Road test of KawasakiZ 900 2025 Back to basics

Our tester's opinion on the Z 900 from 2025

The renewal of the Z900 for 2025 is a crucial issue for Kawasaki. The big roadster is THE brand's flagship motorcycle. It's also one of the best-selling motorcycles in Europe. To improve on these figures, Kawasaki is pulling out all the stops with its new version. The Z900 returns [a little] to the roots of a previous model from 2003, and improves on what was wrong to make it irreproachable! To drive the point home, Kawasaki is aligning itself with its main competitor Honda by offering a model for less than $10,000, even $500 less than the Hamamatsu bike. A coup de force, or a flop? We tell you all about it..

Meticulous assembly, Japanese quality

The first thing you notice is that Kawasaki has taken great care with its design and materials. It's not a revolution in terms of shape, but rather in the small details. The use ofbrushed aluminum with the integration of the inlaid Z is truly magnificent. And I assure you, it's not just a semblance of aluminum: the touch leaves no doubt as to the metal used, and the part heats up with the motor, just like any other aluminum. All the wiring harnesses are hidden and tied up, and the assembly of the components has been thought out to make a very fine toy.

There are several plastic elements on either side, with a glossy black appearance; this doesn't look cheap, it just confirms the Japanese engineer's attention to detail in masking and protecting the bike.

Kawasaki retains the steel trellis frame in the same color as the bike, but reverts to black rims, which are less messy. A small but important detail is the green or red piping on both the front and rear rims, giving the bike a more refined look than previous plain-colored rims.

This prestigious look is further enhanced by the use of a textured seat and, above all, an inlaid Kawasaki aluminum plate between the two seats. A sign of belonging to the brand, as other manufacturers can do. But Kawasaki has also affixed a plate to the frame to certify that the Z900 is made in Japan, a guarantee of quality.

The abandonment of the Z-shaped taillight may disappoint some, but the new styling is a real eye-catcher. As for the reworked front optics, this gives it an even meaner look. A "Sugomi" style, in other words, a calm, ferocious beast ready to pounce.

This bike is a sight to behold, and despite the power and aura it exudes, makes you want to ride it, without fear. In fact, let's go!

A screen and easy access to controls

It's time to switch on the beast, turn the ignition key, and the 5-inch TFT screen lights up in bright red Kawasaki accompanied by "Let the good times roll". The screen is a real eye-catcher, with good brightness and no unpleasant reflections that might obscure the display of the elements essential to good motorcycle riding. All the controls are accessible with the left hand, and the single button on the right turns the bike's circuit on and off. I confess I wouldn't have minded the horn or warning buttons, also accessible with the right thumb. However, these buttons are easy to reach, even with thick winter gloves. I wasn't bothered when using them on the road. You navigate the control screen intuitively, and adjust the bike to your personal needs. I must confess that at first, I preferred the road mode, which is the standard use of the engine and which was offered to me, with the dynamic driving assistance systems (KTRC). In return, I immediately changed thedisplay screen to the second mode, with the horizon sight, so that I could see the bike's degrees of inclination when cornering. The basic mode is really too classic for my taste, and this aviator visual is just as easy to read but so much more fun.

Kawasaki has made it as easy as possible to change riding modes, even on the road: just cut the throttle and press and hold the upper or lower mode to switch to sport / road / rain or rider 1 and 2 modes. These latter modes allow you to deactivate the KTRC electronics or adjust engine power. You can either stay with full power, as in sport and road modes, or opt for a reduction to 75% power, as in rain mode. But it's in KTRC mode that you can deactivate or adjust with options 1, 2 and 3.

• Mode 1: Traction control is set to minimum, allowing even faster acceleration out of corners by maximizing rear-wheel drive.
• Mode 2: Traction control offers a balance between assisting sporty driving and improving rider confidence.
• Mode 3: this is the most intrusive version: if the bike detects excessive wheel slip, power is reduced to regain grip.

In the time I've had with the bike, I haven't had the chance to play with these modes, so I can't go into detail. But the classic modes are already so much fun that it's worth giving yourself some time before tinkering with these settings.

Fortunately, every change you make to the configuration is saved and carried over to your next trip, so you don't have to go back to the drawing board.

The cruise control buttons are so simple that a 7-year-old child could use them. You activate the regulator, then adjust the speed to the next higher or lower kilometer/hour using the buttons provided. This is very practical for straight roads or stretches of freeway. But of no interest on the small mountain roads we took during our test drive.

I think it's a shame that the USB socket is reserved for the SE version, or that it's optional on the base version. With the number of devices that can now be carried on board, USB plugs are becoming more and more common, and are becoming very practical for long trips.

Kawasaki has announced Rideology connectivity with a brand-new application that connects the bike to the rider via an intercom. This solution enables a GPS to be embedded in the rider's headset, but above all synchronizes a directional display with the Z900's speedometer. Unfortunately, we weren't able to test this application during our test ride, as it's still under development and should be delivered when the bikes arrive at dealerships in the coming weeks.

A singing engine, not a screaming one

Time to turn up the sound! The noise is pleasant, but not ear-splitting! Passers-by will thank you the most. In fact, it's almost too quiet, after decades of producing sounds of terror on ignition alone. Indeed, with the Euro5+ standard and the constraints in different countries, Kawasaki has reduced the Z900's noise level to a minimum. Once up to speed, it loses its gentle character and reveals its devil-may-care soul. The electric sound gives way to a huskier, more demonstrative sound. Grrrr!

The engine's character is in the same vein: at low revs, it remains docile and pleasant to ride, and once up to speed, around 6/7000 rpm, the bike pulls away and stretches your cheeks to make you smile with pleasure.

The torque is there, it's a maxi roadster, there's no doubt about it. 9. 9 mkg is less than the Hornet 1000 or Duke 990, but much more than the 8.2 mkg of the Street Triple R, for example. Whether you're in third or fourth gear, the bike picks up low revs and takes you high up the revs. You'd almost forget about the shifter, which allows you to shift up or down a gear with a simple flick of the left foot, without having to cut the throttle and engage the clutch. By the way, the shifter remains unchanged from the 2024 version, and does the job very well, remaining the same as on most models in the Kawasaki range [those with a shifter].

The gearbox is really smooth, and even without the shifter, gears are engaged quickly, without forcing the selector. The clutch is also well adjusted, and I didn't have to press the lever like a brute, nor did I feel any particular pain after multiple gear changes.

As for power, there's no denying that we're a long way from the Hornet's calibration! But we're way ahead of our competitors with identical displacement. Kawasaki has managed to produce 124hp on the base version of its Z900, while Yamaha's MT09 delivers 119hp.

Less torque and power than the iconic Hornet, but where Honda makes linear engines, Kawasaki dares to round out the power curve [a little]. The objective is clearly stated: driving pleasure.

Watch out, it moves!

The bike is a real pleasure to ride, and from the very first turns of the wheel, you can feel its agility right away Is this due to the original Dumlop Sportmax Q5A tires, which are very round, or to the bike's real behavior? I can't tell you, but this bike goes from one angle to another with disconcerting ease. The bike plunges to the left, and you flip to the right without really having had time to ask. Whether you're in the city, needing to make your way through traffic, or taking in a series of mountain bends, the bike is easy to ride, and takes you wherever you look.

My fellow travelers complained that the suspension was too soft for their liking. In my modest experience, I didn't suffer from this, although I did feel a little movement from time to time, but nothing that caused me discomfort or an unpleasant sensation.

If, however, you also find the suspension inadequate, you're free to harden it by adjusting the preload or rebound, or why not upgrade to the SE version of the Z900 to benefit from Ohlins S46 suspension, accompanied by Brembo M4.32 brakes. A winning duo for great sensations.

The Nissin radial brakes are very reassuring; I took my time getting used to them, but they give you confidence and a real feeling of control. The bite is there, and the bike remains very stable, even under hard braking. I didn't have a choice: next came the gravel, then the guardrail, and finally the ravine What a feeling of security, it's so good to feel supported!

Riding comfort and pleasure

As far as I'm concerned, this is a very playful bike, which really makes you feel good under the helmet! Sport mode was the preferred mode on my twisty route. You can really feel the difference when you step on the gas coming out of a corner, compared with road mode. The latter delivers just as much power, but in a less categorical way, making it cooler to wind. Sport mode, on the other hand, shifts the torque curve at lower revs, allowing you to rev up very quickly.

As the road wasn't wet, I didn't spend too much time on the rain mode, which limits the bike's power, and I clearly felt a difference in torque and power when I got back on the throttle. On a day-to-day basis, even in wet weather, I think the road mode will do the job just fine, without having to "castrate" the bike.

Kawasaki has played with the bike's frame toincrease itsthicknessby 2 centimetres, without raising the height by 830 mm above the ground. Your buttocks will thank you on long trips! And indeed, during the hours I spent riding it, I never complained of back or seat pain.

The width of the saddle hasn't changed too much, and given its height and my height of seventy-eight metres, I had absolutely no trouble putting my feet on the ground on either side of the bike when stationary.

If I had to make one small criticism, it would be more about the shape of the front of the bike, which reflects the wind towards the rider's chest. I think it would have been possible to reduce the amount of wind resistance by playing with the shape and aerodynamics a little. Although I'm used to naked roadsters where the wind blows in your face, here I had the sensation of blowing more than usual.

This in no way detracts from comfort, with a slightly forward-leaning position that doesn't break your back. There's no pressure on your wrists, and this position makes you want to ride without stopping.

And that's saying a lot! With a range of over 300 km/h, you'll be able to take full advantage of the beauty. Kawasaki has done a magnificent job on the engine mapping to reduce CO² emissions as much as possible, but also fuel consumption. With a very strong throttle, we were all in the region of 6.5L/100km, a figure that should undoubtedly drop to less than 5 liters in daily use. This is a far cry from the 5.9 l/100km of its main rival: the Wasp, whose name we won't mention.

So, are you going to buy it?

Without a doubt, it's going to rival the Honda Hornet 1000, which caused quite a stir a few weeks ago. Although the Kawasaki is less powerful on paper, and has less torque, it's still cheaper and very, very playful. In fact, Kawasaki is offering the black version for under £9,200 mark, $9 999 in United States. The green and red versions are offered at £9,449 in UK. We haven't seen big roadsters at such prices for over a decade.

Buying another motorcycle without first trying out the Z900 would be foolish, as this bike is so enjoyable. After all, everyone has their own favourite brand and style of motorcycle, but take the time here to savour a moment of pleasure on the Z900! And if that's not enough, remember that Kawasaki also produces an SE version.