Retro Kawasaki Z900RS
Kawasaki’s Z900RS might be an homage to the original Z1 but it sure doesn’t ride like it was built in 1972…
JUST HOW RETRO do you want your retro? The question isn’t as daft as it sounds — honest. Some classically styled bikes are authentically steady, (Triumph Bonneville, Moto Guzzi V7, Royal Enfield Bullet), made for riders with truly traditional tastes. Others are more heritage-styled hooligans (Yamaha XSR900, Triumph Thruxton R, BMW R ninet), every bit as fast, dynamic and exciting as cutting-edge roadsters.
At first glance it’s not obvious which camp Kawasaki’s new Z900RS falls into. The visual nods to 1972’s original Z1 come so thick and fast it risks whiplash. There’s the teardrop fuel tank, the distinctive flared tail and that stunning, sparkling brown-and-orange paintscheme (a £300 premium over basic black). Dig beyond these obvious starting points and enthusiasts might notice familiar detailing. Look at the side of the engine: the fins cast into the cylinder head, the semi-circular silver camshaft highlights and the shape of the clutch cover are all inspired by Kawasaki’s original 900.
Ready to get really nerdy? The Z900RS’S twin-dial clocks share the same scale, needle shape and a similar typeface (though, despite Kawasaki’s claims, not the same) as the Z1. The way the twin throttle cables drop from the twistgrip before turning through right angles is identical. Even the bobbly texture on the ‘Z900RS’ side-panel badge is influenced by the finish on the Z1’s part. This is weapons-grade attention to detail.
Despite all this, the Z900RS is not trying to be a straight Z1 replica. Beneath the surface lies modern technology and 21st-century expectations. There’s no four-into-four exhaust because it’d be too heavy by 2018 standards. Cast wheels were chosen over spoken hubs for the same reason. Twin shocks were discounted for their inferior handling. The 948cc inline four is not a wheezing air-cooled two-valver but a retuned relative of the lump that powers the latest Z900 streetfighter, modified with new cam timing, a lowered compression ratio, a heavier flywheel and skinnier downpipes. Peak power drops from 124bhp to 110bhp, but the RS gains more grunt everywhere below 7000rpm.
But this isn’t just a Z900 dressed up in granddad’s flares and platform shoes either. The RS’S steel trellis frame is related to the regular Z9’s but isn’t the same part. It’s narrower at the front to accommodate the new tank, while the rear subframe is fatter and flatter to suit the traditional tail. Suspension is new too (the forks now have a compression adjuster on one leg), as are the front brakes (radially mounted on the RS; conventional on the Z900), wheels (cleverly designed to resemble spokes) and tyres (Dunlop’s mediocre GPR-300 instead of its poor D214).
Gearing has been tweaked to suit the RS’S revised power and purpose, with a shorter first for spritely starts, as well as a taller sixth and final-drive ratio for relaxed cruising. There’s also a new two-mode traction control
system, where the Z900 offers no electronic help. Still need convincing that these are different bikes? The Z900 and Z900RS aren’t even built in the same country. The Z900 is assembled in Thailand, but the RS is made in Japan.
The riding position is different too. The RS’S 835mm seat height is just right for my 5ft 9in frame, offering a noticeably taller stance and more legroom than the short, squat, compact Z900. The chromed handlebar comes up higher, spreads wider and reaches further back than the Z’s low, flat streetfighter setup. The amount of steering lock has increased by an extra couple of degrees on each side as well. Along with its incredibly light clutch-lever action, spot-on low-speed balance and a motor that feels instantly urgent from as little as 1500rpm, the Z900RS makes a fantastic town bike.
At slow speeds the fuelling is perfect, but something strange happens when you pick the pace up. As the test route leads out of town to zap along a series of tight and twisty backroads, the throttle response starts developing a hiccup. Roll off to slow for a turn, roll in to the corner and all is well. But open the twistgrip briskly and there’s a fractional pause before an overzealous thump of drive. It’s like the bike has been holding its breath and finally swam to the surface for a gulp of air. It’s possible to ride round it by being hyperdelicate with your right wrist, teasing the throttle open, but it’s not ideal.
This one niggle aside, the Z900RS is huge fun to ride – and I mean really ride. It’s smooth and sensible and flexible and all those good things if you just want to bimble about from place to place looking cool and drawing envious glances. But its depth of character and ability is revealed when you give it some beans. Let’s not forget, the Z1 was a superbike in its day, and there’s a welcome taste of that sporty spirit in the RS. The motor screams hard and pulls with purpose as the rev-counter needle soars for
the 9000rpm redline. Suspension is sporty, with firm springs (though nowhere near as stiff as a Thruxton R). You can brake hard, squeezing the strong new frontend stoppers without it pitching forwards too sharply.
Turn-in is quick and responsive, ground clearance is plentiful, and the handling stays precise and intuitive from tight hairpins to longer sweeping turns and rapid direction changes. A little more weight over the front and a bit more damping on the shock wouldn’t hurt, but at that point we’re talking a pace most riders would probably expect from a Z1000 rather than a Z900RS.
The Z900RS strikes a fantastic balance in the varied world of modern classics. It’s lighter, more exciting and more sporty than a Triumph Bonneville T120 or Honda CB1100, more authentic and cohesive than Yamaha’s XSR900, and more affordable than a Thruxton or R ninet. Retros have never been this good.