The Kawasaki Z900 continues Team Green’s tradition of building high-performance 900cc-class in-line fours.
TEST: SEAN MOONEY PHOTOS: DEAN MELLOR
This is the Kawasaki Z900. The Z moniker has been around for as long as I can remember; in fact, a quick check shows that it has existed since 1972, incidentally the very year that I was born. Of course, this must mean that — as for all us semi-centenarians — it is ageing gracefully and only improving as the years roll on.
Those who are just a little bit older might even recall that it all started with the famous Z1, which only had a 903cc engine, but they got away with rounding that up to make it a quasi-litre bike. It wasn’t until 1976 that the Z900 label was first employed, and the modern iteration only appeared in 2017, when it superseded the Z800. Since then, the Z900 has done a solid job of maintaining market share and Kawasaki’s reputation of producing fine 900s, such as the GPz900R and Ninja ZX-9R.
It has done so primarily through a combination of muscular styling, strong performance and, importantly, value for money. Now, with so many bikes vying for the naked dollar (not least of which is the impressive new Honda CB1000 Hornet SP), Kawasaki has a bigger battle than ever on its hands. Hence the upgrades for 2025. These include a new chassis, engine updates, better brakes, tweaked suspension settings and new tyres, plus several other cosmetic and technological upgrades that we’ll get to shortly.
First up, it must be said that initial impressions are very positive when I first set eyes on the silver and blue 2025 Z900. This colour scheme is called galaxy silver/metallic spark black/phantom blue, and while it’s not what I’d typically go for, it does look a treat in the flesh. The only other colour variant available in Australia (metallic carbon grey/metallic graphite grey/candy persimmon red) looks even better. Who doesn’t like a red frame? Unfortunately for those who only go green, the quintessentially Kwaka metallic moondust grey/metallic spark black/candy lime green model (with green frame) didn’t make it to our shores.
Nevertheless, it’s less the paint job and more the no-nonsense look of the bike that impresses, which is a feature of many Kawasakis that the firm likes to call sugomi; in short, this is a presence that inspires awe and respect (see box). The Z900 has always had this, with its “crouching sprinter” stance, low-positioned head and upswept tail, but these elements have been amplified with the latest model. For example, there is a new sleek and compact cowl housing triple LED headlights, with the two upper lights operating as low beam and the third providing high beam. At the other end, a shortened tail cowl makes the whole package look a little more compact and agile. The LED taillight almost looks like its floating, thanks to something called light-guiding technology — basically, LEDs on each end are reflected along a curved tube to create a uniformly lit taillight.
Other cosmetic changes for 2025 include brushed aluminium side shrouds, plated parts around the key cylinder, and a metal ornament above the seat featuring the Kawasaki logo, all of which increase the bike’s metallic bling. The test bike also features a frame slider set, radiator trim, crankcase protector, large flyscreen, tank pad and knee pads. These combine to give the bike a more purposeful look and raise the price tag by around $1000.
However, the updates that are of most interest can only be appreciated by riding the Z900, which is something I am keen to do. The first thing I notice when I jump aboard is that the new seat is not only thicker than before, it is also flatter and more textured, which I soon discover means less sliding into the tank under heavy braking. It’s one of the more comfortable seats in this category, and a full day’s riding is no problem (mainly thanks to thicker urethane in its rear section). With a seat height of 830mm, it should suit most riders, even taller ones, while an ERGO-FIT low seat of 810mm is also available. The riding position itself is quite neutral, with the newly designed tapered aluminium handlebar set so that the rider is positioned ever so slightly forward in a suitably sporty stance but without too much weight on the wrists.
A new five-inch TFT screen means that (amen!) the switches are no longer fiddly little things located around the display; they are now straightforward units on the handlebar. And (can I get a hallelujah?), there’s now electronic cruise control on the Z900 for the first time. In another Kawasaki first, the TFT display can now show turn-by-turn navigation and be linked to a smartphone via an app. It can also be switched between two display types — a bar-style tachometer along the top with simple vehicle information or turn-by-turn directions below it, or a hexagonal tachometer with lean angle and acceleration/deceleration indicators.
POWER UP
All these changes keep the Z900 in contention for the market’s best value naked, but we all know what really seals the deal, and that’s the engine. Interestingly, outputs haven’t changed much — the 2025 engine produces claimed maximum power of 92.2kW (124hp) at 9500rpm and torque of 98.6Nm at 7700rpm, while the previous model’s figures are 90.2 kW (121hp) at 9500rpm and 99.1Nm at 7700rpm. However, Kawasaki has made several changes to the 948cc inline four to keep up with the Joneses. These include an updated cam profile for improved fuel economy and increased torque at lower revs, plus the introduction of electronic throttle valves to help the ECU smooth out engine response, provide more linear acceleration and improve fuel economy. New ECU settings (including revised ignition timing across the rev range) also contribute to a fuel economy improvement, while connecting passageways between the cylinders help reduce pumping loss, which improves high-rpm performance.
How does that feel in reality? Hard to say how exactly how the new model compares to the old one without riding them back to back, but the previous model did have a reputation of providing decent but not very exciting power delivery. I can unequivocally say that this is not the case with the 2025 model — this is one quick-revving powerplant with a stonking midrange that keeps pulling strongly all the way to the redline. Indeed, the high end is where the action is, so at lower revs similar-capacity twins and triples have the edge. However, if you like smooth, linear acceleration (especially now it has electronic throttle valves) all the way up to a potent top end, the Z900 delivers.
The engine note is as sweet as you like when you open the throttle wide. Kawasaki says that the shape of the airbox was designed based on acoustic tests carried out in a sound room and that the silencer’s dual-chamber internal construction has improved the exhaust note. Combined with an addictive induction sound, the Z900 certainly delivers a lovely soundtrack when being ridden hard, but is also very civilised at idle and city traffic speeds, making it a nice commuting choice that can also provide weekend thrills. It should be noted, though, that Kawasaki has shortened the gear ratios to work with the new dual-direction Kawasaki Quick Shifter (KQS) system. This means that, at filtering speeds, the revs in first are uncomfortably high while in second, often too low, requiring some judicious use of the (assist and slipper) clutch to keep things flowing. Otherwise, the gearbox is a joy to use and the new dual-direction KQS is smooth and precise, functioning from as low as 1500rpm.
TRACTION AIDS
The three simple pre-set riding modes (Sport, Road, Rain) all operate as expected and can be changed on the fly using a button on the left-hand-side switchgear. They link the two available power modes with an appropriate level of intervention from the Kawasaki Traction Control (KTRC) system. Sport offers full power with the lowest level of KTRC, Road is full power plus midrange traction control, while Rain is low power and full KTRC. (Low power mode limits output to approximately 75 per cent of full power, depending on engine speed and throttle position.) There’s also a manual Rider mode, in which you can set your own combination of power mode and traction control, but this does seem a bit redundant as the only remaining combinations are full power with the highest KTRC, which I’m not sure would be useful in many conditions, or low power with reduced levels of KTRC… again not sure why this would appeal.
Perhaps of more interest in terms of sport-riding performance is the way the new engine and chassis management package known as the Kawasaki Cornering Management Function (KCMF) controls the KTRC and new IMU-enhanced ABS during cornering. KCMF monitors engine and chassis parameters throughout corners, modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again. In addition to front- and rear-wheel speed sensors, which are standard for any ABS system, the Z900’s ABS uses information from the IMU to calculate the motorcycle’s lean angle and moderate brake force accordingly. IMU feedback also helps to manage pitching, allowing the ABS to modulating brake pressure to help suppress rear-wheel lift under heavy braking.
NEW HARDWARE
There’s nothing intrusive happening that you can feel (at least not until you get it horribly wrong), but the new Z900 certainly feels planted and stable even during tight cornering on rough bitumen. And while KCMF will of course be contributing to these enhanced handling dynamics, it’s the tyre, brake, suspension and chassis upgrades that are at the core of the improvements. The new dual-compound Dunlop Sportmax Q5A tyres seem very suited to the Z900, performing well in all conditions. Braking hardware tweaks include new radial-mounted opposed four-piston calipers gripping dual semi-floating 300mm discs up front, while the 250mm rear disc brake gets upgraded brake pad and brake line material.
Updated front and rear suspension settings seem to imbue the Z900 with a more planted feel from the front end and the standard settings are well suited to the bike. The 41mm inverted front fork offers rebound damping and spring preload adjustability in the left fork tube, with adjusters on the fork top cap. The rear suspension offers rebound and preload adjustability (via a C-spanner), which is great when carrying a passenger or heavy luggage, although there are no grab handles and the pillion seat is clearly built for short trips. (A nice touch is that luggage hooks are built into the passenger footpeg stays, providing convenient tie-down points.) The shock unit and linkage sit above the swingarm, which optimises mass centralisation while ensuring that the suspension is located far enough from the exhaust that operation is not affected by heat.
Speaking of the swingarm, the fact that it is made of extruded aluminium means that unsprung weight is kept down, contributing to the bike’s handling characteristics. Furthermore, the bike’s narrow trellis frame employs the engine as a stressed member, rigid-mounted at five points, keeping the chassis kilos down to a minimum. And you can feel how thin and agile the 2025 Z900 is on the road. Even though it is well over 200kg, it feels lighter — almost 600cc like — when on the move, giving you the confidence to chuck it around in the tight stuff.
For this reason alone, I’d have no qualms in recommending the 2025 Z900 as a great first big-bore bike for someone transitioning from something smaller. It is also a well-priced, versatile and user-friendly super-naked that can definitely perform when needed. Long live the Z!
WHAT’S SUGOMI?
You may have seen it used in Kawasaki marketing material, but what exactly does the Japanese word sugomi mean? According to Kawasaki, it describes the “intense aura or energy given off by a person or object of greatness, and felt by the viewer. Someone, or something, possessing sugomi inspires awe, leaves an indelible impression, is imposing in stature or ability, and commands respect.”
Sugomi can be seen in a hunting predator, we are told. “Poised on the verge of exploding into action, its eyes are locked onto its prey with an intense focus, its body crouching low, muscles tensing in anticipation. It is concentrated so intensely on the task at hand that the energy it is gathering in preparation to strike becomes virtually palpable, discernible to those in the vicinity.”
When applied to its bikes, sugomi describes core performance and styling elements found in Kawasaki’s Z models. “Imbued with sugomi, their performance excites. A ride on a Z super-naked is a visceral experience that stimulates the senses; engine and chassis tuning deliver a high level of control. Sugomi is also evident in their sharp styling, dynamic crouching form, and distinct silhouette.”
SPECIFICATIONS
2025 Kawasaki Z900
ENGINE
Type: Liquid-cooled, inline 4-cylinder, DOHC, four valves per cylinder
Capacity: 948cc
Bore x stroke: 73.4 x 56mm
Compression ratio: 11.8:1
Engine management: EFI, 36mm throttle bodies
PERFORMANCE
Claimed maximum power: 92.2kW (124hp) @ 9500rpm
Claimed maximum torque: 98.6Nm @ 7700rpm
Fuel consumption: 6.1L/100km (tested)
TRANSMISSION
Type: Six-speed with dual-direction quickshifter
Final drive: Chain
Clutch: Wet multi-disc type, slip and assist
CHASSIS AND RUNNING GEAR
Chassis: Trellis, high-tensile steel
Front suspension: 41mm USD fork with rebound damping and spring preload adjustability, 120mm travel
Rear suspension: Horizontal back-link, gas-charged shock with rebound damping and spring preload adjustability, 140mm travel
Front brakes: Dual semi-floating 300mm discs, radially mounted four-piston calipers
Rear brakes: Single 250mm disc, single-piston caliper
Tyres: F: 120/70ZR17M/C (58W) Dunlop Sportmax Q5A; R: 180/55ZR17M/C (73W) Dunlop Sportmax Q5A
DIMENSIONS AND CAPACITIES
Rake: 24.7°
Trail: 110mm
Claimed kerb weight: 212kg
Seat height: 830mm
Wheelbase: 1450mm
Fuel capacity: 17L
ELECTRONICS, RIDER AIDS & CONVENIENCE FEATURES
Cruise control, 5-inch TFT display, ABS, cornering management function, traction control, inertial measurement unit, quickshifter, full and low power modes
ETCETERA
Price: The Kawasaki Z900 is priced from $14,299 (plus on-road costs). The model tested has the following accessories fitted: frame slider set ($329.63), radiator trim ($185), crankcase protector ($169.99), large meter cover/screen ($162.34), tank pad ($77), knee pad set ($77) and scratch-resistant film on the TFT ($42.14). This gives it a total price of $15,342 (plus on-road costs).
URL: https://www.kawasaki.com.au/en-au/motorcycle/z/supernaked/z900
Warranty: Two-year, unlimited kilometres
