kawasaki z900 tft display factory

No freaking clue what happened, but it was sure weird. Didn"t check to see if anything else had been reset, but all the modes were fine and my odometer still displayed an accurate count, since that"s really all that matters to me I just decided to not worry about it.

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 has released its revamped Z900 for the 2020 model year. With its aggressive Sugomi design style, the 2020 Kawasaki Z900 embodies the concept of less is more, securing its foothold in the naked street bike market. Here are twelve things we think you should know about it.

The Z900’s power comes from a 16 valve 948cc inline four-cylinder engine that produces an impressive amount of torque throughout the mid to high revs. The four 36mm throttle bodies are installed in a downdraft position to increase the fuel and air combination for maximum performance output.

When it came to the acoustics of the Z900, the engineers went beyond the sound of the exhaust pipes. During their “sound research” they considered the intake system, and how the overall voice of the bike connects to the rider. They concluded that an upward mounted airbox with runners of different lengths would result in a variety of notes expressed at different throttle positions. Combined with the notes from the four into one exhaust system layout with an internal two chamber muffler would mean engagement of the rider’s senses on a higher level.

New for 2020 is the Z900’s high tensile, steel, twin-spar, trellis frame. The frame design has a minimum of bends to disperse stress and add strength to the swingarm pivot region, for overall better handling.

At the front of the Z900, you’ll find a pair of 41mm inverted forks equipped with stepless rebound damping and spring adjustability. At the rear, the adjustable horizontal shock is mounted just above the swingarm.

Kawasaki’s definitive Sugomi design aesthetic is composed of a selection of key elements: a crouching stance, low positioned head and an upswept tail. The new Z900 checks all of the boxes with a new fuel tank cover, new shrouds, under cowls and new silver swingarm pivot cover. Further, the Z900’s new LED headlamp and position light combination assembly emphasize the Sugomi style.

At the dash, you’ll find an all-new 4.3 inch TFT full-color display. Among the staple function and data readouts, the Z900’s new dash includes smartphone call and email alerts as well as a Bluetooth connection indicator.

The Z900 is equipped with Kawasaki’s comprehensive traction control (KRTC) that is composed of three settings. You’ll find the least amount of engagement from Mode 1, ideal for sport riding. Mode 2, there is is a noticeable level of engagement. The highest level of engagement is found in Mode 3.

The Rideology App allows the rider to connect to their Z900 wirelessly via their smart device. The app connects to the motorcycle through a Bluetooth chip installed in the bike’s instrument panel. The app can perform a number of functions as well as provide vehicle information such as bike status, log riding data (route, distance, time traveled, riding conditions), smartphone communication alerts (calls, texts, emails). Through the Rideology App, riders can also adjust a selection of tuning settings for their Z900.

The 2020 Kawasaki Z900 is available in two colorways: Metallic Graphite Gray/Metallic Spark Black, priced at $8,999 and Candy Plasma Blue/Metallic Matte Fusion Silver, priced at $9,299.

With its Sugomi design and performance-driven engineering, the 2020 Z900 is continuing to turn heads and offer riders a premium option in the naked street bike class.

Significant changes to the Z900 for 2020 include a new frame, revised suspension settings and selectable riding modes. The new Z900 will also come with Dunlop Sportmax Roadsport 2 tires.

Aggressive, condensed and elegant, this motorcycle quickens the heart rate. A longing flows through you and moves you with its Sugomi™-inspired design. You can feel the machine alive. Fall in love at first sight with the new and improved 2020 Kawasaki Z900 motorcycle.

ACCESSORIESA full range of Kawasaki Genuine Accessories are available at authorized Kawasaki dealers, allowing riders to further enhance the Z900’s sharp, sporty looks or offer added comfort and convenience. Complementing the existing lineup of accessories, new items include a large smoked wind deflector, Ergo-Fit® Extended Reach Seat (+20 mm), Ergo-Fit® Extended Reach Passenger Seat (+20 mm), USB and 12Volt DC sockets, and scratch resistant film for the TFT meter.

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.

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

4.3-inch all-digital TFT (thin-film transistor) color instrumentation gives the cockpit a high-tech, high-grade appearance and visibility. The screen’s background color is selectable (black or white), and screen brightness adjusts automatically to suit available light.

Display functions include: digital speedometer, digital bar-style tachometer, gear position indicator, shift lamp, fuel gauge, odometer, dual trip meters, current and average fuel consumption, remaining range, average speed, total time, coolant temperature, clock, battery voltage, Kawasaki service reminder, oil change reminder and the Kawasaki Economical Riding Indicator.

Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.

Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, and Electronic Cruise Control.

Using the latest evolution of Kawasaki’s advanced modeling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:

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 has long had a reputation for building great-sounding bikes – a characteristic inherent in the Kawasaki engine architecture – but it is only recently that effort has been put into crafting a specific auditory experience through careful sound tuning of either the intake or exhaust system.

Drawing on the know-how and technology possessed by the Kawasaki Heavy Industries, Ltd. (KHI), Kawasaki’s supercharged engine delivers high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engine’s supercharger – a motorcycle-specific unit designed completely in-house with technology from the Kawasaki Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.

The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, the Kawasaki supercharger offers high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The supercharger’s high efficiency and minimal heat gain also meant that an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.

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.

Available in the UK from mid-late December 2019, this new and updated Z900 will cost £8899, that’s just £350 more than the outgoing version despite all the extras.

Even though Euro 5 has given engineers plenty of headaches in terms of ensuring power from an upgraded bike doesn’t decrease while the engines become cleaner, Kawasaki’s team has managed to keep the same performance of 125PS (123bhp) at 9500rpm and 98.6Nm (73lbft) @ 7700rpm.

The perky, peaky 948cc in-line four is the real heartbeat of this motorbike from where all the entertainment is generated. Tried, tested and now upgraded, the accompanying induction and exhaust noise is a real roar when the Z900 is wound on. It’s alert and energetic too, offering plenty of poke out of the slower corners from low revs, even in higher gears.

The high, 18-mile, picturesque coastal road to the east of Tossa de Mar towards Sant Feliu de Guixols in East Spain is crammed full of second gear switchbacks and offered an ideal scene for the Z900 to demonstrate its agility, and while most of the older Fireblades, S1000RRs and adventure bikes I witnessed would be screaming around using second, the Kawasaki was more than happy in third, if not fourth save constantly up and downshifting.

The Z900 story began a long time ago. Kawasaki stunned the world back in 1972 with the introduction of the meanest motorcycle ever made when they launched their legendary Z1. As was the custom back then, manufacturers came to market with something raw and untamed, then toned it down somewhat as they honed and refined future offerings. So it was with the Z1. The refined version was labelled the KZ900. The badge on the side cover dropped the “K” and so the Z900 was born. As Honda did when they refined their CB750 K0, the K1 was down on power but a nicer all-round bike. So it was with the Z900 too. A bit softer than the Z1, it had better manners and a better-braced chassis for improved handling. Fast forward 42 odd years and the 2020 version of the venerable Z900 is a very different beast. Just bear in mind that the modern Z900 comes in two flavours. You can have the modern retro version, a bit of an original Z1 look-alike, or the modern sugomi styled bike, which is the object of this review.

Kawasaki refers to the latest Zed as a “supernaked”. It has not changed in concept from its predecessor, maintaining the “exciting and easy” design brief, but taking the Z sugomi styling a step further. To fully understand what Kawasaki is shooting at with the Z900, let me explain the meaning of “sugomi “. It describes the intense aura or energy given off by an object of greatness felt by the viewer. Something possessing sugomi inspires awe, leaves an indelible impression, is imposing in stature and ability, and commands respect. It can be used to describe a person or an object. Apply this philosophy to a motorcycle design brief and you are likely to end up with something special. And so it is with Kawi’s latest Zed.

The impression one gets when eyeballing the Z900 is of something powerful about to leap forward. Think of a fully maned Kalahari lion crouched to charge. The maned head and shoulders are bunched up with the sleeker muscular hindquarters completing a picture of power and contained fury. The Zed creates a similar impression. The tank and radiator shrouds blend with the sleek headlight cowl then taper to a narrow waist and waspish handsome seat and tailpiece. The motor is blacked out and is underlined by a minimalistic belly pan, colour coded to the same metallic green as the tank and other trim. This is one sweet looking motorsickle!.

In line with almost all manufacturers these days, Kawasaki has catered to the whims of the PlayStation generation with the comprehensive electronics package with which the Zed is equipped. It has 948cc mode, 750cc mode, 500cc mode, and even a riders choice mode. Ok, forgive my weak attempt at being factitious. I am referring to Sport, Road, Rain and Rider engine power modes. It is still beyond me why, when the fueling in Sport mode is as flawless as that on the new Z900, we need this engine mode complexity. That, my friends, is why God gave you an articulated wrist connected to a supercomputer called a brain! I suppose that some could argue that the supercomputers that some of us have are a trifle faulty and need regulating. Whatever! I’m sure you get my drift. Personally, I buy a 900 to have a 900, not a 500!.

Kawasaki traction control is least intrusive in Sport mode and predictably, most intrusive in rain mode. Road mode is smack in the middle. “Rider” mode allows you to set it to your preference, or turn it off completely, as well as to give you full or low power [55% of full power]. Kudos to Kawa for allowing us to negate all the electronics, with the exception of ABS, if we so wish!. The wizardry does not stop there. A whole new TFT display gives you clear access to all the bikes vitals irrespective of how bright the light is. Nigh on everything is adjustable.

For those of you who can’t bear to be parted from your smartphone for even a moment, don’t despair. Download “RIDEOLOGY THE APP” and access vehicle info including the bike’s maintenance schedule, a Rider log, [route info, lean angles achieved etc.], telephone notices and general tuning settings. All this can be accessed via a left handlebar-mounted switch or via two buttons on the lower corners of the TFT panel. You can view this info on your smartphone too. Without boring you with the detail, you can access just about every possible bit of trivial and vital information, barring your underpants size, [maybe I just couldn’t find it] using this app.

Kawasaki has really specced the Z900 comprehensively to suit all tastes. Let’s get down to the all-important issue. What is it like to ride? In one word? Brilliant! Firstly the engine. There are those that will claim that “universal Japanese motorcycles” with four-cylinder motors lack soul. Well, they clearly haven’t lived with this bike. Kawasaki very kindly gave me a full week with the Zed, so I could use it for an extended time in all roles that a typical owner would experience. From the moment the clutch is released, there is a gush of velvety shove. Squirt it to six thousand revs through the super light, accurate and slick gearbox, and it gets a serious hurry up.

The Z900, in its latest guise, has no real vices. [apart from indicators that don’t cancel themselves] Hey, cut me some slack, I have to have something to moan about! Really, on a serious note, this is an extremely refined and good motorcycle which I really enjoyed riding. It is the kind of beast which will get you out of bed early on a bright summers morning, to take for a trundle for the sheer joy of riding.

I’ve gotta be honest. I did not love the Kawasaki Z900—at first. It was a bike that didn’t wow me in any great fashion, but, to be fair, it didn’t do anything bad, either.

Then I had a deeper look, namely at how many folding greenies this thing would cost me. At that point, things started to get a bit more appealing. You can have this rather sexy little motorbike for an MSRP starting at $8999, putting it equal to the least expensive (saying cheap sounds, well, cheap) bike in the class in the Yamaha MT-09, which is effectively the same bike it’s been since it came out seven years ago. The real geeky ones of you out there will note that when the Z900 came out in 2017, its MSRP was $8399, so yes, while it has gone up, everyone else has gone up more, and there’s a lot more you get for your money with the 2020 edition.

Everything else in the category is at least $1000 more, and in the case of the Honda CB1000R and Ducati Supersport, $3000 more. You’ve got to admire Kawasaki for coming in with such an attractive price, and once you get over the fact the suspension is not the best, or the ride comfort isn’t great (more on that later), the largest naturally aspirated naked bike in Kawasaki’s lineup suddenly doesn’t sound like such a bad thing.

The Z900 replaced the Z1000 a couple of years ago and headed all Kawasaki naked bikes until the boisterous Z H2 rocked up on the scene this year. This year is the first in which Kawasaki has given the Z900 some love since its inception, running the same 948cc inline four-cylinder motor wrapped in a new chassis, revised suspension settings and new bodywork.

And on the electric front, you get the three-stage Kawasaki TRaction [sic] Control, two throttle riding modes and connectivity to the neat little Kawasaki Rideology app which lets you record and log your ride info like distance, speed, route, take or make phone calls and check service info via the new 4.3-inch TFT display dash.

When Kawasaki brought this motor out in 2017, it was a much nicer unit than the old 1043cc brute that was in the Z1000. Throttle response was greatly improved, making for a smoother transition from fully closed on those little increments where it mattered, like inner-city streets or roundabouts. That throttle response now has a new layer to it in the two throttle modes, which gives you all the gas in Full and a scant 55 percent of the available power in Low. The Low power is too low for a bike weighing a claimed 467 pounds curb, but it’s a nice thing to have at your disposal, especially if you’re a new rider getting used to the power of a near 1000cc inline-four.

Around town, the Z900 is an absolute pussycat. You can cruise all day and never see 6000 rpm, or even need to. It’d be nice if the engineers fitted a quickshifter to the otherwise nice gearbox, but then that would see the price shoot past that magic $9000 mark.

A saving grace here is the motor is velvety smooth with hardly any vibrations coming to the bars and pegs. This is no mean feat for an inline-four and shows Kawasaki’s five-point mounting system does more than aid in chassis stiffness.

Once we turn our attention to the chassis, here’s where I start to have some issues. Being 6’1”, I found the riding position to be pretty cramped. Everything is compact on the Z900, including the triangle between the seat, footpegs and handlebar. Those of shorter stature to me likely won’t be as affected by this issue, but on a long ride around San Diego, I would be stretching my legs at any given opportunity.

Moving onto the cockpit, the new 4.3-inch TFT dash is a massive improvement over the old needle and digital speed readout from the 2017 model. There’s a lot of information in there, but it’s easy to read and access via the left mode button, and there are three different light settings it switches to for daytime, early/late sun, and nighttime riding. Kawasaki has been doing this longer than anyone I can remember—I’m pretty sure the ZX-636 of 12 years ago had this feature—and some bikes still don’t have it.

In the end, I came to like the Z900. I still stand by my assertion that it didn’t overly wow me, but it’s a solid, well-built machine at an exceptional price. There are other machines in this category that will beat the Z900 for excitement—it needs to lose some (and more) pounds to compete against something like the KTM 890 Duke—but considering what you get for the money, the Z900 is a fine machine indeed. CN