Z900 test: the new Kawasaki roadster without aids !
True to form, Kawasaki has decided to replace its popular Z800 with a beefier Z900: larger engine, lighter cycle part and more modern look. Electronics and some peripherals, on the other hand, are not more sophisticated. Is the "nine hundred Zed" on track? Test.
Page 2 – MNC on the handlebars of the new Z900
Located at 795 mm from the ground (against 834 for the Z800), the saddle allows the majority of bikers to simultaneously put their feet on the ground. Taller and wider in its rear part, it allows taller and / or bigger builders to relax their legs and / or to better distribute their load: everyone will tire less quickly..
Wide and fairly flat, the handlebars seem less low on the Z900 than it was on its predecessor. Here again, driving pleasure is improved. But that fans of "Zed" be reassured: the pilot of the 900 retains the attitude of street-fighter beloved "street brawler".
Small pognes and big paws can adjust the two levers "to their hands". Thanks to the assisted clutch, the left-hand control is surprisingly easy to operate. Right side, the engine responds strongly to the slightest request of the handle: the Z900 clearly makes you want to drive…
The new Kawasaki skillfully continues its charming number thanks to its large engine: the demonic flexibility of the 4-cylinder allows you to roam downtown in fifth gear at less than 30 km / h, then to extricate yourself from traffic without suddenly and without sparing the right handle !
Both very docile and alert, the engine is supported by a gearbox with a bit rough but with well-staged reports. On the first reports, the acceleration is convincing from 3500 rpm and lightning 3000 rpm higher. Please note that the Z900 is not equipped with lightning rod traction control !
Even more than at the controls of the Z800 (83 Nm of maximum torque), it is therefore necessary to beware of fat Spanish alleys – and French cobblestones – such as manholes, white bands, wet areas or shadows when driving the Z900 (98.6 Nm).
Braking, on the other hand, is secured by the ABS, whose interventions are very gentle on the lever as well as on the pedal. The rear brake is very useful in order to slow down quietly in town for some motorcyclists, and to refine a trajectory in full curve for other "païlotes".
It was during the morning photoshoot – at an altitude of nearly 1800 m and in less than 0 ° C, you might be early in the morning … – that MNC was able to measure the effectiveness of the system preventing the wheel lock. . The cooling front tire – too much? – quickly between each passage in front of the photographers, brutal braking – to warm up the rubber, precisely – woke up the ABS a few times.
Likewise, trying to take a bit of an angle – not a lot, in the end! -, Site felt its rear tire slip very furtively – thank you for the thin saddle for its "direct" feedback – which does not really give you confidence. Two remarks on this subject, however…
On the one hand, the D214 "Z" (specific and original equipment) were barely run in on the sides when we left: the odometer of our motorcycle showed 256 km. And on the other hand, the roads were very dusty in places, in particular due to very recent snowfall, so salting.
Afterwards, our two walks in the north-west and west of Almeria – MNC particularly recommend the A 348 and AL-6400 roads, if by chance you spend a day in the area:! – allowed us to realize that at the right temperature, Dunlops allow – big – gas…
Lighter, the Kawa roadster sends heavy
The engine of the Kawa does not lack energy: it accelerates without any downtime, from idle to the red zone placed at 11,000 rpm, with a sensational little extra – in terms of hearing – at- above 7000 rpm, when the airbox and the exhaust jointly raise their voices. Vibrations are also present between the thighs, in the feet then in the hands, but nothing disturbing: focused on his piloting, the rider hardly feels them !
The arrival of power is linear, of course, but never boring: like his 4-legged, the rider therefore gradually increases in speed, pulling more and more his reports until taking advantage of all the cavalry (125 horsepower at 9,500 rpm).
Motorization level, only one small defect is noted by MNC during its driving: slight jolts can occur in the mid-range when adopting a sporty driving style. In the middle of a curve, throttle management requires a bit of concentration so as not to disturb the perfect balance of the bike.
In a straight line and accompanied by a passenger, the pilot should also avoid using his right handle in "on / off" mode … MNC would also like to wish good luck to the future "co-pilots" who will have to support the jump seat supposed to be their saddle … The shorter the better: the time to pass the A2 license and buy a Z650, for example ?!
In front, as we have seen, the driving position is satisfactory for young and old alike. It is the same for the position of "piloting": even advanced as far as possible against the tank to form one body with their machine, the giants – green, of course – will not suffer any discomfort at the level of the knees.
The wide handlebars allow the motorcycle to be guided very efficiently, which also benefits from a remarkably neutral and intuitive front axle. The pins are negotiated without any apprehension on the 1st, 2nd or 3rd gear depending on whether you attack, arsouille or crawls…
The front axle well in hand, the "Zediste" can also benefit from the braking of his motorcycle, very satisfactory despite the absence of "radial" calipers. The two 4-piston calipers effectively bite the 300 mm discs and slow down the bike gently or copiously depending on whether you are walking in town, or attacking in a downhill pass..
The relatively flared tank – more in any case than on motorcycles with an aluminum perimeter frame … – facilitates the mobility of the pilot. This is a good point, because the Z900 is not a small displacement, nor even a "real" average: it requires a minimum of commitment..
This does not prevent it from being more efficient than the Z800 in the winding. Thanks to the twenty kilograms left on the side of the road, the Z900 opposes less inertia on sharp changes of angles. Likewise, it reacts in a less stormy way, whether on a succession of small bumps or a pothole, during heavy braking a little angled or on a muscular exit of a turn..
The Z900 heckles much less – for a long time, if not at all – than its predecessor and this healthy behavior gives the pilot full confidence. This one never has the unpleasant feeling of losing control of his motorcycle and its trajectories are only slightly modified by the state of the asphalt..
Although not from a Superbike, the Z900 is therefore able to ride very hard, on perfectly paved national roads, thanks to its very good power / weight ratio, as well as on small bumpy secondary roads, thanks to its convincing suspensions.
As often with Kawasaki, the sliders of the fork and of the shock absorber tend more towards the "sport" side than the "comfort" side: the speed bumps must be approached slowly enough not to get a little spanking from the side. the saddle is too hard … The "Zedists" are used to it !
Question driving pleasure again, it should be noted that this Z900 benefits from a sixth gear long enough to trot at 140 km / h (counter) just above 6000 rpm. At this speed and lower, the hands and buttocks are spared from engine vibrations.
At the level of the feet, do not press your heels against the footrest supports, otherwise you will be invaded by ants red black green! The soles of the feet, on the other hand, are suitably isolated by a thick layer of rubber and large weights..
When returning "his" Z900, Site takes a look at the dashboard: after a day and a half of traveling the Almeria region at often high rates, the computer announces a consumption of 6.3 l / 100 km which seems reasonable to us.
The verdict is ultimately clear: "Zed" fans are going to love this all-new Z900, for sure. Will it seduce other French bikers, who hesitate with other mounts and in particular the MT-09? It remains to be seen, but the duel against the Yamaha promises to be interesting…
For Site, the Z900 may nevertheless cause a little problem for Kawasaki: currently on sale at € 12,149 on the official Kawasaki France website, the Z1000 sees a sacred rival land within its own…
Admittedly, the big "Zed" offers a slightly beefier engine, standard traction control, an aluminum frame similar to that of the charismatic Superbike world champion, a "big bad look" and radial brake calipers. But for 3150 euros less, the new "nine hundred Zed" already offers a lot !
Related articles
-
2019 Versys 1000 test: (r) evolutions for the Kawasaki GT Maxitrail The Versys 1000 undergoes a new stylistic evolution in 2019. Launched in 2012 and…
-
Which A2 motorcycle to choose from Kawasaki? Test of Z900 70 kW, Ninja 400 and company… In 2018, Kawasaki launches two new motorcycles compatible with…
-
Z900RS test: the new neo-retro Kawasaki Zed, zen and zealous Kawasaki is back in the neo-retro segment with a brand new motorcycle: the Z900RS! Site was…
-
Which A2 motorcycle to choose from Kawasaki? Test of Z900 70 kW, Ninja 400 and company… In 2018, Kawasaki launches two new motorcycles compatible with…
-
Roadster – Z H2 Test: Kawasaki’s super inflated maxiroadster – Z H2 Test page 3: Not that monstrous?
Z H2 test: Kawasaki’s super-inflated maxiroadster New boss among Kawasaki roadsters in 2020, the Z H2 intends above all to dominate the competition ‘s…
-
Duel Z900 Vs Street Triple S: one fight, two bosses Displayed at 8,900 euros, the Z900 and the Street Triple S use very different arguments to appease…
-
Comparison test Kawasaki Z900, Suzuki GSX-S750 and Yamaha MT-09: Election of the best Japanese maxi-mid-size roadster In 2017, Kawasaki further…
-
Z H2 test: Kawasaki’s super-inflated maxiroadster New boss among Kawasaki roadsters in 2020, the Z H2 intends above all to dominate the competition’s…
-
Z H2 test: Kawasaki’s super- inflated maxiroadster New boss among Kawasaki roadsters in 2020, the Z H2 intends above all to dominate the competition’s…
-
KTM 390 Duke test: the A2 license with class and without restraint The KTM 390 Duke launched in 2013 evolves at the same time as its little sister 125,…