Kawasaki’s Z900 RS has long been a favourite of the British biking public. Introduced as a derivative of the Z900 roadster for 2018, it takes its inspiration from the legendary Z1 superbike of the 1970s and evokes the spirit of the Seventies better than any other bike we can think of.
In theory, it sounds like a disaster. The Z900 upon which this retro is closely based is a feisty high-revving firecracker of a machine, yet the RS version feels so different and so right. In a world where the once ubiquitous four-cylinder motorcycle has fallen out of favour, the Z900 RS feels genuinely old school and different to the competition. Add in some beautiful detailing and the credibility of the Kawasaki brand, who were always known for making the gutsiest motors back in the day, and it’s no surprise the RS has gained a loyal following.
Confession too, it’s always been one of my absolute favourites meaning I was really looking forward to sampling the latest version. I last rode a Z900 RS in 2021 and loved it, so with a host of small modifications for 2026 we thought it was a great time to revisit a motorcycle that seems to be flying under the radar these days.
This time we’re riding the ‘SE’ spec machine, which was first introduced as an option in 2022. It upgrades the suspension and brakes, with posher Öhlins and Brembo components, and adds a more upmarket paint job and a USB-C charging port for a £1350 premium.
To look at, you’ll struggle to tell the difference between this latest iteration and the example we rode five years ago. Colours aside, the changes are essentially under the skin with Kawasaki using the need to meet the new Euro5+ regulations to refine the package. This latest version gets better electronics, with a six-axis inertial measurement unit (IMU) facilitating corner sensitive rider aids like traction control, engine braking, wheelie control and ABS. We also get a standard quickshifter, a revised exhaust system and a bunch of internal modifications to the 948cc four-cylinder engine, with new camshafts, flywheel and electronic throttle valves combining to bump peak power up by 4bhp, to 114bhp.
Without riding them back-to-back, it’s hard to directly compare, but the 2026 RS certainly puts a smile on the face and quickly reminded me why the Z900 RS is one of my favourite bikes. It’s packed with character, not only in the looks but in the way it feels and sounds. Some retros feel a bit too sanitised, but here there’s a lovely burble at tick over, which turns into a full on orchestra of induction and exhaust roar when you wind things on.
Kawasaki say they’ve worked on the aural tuning of the bike and it would be hard to argue that they haven’t done a great job. At 114bhp, it’s quick without being crazy fast, but the throttle response is sharp and the sensations stir the senses. It’s a bike that’s about the looks and the feels, and it delivers that in spades as far as I am concerned. Dynamically it delivers too, in the way smaller and cheaper retros (like Kawasaki’s own Z650 RS) just can’t match.
It comes at a price though. The 2026 model is actually £300 less than the 2025 version it replaces but, at £12,949, the SE version we tested is certainly not a budget model, and neither is the standard version, which lists at £11,499 but forgoes the Öhlins S46 shock and Brembo arrangement up front. That puts it in the upper echelons of today’s retros, as 13 grand will get you a very nicely specced Triumph Speed Twin or a Yamaha XSR900 GP, or you could get a Honda CB1000F and keep over two grand in your bank account…
It is quality though, and there’s a sense of theatre to it. Those big analogue clocks just look so right, with the little LCD inset giving just the right level of modernity. The neatly stitched roll and tuck seat, those period looking silencers and the lovely cast alloy wheels (which tip their hat to the Z1’s spokes) are all right on point. It’s a shame there are a few little unfinished details, like the exposed radiator and other little brackets which are clearly shared with other Kawasaki models and are crying out for a little finishing panel (or a new part dedicated to the RS), but I’m really being nit-picky. Compared to the rather unfinished looking Honda, it’s a real quality product.
What I particularly like about the Z900 RS is that it has the go to go with the show. It feels a little sharper than before. Weight might be up by a kilo, to 216kg ready to ride, but there’s a bit more power, a better throttle connection and slightly shorter gearing. It’s accessible enough, even for short riders like me, and there’s the option of a lower seat to drop the 845mm saddle by a massive 35mm. Incidentally, the standard (non SE) version’s set-up is 10mm lower. That might be a selling point for some riders, but most will find the standard set-up well proportioned, manageable and comfortable.
One of the things I loved about the previous Z900 RS was its very analogue nature. The addition of the IMU controlled rider aids should, in theory, detract from that but they are so inobtrusive as to be unnoticeable during our test ride. There’s no big TFT screen to take away from the traditional styling, and although the left-hand switchgear is starting to get a bit cluttered (the 2026 model also gets cruise control) it’s still pretty clean compared to most modern bikes.
Chassis-wise, my lack of notes was telling. It’s light, neutral and has nothing to write home about, either in the positive or negative. It does everything you want it to do, feeling modern and planted. If I have a gripe, then it’s that the OE Dunlop GPR-300s just feel a bit too budget/commuter focussed for a bike costing £13k.
On the baking hot day we rode the Kawasaki, they didn’t give any reason for complaint – but for performance riding and more mixed conditions I’d like a bit more. When you’ve invested in premium cycle parts like the Brembo M4.32 calipers and fully adjustable suspension, it just feels like penny pinching from Kawasaki’s accountants as much as anything else.
None of that detracts from the fact that the Kawasaki Z900 RS remains one of my favourite motorcycles on sale today. It just looks so right, and it’s clear that Kawasaki’s engineers have really focussed on the detailing and respecting the Z heritage. From the wide teardrop style fuel tank, the lovely retro badges and the distinctive ducktail tail unit (not to mention the 1975-inspired paint job) it looks great.
It sounds fabulous too, rides well and has an all-round credibility that means it just wouldn’t be out of place at any bike meet you can think of. It’s only really the price that would put me off fully rushing down to my local Kawasaki dealer and slapping down a deposit. The retro market is saturated with some great options out there, but if the Kawasaki captures your heart you really won’t be disappointed – it’s a beautiful motorcycle.
Kawasaki Z900 RS SE specification
Price: £12,949
Engine: 948cc in-line four-cylinder, DOHC, four valves per cylinder, liquid cooled
Power: 114bhp (85kW) @ 9,300rpm
Torque: 98Nm @ 7,700rpm
Transmission: Six-speed, chain – standard quickshifter
Frame: High tensile steel trellis
Suspension: (F) 41mm USD forks with preload, rebound and compression adjustability (R) gas-charged preload and rebound adjustable Ohlins single shock.
Wheels: Cast aluminium, (F) 17 x 3.5in/ (R) 17 x 5.5in
Tyres: Dunlop Sportmax GPR-300 (F) 120/70 x 17, (R) 180/55 x 17
Brakes: (F) 300mm dual floating disc, Brembo M4.32 four-piston radial caliper, (R) 250mm disc, single-piston caliper. Cornering ABS
Weight: 216kg (kerb)
Wheelbase: 1,465mm
Seat height: 845mm (810mm with optional low saddle)
Fuel tank: 17 litres
Fuel consumption: 56.5mpg (claimed)
Service intervals: 7,600 miles/12 months
Warranty: 24 months unlimited mileage
Contact: www.kawasaki.co.uk
