Road test of KawasakiZ 900 RS 2021 Kawasaki Z 900 RS crash test

a latecomer to the contemporary neo-retro game, Kawasaki was under no pressure to join the octagon. Its W800, which was in the catalog long before this trend became ...., filled the slot with seriousness and modesty, but the weight of age and outdated technical baggage meant that it was no longer possible to counter the avalanche of historical-moderno-vitamin roadsters. And so, in 2018, Kawa stepped up to the plate with the Z900 RS.

an accomplished metamorphosis of the Z900, the RS version pays homage to the illustrious Z1 of the '70s, and undeniably takes us back to a forgotten time when roadsters rhymed with simplicity, robustness and efficiency, all the while tearing up the pavement and the order books.

2021 - In our modern age, when profiles seem to be fed on mangas and alpha-jets, discovering this RS (for Retro Sport) paradoxically brings a breath of fresh air, even though it inherits the outdated codes of 40 years ago. Quite a feat for a machine rooted in the Z900, itself the brainchild of a tormented designer.

And yet, if you disregard the Z900 badge, it's hard to see the connection between the two machines.

focus on the grinding wheel,

the first thing that catches the eye is the gossamer drop tank, directly inspired by his grandmother's. Long, flat and wide, it arches over the top of the machine. Long, flat and wide, it features embossed Kawa logos of much higher quality. A symbol of the past: these are perfect copies of those on the vintage Z1.

a ribbed saddle continues the perspective, ending with a simple, flat, deliciously retro Ducktale-style buttock.

together, these elements give the machine a smooth, almost soothing look, a thousand miles away from the steroid-ridden edges of its siblings. This better explains the work done on the trellis frame to achieve such a mutation (the trellis has been raised at the front and lowered at the rear, among other things).

the handlebars are much taller and wider, with a large, round headlight above them, essential for this flashback. The instrument panel features an ogival-shaped analog double dial that couldn't be more different. A sign of the decades that have gone by, an LCD screen sits between the two needle-type tachometers, the speedometer of which (in a nice little nod) takes up the 240 km/h speedometer already proudly displayed on its illustrious ancestor.

let's take a closer look. Here too, the changes are significant. Gone are the useless bits of plastic from the Z900, leaving only small, new brushed-aluminum-style trims (made of plastic, too bad...). The crankcases lose their embossed look, and false chrome fins appear on the cylinder head.
The wheel designs are also trompe-l'œil. Using a combination of fine edges and polished surfaces, the designers have attempted to reproduce the profile of a spoked wheel (as on its ancestor). All in all, the result is pretty, and we're sure it'll be great for cleaning! The discs lose their petals and become round again. Classic.

the care taken with these winks is a welcome change from the simple "tribute" colors too often applied without soul.
In this set of nostalgic touches, only the front mudguard plates seem to me to be poorly integrated. Too visible, too complicated. In short, I don't like them. The huge but unavoidable radiator is integrated as well as it can be, thanks to aluminum covers.

Its many winks almost make you want to go a little further.round indicators, a chrome mudguard and the famous metal passenger handle (available as an option) could have found their place on this machine to refine the vintage look and patina. But in all this, only one thing is really missing: a Z1-inspired dual exhaust system that would have enhanced the overall look. Despite the disappointment of not finding a 4-in-4 line, (4-in-2 at a pinch...) it's still pleasant to look at. The line and flute have been redesigned, and a clever chrome cover masks (at least in profile) the huge catalytic converter to simulate a long, tubular line. A nice touch.

to conclude on visual contact: this blend of modernity with neo-retro flair doesn't give birth to an indigestible mishmash. The frame is harmonious and, icing on the cake, offers an attractive level of finish. The Z900's inverted forks are of course still in place and, as a sign of the upmarket evolution between this RS and the classic Z900, the two-stage KTRC traction control and 4-piston radial calipers are fitted as standard. Count 5 kg more on the scales than the Z900. The RS remains fairly light at 215kg.

The model tested was finished in Candytone Green. A deep khaki metallic color with a pretty glittery sheen and highlighted by yellow piping, directly inspired by the Z1. This original color scheme, which I found really cool, also struck a chord with the various onlookers I met during my test ride. Kawa also emphasizes the high quality of the coating applied to this RS. In real life, well, there's nothing to say, it's nice and well finished.

let's delve a little deeper into the bowels of the bike. On paper, the RS offers a revised version of the 948cm3 4-cylinder engine found on the Z900. Apart from a different mapping, it features a modified airbox, camshafts and vilo. Kawa announces optimized low- and mid-range power, without sacrificing the firm's characteristic top-end kick. Maximum torque is identical, but available at lower revs (6,550rpm vs. 7,700rpm), the idea being to better match the identity of the machine, which intends to carve out its path in more usual areas of use. The number of 4-cylinder horsepower units has been reduced to 111, instead of the 125hp of the classic Z900. Here too, maximum power is reached 1000rpm earlier (at 8500rpm). The gearbox is staggered differently to better match its new playground.
Where the Z900 relies on its big muscles, this RS wants to offer a less racy path to be in tune with its audience. Okay, let's see.

straddling the machine is easy. The rear line, as flat as a German twin, makes it easy to climb into the saddle. And there's the first thing you notice: sitting on the Japanese bike, you feel like you're sitting "on" the bike, not "in" it. Seen from the helmet, the tank appears very wide and very low. A far cry from the protruding barrels of modern roadsters, which wedge the rider into the saddle, trapped between tank and rear buckle. The result is an immediate sensation of lightness and simplicity. The seat is welcoming but feels a little firm. We'll have to wait and see.
Key stroke. The dashboard comes to life. No fuss here. The LCD screen displays the essentials, with no frills. Fuel gauge, engine temperature, gear engaged, traction control level and Trip. It's clear and well-organized. A rather basic comodo displays average and instantaneous fuel consumption, range, outside temperature... A small space is reserved for the now-classic ECO logo, for cruising at fuel-efficient engine speeds.

ignition . Surprise!

The engine purrs surprisingly well for an original line. It blows and rumbles a little. My colleague, who's just unveiling his Akra-mounted Versys 1000S, is taken aback. So was I. The sound of this standard exhaust at idle is surprisingly deep. The purr of the Versys, though optimized by the Slovenian cartridge, goes almost unnoticed...No kidding.
We'll understand why later when we dig into the press releases.
Indeed, we learn that the exhaust system on this RS is the first whose sound has been studied by Kawasaki engineers to offer a gratifying melody (more than 20 configurations have been tested). The result is noteworthy, qualitative and may well save a few hundred euros at the aftermarket for those less allergic to the usual felt of the original cartridges.

let's take advantage of the end of the day to go for a little loop in the Combe de Savoie. As always, the assisted clutch makes for a smooth lever action.
First turns of the wheel. First intersection; first foot on the ground. For my meter 80, the seat height is comfortable (835mm, i.e. 50mm more than on the Z900). I put both feet almost flat, especially as the seat is fairly narrow, making it easier to move around. For smaller riders, an ergofit saddle is available as an option, which will allow you to lose 3.5cm and satisfy a wider audience.

a few kilometers further on, we're on the Francin plain, perfect terrain for a first ride in discovery mode. The riding position is upright, comfortable and noticeably raised by the new, raised handlebars, which fall naturally into the hand. The famous foot-handlebar-seat triangle is "comfortable". Knees hug the large fuel tank. Positioned in this way, the rider has a clear view of the road ahead and can calmly anticipate the next mishap. The engine is vigorous from the outset, and offers excellent throttle response, although the throttle is still cable-operated. As you may have guessed, the Z900 RS does not include a riding mode. So, as in the old days, you'll have to rely ONLY on your riding style to adapt to the pace or the elements.
Wind up a bit. The machine proves efficient and easy. The road is somewhat bumpy, but the damping does its job honorably. The suspension is fairly supple (but not soft), in keeping with the machine's touring spirit. The 41mm inverted fork with 120mm travel is adjustable for preload and compression. This effectively absorbs most roughness. At the rear, a monoshock with 140mm of travel takes its place where its predecessor benefited from double-damping. This works well. At most, there's a slight sensation of rebound when the rear spring relaxes after an impact. But this is anecdotal, and the whole thing remains well suspended.

what about the mill? As advertised, the 4-cylinder engine is generous at low and mid-range revs, offering crisp acceleration and a smooth gearbox. Gears follow one another without a hitch or false dead stop. At 2,500rpm, you've already got enough watts to get back on the throttle in 3rd gear without the engine banging all over the place. This suppleness means we can cruising along calmly without overdoing it with the boot. A nice straight line allows us to put Akashi's mill to good use. And it's not long before we realize that the Z900's mill has lost none of its efficiency! When we ask the machine to show what it's made of, it responds wholeheartedly. Horsepower arrives with power and gusto. Torque is generous over a wide range, and allows you to quickly reach the zone where power peaks (6,500 rpm), before delivering more linear power until you flirt with 10,000 rpm. This engine has a bit of length, but it's above all its suppleness that characterizes it.
I arrive at the garage. The machine falls asleep, and the driver writes his first lines. The rest will take place in the early hours of the morning, on the way to the Col du Frêne. I set the alarm a little earlier, to be able to ride before work.

6:45 a.m. , late August, and the sun is slowly coming out. Man and bike are already united and 20 minutes later, we're in the shadow of the Arclusaz. The temperature is cool, and so are the tires. Apart from a squirrel and a buzzard (the bird, of course...), the road is devoid of traffic and inviting. After a few vigorous twists and turns, the pistons and senses get excited. Thanks to its neutral frame and shortened caster, this RS is particularly lively when cornering. The engine's availability makes it easy to adapt to the pace, so if you want to take it easy and enjoy the scenery, it will allow you to negotiate a large part of the route in 3rd gear without choking or losing your voice. All that's left to do is unwind. But if you happen to find yourself in a group that's a little "hotter than a stove" (the odds are statistically non-negligible...), you'll have more than enough to do well, and even better. At a more playful pace, the machine will prove both lively and reassuring. The upright riding position, which doesn't put too much weight on the front end, doesn't encourage ultra-optimistic attacks, but allows a sporty pace that's more than enough for a little fun with a buddy. Gears can be shifted without flinching and.... OUPS! Small comma: the road is sometimes still wet in the shade of the leafy trees, and it would be a pity to get stuck in a wallow at dawn, under the mocking eye of a badger (the hairy kind, of course...) Set to level 1, traction control does the job without intrusiveness when you hit the gas hard on this fresh asphalt. But in the tricky corners, it's mainly the Dunlop Sportmax GPR 300s that seem a little limited as original equipment. We finish the climb more calmly, enjoying the sunrise and the easy torque of this RS

the descent takes us down to Lac de la Thuile for a photo opportunity. A stony path criss-crossing the beach allows us to test the ABS in small-arm mode.... That is, at 15km/h and with your feet in the air. (Editor's note: Has anyone ever really dared to test the front ABS in real-life conditions? Not me, sorry...) The test was conclusive: We stop without putting the wheel on the ground, and that's the main thing.

we take the thermos out of the rucksack. I take the opportunity to have a look under the saddle. It's unlocked by a classic lock at the rear, protected by a rubber cover. A simple protection, but one that underlines the desire for a meticulous finish. Apart from under the seat, there's hardly anywhere else to store anything. And unsurprisingly, apart from a yellow vest, 3 Allen keys and an IGN map, you won't be able to fit anything in there. The cover reveals a 12V socket. Not at all practical, but better than nothing. Some will find it useful sooner or later.... Like this buddy in need of a battery and nicotine, who made us laugh (at first...) when he tried to fit his electronic cigarette under the saddle of his Dayto...

a glance at the clock. It's not going to take long to get to work on time. We'll be right back down. A chance to test the brakes. Fitted with a radial master cylinder and 4-piston radial calipers biting two 300mm discs, you'd expect this RS to brake at least as well as the Z900. And it is. The brake lever brings the machine to a powerful and progressive stop in almost any situation. It's dosable and effective. The ABS is triggered from time to time at the rear when braking on bumpy roads, but without any surprise effect. On downhill runs, you can hear the RS's vocals when you stay on the throttle at mid-range.

i get to work just in time to grab a coffee before the daily 8:30 a.m. teleconference. The rest, you don't care.

18h . RS wakes up from its lethargy, I'm off to work. The return route takes us first through the city, where the Kawa is at ease. With a clear view and a comfortable riding position, red lights and stop signs are taken in stride as if they were pesky but peremptory formalities. The flexibility of the clutch handle is an appreciable advantage. All the more so as the gas pedal needs to be modulated to avoid jerking on start-up. This takes a little getting used to. Eventually, though, you get the hang of it, and the bike's balance and natural agility make it easy to get around. Good thing for this RS: no sensation of heat despite summer temperatures and a good while dragging my rods in yo-yoing traffic. We hang up the ring road, which allows us to get back to a tolerable cruising speed given the RS's lack of protection. At 90km/h, we cruise, lulled by the mill purring along at 3,500rpm in 6th gear, which serves mainly as an overdrive.
The rest of the journey will take place on the A41 for several dozen kilometers.
Highway / Roadsters: a perpetual antinomy that will not be broken on this RS. At 130km/h, unsurprisingly, you start to feel the strain, subject to the lows. It's hard on the arms, and fortunately the small bulge in the seat allows you to settle slightly. The engine is comfortable, revving up to 5000rpm in 6th gear. Once you've passed the legal speed limit in France, your situation will become truly uncomfortable. Unless you lie down on the tank, your torso will act as a windscreen, your helmet will want to get out of the way with your face in it, and your arms will gain free centimetres. No surprises here, but we'll end this episode on a positive note: the bike remains stable at high (legal) speeds, and there's no vibration in the footrests. What's more, the seat, which I found a little firm, proved comfortable in the long run. And God knows I'm sensitive in this respect.
Let's get out of here

night falls and the colleague I've come to pick up is even more in a hurry than I. We take off again in the dark.
Comfort in a duo is precarious for the passenger. The saddle is not to blame, as it's wide and well-filled. It's rather the position that's a problem in every sense of the word. The man struggles to fit his legs (he's 1.80m tall). The fit isn't too good either. The leather strap looks good, but it's not really usable, leaving the option of leaning on the tank or hugging the rider... For inseparable duos, fitting the optional handlebar is a must. Another complaint from the co-driver is that the footrests vibrate when you attack a little. The experience will certainly be significantly different for a smaller rider.

night has largely set in. The full LED optics provide powerful illumination, but something catches my eye: a kind of white square projected a metre in front of the bike.
What the hell is that?
It seems that this luminous quadrilateral is generated by the designs integrated into the optics. It's quite disturbing because it's eye-catching as soon as you notice it (and I noticed it right away...). Eventually, you'll tire of trying to drive over it... and forget about it.

i drop off the poor passenger, who doesn't ask for anything else to replenish his legs with haemoglobin.

back home. On the way home, I fiddle with the speedometer to check the average fuel consumption for the 10-day test: 6.1l for semi-sporty driving. Count on 5.5l when driving more leisurely. Actual range will be around 250km.

it 's time to go home, to conclude this day and this essay that has gone on too long (thanks for your attention).

the RS will return to the press park in 2 days' time, giving me time to share a few more adventures with her.

pretty , simple, no-frills, yet very rewarding, this Z900 RS offers two faces to everyday life. Equally at home on Sunday morning rides or out with friends, it benefits from a healthy chassis and a sharp, smooth engine that's just right for both.
The Z900 RS is a clever addition to Kawa's retro range, allowing you to enjoy the pleasure of a modern roadster without having to submit to its contemporary codes.
while bikers who prefer simplicity and modest mechanics will opt for the W800, the Z900 RS will appeal to fans of a machine with classic, timeless lines, but who want to enjoy the pleasure of a motorcycle with flawless handling and fun, advantageous performance.

this comes at a price. The Z900RS costs €2,500 more than the classic Z900 (€12,199 vs. €9,699), largely justified by higher-quality equipment (radial brakes, traction control), improved finish and a change that goes beyond a few stickers or new optics..

and for those who still have some in their wallet, a Z900 RS SE will arrive in 2022 with a special color scheme and Öhlins/Brembo equipment (+ approx. €2,000), proof if any were needed of the machine's playful temperament.

Sébastien de Malfin - Photos Lionel "Guido" Baffert