we put the two versions side by side, we will discover that the A2 version has exhaust pipes. thinner than full power.

For the rest, whether it is in 95 or a fortiori in 47 horses, the Z 900 A2 will of course be a rewarding machine for beginner motorcyclists, having everything of a great one with its big engine, its solid inverted fork and its brakes. petal discs (yes, but not with radial calipers).

In the saddle

Among the seven A2 compatible models of the new Kawasaki 2018 range, the Z900 is obviously the largest. If it remains easy to lead, we will keep in mind that for a beginner biker who must do, it is in his course, all the mistakes of the beginner (parking in a descent with the nose facing a wall, forgetting the side stand, losing your balance on a U-turn to the steering stop …), it may be easier to lead (a Ninja 400 or a Z650, for example). In short, the tank remains large, the weight of 210 kilos is only a matter of habit, but an A2, precisely, it has no habits. Finally you are great, it is you who see. Otherwise, the saddle height is in the norm at 795 mm and the tank is a bit wide. Fortunately, a straight and natural riding position helps take the measure of the whole..

Once on board, no headache: unlike some of its competitors, the Z 900 is without electronics. No traction control, no engine mapping, no adjustments or pilot-in-command checklist to do before departure. So we just look at this very tuning dashboard in its appearance and modify, if desired, the display mode of the tachometer….

Engine and transmission

Assuming that a 47.5 hp restricted version cannot exceed twice this power in the free version, the original Z900, offering a fine 125 hp, should be excluded from the A2 offer. Kawasaki has therefore developed a specific version offering 95 hp (70 kW) of origin. The difference relates to the exhausts, the cylinder head, the mapping and the camshafts. Going from 95 to 47.5 hp is only a mapping operation, reversible and invoiced at 90 € in the network. But once the probationary period is over, a 95 hp Z900 can never become a 125 hp Z900 again. Is it that bad? Not so sure, because we explain why below.

Still, the engine values ​​go from 125 hp (at 9500 rpm) and 98.6 Nm (at 7700 rpm) on the full version, to 95 hp (at 8000 rpm) and to 91 , 2 Nm (at 6500 rpm) on the 70 kW, which can also drop to 47.5 hp (at 6500 rpm) and 77 Nm (at 1700 rpm) on the flanged version. There, we see it, it’s not the same thing.

All of this comes with a 6 box. There is no shifter

In the city

Here, the flexibility of the engine will be an ally, as will the smoothness of the controls and the turning radius, correct. On the other hand, there will already be a difference between the two versions of this A2 version. Based on the idea that it is not recommended to drive like an asshole in town and that we will be there more at low and mid-range, the 95 version reveals the same presence at low speed and even seems better supplied. in the middle, since it delivers its maximum torque lower.

The 47.5 horsepower version will be smoother, much smoother: from the first millimeters of opening the throttle, it’s as if we were on a "rain" engine map (but heavy rain, like monsoon). So, let’s not forget that this bike is intended for beginners: it’s perfect for moving smoothly between car lines, without ever being surprised..

On motorways and main roads

Here too, the difference is widening on the mechanical side. Beforehand, we will of course have the gigantic progress made by the Z900 in terms of handling, comfort, damping quality and overall precision compared to the previous Z750 and Z800. In fact, our test took place in Corsica and the great outdoors being as rare as a prefect setting fire to a hut himself, we can just say that in the mid-range, the 95 horsepower version has nothing to return to the 125. And even in the towers, the acceleration remains sustained, lively, nice. In short, this is a motorcycle that will not frustrate you once you have spent your two years of license. Obviously, at the top of the towers, by sticking fully to a few gears, the big one will make a small difference (but after the third, you will be outlawed anyway).

On condition of not adopting too violent driving, the 47.5 hp will follow its path: at 5500 rpm at 130 km / h on the motorway, it is still below its maximum power speed..

On departmental

As we have said, on winding terrain, the 95 horsepower holds its place against the 125 and its torque available earlier even makes it quite efficient. For the 47.5 horsepower, on the other hand, we can only consider the ride. After all, it’s good, the ride makes people happy. So, we walk around, noses in the air, telling ourselves that we have a very nice motorcycle and that a roadster is made for that. We are at peace; full of peaceful people, well that makes a peaceful world and I believe that humanity really needs it.

Anyway, any inclination to sporty driving will quickly be discouraging with the 47.5 horsepower: the mid-revs (3 – 6000 rpm) are relatively full but still lack liveliness and there is no point in going to the – beyond 7000 rpm, the bike has nothing more to tell and no extension to deliver you. So all you have to do is wrap around the couple and tell yourself that you will gain experience for two years and then move on to more serious matters. #pedagogy.

Part-cycle

The progress of the new Z chassis, which is more precise, more comfortable and also lighter than the previous generation, has been repeatedly underlined, while the suspensions work well, both the inverted fork of 41 mm in diameter, fully adjustable and ” a travel of 120 mm, as long as the rear shock absorber adjustable in preload and rebound and deflection on 140 mm.

Unfortunately, the whole thing is put on the ground on two rather mediocre Dunlop D214, offering no feeling, weighing down the bike and knowing if necessary, not to be zealous in terms of grip. So we know that beginner bikers are made for beginners, but if we gave them real tires, they could build an analysis grid on a sound basis. And even with 47.5 horsepower.

Brakes

Nice discs but no radial calipers on this bike. At the front, the device shows 300mm discs pinched by opposed 4-piston calipers and a 250mm disc at the rear pinched by a single-piston caliper. The ABS is not disconnectable, but it has the merit of not being intrusive while the braking power is satisfactory, in 47 as in 95 hp..

Comfort and duo

The riding position is quite natural, the Z engine no longer vibrates as in the past, the saddle is not uncomfortable and the suspensions do not swing from the racket. Not bad is not it ? The passenger, meanwhile, will have to count with a high saddle perched and the absence of passenger handle. What to share the road in fusion mode. And that only exists on a motorcycle !

Consumption & autonomy

If the tank is 17 liters, the configuration of this test did not allow us to measure consumption or estimate the difference in energy needs between the two versions. Another time, maybe (sorry!).

Conclusion

Kawasaki played well with its Z900 in 95 horsepower version, which does the job well and which is very nice to drive without showing, under the conditions of our test, any major difference with the big one. As for the 47.5 horsepower version, it all depends on whether we see the glass half full or half empty: on the one hand, the potential of the Z is really reduced here with an engine that quickly forfeits. On the other hand, it allows you to start with a big bike, which will be rewarding in the eyes of many, which will deliver its performance smoothly for two years and which will become nice once at 95 horsepower. There, the deal is interesting and without competition at this level of the range among Japanese manufacturers. And thinking back to the Ardennes Bear, I think he would have appreciated it, this Z900 47 hp: a motorcycle with real brakes and real suspensions, that changes everything. Only real tires are missing.

Strong points

• Nice look
• Enhancing template
• Balanced chassis
• Getting started on a big one in complete safety !
• Correct comfort
• Beautiful sound of the 4 cylinders

Weak points

• 47 hp model a little frustrating all the same
• Poor original tires
• Pretty ugly dashboard

Kawasaki Z900 A2 technical sheet

Test conditions

• Itinerary: a short day trip in Corsica on the 95 hp and 47.5 hp versions
• Motorcycle mileage: – km
• Problem encountered: none

Competition: Aprilia Shiver 900, Ducati Monster 821, Triumph Street Triple S

Related articles

• Comparative motorcycle test Kawasaki Ninja 650 A2 and full

  Daily trial for 15 days of both versions 649 cc, 68 hp – 47.5 hp in A2 – for 193 kilos Who remembers the ER-6, the model unveiled in 2005 and since…

• Kawasaki Versys-X 300 test

  40 horses at 11,500 rpm 25.7 Nm, 175 kilos with full tank, two colors, € 5,799 An easy and sparkling little trail: what if life on a motorcycle was as…

• Kawasaki ER6n test

  The grasshopper 10 day trial We have been waiting for several years for a basic to replace the ER-5. In the renewal of its range and in particular…

• Kawasaki 1400 GTR motorcycle test

  THE GT There always comes a time when every motorcyclist wonders about the positioning of his passion. And the current offer, with its various…

• Kawasaki Z1000R Performance Pack test

  4 cylinders in line, 1043 cm3, 142 hp, 221 kilos, € 15,549 An old-fashioned roadster, which grows hairy and very pleasant to drive… To have or not ?…

• Kawasaki Z400 motorcycle test

  Roadster with Sugomi sauce or decarenated sports car A2 licenses have the choice between large bridles, sometimes very badly bridled, and smaller ones,…

• Offenstadt Kawasaki 750 sports bike test

  The H2 Monocoque Pilot-engineers are a rare breed, especially those who are equally expert in both disciplines and able to design innovative and unique…

• Kawasaki H1R sports bike test

  The first two-stroke of the Grands Prix 500 3-cylinder engine, 498 cm3, 82 hp and 59 Nm, 134 kg dry Ironic, really. Of the four Japanese manufacturers,…

• Kawasaki Z1B Moriwaki motorcycle test

  Wild and brilliant roadster 4 cylinders in line, 1,135 cm3, 119 hp, 160 kg It has been exactly 40 years since New Zealander Graeme Crosby entered the GP…

• Kawasaki Z H2 Supercharged motorcycle test

  200 hp, 14 mkg at 8,500 rpm, 239 kg all full, 17,099 € Put some salt ! Fifteen days of driving with the Kawasaki Z H2? I say it bluntly, it takes less to…