Let’s begin with some upfront honesty. What you’re about to read is unabashedly biased. I had already formed my opinion before riding this bike, and I won’t pretend otherwise. So, with that disclaimer out of the way, let’s dive into my take on the Kawasaki Z900RS.

You have to start in 2018 when Kawasaki introduced the Z900RS, a nod to the iconic 1970s Z1. And boy, does it pay homage. Usually, I’d save the best for last, but let’s not beat around the bush here. Retro is all the rage these days, and Kawasaki seems to have mastered it with this bike. While other brands have gone for modern vintage or futuristic vintage looks, Kawasaki has stuck to the basics, seamlessly blending modern technology into a bike that looks straight out of the ’70s. It’s become a common occurrence for people to mistake my Z900RS for a 1970s Z1. “What year is this?” is the most frequent question I get when I turn up anywhere.

Kawasaki took a simple approach with the design, essentially using tracing paper on the Z1 and instructing the engineers to stuff a modern 948cc engine in there with upgraded suspension. Sure, there’s meticulous attention to detail, but at its core, it’s about capturing the essence of the legendary ’70s bike. Kudos to Kawasaki for not just stopping at the looks; they’ve gone the extra mile with ergonomics. It’s a bike that not only looks good but promises a comfortable ride. Kawasaki has also been generous with paint choices, offering different colors each year for both the standard RS and the Cafe versions, making it a head-turner for everyone, not just fellow motorcycle enthusiasts and nostalgic boomers.

Now, onto the performance, because, let’s be honest, that’s what matters, right? The tuned 948cc engine from the standard Z900 provides a solid lower-end performance. You might hear numbers like 110HP, but it’s probably closer to 100HP. The 70ftlbs of torque is more than enough to get a little wild with your throttle. The sound of this bike at 3500RPM and a wide open throttle is a treat, making a robust bellow reminiscent of a muscle car. It’s a sound that doesn’t whine like a sport bike, and you won’t either.

But let me confess, speed isn’t my thing. I’m not out here to be a hooligan. I enjoy the acceleration, don’t get me wrong. Tuned the way it is, this bike won’t win any races against its 900cc-ish counterparts. You’ll keep up, and possibly win if your opponent falters, but the power lies in the lower end of the RPM range. With no front fairing on the standard RS, high speeds can be uncomfortable. With a short first gear, you’ll find yourself shifting early for a bike that’s almost a liter.

At a dealership where I used to work, a customer brought in a CBR1000 complaining about the bike cutting out just before the rev limiter. Our tech took it for a spin and discovered the sheer speed a liter bike can reach in first gear without shifting—almost 90mph (Oregon’s low-speed limits and high number of state troopers with radar guns made this a challenge). I share this to highlight that with the Z900RS, you’ll be redlining in first gear at 45mph. This bike isn’t a sport bike, but I assume you knew that, that’s not why you’re here. Honestly, I’m not sure why you’re here. You’re probably a motorcycle enthusiast (nerd).

Now, let’s touch on the technology. The most significant upgrade compared to its retro inspiration is fuel injection. I won’t delve too deeply into it because, well, who doesn’t love fuel injection, right? Okay, maybe some people miss the smell of their old carbureted bikes like me, but let’s face it – fuel injection is a peace-of-mind feature, especially for those who’ve found themselves tinkering with carbs on the side of the road also like me.

Adjustable suspension, anyone? Kawasaki delivers with inverted 41mm front forks that you can fine-tune to your liking even though you probably don’t know what you’re doing. They even swapped the dual rear shocks for a single rear horizontal mono-shock, claiming a better sporty setup. I might not be an engineering expert, but it does feel more comfortable and sporty compared to my ’70s Kawasaki. But let’s be honest, that’s not a monumental achievement. In comparison to its competitors, the Z900RS might not top the list. The Yamaha XSR feels like it’s on rails in the corners, while the Z900RS feels a bit twitchy and bulky.

Now, ABS – love it or hate it, it comes with an anti-lock braking system. I have mixed feelings. Ever locked up your rear wheel? It’s like a rollercoaster for your stomach, and not the enjoyable kind when your crush says “Hi” to you for the first time. But engage the ABS while urgently braking, and you might experience some juddering. Some say it has caused them to go down, but in my experience, that may be due to lack of experience. With dual front 300mm disks, this thing stops on a dime without the ABS even realizing it. If I’m being honest, it’s a big bike – it needs those big brakes.

Now, that gas tank – a work of art, right? The teardrop shape is just perfect, regardless of the paint scheme you choose. But it’s what’s inside that matters, right? How about 4.5 gallons of premium-grade gasoline? Sounds like a big tank, but hold on. 40MPG is my average, and I’m not exactly trying to break any land speed records. So, a full tank will get you about 180 miles before you need to refuel. But let’s face it; you’ll probably want to stop before that to stretch your legs and grab a drink. You’re not a young buck anymore. Take care of yourself and go to bed early tonight.

Let’s get to the not-so-great stuff. The stock tires aren’t exactly a flaw in the bike; it’s more of a budget move from Kawasaki. Dunlop GP300s, one of Dunlop’s more economical options, aren’t dual compound tires and aren’t grooved for rain. The good news is they’ll wear out after about 4k miles, giving you the perfect excuse to replace them with your tire of choice. And no, I won’t recommend tires. Talking tires with motorcycle dorks (enthusiasts) is like talking politics at a family dinner.

If you fancy a good upper body workout, you’re in luck. Riding this bike at highway speeds for an extended period is like chest, arms, and back day rolled into one. The wind buffeting on the standard RS is intense, and “tucking” is incredibly comfortable.

I got into motorcycling for the joy of travel. It’s an incredible way to explore. Weekend trips and overnight adventures are a breeze with a backpack. But as I ventured into longer trips, I needed more storage. Sure, there are plenty of aftermarket setups, but they ruin the bike’s aesthetics for me. I ride to picturesque spots for stunning photos, and saddlebags just don’t fit my vision of the photos I want to take of my bike. This is a weird quirk I have that I give too much weight to.

Oh, and that pesky “Eco Mode.” If you’re cruising around leisurely, it might pop up, suggesting you’re riding too conservatively. While Eco Mode is great for saving gas and being environmentally conscious, it sure knows how to bruise the ego. Maybe I need to work on that in therapy.

I never blossomed into a social butterfly. I’m still a bit of an introverted caterpillar. This bike, however, seems to have a magnetic effect on people. It’s a lot for someone like me who despises talking to strangers especially while dismounting my bike.

Now, let’s breeze through some features that round out the bike:

• The LED headlight is remarkable, lighting up the road like a pro photographer’s studio. The way it cuts across the road keeps everything visible, even potential obstacles lurking on the sides.
• Did they have digital displays in the ’70s? Probably not, but this one does. It shows everything you need to know, including the ambient temperature. The range meter is a nice touch for those curious about how far they can go between fill-ups. And it displays your current MPG and average MPG since your last reset. I haven’t reset mine since I got the bike with 0 miles, and I’m getting about 40MPG.

While the Z900RS might not match the speed of the CB1100 or the cornering prowess of the XSR, it finds itself in the Goldilocks zone. Faster than the 3-cylinder XSR900, more agile than the CB1100, and better looking than both. All three bikes sit at the higher end of the MSRP range. With the XSR900 at $10,199 and the Z900RS at $11,949. It’s almost a $2,000 difference between the two, and just a heads-up – Honda no longer competes in the retro market. They’ve gracefully exited, probably sipping tea with their cruisers and dirt bikes. Let the heavy equipment manufacturer and the piano maker fight over the retro slice of the motorcycle industry.

In case you missed it, I own a Z900RS. Yes, this review is biased, I said that upfront. With over 20,000 miles and countless hours in the saddle, I genuinely love this bike. I’ve lusted after it for years, and now that it’s mine, I look forward to springtime in the PNW more than I did with my old bike. Having worked at a motorcycle dealership, I’ve ridden many different types of motorcycles, but none quite like this one. I might not have tested them as long, but after enough riding, you can tell a lot about a bike in a short amount of time. I remember the first time I rode a Z900RS. It lived up to everything I thought it would be. Initially, it felt terrifyingly fast – too fast for me. But the more I stared at it on the showroom floor, the more I had to have one. The 2020 green and yellow paint scheme called out to me even more, and I had to have it. I’d also like to add that in my experience in the motorcycle service world, Kawasaki is an incredible company. Handling warranties for the dealerships I worked at, Kawasaki was friendly and easy to work with. On several occasions, calling their tech line for insights on a problem ended with them offering to cover the part. The bikes weren’t under warranty, and the parts were expensive. We weren’t asking them to cover it, and the customers weren’t either – they just offered. That’s why I’ll always be a customer. Riding my bike around, I feel comfortable knowing that if the bike craps out, Kawasaki will help. I bought their extended manufacturer’s warranty because, working in the industry, I know that stuff just happens. Buy manufacturer’s warranties. Avoid aftermarket ones – they cost more and cover less.

You can still enjoy carving up canyon roads, cruising down the highway, and posing for stunning Instagram photos. The Z900RS will do everything you ask it to. It might surprise you at times, but it won’t disappoint you.