2023 Kawasaki Z900: Performance, Price, And Photos

Wrapping a new naked bike around the 948 cc four-cylinder heart, the Z900 has a lot going for it, except for one thing

Kawasaki rolls into MY2023 with the new Z900 ABS and Z900 SE models from its super-naked bracket. These bikes carry all the yummy-goodness that made their predecessors such a hit. Both benefit from the addition of Kawasaki's own traction control system to help you keep the thing rubber-side down. The Z900 first rolled in 2017 and was a replacement for the outgoing Z800.

The aggressive Sugomi style is still in full effect with all of its dark attraction and sinister vibe. It still rocks elements of that "Kawi" look to set it apart from the pack and leave no doubt as to its origins. The "SE" builds on that platform in this, its sophomore year, with upgraded brakes and suspension components to further refine the performance and handling.

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Power for the Z900 comes from an in-line four-banger that rides in the classic transverse orientation in the frame. This arrangement has the advantage of protecting the 36 mm, down-draft throttle bodies on the backside while pushing the 35 mm exhaust pipes up front, right into the incoming wind to help manage the temperature at the headers.

Dual over-head cams time the 16-valve head, and liquid cooling stabilizes the operating temperature, even in slow traffic under warm weather. The mill comes in an oversquare layout with a 73.4 mm bore and 56 mm stroke that gives it a 948 cc total displacement. Compression is medium-hot at 11.8-to-1, but that's a necessary evil for the power it produces. The Kawasaki Z900 produces up to 125 horsepower and 73.1 pound-feet of torque.

A slipper clutch couples engine power to the six-speed transmission through a slipper-type clutch that delivers a light lever pull and broad friction zone with anti-hop protection for the rear wheel. The Z900 platform retains the three-modes-plus-Off Riding Modes and dual Power Modes features from before but adds the tri-mode Kawasaki Traction Control across the board for the current model-year. The estimated Z900 top speed is around the 155 mph mark to put it firmly in the stupidfast category.

Engine & Drivetrain

Engine

Liquid-cooled, 4-stroke, 4-cylinder, DOHC, 16-valve

Displacement

948 cc

Bore x Stroke

73.4 mm x 56 mm

Compression

11.8:1

Power

125 HP

Torque

73.1 LB-FT @ 7,700 RPM

Fuel System

DFI® with 36 mm Keihin throttle bodies

Final Drive

Sealed chain

Gearbox

6-speed, return shift

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Kawasaki built the Z900 as a sub-liter super-naked that wastes little on bodywork weight, and the little there is falls squarely in Kawi territory. The overall look is very edgy with aggressive lines and spiky members. It starts with the front fender that's engineered and ventilated for low-drag penetration below a radical headlight housing and flyscreen to complete the visage.

The sides of the radiator are only half covered by the cheek fairings that spring from the front of the fuel tank, and there is an air scoop on each side to give the Z900 some broad shoulders. A sculpted, 4.5-gallon fuel tank contributes a dramatic hump to the flyline with a narrow rear end where it meets the 31.3-inch tall seat. It has a narrow waist that is confidence-inspiring when you go to put your feet down.

A stylish pillion pad follows the pilot's perch and creates a butt stop to keep you in place under heavy acceleration. As usual, the taillight rides in the tip of the tail while the rest of the gear in the rear mounts to a short mudguard assembly.

Kawasaki Z900 Specs

Model

Z900

Z900 SE

Length

81.5 in

Width

32.5 in

Height

42.5 in

43.9 in

Seat Height

31.5 in

Wheelbase

57.3 in

Ground Clearance

5.7 in

Fuel Capacity

4.5 gal

Curb Weight

467.5 lbs

469.7 lb

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Kawasaki manages to assemble a frame that weighs less than 30 pounds to set the stage for nimble handling, quick reversals, and tons of fun. The factory took care to make the bends in the tubular-steel members as gentle, and strong, as possible. A twin-tube rear section helps keep seat height down while also reducing weight.

The engine hangs from a five-point harness to serve as a stressed member and displace a large chunk of the framework in another weight-saving measure. Rake and trail are 24.9 degrees and 4.3 inches respectively, which is definitely at the agile end of the spectrum and the source of much of those sweet handling characteristics.

Now we get into the stems and the differences between the stock and the SE versions. The standard model rocks inverted, 41 mm forks with adjustable preload, and a rear shock with adjustable rebound damping and preload, which really ain't all that bad. The SE model takes it a step further with an Öhlins S46 shock that's gas-charged to prevent foaming and concurrent shock fade. The adjustments, however, remain the same across the board, as does the travel range with 4.7 inches up front and 5.5 inches of travel out back.

Cast, 17-inch wheels mount a 120/70 ahead of a 180/55 for a pair of nice, fat contact patches. The SE rocks dual, 300 mm Brembo discs work with four-bore Brembo M4.32 Monobloc calipers up front with a single-pot anchor and both have a 250 mm disc in the back. ABS is stock this year, and there is no non-ABS version currently on the U.S. market.

Chassis & Suspension

Model

Z900

Z900 SE

Frame

Trellis, high tensile steel

Front Suspension/ Travel

41 mm inverted fork with rebound damping adjustability/ 4.7 in

Rear Suspension/ Travel

Horizontal back-link, stepless rebound damping, adjustable spring preload/ 5.5 in

Horizontal back-link, Öhlins S46 gas-charged shock with adjustable rebound damping, remote adjustable spring preload/ 5.5 in

Rake

24.9°

Trail

4.3 in

Front Tire

120/70 ZR17

Rear Tire

180/55 ZR17

Front Brake

Dual 300 mm petal-style discs with four-piston calipers, ABS

Dual semi-floating 300 mm Brembo discs with dual radial-mount, Brembo M4.32 monobloc, four-piston calipers, ABS

Rear Brake

250 mm petal-style disc with single-piston caliper, ABS

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The 2023 Kawasaki Z900 ABS costs $9,399. That's for the Metallic Spark Black/Metallic Graphite Gray/Metallic Graphite Gray colorway. If you prefer the Metallic Phantom Silver/Metallic Carbon Gray, you'll have to cough up another three bills. The Z900 SE version comes in Metallic Spark Black/Metallic Matte Graphenesteel Gray/Candy Lime Green for $10,899.

Pricing & Features

Model

Z900

Z900 SE

Features

Traction Control, ABS, Power Modes, Ride Modes, TFT display

Warranty

12-Month Limited Warranty

Colors

└ 2020

Metallic Graphite Gray/Metallic Spark Black, Candy Plasma Blue/Metallic Matte Fusion Silver

-

└ 2021

Metallic Spark Black/Metallic Flat Spark Black, Pearl Blizzard White/ Metallic Spark Black

-

└ 2022

Pearl Robotic White/Metallic Spark Black, Metallic Matte Twilight Blue/Metallic Spark Black

Metallic Spark Black/Candy Lime Green

└ 2023

Metallic Spark Black/Metallic Graphite Gray/Metallic Flat Spark Black, Metallic Phantom Silver/Metallic Carbon Gray

Metallic Spark Black/Metallic Matte Graphenesteel Gray/Candy Lime Green

Price

└ 2020

$8,999 / $9,299

-

└ 2021

$8,999

-

└ 2022

$9,099

$10,699

└ 2023

$9,399 (Premium Color: $9,699)

$10,899

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There is no shortage of domestic competition for Kawi's Z900, but that's a little too predictable. Instead, we go to Europe's Boot for our worthy competitor in the Ducati Monster Plus.

Like the Z900, the Monster Plus carries a dearth of bodywork to keep weight low but is every inch a proper streetfighter. Power comes from a 937 cc Testastretta L-twin engine with 111 ponies and 69 pound-feet on tap against 125/73 to fall just short of the Kawi's numbers.

The Italian stallion comes with electronics all its own with a launch control, wheelie control, and up-down quickshifter to help you nail the holeshot at every light, and a Power Modes feature that lets you dial in the delivery. This is on top of the lean-sensitive traction control and cornering ABS protection to cede the technological edge to the Duc.

As a matter of vanity, the Monster is less angular and extreme-looking overall though it exudes a sense of power, even sitting still. The Monster rolls for $12,995 to leave the Z900 some breathing room at the checkout counter.

"There certainly is something to this whole Sugomi thing; the angles, the tasteful edginess of it, and the aggressive vibe are all due to this design philosophy. I'm a little disappointed in the suspension, specifically how not even the SE comes with the full array of adjustments, but that gives Kawi some room for improvement."

My wife and fellow motorcycle writer, Allyn Hinton, says, "The Z900 is nice as a street bike. The deep seat swale gives you butt-containment confidence that you won't give it a twist hard enough to shoot the bike out from under you."

"When the Z900 SE came along, however, it was the improved version of the Z800 that the Z900 should have been. The revisions to the chassis and suspension corrected shortfalls in the base Z900 model. The ride was a little stiff, and it was prone to dive under hard braking. Corrected in the Z900 SE, it also got improved brake components."

"If you tried the Z900 and weren't impressed, take a ride on the Z900 SE. It's a better version."

The 2023 Kawasaki Z900 and Z900 SE come only in ABS models in the U.S. market. In 2020, Kawasaki offered an ABS model and a non-ABS model, but since then, Kawasaki released only ABS models in the U.S. market.

The estimated top speed of the Kawasaki Z900 is 155 mph. According to data collected by zeroto60times.com, the current generation of Z900 has a 10.9-second quarter mile and a three-second zero-to-60 time.

While lively performance and agile handling are the earmarks of the Z900, power delivery is manageable and the bike is solid. It could be a stepping stone to a larger-displacement bike, but new riders will find the Z900 has just enough electronics to assist the learning curve.

The 948 cc inline four-cylinder engine in the 2023 Kawasaki Z900 produces a claimed 125 horsepower and 73.1 pound-feet of torque. When Cycle World put the 2020 Z900 with the same engine on their dyno, it produced 114 horsepower at 9,710 RPM and 67.3 pound-feet of torque at 7,990 RPM.

TJ got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.