Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/807150
2017 KAWASAKI Z900 ABS FIRST TEST P118 engine, all the time. You're not artificially held back by some electric bungee cord, which allows you to fully explore this vastly improved powerplant to the fullest. Ten years ago, the 900 would be considered close to a full- size bike. Not anymore with the current crop of 1000cc-plus master blasters, but that matters not because Kawasaki got this engine very close to spot on. This on-the-large-side-of-midsize engine has a really surprising level of performance that is not far off what the 1043cc Z1000 had just last year, but with far less weight to shift. There are two standout points in the engine—the excellent bottom-end torque and the initial throttle response. A couple of times in my ride around San Diego, I pulled away from the stop sign in fourth gear. Nor- mally a four-cylinder of this size would fall flat on its face and stall immediately, but the 948cc lump pulled away in a superbly smooth way, with hardly a jerk from the fueling or transmission. The 900 is a wholly more flex- ible motor than the outgoing 800; the torque is more evenly spread across the rev range and, even though Kawasaki has made the ratios somewhat short (except for sixth gear), I didn't find myself jumping up and down on the gear lever too much to keep the motor in its happy zone. But the Z900 is still a four- cylinder with roots stemming from its superbike range, and as such, you get a wonder- ful, thunderous push at 6000 rpm that's been manufactured into its persona, much like the aforementioned induction roar, which, I'm happy to say, is an absolute aural joy to the senses. The Z900 can be as sedate as you like in the lower rev ranges, but get it moving hard above 6000 rpm and she fair goes for it, lifting the front in the first three gears and generally behaving like a bit of a brat, which I abso- lutely love. The Z900 has more personal- ity than either the old 800 or the 1000. It feels like you're more connected to the experience thanks to the lack of ride modes and traction control and it allows you to ride almost any way you like—flat out with a front wheel waving like Aaron Colton—or sedate, like me, when I'm getting bread on Sunday morning. It can be either because the lack of girth of this new bike gives it added flexibility, making it equally happy in congested city streets or out in the canyons with buddies. The fit's pretty snug but roomier than the overly tight Z1000, so those with longer legs shouldn't have too many issues with fit. It's a pretty low seat height at 31.3 inches, and I did try a Z900 with the aftermar- ket Ergo Fit seat that's one inch taller, but I wouldn't recommend it as my butt went to sleep really quickly as the seat foam con- struction wasn't hard enough. I always liked the fit of the 800 over the 1000 and thank- (L-R) The dash comes in three different configurations and displays speed, fuel level, dual trip meters, current and average fuel consumption, clock and an economical riding indicator. The green steel trellis chassis is the visual standout feature. The photos don't do it justice.