SPEC KAWASAKI Z900
Price £8249 (Performance Edition £8999) Engine 948cc 16v dohc four, l/c Power 123bhp @ 9500rpm Torque 73lb.ft @ 7700rpm Transmission 6-speed, chain Frame Tubular steel Front suspension 41mm telescopic, adjustable preload and rebound damping Rear suspension Single shock, adjustable preload and rebound damping Front tyre 120/70 ZR17 Rear tyre 180/55 ZR17 Wheelbase 1450mm Rake/ trail 24.5°/103mm Seat height 795mm Fuelled weight 210kg Fuel capacity 17 litres
showed that its engine had an impressively crisp and glitch-free delivery – in contrast to recent naked rivals such as Suzuki’s GSX-S1000 and Yamaha’s original MT-09. There was no jerkiness; just a strong, flexible power surge that let the Kawasaki pull cleanly from below 3000rpm, gaining strength as the revs rose until it was charging forward with the tacho needle near the 11,000rpm redline.
Inevitably there wasn’t quite the low-rev stomp that the Z1000 dishes out, but the Nine never felt remotely lacking and revved with a smoothness that encouraged plenty of throttle abuse, with frequent use of a sweet-shifting sixspeed box. It also sat at a steady indicated 80mph feeling respectably relaxed, ready to take off towards its 140mph-plus maximum at the tweak of its throttle. Being tall, I was pleasantly surprised that the low flyscreen generated very little turbulence
Talking of noise, if any aspect of the Zed’s engine performance disappointed, it was perhaps the sound, given Kawasaki’s claim that the intake system’s “carefully crafted auditory note is a key component of the Z900’s street riding exhilaration”. There was an intake sound that rose and fell with revs, but it never struck me as sufficiently loud to be described as a roar or howl.
Handling was enjoyably responsive at modest speeds, when the bike’s accurate steering impressed on twisty roads, and its blend of low seat and generous steering lock helped make it manoeuvrable. Stability at speed seemed fine, at least through a couple of highway sweepers. Even when the pace got hectic on that thrash towards the lunch stop, the Zed remained admirably composed. The Z900 comes in grey, black or green and costs £8249, exactly £2000 less than its now Euro 4 compliant but otherwise unchanged big brother the Z1000. Almost splitting the difference, at £8999, is the Z900 Performance Edition, which comes with a smoked flyscreen, tank pad, pillion seat cover and Akrapovic silencer. Both bikes are in Kawasaki dealerships now.
Its suspension is not particularly sophisticated, offering adjustable preload and rebound damping at both ends, but was respectably compliant on the gentler sections. And it proved well up to the job as the Kawasaki was run hard into turns on its powerful front brake (comprising four-piston Nissin front calipers and 300mm discs), then fired out again with sufficient force to make the rear Dunlop D21 Sportmax work for its living – which it did, finding grip on the mostly wellsurfaced but sometimes dusty roads.
That was just as well, given the lack of traction control that is surprising in an all-new model, especially as rivals including Suzuki’s new GSX-S750, Triumph’s revamped Street Triple and Yamaha’s improved MT-09 have systems (the Yam has a quick-shifter too). Kawasaki’s official line is that they wanted to concentrate on the pure riding experience, which doesn’t really wash these days when a good traction control system stays in the background until needed.
In reality several factors possibly influenced the decision, one being cost and another the need to help differentiate the Z900 from the Z1000, to create an incentive to buy the more-expensive bike. For anyone set on a naked Kawasaki four, the smaller sibling is sufficiently quick and sweet-handling to be fast and fun. It posted respectable fuel economy and range figures (42mpg and 150 miles), and it delivers most of what the bigger model does.
In fact, the Z900 easily wins the fraternal fight for me – but the more important question is whether it has the character to shine in an increasingly competitive class against the GSX-S750, Street Triple and MT-09. Each has its merits, but what’s for sure is that when that discussion starts the pleasingly quick, sweet-handling and capable Kawasaki should not be forgotten.
“Sufficiently quick and sweet-handling to be fast and fun”