kawasaki z900 tft display brands

KTRC, Kawasaki"s advanced traction control system provides both enhanced sport riding performance and the peace of mind to negotiate slippery surfaces with confidence. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximizing forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly.

KTRC, Kawasaki"s advanced traction control system provides both enhanced sport riding performance and the peace of mind to negotiate slippery surfaces with confidence. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximizing forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly.

Let’s be honest: Kawasaki makes some sexy motorcycles. And it should surprise no one that their quintessential supernaked, the Z900 ABS, fits deliciously into that category. We’re not drooling; you’re drooling.

Yes, there are plenty of naked bikes out there by Japanese motorcycle marques, like the Yamaha MT-09 or the Honda CB1000R ABS. But there’s also a good reason why Kawasaki’s website (in Canada, at least) uses a single word as the subheading for their page about this bike: DOMINATE.

With a 948cc, liquid-cooled, 4-stroke, DOHC 16-valve in-line four engine, the Z900 ABS is an absolute beast—pumping out 113 hp @ 9,800 rpm and 66 lb-ft of torque @ 8,100 rpm. For 2022, this bike receives some upgrades to improve rider experience as well—like brand new TFT color instrumentation, multiple power modes, and all-LED lighting.

The Z900 ABS is offered in two color schemes for 2022: Metallic Spark Black/Metallic Flat Spark Black and Pearl Robotic White / Metallic Matte Graphene Steel Gray. It starts at $9,199 USD / $10,999 CAD. Kawasaki’s 2022 lineup just wouldn’t be complete without it.

Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider’s control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e. fuel efficiency is high), an “ECO” mark appears on the instrument panel’s LCD screen. By riding so that the “ECO” mark remains on, fuel consumption can be reduced.

KTRC, Kawasaki’s advanced traction control system provides both enhanced sport riding performance and the peace of mind to negotiate slippery surfaces with confidence. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximizing forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly.

Clever technology enables riders to connect to their motorcycle wirelessly. Using the smartphone application “RIDEOLOGY THE APP,” a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle’s instrument display settings (preferred units, clock and date setting, etc) via the smartphone. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.

Kawasaki ABS systems use front and rear wheel sensors to constantly monitor wheel speed. Should information from either of the sensors indicate that wheel lock has occurred, the ABS ECU directs the pump in the ABS unit to modulate brake fluid pressure (releasing and reapplying pressure so that traction can be regained) until normal operation resumes. ABS offers rider reassurance that contributes to greater riding enjoyment.

Compared to the Kawasaki traditional Uni-Trak® rear suspension, which mounts the shock unit vertically, with Horizontal Back-link Rear Suspension, the shock unit is almost horizontal. The original Kawasaki suspension arrangement locates the shock unit very close to the bike’s center of gravity, greatly contributing to mass centralization. And because there is no linkage or shock unit protruding beneath the swingarm, this frees up space for a larger exhaust pre-chamber (an exhaust expansion chamber situated just upstream of the silencer). With a larger pre-chamber, silencer volume can be reduced, and heavy exhaust components can be concentrated closer to the center of the bike, further contributing to mass centralization. The result is greatly improved handling.

When the 2017 Kawasaki Z900 naked bike leaped onto the scene, it quickly garnered praise for its no-frills, bare-bones approach to sport riding. Hold the cost-increasing rider aids, please — I want a good chassis, punchy motor and all-day ergonomics, said utilitarian riders. Kawasaki delivered as ordered, affordably, too, making it one of the best values in the class. This year, the 2020 Kawasaki Z900 ABS is getting a tech update without breaking the bank.

The pocket-protector-wearing bunch at Kawi waved their graphing calculators at the 2020 Kawasaki Z900 ABS and bestowed new technical amenities such as adjustable traction control, a full-color TFT display with Bluetooth connectivity and four selectable ride modes. Even the design department joined in, with a restyled LED headlight and indicators, shrouds and various covers that add up to just the right amount of Sugomi styling — all for a nominal $200 upcharge over the last ABS model. A non-ABS model is no longer offered stateside.

There is plenty of low-end brawn and heaping midrange power on tap, thanks in no small part to the low 1st – 5th gear ratios in the slick 6-speed gearbox; 6th is overdrive. From the moment you release the light assist-and-slip clutch, the 948cc engine spools up quickly and will pull as hard as you like in the canyons, or take on a friendly, urban-minded role when scooting around traffic. This isn’t your stereotypical peaky inline-four engine and, in that sense, is far more versatile. The Z900’s powerplant is also silky-smooth, with no bad vibrations, allowing the acoustically tuned intake howl and exhaust note to come to the top of the mix.

With a sporty, short throw at the shift lever, the Z900 is practically begging for a quickshifter. Of course, we know that would increase the MSRP, but the perky engine and peachy transmission are primed for one.

Freshly added is the 4.3-inch full-color TFT dash that is found on several Kawasaki models, paving the way for four selectable ride modes; Sport, Road, Rain and a customizable Rider mode. In Rider mode, owners can choose between Full or Low (55-percent max output) engine power, as well as the new 3-level traction control that can be disabled. ABS cannot be adjusted, per Euro 5 regulations.

Speaking of new technology, the dash supports Bluetooth connectivity and the Kawasaki Rideology app, which has a host of features ranging from a riding log, text and call notification, to service information and more.

Overall, the cockpit and bike feel svelte; you’re in command of the Z900 ABS and able to whip it around on a whim. At 31.3 inches, the Z900’s seat height is the lowest in its class, and Kawasaki has also done a fine job of whittling down the 4.5-gallon fuel tank where it meets the thinly padded seat, giving the bike a less-bulky feel.

With a sporting 57.1-inch wheelbase and 24.5-degree rake, the Z900 is light and playful, ready to pounce at any corner, while its sturdy steel-trellis frame telegraphs information to the rider well. Kawasaki also says that the frame is beefed up around the swingarm area. It feels a sight nimbler than what the hefty 467-pound wet weight we measured would suggest — the bike could stand to hit the gym.

Whether you’re peeling into a choice mountain sweeper or zipping through traffic, the Z900 is surefooted at both ends, helped along by sportier Dunlop D214 Sportmax rubber that features a more aggressive profile, livening up the Z’s handling.

To complement the strengthened frame, Kawasaki tweaked the settings of the 41mm KYB fork, which features spring preload and rebound damping adjustment only. The horizontal back-link KYB shock now boasts a roughly 5-percent heavier spring rate, along with spring preload and rebound damping adjustment.

The initial setup isn’t supersport stiff, nor is it pool-noodle soft. The confidence-inspiring chassis is aided by an athletic setup that helps the Z900 stay balanced, even when you start pushing it to a brisk pace. Firming up the suspension might appeal to those who only venture to mountain roads on Sunday, giving those riders an edge when riding quickly, but it would be detrimental in other environments.

Kawasaki has upped their fit-and-finish game in recent years and even on the affordable Z900 ABS, that trend has continued. High quality paint on the fairings and frame make the entire bike pop, while graphic decals maintain the alluring price tag.

Undoubtedly, there will be those drawn to the 2020 Z900 ABS primarily due to its lovely MSRP. Smart consumers, indeed. Being budget-conscious used to mean you’d be making plenty of sacrifices in performance and features, and yes, its noticeably pricier competition will have a leg up in certain areas. Here, you’re not giving up much of anything on the street. Telling someone, “You get what you pay for” is usually a warning, but in this case, it’s just a good bike.

Kawasaki beefed up its naked Z900 with even more under-the-hood updates for 2020 and an all-new look created by wild new color combinations. It may look a lot like the previous generation, but this model saw a ground-up rebuild that touched on just about everything but the engine with refinements across the board. While the 948 cc engine reprises its role as the beating heart of this machine, it also benefits from new electronic features to garner an advantage in the hotly-contested, sub-liter naked bracket.

Although the bodywork on the Z900 is exactly what you"d expect from a Kawi “Z” model, which is to say fairly minimal, it still manages to convey an aggressive look to match its demeanor. The factory kept to its sugomi design thread, which translates roughly to “a predator ready to pounce,” and it"s easy to see that in the crouched poise of the Z900.

Up top, the bikini flyscreen is more of an aesthetic feature than an actual protective measure for the rider though I"m sure it does a marvelous job of protecting the new 4.3-inch color TFT instrument display. The background can be set to black or white according to preference and ambient light levels, and it can be set to automatically adjust its display with three rider-programmed profiles. A Bluetooth wireless connection lets the bike network with your phone through Kawi"s RIDEOLOGY THE APP feature that monitors your ride data, acts as an interface to set up the bike"s higher electronics and field hands-free phonecalls under way.

Part of the newness associated with the Z900 lies in the very bones of the beast: a revamped, tubular-steel Trellis frame that places a premium on strength and agility. The steering head sets a rake angle of 24.5 degrees with 4.1 inches of trail to put it at the agile end of the spectrum, and that combines with the 467.5-pound curb weight to turn in decisive flicks and quick reversals.

The 948 cc inline four-banger mill on the Z900 carries directly over from the previous version with a 16-valve head (four poppets per cylinder) and downdraft intake funnels to ensure efficient aspiration for the system. A 73.4 mm bore and 56 mm stroke allow for a high-revving nature with a moderately-hot 11.8-to-1 compression ratio that"ll require top-octane road champagne.

Keihin throttle bodies manage the induction with 36 mm bores. The signal from the right grip is modified by the Riding Modes feature along with the Kawasaki Traction Control and dual Power Modes. Combined, these deliver a modicum of safety along with a tuneable engine personality so you can dial in for conditions and preference.

Liquid cooling helps with the emissions, plus the water jacket has a tendency to dampen the mechanical noises in the cases to keep the engine from sounding too obnoxious. To tune the engine noise, the Z900 runs a 4-into-1 exhaust system with a blackout silencer kicked up at a jaunty angle and a stainless-steel muffler end cap that dresses up the muffler and will stand up to the heat.

MSRP on the 2022 Z900 is $9,099 for either of the two-tone colorways. For 2022, pick Pearl Robotic White and Metallic Spark Black or Metallic Matte Twilight Blue and Metallic Spark Black.

Engine Management Technology:Assist & Slipper Clutch, Dual Throttle Valves, Economical Riding Indicator, KTRC (Kawasaki Traction Control), Power Modes, Smartphone Connectivity

The exposed members of the aluminum twin-spar frame also seem to be better planned than the industrial Trellis the Z900 is built around, says me. As for the hardware, the GSX-S1000 breaks even with dual adjustments fore-and-aft, and two out of three ain"t bad though it leaves room for improvement on both machines.

Suzuki runs with an Advanced Traction Control System that rocks a trio of preset profiles plus “Off” along with an optional ABS feature to round out the safety electronics and cede a slight advantage to the Z900 for its more robust electronics suite. Suzuki also utilizes a slipper-style clutch to combat wheel hop, so it breaks even with Kawi there.

My wife and fellow motorcycle writer, Allyn Hinton, says, “Tuned for low-end torque, it"s a good thing there"s a deep butt swale because you can seriously drive this right out from under you without it. It has a lot of power, and even with the updates like the Smartphone connectivity and TFT instrumentation, it"s still at a nice price point. You really get a lot of bike for $9grand.”

Engine Management Technology:Assist & Slipper Clutch, Dual Throttle Valves, Economical Riding Indicator, KTRC (Kawasaki Traction Control), Power Modes, Smartphone Connectivity

This riding season I upgraded my motorcycle from Ninja 400 ABS to Z900 ABS. I was looking for more power and a more comfortable riding posture. My new Z900 delivered both. We clocked a few thousand miles across Washington together. It gave me an opportunity to contrast my Ninja 400 experience with Z900. I distilled them into this article for other riders looking to upgrade. I won’t be talking tech specs or showing pictures of a nice TFT display – there are plenty of those on the internet. This post is about various aspects of experience riding the motorcycle.

Z900 is slightly taller than Ninja 400, but nothing an average human can’t handle. Because the motorcycle is taller it is more comfortable for taller riders, like me. I enjoy not having to bend my knees too much. I flat foot this bike without effort.

Having said that, extra weight is advantageous in side-wind conditions. I was thrown around the freeway like a fly on Ninja 400 when riding in eastern Washington. Not anymore – Z900 is more stable. Additional stability helps when riding by the truck that creates turbulence in the air.

Hands down, this bike has enough torque to create a safe margin around you on the freeway. It isn’t even fair to compare to Ninja 400 because they have vastly different engine displacements. Ninja 400 has 399ccwhile Z900 sports a whopping 948cc. Ninja 400 yields 28.0ft-lbs of torque @ 8000 RPM, while Z900 yields 73.1 ft-lbs.

Z900 tank is slightly larger than Ninja 400 – 4.5 gallons vs 3.7 gallons. However, you could ride much farther on Ninja 400 than Z900 without refueling. Z900 consumes about1.2 gallons of fuel per hour @ 60 mph riding steadily on the freeway.

To start with, Z900 brand new off the lot costs about $11K with fees and taxes and without a trade-in. Of course, there are great used motorcycles on the market and trade-in will bring the cost down. Best time to buy – end of the season. Do not be like me, do not buy a motorcycle in March.

Z900, like any other Kawasaki, or a motorcycle in general, requires oil changes. Oil change intervals are reasonable – the first change at600 miles, then at 3000 miles, afterward every 5000 miles. The best way to go is to change the oil yourself. Labor costs at the motorcycle dealerships are sky-high, up to $120/hour. Instead of shelling $300+ for an oil change, you can buy a Kawasaki oil change kit and do it yourself. It’ll cost you $50.

Z900 has a tangible vibration on the clip-ons. In about 1 hour of freeway riding my hands start to go numb. I can deal with the left wrist easily by resting it on the tank. Unfortunately, there is no easy fix for the right wrist. It controls the throttle and must always be engaged. I end up changing the grip angle constantly to keep the blood flowing. The risk of this vibration is that you won’t notice when you lose control of the motorcycle because your hands are numb.

Neither Ninja 400 nor Z900 offer any wind protection out of the box. If you are looking for wind protection – buy a car. On the motorcycle, it gets chilly very quickly, even if the ambient temperature is comfortable. It was 65F the other day and I had to put on 4 layers of clothing to stay warm while crossing Snoqualmie pass at 60 mph.

I noticed that Z900 has better aerodynamics than Ninja 400 in two ways – less wind resistance and better wind deflection away from your body. When riding Ninja 400 directly into the wind, most of the wind was hitting my neck and helmet. It made riding in the wind a constant neck muscle exercise. I had to fight to keep looking straight. On Z900, riding in the comparable wind, I do not have the same experience. My suspicion is that Z900 directs wind equally towards the entire torso and head, reducing neck strain. Ninja 400 seems to concentrate wind deflection towards the helmet and away from the waist. Core muscles are stronger than neck muscles and the core is closer to the center of gravity which makes it more stable. As such, I prefer Z900 over Ninja 400 design.

Z900 has plenty of room to install clip-on accessories. I was finally able to mount my cell phone holder and use it for navigation. I had no space for it on the Ninja 400.

Z900 has a generous number of accessories from Kawasaki and 3rd parties – radiator protector, tail tidy, Akrapovic exhaust, USB port, etc. If you have the time, the money, and energy to customize this bike, you will not be bored.

It is worth sharing a quick word on the app. I love the idea of connecting your bike computer to the phone to track and tune bike performance. The idea is amazing and I wish more manufacturers took it to heart. Kudos to Kawasaki for the initiative.

As a beginner, you want to focus on technique and really polish your riding skills. It would be hard to do on Z900 because it is bulky. You would be terrified to drop it every time you practice a tight turn. In fact, I am not sure I would pass an MSF exam on Z900 today.

Are you guaranteed to kill yourself on Z900 as a first motorcycle? Probably not. But there are many things worse than death – for example, dropping your bike 10 miles away from the dealership, or breaking your leg in front of your crush. It is a risk game. Z900 would be above my safety tolerance for the first motorcycle.

If you want a sportive bike choose between z900 and street triple... because Diavel looks bit like a cruise bikeAnd again if you come to choose between z900 and triumph then I suggest you choose between brands not bikes because both the bikes are best with no issues but when it comes to maintainence triumph donot usually have spare parts available at the service center.......... As my personal experience you have to wait for over 2-3 months for any kind of part as the spares come from U.K It took about 4 months for me to just get the triumph logos where as kawasaki has got better service than triumph

For the Z900, its spirit finds expression under the halo of its unique-to-Kawasaki Sugomi styling. Trigger fast and responsive power, instinctive handling and traction control define the Z900 Supernaked experience plus LED lights and a TFT display deliver contemporary tech.

Sparring partner for the Z900, the A2 compliant Z900 70 kW opens the sub litre Z brand to a host of riders. Sharing the same chassis, brakes, rider aids and even engine base as the Z900 – but now without the option of a low power mode and with lower C02 emissions rated at 135 g/km versus 148 g/km for the previous model - the 70 kW version offers a max of 95PS (70 kW) allied to the sublime handling, braking and rider feedback that has made Kawasaki’s naked Z series such a universal sales success.

Fourth and formidable in the Z900 range is the Z900 SE, a high-spec machine responsible for taking the Z900 story to the next level in terms of performance and refinement. Using the venerable Z900 as its base, the SE model incorporates large-diameter inverted fork with greater adjustability complemented by an Öhlins S46 rear shock, stainless steel brake lines, Brembo M4.32 mono-block calipers biting on Brembo front brake discs.

Kawasaki recently unveiled the latest generation of the Z900 for the Indian market. Along with a BSVI-compliant engine, the company has also updated the motorcycle’s electronics and other parameters. Here are five things you should know about the 2020 Kawasaki Z900 prior to its launch.

The company has updated the Z900 with a brand-new, 4.3-inch colour-TFT display. It also supports smartphone connectivity via the Kawasaki Rideology app, though the app has limited functionality.

Though Kawasaki has updated the motorcycle’s engine to comply with the upcoming BSVI emission norms, the power output remains unchanged. The 948cc inline-four unit makes 125 PS of maximum power and 98.6 Nm of peak torque. This makes the Z900 the most powerful motorcycle in its class.

In order to tame the engine, Kawasaki has added multiple electronic rider aids. These include ride-by-wire, four riding modes (Rain, Road, Sport and Manual), two power modes including Full and Low, where the latter reduces the power output to 55 percent and a three-level traction control system.

The motorcycle gets a redesigned LED headlight unit along with darker underlying shades and a contrasting green paint scheme on its trellis frame. However, the Z900 retains its signature look.

Price hikeConsidering the updates and changes Kawasaki has made, the motorcycle is expected to be priced higher than the current generation. Though it is yet to be confirmed, it is expected that the motorcycle will be priced between Rs 8.5 lakh and Rs 9 lakh (ex-showroom).

The 1972 Kawasaki Z1 was a legendary motorcycle, and it was the onset of the superbike warfare. However, the 1969 Honda CB750 first introduced the inline-4 configuration, but Z1 increased the performance in two critical ways. It had a double overhead camshaft and a displacement that was 903cc. The Kawasaki Z1 was the most potent inline-four Japanese bike of the late 70s and set a new standard for future performance models.

Kawasaki"s Z1 was the ideal supernaked of that decade. The Z lineage, a Kawasaki staple, is still a mainstay five decades later. The Z900s of the present are biological descendants of the Kawasaki Z1. It"s now more eclectic than ever. Kawasaki will mark the event with a limited special edition collection. The series celebrates its 50th anniversary in 2022.

The Z900 replaces the Z1 as an upright naked sports bike. While the Z900RS is a more modern take on the Z1, it has styling elements that evoke the Z1, and it has got has a slightly distinct steering geometry and a gentler exhaust note compared to the Z900.

2022 Kawasaki Z900 50th anniversary gets adorned with the Firecracker Red paint. According to the brand, this red color, called "Firecracker Red," was used on GPz1100, the most popular air-cooled Z model of the 1980s. This color was Kawasaki"s favorite at the time, and it was also used on the legendary GPZ900R.

Silver and black highlights are added to the design, and a gloss black frame. These models are reminiscent of older models, with the Kawasaki logo and "Z" emblem being finished in gold.

You will see the commemorative Z 50th logo on the front fender if you look closer—also, red wheels with silver pinstripes and red alloys. The suspension fork of the 50th-anniversary edition is also colored in gold. The 2022 Z900 50th anniversary edition also highlights a leather-textured seat that is distinct from the standard model.

The brand"s new Sugomi styling is evident on the 2022 Kawasaki Z900. It has an aggressive look with well-defined angles. The bike has a lot of Z-shaped cutouts and robust fairings around its tank and radiator, which enhances its bold look and poise stance.

A liquid-cooled 948cc 4-cylinder engine powers the 2022 Kawasaki Z900. It can produce up to 125 HP of maximum power at 9,500rpm and 98.6Nm of torque at 7,700rpm. A 300 mm, petal disc brake is paired with four-piston in the front and the single-piston rear hydraulic calipers provide the stopping grunt, obviously backed by ABS. The 6-speed transmission, 4.4-gallon fuel tank and 467-pound weight make it the perfect street machine.

The Z900 supernaked is fitted with high-grade electronics. It combines raw power and state-of-the-art technology. Kawasaki Traction Control (KTRC) has three modes that allow riders to adjust electronic support for more significant rider confidence. Mode 1 is the most supporting mode for sport riding. Mode 2 delivers more assistance and provides balanced support for sport riding. Mode 3 provides the most help and lets riders steer difficult roads confidently. For enhanced control, limit power delivery (to 55%) or set the delivery to Full Power. Low Power mode allows for more manageability and gives you the extra control that you need.

The Z900 supernaked gives riders a great adventure, whether they"re on the open road, in cities, or on backroads. An upright riding position with minimal bodywork encourages forward vision and places riders in an environment that fosters excitement and intensity. When you open the throttle, the infectious intake sound enhances acceleration.

The cockpit"s 4.3-inch TFT (thin-film transistor) color instrumentation gives it a high-tech appearance and high visibility. You can pick the background color (black or white), and the screen brightness automatically alters to match the light. Display functions include a digital speedometer, digital bar-style speedometer, shift indicator, gear position indicator, and fuel gauge. They also display current and average fuel consumption, remaining time, coolant temperature, and clock.

Kawasaki will have a limited supply of these machines around the globe starting in February 2022. These bikes are identical to a standard Z, except for the custom finish. However, there are only a few Z900s in the making, so your machine will be unique. The asking price is $9,499, which is $300 more than the base Z900. As with all anniversary models, buyers will be supplied with a textbook celebrating 50 years of Z bikes. This book, which Kawasaki claims is not planned to be sold individually, is also exclusive.

As much as I love a 600cc sportbike, sometimes I want a bit more midrange. That’s usually where I live. And so I’ve been considering a lightweight standard bike, like a Yamaha MT-09 SP or a Kawasaki Z900.

So, while reading a few reviews and checking out a few local samples, I realised that while the Z900 and Z900RS share the same underlying platform, there are quite a few differences that make choosing between them non-trivial.

Both the Kawasaki Z900 and Z900RS share the same basic platform: a 948cc DOHC inline-four liquid-cooled engine in a naked bike chassis, driving a rear wheel through a six-speed transmission and chain drive. Both motorcycles are sporty naked motorcycles with a standard-ish riding position.

In a nutshell: The Kawasaki Z900 is the more aggressively positioned, more powerful, and more modern-designed of the two. The Kawasaki Z900RS is the more comfortable, less powerful, but torquier, higher-spec’d, and more expensive of the two.

Kawasaki announced the Z900 in 2016 at EICMA for 2017. It was a replacement for the earlier Z800 (another four-cylinder standard), replacing it as well as the Z1000 in the US, and somehow improving on both at the same time. In other markets, the Z1000 is still sold and is considered the big bruiser, to compete with the Honda CB1000R, BMW S 1000 R and the like.

The Z900 has a larger engine than the Z800, and a smaller one than the 1043cc Kawasaki Z1000. It’s a 948cc DOHC inline four-cylinder engine with smallish 36mm throttle bodies, giving it good low-end response (at the cost of top-end scream). The Z900 makes a claimed 92 kW (125hp) at 9,500 rpm, making max torque of 99 Nm (73 ft-lb) at 7,700 rpm.

The Z900 weighs 212kg fully fuelled, which is fairly standard for this class. But this is not just lighter than the Z1000 (221 kg / 487 lb), but lighter even than the lower-powered-but-somehow-heavier Z800 (at 229 kg / 505 lb), which was always considered heavy for its class. The Z900 managed to hit a sweet spot for inline four-cylinder motorcycles so well that Bikereview.com.au gave it a solid 10/10. Perfection!

In the years since its launch, Kawasaki hasn’t updated the Z900’s engine significantly, though in 2020 Kawasaki updated the dash and made it compatible with Kawasaki’s Rideology The App, which lets you download data and send notifications to the TFT display. The 2020+ model also has switchable traction control and four ride modes, including a custom setting, and ABS is no longer an option in any market (it’s standard everywhere).

The Kawasaki Z900RS, first released at EICMA in 2017 for 2018, is the classically designed (read: “vintage”, or to some people “hipster”) version of the Z900. It’s an evolution of classic Kawasaki motorcycle design language that goes back to the Z1. See the history of “Eddie Lawson Replica” motorcycles if you’re interested to know more.

Again, not everyone is into the lime green of the original Kawasaki Z900RS Café. So luckily for other people who have to look at my bike while I’m riding it, Kawasaki has released some pretty hot other colour schemes for the Café version. See below for all the colour schemes of both the standard Z900RS and Z900RS Café.

Even though it’s based on the same platform and same engine, the engine in the Z900RS and Z900RS Café has been detuned for less power, favouring earlier torque. It makes the same peak torque, but the torque comes on earlier. The chassis is also slightly heavier, and the front forks have been improved.

The riding position of the Z900RS is also significantly more relaxed. It has higher bars, lower pegs, and a much more comfortable seat. While the Z900 is a streetfighter, the Z900RS is definitely more of an upright standard.

Rear shock (suspension)*— Both SE models have an Öhlins S46 shock. But there’s a minor difference. On the Z900 SE, the shock is adjustable for preload and rebound damping. On the Z900RS SE, it’s also adjustable for compression damping.

Riders who ride both do feel that the Z900RS’s lower power but also forward-shifted torque curve is totally adequate, and might even be more appropriate for the riding position and style of bike. The more upright your seating position, the more likely you are to be blown backwards by a blast of wind.

Looking at the above dyno, it’s clear that the Z900RS is more geared towards low-end and mid-range power, while the Z900 is more about top-end. The thing is, the Z900RS does sacrifice a lot of top-end for just a small mid-range gain.

So you have to ask yourself: Where in the RPM band do you like to sit? Do you regularly go between 5-10K RPM at full throttle? If so, the Z900 is for you.

That’s not the full story, either. Seeing they have the same basic engine block, it doesn’t take much to get a lot more power out of the basic Z900RS engine. You can do a few simple mods — an exhaust system, freer-flowing exhaust headers, velocity stacks, and a tune (which includes raising the rev limiter), and Ivan’s performance in the US can get a whopping 20% increase in power for 121 hp at the rear wheel. Not bad.

Another common complaint of the Z900RS is that it has a twitchy throttle stock. The fuelling is quite “on-off” at low throttle openings. This is, luckily, something that a tuner like Ivan’s Performance can tune out. Unfortunately, from anecdotal reports, it seems like a must-do.

The Z900RS has a decidedly more relaxed, more comfortable riding position than a Z900. It’s fairly easy to see the handlebar position difference, but there are other differences, too.

Wider, flatter handlebars: 30mm wider, 65mm higher, and 35mm closer to the rider, which is more comfortable as well as looking more “retro”. The Z900RS also has 2 degrees more steering angle (35 vs 33), helping with low-speed manoeuvring.

All in, the Z900RS is more comfortable for both the rider and passenger. But if you prefer to be slightly hunched over and in a sporty position, the Z900 is more your cup of tea.

The Z900 is not as universally praised (and is not liked by the retro crowd), but it has its own legion of fans — and from many angles it does look good, if you like that look.

One part that people often have strong opinions on are the displays of the Z900 and Z900RS. The Z900 had a large tachometer in 2017-2019. This was updated in 2020 to a TFT display. The Z900RS, on the other hand, has old-fashioned gauges.

Yes, I personally like the Z900RS gauges + LCD more than either of the other designs aesthetically. But I also really prefer a digital speedometer (it’s easier to read, especially when switching between bikes so I don’t have time to get used to a new design), so functionally I’d rather have any of the Z900 dashes.

Aside from the gauge cluster, Z900 definitely has a more modern design… but it uses design language that Kawasaki has been using for years. They call it “Sugomi”, and we first saw it on the 2014 Kawasaki Z1000.

Kawasaki mentions “Sugomi design” constantly like we’re supposed to know what it is. Even on Kawasaki’s website today you can see this word. Japanese speakers may intuitively what it is, but I didn’t, so I looked it up.

In a nutshell, “Sugomi” is a Kawasaki design philosophy that Kawasaki has used since the 2014 model Z1000. It is written in Japanese as 凄み (a Kanji character and a Hiragana character), often just abbreviated to 凄 in graphics.

As for how Kawasaki interprets sugomi in their design language: they say it embodies the spirit of a predator on a hunt, positioned to strike its prey. It’s intended to be aggressive and intimidating. Kawasaki describes it as “a machine with the palpable energy and appearance of a predatory animal stalking its prey.”

Kawasaki uses sugomi design philosophy not just in external aesthetics, but also in the way they engineer the bike to respond. It’s supposed to be “exciting” — so, which would translate to

Kawasaki also released some “Sugomi edition” Z800 and Z1000 models. They haven’t yet done for the Z900. But a core part of those upgrades was the standard Akrapovič silencer which is imprinted with a 凄 character.

I kind of wish Kawasaki went further with using the character, much like how Suzuki uses the Hayabusa character (隼) on their iconic sportbikes, or how they use the Katana (刀) character on their Katana resurrection.

Branding aside, “aggressive” design language is not unique to the modern Kawasaki Z range. The “forward canted, aggressive standard” is also known as a “streetfighter”, and is a design philosophy that has been around since the mid-2000s. Ducati even named their motorcycles of the time the Ducati Streetfighter, and there are definite design parallels. Aesthetically and in terms of temperament, the Z900 shares a lot with the Yamaha MT-09.

First, the Z900. Riding the Z900 is exhilarating. I don’t use that word lightly. It’s not a word I’d use to describe competitor motorcycles. For example, I’d describe the Yamaha MT-09 (before 2021) as “frantic”, the Honda CB1000R as “brawny”, and the new Suzuki Katana as “raw” (ok fine, maybe also “exhilarating”).

The power delivery of the Z900 is great. It’s smooth and predictable, without low-RPM hesitation that’s so, so common on modern emissions-restricted systems, and without flat spots in the torque curve. Torque comes on early, so you can pootle about in fourth gear at 30 km/h if you want, and you can rev it out past 10,000 rpm to its 10,750 redline.

The suspension of the Z900 is adjustable for preload and rebound damping, but not for compression damping (which governs how it would respond to bumps). The most advanced suspension out there has low- and high-speed compression damping adjustability, which would dictate how a bike responds to braking and bumps of varying intensity… the Z900 has none of that.

Despite that, the Z900 seems to have good suspension for an average size rider like me. I found the pre-2021 MT-09 to be too soft, even though the one I rode was a 2019 model with stiffer springs than the earlier generation. I’d say the same for most standard motorcycles I’ve ridden — soft and bouncy, even for everyday use. I don’t think of the Z900 this way.

As with many motorcycles (basically anything other than a 600cc supersport or 1000cc superbike), experienced riders would modify aspects of the Z900 for track work. But that’s a given. It’s just to say that the ZX-10R’s suspension is more advanced — as you’d expect.

Riding the Z900RS, on the other hand, is gentler. Still sporty, but gentle. The entire experience reminds me of riding a Japanese UJM like my first bike, a CB900F — well, maybe a version of my first bike that was in good tune and condition (mine was not).

One of the things that stands out about riding the Z900RS (or the cafe) is the attention it gets. It’s a shiny, good-looking motorcycle. People stop and ask you all kinds of things. I would know, I’ve been one of those people! “What year is it?” is probably the most common question.

The Z900RS’ engine has been re-tuned so that torque comes on earlier, and you can definitely feel it. Neither motorcycle feels lethargic in low RPMs, but the Z900RS definitely feels more eager to deliver.

Even so, you still do need to encourage the Z900RS to deliver its peak torque by winding it up to 5-9K RPM, much like you would a sporty car, rather than a screaming sportsbike.

Aside from the more relaxed riding position, one of the less obvious improvements in rider comfort on the Z900RS is the seat. It’s just so much more pleasant to sit on. It’s the kind of seat that people would install on the Z900 as a comfort option — except it’s standard on the Z900RS. This, and the other aspects of the bike, makes the Z900RS a much more pleasant bike for longer distances.

The major downside to riding the Z900RS comes as a result of its benefits — you’ll scrape at some point. It’s around the 40 degree level. So yes, you do have to be riding enthusiastically, but I found that I could even scrape the pegs on an enthusiastic launch at an intersection when turning.

Another small downside is that the tuning on the Z900RS isn’t as wonderfully balanced as on the Z900. Where the Z900 seems to just be perfect, the Z900RS has a little on-off hesitation on low throttle that comes as a result of aggressively trying to meet emissions restrictions (see my guide to understanding open and closed loop fuel injection systems to understand this better). But take it to a local shop for a tune and it should come up a lot better.

The Kawasaki Z900RS is a more aesthetically-focused bike than the Z900. So it stands to reason that a large part of deciding whether or not you want one would be deciding if there’s a colour scheme you like!

After figuring out all of the above I’m genuinely torn as to which I’d prefer. Do I pick the cheaper, sportier Z900, or the one that everyone’s going to go ga-ga over? I have an ego, after all.

I’m not in any rush, as both the Z900 and Z900RS are still in production. I’m also certain that in the coming year or two, either (or both) will gain niceties like an IMU and maybe even cruise control, in part because Kawasaki has had that for years with the Ninja 1000, and in part because of pressure from the 2021+ Yamaha MT-09 SP.

If I had my ‘druthers, I’d buy a Z900RS Café and get an Ivan’s performance tune on it with an aftermarket set of headers and an intake. Or an SE Café when that becomes a possibility.

But being the cheapskate that I am, it’s quite likely that my next standard is going to be a Z900. More power out of the box and a digital speedometer seal the deal. Watch this space.