Kawasaki's History Story Spun Out of the New "Z900RS" Test Ride in 2026

●Photographs: Hiroyuki Ogawa/Kawasaki Motors Photo: Tokyo Deutschland Mura.

The best-selling Z900RS has undergone a model change. While the focus has been on the enhanced electronic control, the Z900RS has actually been improved in terms of power and ease of handling by modifying the cam profile, lightening the crank mass, and making other hardware improvements. Although the Z900RS does not look much different, the evolution of the Z900RS is impressive.

I am simply impressed.

"It's a really well-made bike," were the words that spontaneously leaked out during the test ride, without any intention whatsoever. The Z900RS, which I have not ridden in a long time, has been talked about for its modern updates such as the electronic throttle and cruise control, but that is not what I was talking about. The Z900RS truly embodies the essential "goodness" and "balance" of the bike. I am honestly impressed and am convinced that it will remain a best-seller for years to come. Teardrop tanks, round lights, bullet-shaped gauges, comfortable seats, and versatile positions. The Z900RS is exactly what anyone would associate with the shape of a motorcycle. The Z900RS is the exact center of the royal road, without any eccentricity, as if to say, "This is what a motorcycle is supposed to look like! This is what a motorcycle is supposed to be! And the ride quality is also orthodox. It was a straight shooter, and it won. It has been almost 10 years now, but its appeal has not faded at all, and the fact that sales have not declined at all shows how correct the concept is. Truly, its concept, its existence, and even its ride are impressive once again.

Enhanced electronic controls

The icon of the Z900RS is, of course, the Z1 (900 SUPER FOUR), and up until the previous generation, the Z1-like styling as well as engine feel and position were pursued. The large up-hang and the torque that comes out from the low rpm range are just what one would expect from a Z1! The Z900RS was a bike that was dynamic and easy to ride for those who were familiar with the Z1, and for those who were not, it was a bike that was simple to ride. This is the first major model change for the Z900RS. The topic is the enhancement of electronic control. The electronic throttle is effective for various types of control, but it is not really relevant to the rider. In contrast, the new KCMF (Kawasaki Cornering Management Function), which supports cornering by adding information from the IMU to the conventional TRACON, is a welcome addition. This is to control engine power and brake force to optimum conditions during cornering. It supports the ideal cornering line. With the IMU installed, ABS has also evolved into Cornering ABS. This system is also equipped with KCMF to enhance safety and peace of mind, as it operates appropriately even when the vehicle is banked. What is more appreciated in daily use is the quick shifter and cruise control. Some veteran riders may not use it much, but it has become a common feature for modern large-displacement motorcycles, and for new riders, it is an obvious feature to have. This kind of update is another sign that the Z900RS will continue to be accepted by all generations of riders. Although we were unable to try it out on the day of the test ride, a smartphone connection function has also been added. Despite all the electronic controls, we were impressed that Kawasaki was able to keep the conventional twin-lens analog meter, and we can't help but feel Kawasaki's persistence and commitment.

Genuine factory tuning is Kawasaki's specialty.

While the obvious new features are easy to show off, the more significant changes are in the hardware. One thing that is immediately apparent is the change in position. The new model adopts a newly designed narrow handlebar with the grip position 50 mm to the inside and the height lowered by 38 mm. At the same time, the seat has a larger tuck roll with an additional cushion inside. Although the height of the seat is numerically increased by this change, when the driver actually sits in the seat, the cushion sinks into the seat, so the leg position when seated is the same as that of the previous generation, and only comfort has been improved. Since the step position is the same as before, the change in riding position is a moderate forward lean of the upper body compared to the previous model. However, this has greatly changed the impression of the Z900RS, and (as we will discuss later) the riding impression is quite different. The change to the engine also cannot be overlooked. Comparing the power curves of the new and old engines, the new model has less power and torque in the normal range than its predecessor, while the high-revving range is improved. This means that the new Z900RS has a higher rpm range, and this change is said to have been made largely in response to feedback from the market. Some people said that the Z900RS had more torque in the low rpm range, which made the engine move forward more than intended in the normal range, while others wanted a little more extension and power in the high rpm range. The new engine power setting is a response to these requests. To achieve this, the throttle body is the same as that of the Z900, and the camshaft angle and lift have been newly changed. The compression ratio was increased from 10.8 to 11.8, and crank mass was reduced by 10%. In addition, the transmission was crossed and the final was shortened. The manufacturer's factory tuning menu is probably more expensive than the newly installed electronic control system. While we welcome the enhancement of electronic control, the fact that so much hardware has been added to the Z1 in this remodeling is exciting, as it reminds us of the history of factory tuning of the Z1, Z1000, Mark 2, and J series.

Z1 to Zephyr

The Z1 is a controversial headline, but if the Z1 is the ace of out-of-print cars, then the Zephyr is now the king of them all. The reason I mention the Zephyr's name is that this model change seems somewhat Zephyr-like. In the engine section, I wrote something a bit geeky like "It looks like it has a negative pressure carburetor," but the negative pressure carburetor and the low and narrow handlebars made me think, "What?　It's kind of like a Zephyr," I thought. Conversely, the large up-hang and the torque that comes out at low rpms are not the Z900RS's taste, but rather a true pursuit of the feeling of the Z1. The handlebars have been lowered to give a greater sense of oneness with the chassis, and the engine has been given a more straightforward and modern straight-4 taste (although we are talking about the period from the Z1 to the Zephyr, so it was a long time ago). I would like to emphasize that I mean it in a very positive way when I write here that "the Z900RS in 2026 has changed its feeling from Z1 to Zephyr". In a sense, it has been released from the spell of the Z1.... The Z1's large uphang and low RPM torque were certainly interesting, and it was a reconfirmation of the Z1's character, but the Z1 was originally a model with a 19-inch front wheel, and its dimensions were very different from those of modern motorcycles. In contrast, the Zephyr (750), with 17-inch front and rear wheels, had a body layout closer to modern sensibilities. Both the position and engine response of the 2026 model felt more natural for its bodywork, and the moderate forward lean was also understandable considering its more energetic high-rpm range. The changes made the Z900RS feel like a jack-of-all-trades, following the Z1 and Zephyr, even though it is still a current model.

Three variations, each with a different character

Blackball and Cafe.

This test ride included the new Z900RS "Black Ball" in a hot new color, the "Cafe" with its rainbow lines, which again delighted Kawasaki fans, and the "Z900 RS" with its luxurious suspension. The three models were the new Z900RS "Black Ball," the "Cafe," with its rainbow lines, which also delighted Kawasaki fans, and the "RS," with its luxurious suspension. The most standard model was the Black Ball. At the time of its announcement, it did not attract as much attention as the standard fireball color, but once it went on sale and was seen in stores, its elaborate coloring became instantly popular. The Z900RS has been available in a variety of colors, but this color scheme was decided upon with the idea of "making a black version with a lot of power," and the emphasis was placed on the sense of formality that can be expressed only with black. When I saw the actual product, I realized that it may be difficult to convey the charm of this color in a photograph. It is a very elaborate color. The actual car has been made in detail, with not only the suspension and part of the exhaust system in black, but even the chain is black. As for the driving experience, as I mentioned at the beginning of this article, I was again impressed by how well it was made. The low hurdle that anyone can easily get used to is still there, and whether touring or riding around town, it is a "standard" that can be used for a wide range of purposes and be enjoyed. The Z900RS has built up a strong appeal that has been carried over to the 2026 model, and a variety of models are now available from various manufacturers. The Z900RS is a standard model that shines even more brightly in this day and age when so many different models are available. On top of that, it is interesting to note that the changes from the previous generation are actually quite different. I have already mentioned that there were requests for a milder low rpm range and a little more energy in the high rpm range when the model was changed. In fact, I have been thinking the same thing. I felt that the low rpm range was a little too crisp and jerky, and that the high rpm range should be a little more aggressive like the Z900 on which it is based, since it is a DOHC 4-cylinder. This has been successfully resolved. The low rpm range is simply smoother without making you feel that torque has been lost. It is as if a direct-pull carburetor had been replaced with a negative-pressure type, adding a gentle feel when opening the throttle, and as the accelerator pedal is opened more and more, the torque increases. This evolution is especially appreciated in situations where the accelerator is often opened and closed at low speeds, such as in traffic jams. The previous generation's up-hander had a tendency to shake the upper body back and forth due to its good throttle response, and at low speeds, the clutch had to be slid to release the throttle response, a small trick used with big twins, but this is no longer necessary with the new model. This is a change that is useful not only at low speeds but also in U-turns, etc., and anyone will appreciate it. Conversely, the high-revving range now has the added sensation of a steady increase in power. Whereas the previous generation had the impression of a flat out dip in revs after 7500 RPM, the new model pulls strongly all the way up to 9500 RPM. In terms of specs, the previous generation had 111 PS at 8500 RPM and the new one 116 PS at 9300 RPM, but in reality, the difference seems to be much greater, with a stronger sense of higher RPM and less friction in the higher RPM range. These two changes have made the new model more friendly and lowered the hurdle in the normal range, while at the same time adding an exhilarating feel that responds well when the rider wants to ride aggressively in the high-rpm range. It is a definite evolution, and the Z900RS, a good standard, seems to have become even more honest.

Cafe and SE

The Café with a cowl and the SE with a luxurious suspension continue to appear in the lineup as variation models. The functional content was the same as the standard version, but both models had a particular color scheme. The Cafe's color was the so-called "rainbow color. While this graphic is sure to please fans of Kawasaki's history, there is an impression that the rainbow is for the Mach and not the Z. However, according to the development team, "Historically, Kawasaki's sporty, high-performance bikes have been the Mach! I think there is also an image that it is the Mach". This is true, and the Cafe has a history of incorporating traditional Kawasaki colors that are not limited to the so-called Z1 colors, such as the lime green that was once available. Also, since the Cafe is a sporty model, he said, "I think the three-dimensional emblem is a bit different. He thinks that a painted or decal version of the Kawasaki emblem would be better for sporty models. I had never thought of it that way, but now that you mention it, I can see why this might be true. That is why the 2026 Cafe adopted the rainbow color and the KAWASAKI emblem. The impression of the body is almost the same as that of the black ball. The handlebars are a little lower and strangely wide, which is a feature inherited from the previous generation, but the standard model also has a lower handlebar, so it was less strange to switch to the Cafe. The unique seat shape gives a sporty impression of holding the driver's buttocks during full-throttle acceleration, but at the same time, I thought it was exquisite that it did not create a cramped feeling even for tall people like myself in everyday driving.

The SE is in the so-called fireball color, but what is new is that the part that is not orange is actually black. Since the normal fireball color is orange and brown, it feels strange that the brown part is black. However, this was done to make the orange stand out more, and the orange itself has been made a more vivid color. The ride quality is distinctly different from the other two, with the rear end of the car being higher than the other two from the moment the driver straddles it. The rear end of the vehicle is firm, and the front end feels relatively low, giving the impression that the lowered handlebars are even lower. When driving at a leisurely pace, it is inevitable that the car feels a little stiffer than normal. This luxurious specification, equipped with Ohlins and Brembo, is not a car for leisurely driving. However, as you pick up the pace, the feeling of tracing a line with precision is really pleasant. The feeling of the front end carrying the load as it cuts through the corners with a swoosh is like driving a Sepahan, and the more aggressive you drive, the more adrenaline spurts out of you as you use the high rpm range with energy. The high rpm range is also very pleasant! The raspy rpm feel is probably due to the new intake funnel length. It is not only typical of Kawasaki, but it is also very "sensual. This is a great feeling! The pace of the bike increases, and when it does, it is very satisfying because it has the feel of a naked model. It is sporty, but it does not have the hard sharpness of, say, an SS model, but instead is bold and enveloping. There is an excitement as the car dives into corners as one with the body of the car rather than riding on top of it. The roar of the engine at high rpm and the moderately shaking chassis make you feel like a TOT racer. If you are considering circuit driving, the SE is the best choice.

Timeless" is what it means.

The 2026 Z900RS is a test ride that will make you think of the Z1, the Zephyr, and the Z series machines of each era. But Kawasaki is not the only company to have taken the Z1 as a starting point for the Z900RS. However, Kawasaki has a long history, starting with the Z1, and the developers, users, and journalists alike can enjoy the passage of time in a variety of ways. Timelessness" is not about staying the same. When you ride with the Z900RS, you will be the one to pass on the retro-sports philosophy spun by the Z to the future. The Z1, the Zephyr, the rainbow color, and the existence of cafes, TOT......, remind us of many things, and perhaps it is philosophical to find a story in them. It is a little frustrating that I seem to have fallen into Kawasaki's trap. To the gallery (19)