Kawasaki Z900RS test

Menus

• 4 cylinders in line, 948 cm3, 111 hp at 8,500 rpm, 10 m / kg at 6,500 rpm, 215 kilos, from € 11,999
• A skillfully modified Z 900 or the worthy heir to the 900 Z1 of the past ?
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort & duo
• Consumption & autonomy
• Conclusion
• Kawasaki Z900RS video test

4 cylinders in line, 948 cm3, 111 hp at 8,500 rpm, 10 m / kg at 6,500 rpm, 215 kilos, from € 11,999

A skillfully modified Z 900 or the worthy heir to the 900 Z1 of the past ?

We’re not going to lie to each other. It was the Honda CB 750 K0 which, in 1969, opened the revolutionary breach in the motorcycling world and changed things forever.. With its four cylinders in line, its electric starter, its disc brake and its 67 horsepower, it brought power, performance, ease of use and reliability in a universe composed of placid Germans, fragile English women and exotic Americans. Honda opened the breach, the others followed.

Thus, Kawasaki takes a path already traced. But it does it in a fashion: in 1972, the 900 Z1 struck everyone’s mind. Bigger than the Honda (903 cm3 for the Kawa), more powerful (82 horsepower), it does not give up on reliability and build quality and innovates with its DOHC engine. If the Honda could have been considered a twink machine, the 900 Z1 is a man’s motorcycle. Its engine, equipped with large crankshaft masses, delivers raw and instantaneous power. The Z1 will become a legend: Kawasaki estimates that 70 to 80% of the motorcycles produced are still in circulation and today you will have to drop a note of more than 20,000 € to get your hands on a beautiful copy..

In the neo-retro fashion that has hit the motorcycle planet for a decade now, Kawasaki would have been wrong not to capitalize on this heritage. The Z 900 RS is therefore, not a copy, but a tribute to the original model. A mix of old and new, classicism for the look and modernity for performance and handling, two criteria that have often been neglected by productions intended for nostalgic bikers.

It is therefore the very efficient Z 900 which serves as a donor base, to the point that this may have generated, from the start, a certain interpretation by the general public. We thus note that as soon as the price of the Z 900 RS was known, social networks (the Facebook page of Le Repaire among others), known more for the speed of emotions than the finesse of the analyzes, ignited as for the beautiful price. Because the Z 900 RS is expected, that’s for sure. Kawasaki expects to sell more than 1,000 copies in a full year, including the Cafe version (against a little more than 3,000 Z900, the young roadster not having to cannibalize the sales of the homage); to this we must add that the Z 900 A2 version also has a potential of several thousand units. 2018, the year of Z ?

But here it is: nearly 3000 euros separate the two versions, which could have been considered excessive for something that had been taken for a simple makeover. However, the reality is more complex than that. Explanation in the following paragraphs.

Discovery

Tribute: this is how Kawasaki defines its new Z 900 RS. Because a realization more faithful to the initial model would have led the manufacturer of Akashi to keep a double shock absorber at the rear, as well as a double cradle frame. Because, if it cannot be denied that the spirit and the letter are really close to the original, it is true that the upper pillar of the trellis frame and the space above the rear wheel betray modernity. Just like the front LED lights and radial brakes, which the Z 900 does not have.

Nevertheless: this machine seduces as much by the care taken in its finish (look at the treatment of the wheels, the exhaust or the attachment of the front fender) as by the details which take up the spirit of the original model. Thus, seen from the front, the two counter blocks are identical. The graduations of the counter go up to 240 km / h in both cases. The hands of both dials have the same central structure. The saddle strap is fixed by a metal part held by a Phillips screw in both cases. The rear light is LED, but does not have a multitude of small enchanted garland-style bulbs: it has been designed so that, from a distance, we perceive the same type of halo as in the case of the old bulb bulb. The paint does not only take on the same colors, but the glittery appearance: this was obtained in the past by pouring a few grams of arsenic into the solution. Nowadays, environmental laws have passed this way, but modern technology makes it possible to have the same result. Even the sound of the exhaust has been reworked to stick to the spirit of yesteryear, even if in this area, Honda has achieved a better result with its latest generations of CB 1100.

In addition to a Cafe version, green, which will be available in March 2018, the Z 900 RS, which will be in dealerships in January 2018, is available in 3 different colors, at different prices (€ 11,999 for the black, € 12,199 for the matt green and € 12,299 for the two-tone orange / brown). Marketing being a pretty science, Kawasaki predicted that this bike would, in general, appeal to bikers from 35 to 55 years old. Those of 35 years old will probably go for matte green, those of 45 years old towards black and those of 55 years, who knew the original version, will go on the two-tone orange / brown paint. Everything is planned, isn’t it great ?

In the saddle

At 835 mm, the saddle of the Z 900 RS is higher than that of the Z 900 (785 mm). Nevertheless, it is narrow in its central part and we immediately perceive that it is well padded. The rounded tank does not interfere with ergonomics, the driving position is straight, natural, with a handlebars further back and higher than the Z 900.

Between the two counters, a digital window: a traction control appears (it is adjustable in 2 levels and can be disconnected). The gear indicator is also new, while the on-board computer scrolls through the information via a button on the left stalk, easy and practical. In addition to the permanently displayed time, the outside temperature, the average consumption and the range are also present. The Z 900 RS still does without a by-wire accelerator, so there are no driving modes.

Engine and transmission

Basically, it is therefore a Z 900 engine (but equipped with false fins to make it old school), about which we spoke highly of during our first test last year. With a displacement of 948 cm3 (74.3 x 56 mm), it develops not 125 horsepower as in the sports roadster but 111 hp, obtained 1000 rpm lower (at 8,500 rpm). The torque is generally the same, but also obtained lower (at 6,500 rpm on the RS, 7,700 rpm on the Z).

Kawasaki didn’t just change the engine mapping. Because, already, airbox and exhausts are different and from an internal point of view, camshafts and crankshaft (heavier by 12%) made it possible to bring a palpable higher power in real life. The compression ratio is lower (10.8: 1 against 11.8: 1 on the Z)

Thus, up to mid-range, the RS is more powerful and torquey than the Z, and then becomes more linear from 7 to 10,000 rpm. We even detected a little brutality in the resumption of throttle at very low speed on the first two or three reports, to which we get used quickly, but which gives this engine an immediate response. The sound of the exhaust has been reworked (Kawasaki has tested more than 20 different configurations) and it is actually nice without being too present (we are in 2018 with Euro4, only the Italians still manage to make a lot of noise). On the other hand, the intake noises of the airbox are much less present than on the Z 900.

The gearbox remains at 6 speeds, but the gear ratio has changed a little, with a slightly shorter first gear, while we keep this little "overdrive" side when passing through 6th gear..

Clutch, cable operated, is smooth in use and has an anti-dribble function.

In the city

Smooth controls, flexible engine, natural position, saddle and suspensions rather conciliatory. What more do you need? A good turning radius? We have it. In fact, the driving position, quite upright, allows you to target the traffic and the engine allows you to cruising on the boulevards almost in 6th gear at legal speed (ie 1800 rpm on the last gear). The brakes offer a smooth and dosable response and a progressive bite that is perfectly in tune with the spirit of the bike. The weight should not frighten: the 215 kilos are forgotten in action and this 900 is not a "big intimidating motorcycle" in the city, that of Barcelona, ​​where we tried it and the others.

And let’s not forget that its seductive plastic will make it a formidable weapon on cafe terraces..

On motorways and main roads

On the engine side, everything is fine. The gear ratio does not grind since it is pile-hair at mid-speed (5000 rpm) at 130 km / h on the last report. Unlike many generations of Kawa 4 cylinders, the noticeable vibrations in the lower engine and in the footrests have disappeared! On the other hand, the driving position with this almost high handlebars which means that you are not leaning too far forward, therefore does not offer a natural aptitude for splitting the wind over long distances. But the Z 900 RS accepts the effort all the more readily as the seat bead allows you to wedge a little. At high speed, no instability is to be deplored.

On departmental

Two ways of seeing things: on a ride, we appreciate this flexible, round, full engine, with the trunk of a large displacement from the lowest revs. Perfect for the ride, especially as the very natural balance of the cycle part and the suspensions, rather flexible without being soft, are well in line with the spirit of the neo-retro ride. In fact, we cruise with our noses in the wind, contemplating the reflections of the sun on the orange of the reservoir and we are fine, Tintin. At 90 km / h, we are only at 3500 rpm in 6th.

This posture was also often the only one offered to neo-retro enthusiasts, who had to deal with basic chassis and anemic engines. The Z 900 RS has a second facet to its personality. Without being the sharpest of sporty roadsters, it accepts a cheerful pace without flinching, thanks in particular to an always neutral and efficient chassis, powerful brakes, an engine that pedals well, a precise gearbox on the attack. In fact, the buyer of a Z 900 RS who finds himself, despite himself, involved in an episode of "the fluff in the virolos" will be able to go and tease the others without forcing too much. The limitations of the genre are a very upright riding position that prevents a bit of front loading and shifting on the bike, as well as Dunlop Sportmax GPR 300 tires which hold, but are stingy with feedback. It is also true that half of the test was carried out on particularly cold bitumen. Nevertheless, it is already necessary to investigate to start rubbing the footrests and that, on the attack, the suspensions generate a little movement, but the healthy chassis allows you to compose.

Still, this range of skills makes the Z 900 RS one of the sharpest competitor of its kind, Honda CB 1100 RS or BMW R nineT.

Part-cycle

We find an inverted fork of 41 mm adjustable in preload and in compression which debates on 120 mm and the rear mono-shock absorber on 140 mm. The frame is new, different from that of the Z 900, because the differences in ergonomics, tank and saddle led to the construction of a trellis higher in its front part and lower in its rear part. The aluminum swingarm weighs 3.9 kilograms. The RS has a shorter chase (98mm vs. 103), which makes it sharper in steering.

Brakes

Unlike the Z 900, the RS is equipped with radial calipers at the front whose 4 pistons pinch 300 mm discs. The radial master cylinder allows a good dosage and the power is sufficient. The rear is made up of a 250mm single piston disc. ABS kicks in a bit sometimes on bumps, nothing dramatic.

Comfort & duo

We arrive in December and the Iberian is rough: this rotten pun (I assume) to say that no, we have not caught the Catalan (they are busy demonstrating, at the moment) to take a tour motorcycle. Climbing behind a bearded colleague, I could see that the saddle was quite thick and the passenger footrests not too high. So that should do it, especially by mounting the optional generous grab handle. On the driver’s side, the saddle is very thick, its small bead holds well, the driving position is neutral, the suspensions quite conciliatory and the vibrations eliminated. That good, in the genre, no ?

Consumption & autonomy

17 liters in the tank and consumption on this test, displayed by the on-board computer at 6.3 l / 100. Except that we were on a very winding route and often at a good pace. Making a big liter less should be within the reach of a lot of people. We had another drink the next day, more in walking and urban mode: 5.6 l / 100. Before giving gas in the mountain and finishing at 6.1 l / 100.

Conclusion

If you’ve typed the ten paragraphs above, you deserve two things. Our eternal thanks (yes, yes, we must never forget the reader, because like the customer, he is king), as well as a great ability to raise the debate compared to the first heated exchanges on this machine. Yes, it is expensive. € 12,500 from a known and proven base is a sum. But you have also seen that it is more, much more than a "simple Z 900 cleverly revamped", that the sum of technical modifications is substantial, that the quality of the finish and the equipment is clearly superior, as is its endowment. (radial brakes, LED optics, traction control).

Ultimately, it is the public who will judge the merits of Kawasaki’s approach. Nevertheless, the Z 900 RS seduced positively after this first test. Beautiful and rewarding, it is at the same time easy, surprisingly comfortable, docile on a walk and rather funny when pushed around. Full box ?

Strong points

• Nice and evocative look
• Finish quality
• Pleasant, torquey engine
• General comfort (saddle, suspensions)
• Traction control
• Versatility to show off / driving pleasure

Weak points

• High price, though…
• A (very) small brutality to the resumption of throttle at low speed
• Original tires with correct grip but without much feedback

Kawasaki Z900RS technical sheet

Test conditions

• Itinerary: Almost 400 km in a day and a half of testing in the Barcelona region (Spain)
• Motorcycle mileage: 360 km
• Problem encountered: 5 ° C in the morning, it stings. And the front Dunlop has trouble heating up in these conditions

Competition: BMW R nineT, Ducati Scrambler 1100, Honda CB 1100 RS, Triumph Thruxton 1200, Yamaha XSR 900

Kawasaki Z900RS video test

Related articles

• 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 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…

• 2012 Kawasaki ER-6f motorcycle test

  Swiss army knife first price While the ER-6n has been a historic bestseller in the Kawasaki lineup since its debut in 2006, its streamlined “f” version…

• Kawasaki Ninja 400 test

  A new little sports car accessible to A2 licenses Twin cylinder in-line, 399 cm3, 45 hp at 10,000 rpm, 38 Nm at 8,000 rpm, 168 kilos, from € 5,999…

• Kawasaki H2 SX SE test

  4 cylinders in line, compressor, 998 cm3, 210 hp at 11,000 rpm, 137.3 Nm at 9,500 rpm, 260 kilos, € 21,999 Kawasaki reinvents the super-fast and…

• 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,…

• Kawasaki Ninja ZX-10R KRT motorcycle test

  An integer character 4 cylinders in line, 998 cm3, 203 hp, 114.9 Nm, 206 kg all full facts, 18,099 euros. Nice surprise for me to find the Kawasaki…

• 2012 Kawasaki ER-6n motorcycle test

  New test: Kawasaki ER 6N: Sparkling with mischief ! Appeared in 2006 and restyled in 2009, the ER6 N gets a new facelift that makes it even sexier,…

• Kawasaki Z900 test

  Police savagery 4 cylinders of 948 cm3, 125 hp and 98.6 Nm, 212 kg, 9.499 euros Unmissable sales success in the midsize segment since its appearance in…

• Kawasaki ER-6 N motorcycle test

  A very stylish and punchy little urban The city ​​of Mozart sounded for three days of a superb symphony in major exhaust. Orchestrated by Kawasaki making…