Kawasaki Z900RS Review: First Ride

Kawasaki recently launched the Z900RS in India. Under its classic body lies a modern heart. So, is this the perfect blend of modern mechanics and retro styling?

Critics might say that, in designing the new Z900RS, Kawasaki designers chose the easy way out – take the naked Z900, put on a classic body, and, voilà, you have the new Z900RS. And owing to its classic design, a hefty premium is only justified. 

But nothing could be further from the truth. You see, to celebrate the birth of the Z1 – the first four-cylinder, litre-class superbike with over 82bhp in 1972 – Kawasaki wanted to create something very special, something with the body of a naked motorcycle, but with a distinct personality all its own. And it was this idea that developed into the new Z900RS. Plus, much like the original Z1 from forty years ago, the Z900RS raises the bar in terms of performance. 

Hidden tech

It’s true that the Z900RS lifts much of its mechanicals from the standard Z900, but this isn’t the whole story. In RS trim, there’s much that’s different from the standard Z900. The engineers and designers agreed – for once – that the RS powertrain should have a strong character. This realisation led to altered valve timing on the high-performance 948cc, four-cylinder engine. The engine now has a lower compression ratio, while the ignition mapping, intake and exhaust systems have all been changed. All these changes mean that the engine produces more grunt in the mid-range. And the end result is definitely impressive – 111bhp at 8,500rpm and a peak torque of 98.5Nm at 6,500rpm. The gear ratios of the RS have also been changed – the final drive is now taller. Another difference is its modified chassis – the steel-frame has been modified owing to the new fuel tank, and the sub-frame has been tweaked to accommodate the new tail. Interestingly, the RS has a sportier appeal than that of the Z900. At the front, there’s a 41mm fully adjustable fork, and the front incorporates two 300mm discs. The dimensions are different too – the wheelbase has increased by 20mm (now 1,470mm) and the trail is lower, at 98mm. There’s also a two-level traction control system that can also be turned off, which is absent on the standard version. The rims are different too, with thin spokes, and the weight has increased slightly – 215kgs in running order. But, most noticeable is its new ergonomic design, which is radically different from the standard motorcycle. The Z900RS is also equipped with an LED headlight, a rounded tank and an instrument cluster that features two analogue dials and a small central screen. The one-piece saddle sits at 835mm from the ground and features a back strap, just like the original Z1. The handlebar, meanwhile, is wide and high. 

Although the engine is liquid-cooled, it has fins that are typical of old air-cooled engines. The motorcycle comes with a lot of optional extras, too. And that might explain its rather steep price tag of Rs.15.30 lakh (ex-showroom). A Café Racer version of the bike is also expected to come out in a few weeks, featuring a small dome and low handlebars. Kawasaki has high expectations from this motorcycle globally, and rightly so. After all, a lot of work and effort has gone into the design of this modern classic – something that’s evident in its every detail. 

Aggression aplenty 

The Z900RS amazes with the level of comfort that it offers to the rider – something that we no longer expect. The saddle is flat, wide and luxuriously padded. There’s plenty of comfort, even for tall riders. The high handlebars offer a comfortable riding position, and the footrests are perfectly positioned – right where you’d expect them to be. Every part of the bike screams classic, until the engine starts! The four pistons, when awake, seem rather dangerous in their intent – a grim, evil growl comes from the exhaust. Fluid and free from vibrations, the temperament of the four-cylinder is anything but soft. The thrust at low revs feels like a punch in the diaphragm that simply takes your breath away. The RS attacks at the slightest touch of the gas, like a hungry pit bull. This is also because the ratios (while elongated compared to the Z900) are quite short. The thrust grows angrily up to around 7,000rpm, after which it fades slowly. This aggression, combined with a slight on-off sensation, creates a mix that’s not easy to ignore – you have to get used to it. Thankfully, there’s traction control, which is useful as the original tyres (Dunlop GPR 300s, which are quite entry level) struggle to keep the aggression of the 4-cylinder at bay.

Modern heart

The riding experience, impressive as it is, sometimes doesn’t offer the levels of satisfaction that you would expect. The problem isn’t in the suspension or chassis. You see, a relaxed riding position leaves the front end rather unloaded, especially for an enthusiast rider – something that the engine’s readiness invites you to be. To make it more communicative, you must load the front end with your weight. But even so, it remains a bike that prefers smooth inputs over furious commands. If you force the pace around bends, the bike exhibits a tendency to go astray. However, when you ride it normally, without any tearing urgency, the RS is an incredible motorcycle. You enjoy the linear response of the engine and the chassis’ excellent agility. Even in traffic, it’s an enjoyable experience. 

Rich in charm with appealing ride quality, the RS keeps you engaged most of the time. Sure, it’s not a naked bike in disguise, but a modern classic. However, if necessary, it can really turn up the heat. And perhaps that’s why it would appeal to a wider audience who want a less aggressive motorcycle. Think about it – the model that inspired the RS was the most powerful machine of its time, the Z1, and, perhaps, it wouldn’t be an exaggeration to say that this does one better.  

Sober and sensational at the same time – the new Kawasaki Z900RS is an instant classic. The tear-drop-shaped tank is a clear throwback to the classic Z1 900 of the 70s. And even though its round headlamp has LEDs and chrome shrouds, its similarity to the Z1 is quite apparent. The position lights sit in the high-beam housing and look quite cool. The classic design of the instrument cluster perfectly complements the retro look of the bike – however, there’s a compact multi-function LCD display that sits in between the two analogue dials.

The engine is a liquid-cooled unit, but the fins integrated into the cylinder head give it the appearance of an air-cooled motor. The mono-shock absorber is horizontally mounted. Both levers are adjustable. There are buttons that allow you to vary the intervention from the traction control, which you can set to two levels or switch off completely.

The brake callipers are radially mounted, while the aluminium spoke wheels are elegant. The duck-billed tail, meanwhile, is a tribute to the Z1.

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