Kawasaki Z900 2025 Test

No matter how long you've been on the job - this sight always warms my soul! Early in the morning, they stand here - a whole load of brand-new motorcycles. Freshly polished, new tires, and perfectly lined up in a row. Naturally, the light comes from the right direction, and the entire Z900 fleet shines perfectly in the Spanish sun. At this moment, it already appears incredibly desirable. It looks powerful, it looks muscular, and you can see the technology! The Z900 embodies the "Naked Bike" type like no other motorcycle on the market. The mighty four-cylinder engine bulges from the frame, and the bike is defined by the powerful engine, two tires, a wide handlebar, and an unmistakable design. I can hardly wait to press the start button and bring the Japanese engine to life. But first, let's take a look at the starting position.

The new Z900 has been carefully refined by Kawasaki, as can be seen when comparing the technical specifications. The proven inline-four engine with 948 cc loses minimal power: instead of 125 hp, it now delivers 124 hp at an unchanged 9,500 rpm. The maximum torque also decreases slightly from 98.6 to 97.4 Nm. The biggest difference is found in the electronics: the 2025 version receives a 6-axis IMU for the first time, providing cornering ABS, as well as a standard Up/Down quickshifter and cruise control. In terms of the chassis, the significantly higher seat height is particularly noticeable: it increases from 795 mm to 830 mm. The trail has also been extended from 105 mm to 110 mm. The weight increases only slightly by 1 kg to 213 kg ready to ride. The geometry of the steel frame chassis remains unchanged with a 1,450 mm wheelbase, as do the suspension elements with a 41 mm USD fork at the front (120 mm travel) and a mono-shock at the rear (140 mm). The braking system with 300 mm dual discs at the front and a 250 mm single disc at the rear has also been retained. Kawasaki promises a reduced consumption of 4.8 l/100km - a quite attractive value in this class.

On our German YouTube channel, we already have a video on the Z900 online. My colleague Poky reported there about the new model, and our 1000PS community has been actively discussing the new Z900 from Kawasaki.

Opinions on the new Z900 are quite divided within our community—and you know, our 1000PS members and viewers don't hold back! While some welcome the update with a quickshifter, IMU, and more modern electronics as long overdue, many are puzzled by the lack of a power increase. "213 kg with 124 hp? It's 2025!", I read in the comments. The new Honda Hornet 1000 seems like a tempting alternative to many. However, I find it interesting that the loyal Z900 riders among you still praise the bike's reliability and everyday usability. "Once you've ridden a Z900, you don't switch easily," writes one of our viewers. The new design divides opinions—especially the missing Z-shaped taillight is missed by many. The increased seat height of 830 mm (instead of the previous 795 mm) is also viewed critically by some. But what everyone highlights positively: The moderate price of under €10,000 (price for Germany) for the base version is a real statement in the current times. My conclusion from your comments? The Z900 stays true to itself—with all its pros and cons. Whether that's enough for a top spot in the registration numbers? The current season will tell!

Before a test ride, we love to consult our 1000PS community. What should we pay attention to? Which topics are particularly important to you? According to feedback from our loyal fans, I should focus on the following topics during the upcoming test ride:

The most frequently asked question from our community is clearly the comparison with the new Honda CB 1000 Hornet - this is something you're really itching to know! You especially want to know which bike performs better on country roads and how the power difference in the mid-range is noticeable. Many of you are also interested in whether it's worth switching from the previous Z900 to the new model. The new electronics with IMU and quickshifter are in focus - is the difference really noticeable? The topic of price-performance ratio also concerns you: particularly the difference between the standard and SE versions raises questions. Some beginners also want to know if the Z900 is suitable as a beginner bike. Practical aspects such as consumption, range, and payload are also topics. Interestingly, the lowered base price despite better equipment is a hot topic in the community - has the strong Honda competition led to lower prices here? I've got plenty of homework to do! Engine on - let's go!

The first ride with the new Z900 immediately confirms: Kawasaki hasn't broken anything; they've refined an already excellent bike. From the first meter, the new seating position impresses—sporty, but not overdone. The 830mm seat height might sound taller on paper, but it delivers just the right naked bike feeling. The revised knee angle at the tank? Perfect! And then there's this engine: Despite Euro 5+, the four-cylinder responds smoothly to the throttle, pushes even more powerfully from the bottom end than before, and delivers its 124 hp absolutely linearly. The new electronics with IMU and cornering ABS work so discreetly in the background that you almost forget they're there—and that's exactly how it should be.

Sure, a few minor criticisms remain: The license plate holder slightly spoils the successful design, and the welds on the frame aren't quite at H2 level. But honestly, at this price? The new Z900 feels surprisingly compact despite its substantial dimensions, the brakes grip precisely, and the entire package just feels coherent. Kawasaki has sharpened exactly where needed—nothing more is required.

The new Z900 receives a significant electronic upgrade for 2025: For the first time, a 6-axis IMU is used, enabling lean-sensitive ABS and traction control (KTRC). A standard quickshifter with blipper function and cruise control finally make their debut. The ride-by-wire system is completely new and is said to provide better throttle response and 16% less fuel consumption. Visually, the Z900 has been carefully revised: The front features more compact headlights, and the characteristic Z-taillight is replaced by a new LED design. Side panels made of brushed aluminum enhance the bike's appearance. The new 5-inch TFT display allows for arrow navigation via smartphone connectivity for the first time. The seating position has been revised to be more front-oriented, with the seat height increasing to 830 mm. New radially mounted 4-piston brake calipers complete the update.

The SE version of the Z900 is clearly aimed at sport-oriented riders and distinguishes itself from the standard version with higher-quality components. The centerpiece is the Öhlins S46 rear shock. The SE also opts for premium in the brakes: Brembo M4.32 monobloc calipers, combined with a Nissin radial master cylinder and steel braided lines, ensure maximum braking performance. Visually, the SE stands out with a high-quality two-tone leather seat featuring a Kawasaki badge. A USB-C port in the cockpit is standard on the SE, while it is optional on the standard version. The additional weight of the SE equipment adds up to an extra kilogram (214 kg wet weight). The SE is exclusively offered in the color combination Metallic Matte Graphite Gray/Ebony/Metallic Graphite Gray. The additional cost is approximately 2000 euros. Is the extra cost worth it? Pragmatically speaking: Yes! If one were to buy and have the tuning parts installed from the aftermarket, the costs including installation would certainly be higher. And then you still wouldn't have the stylish green rims.

What an engine! Kawasaki's 948cc inline-four cylinder impressively demonstrates that even Euro 5+ engines can have character. The engineers have refined the camshaft profile and reworked the airbox for 2025 - and you can feel it. The four-cylinder responds smoothly to the throttle but now pushes even more forcefully in the mid-range. Sure, 124 hp might not sound like much on paper - but let's be honest: it's perfectly sized for the backroads. What truly impresses is the confidence with which this engine delivers its power. No power gaps, no quirks, just silky thrust whenever you need it. The fact that fuel consumption has decreased by 16% makes it even more appealing. The new gear ratios fit perfectly, and the standard quickshifter adds to the fascination.

The new Z900 impresses from the first moment with a remarkably refined seating position. Kawasaki has found an almost perfect blend here: sporty, yes, but without overdoing it - relaxed and casual, yet still with the necessary determination for brisk progress. It's fascinating how compact this rather large bike feels. The silhouette is pleasantly slim, the step-through fits, and the knee grip on the tank is just right. The new, wider aluminum handlebar and the revised seat with its well-executed firmness do their part. You immediately have this mix of control and relaxation. The slightly sportier, front-heavy orientation makes absolute sense - Kawasaki has adjusted exactly the right screws here.

A whole host of technical updates is hidden beneath the skin of the new Kawasaki Z900. The camshaft profiles have been completely revised - according to Kawasaki, for more grunt from the lower rev range. The airbox has also been redesigned to provide a more pronounced intake sound. The gearbox ratios? Newly adjusted for smoother gear changes.

In the chassis, there is now a reinforced frame brace behind the steering head - the goal was more precision. The area around the swingarm has also been reworked so that the new quickshifter can operate optimally. The wider aluminum handlebar ("Fat-Type") is supposed to bring more rigidity - but honestly, I don't care. It just looks great. The control unit on the left has been completely redesigned - logically, with all the new electronics.

Also exciting: The rear frame now runs flatter, creating more space for seat padding. The new "Voice Command" function is available in seven European languages - from German to Swedish. It's integrated into the new Rideology app. And the new LED taillight? Its shape is inspired by the lines of the tank - a nice detail.

The electronics also have a few tricks up their sleeve that haven't been mentioned before: The traction control now has four levels, and the power mode can be switched between 100% and 75% power. The Rideology app not only enables navigation but also the analysis of riding data. The TFT display also shows the current lean angle - for those who want to know precisely.

By the way: The 11% reduction in CO2 is directly noticeable in some countries in terms of taxes.

I would have loved to test the Rideology App for you. But once again, the app wasn't ready in time, and we have to take the Kawasaki crew's grandiose words at face value. Honestly, I don't believe it! Kawasaki builds fantastic bikes, but the smartphone gadget isn't their strong suit. Like with other manufacturers, I demand the only logical and correct path here! Just integrate Apple or Android systems and be done with it! But clearly, manufacturers like Kawasaki are trying to build their own app ecosystem. In the first year, the app is still free, and after that, a subscription model is supposed to ensure ongoing revenue. In practice, after the market launch, the app is supposed to be controlled via voice command through a headset. Then simple navigation commands can be given, and information can be queried. You can ask about the remaining range or switch to another riding mode. This switch to another riding mode can, of course, also be done quite simply with a button press at the end of the handlebar. Or you can activate the voice control with the command "Hey Kawasaki!" Then you give the voice command to switch to another riding mode, ending with a short button press to confirm. Maybe I'm just too old, but I think I'll just operate the Z900 with the logical controls on the left handlebar end and use a smartphone with Calimoto and Google Maps as my navigation solution.

The first encounter with Kawasaki's new naked bike immediately reveals: a good motorcycle has been refined with surgical precision. The new Z900 welcomes its riders with a remarkably mature seating position - an almost perfect symbiosis of sporty determination and relaxed sovereignty. The 948 cc four-cylinder reveals itself as a masterpiece of Japanese engineering. Despite the stringent Euro 5+ regulations, the revised camshaft profile delivers buttery throttle response to the asphalt. The engine unfolds its 124 hp with a smoothness rarely experienced in this class. Particularly impressive is the symbiosis with the new quickshifter - its precision is breathtaking, its ease of use inspiring. Whether in partial load, full throttle, or downshifting: gear changes occur with an addictively smoothness. The newly tuned gear ratios contribute to this harmonious overall picture. In our test, the practical fuel consumption was between 6.0 and 6.5 liters per 100 km.

The new electronic architecture with its 6-axis IMU acts like a well-trained butler - always present, but never intrusive. In sport mode, it allows for short controlled wheelies, while the cornering ABS regulates with a sensitivity usually found only in significantly more expensive machines. Especially under adverse conditions - such as during our test in southern Spain with unexpectedly cool temperatures and partly wet asphalt - the harmonious interplay of the systems impresses. The chassis is firm but not excessively hard, always conveying sporty ambitions without neglecting everyday usability. The new Dunlop Sportmax Q5 tires may not be handling wonders, but they offer significantly more feedback than the original equipment on previous Z models. They perfectly underline the character of this motorcycle: a balanced blend of accessible handling and sporty dynamics that knows how to excite both beginners and experienced riders. Overall, the combination of tires and chassis is rather firmly tuned. The combination plays it safe in terms of stability, offering little damping comfort and sometimes feeling uncomfortable on poor asphalt. Tires with more self-damping could bring an improvement here. But probably also the new Z900SE. There, finer responsiveness and a wider adjustment range are offered.

The new Z900 masterfully balances modernization with proven virtues. The 6-axis IMU, the precise quickshifter, and the new electronics package make it technically up-to-date, while the characterful four-cylinder engine retains its allure despite Euro 5+ compliance. The harmonious tuning of all components is particularly impressive: whether it's the chassis, engine, or ergonomics - the overall package is just right.