Kawasaki Z650RS (2022 - ) review

Kawasaki’s original 21st century retro, the 2017 Z900RS, proved a big hit for its clever blend of 1970s Z1 styling grafted onto the proven, 109bhp Z900 four-cylinder roadster. Convincing details such as twin dials, cylinder fins and new wheels managed to mask the reality it was a modern liquid-cooled, monoshocked, alloy-wheeled roadster under its new clothes while good all-round performance more than satisfied. They’ve now repeated the trick with this Z650RS. Based on the proven, adequate Z650 twin, its styling is this time inspired by the 1976 Z650 four and is convincingly done (even though it’s a twin) right down to its badging and twin dials. Even better, the 650RS is both more affordable and more accessible to less experienced riders while still delivering as a stylish, versatile all-rounder. For under £8K it’s not only cheaper but also classier, more convincing, more versatile and more pleasing than either Yamaha’s XSR700 or Triumph’s Street Twin.

There’s little cleverness in the RS’s retro-inspired high-barred, upright gait but there are virtually no complaints, either. Being a slim, relatively lightweight twin makes the RS easy enough for novices to handle and feel confident aboard. Those two factors also means that the RS is nimble and great around town while it’s also impressively comfortable, or at least as much as any unfaired middleweight can expect to be, over distance or at sustained cruising speeds up to 80mph or so.

As a so-called ‘retro’ the Z650RS is intended mostly to be a pleasing sunny Sunday afternoon toy, with little expectation for touring or commuting practicality. That said, its Z650 underpinnings means it’s also a decent all-rounder and its new retro ‘clothing’ doesn’t take away from that at all. Its manageability, engine flexibility and proven reliability means it can be a decent commuter; it’s more able over distance than its 650 capacity suggests; its sufficiently sporty to satisfy most and it’s affordable and pretty cheap to run, as well. As a result, the Z650RS is far more able than its trendy styling suggests.

The RS is based on the Z650 and so it’s performance and handling are little different. But where the Zed’s 67bhp from its parallel twin struggled slightly to keep up with the newer, larger, 74bhp Yamaha MT-07, in this RS guise that seems to matter less. Instead, although jarring at first slightly, simply for being a slightly lumpy twin whereas its historical inspiration, the 1976 Z650, was a silky smooth four, the RS’s performance comes over as more than adequate, pleasingly flexible, appropriately characterful and yet with a sense of slick refinement due to its years of evolution and development. There may be no modes, but a retro doesn’t need them. The brakes, too, although arguably slightly basic in being dual twin-pot Nissins, have more than enough as a retro where, in Z650 guise, they seemed a little lacking compared to the more performance-orientated MT-07.

In a similar vein to its performance, the Z650RS’s chassis, although identical to the slightly lacking Z650, in this more gentle, retro guise is somehow more up to the job. The ride is plush and reasonably controlled, the steering is intuitive and sharp enough and the whole experience is pleasing and easy. Only if ridden hard in a distinctly ‘un-retro-like’ way, does the rear end start to feel a little soggy and wayward and the front, non-adjustable forks feel a little undersprung and damped. 95% of the time, however, it’s fine.

Although new, the Z650RS can trace its lineage back through two Z650s and, before that, three variants of the ER-6n which date back to 2005. All were conceived as affordable, middleweight, first big bikes for relative novices. Underneath all the fancy 1970s styling, the same is true of the Z650RS. With 67bhp, fuel consumption is acceptably reasonable at around 45mpg. Hunger for consumables such as tyres, chain, brake pads and so on is not excessive while residuals and insurance premiums are better than average, too.

Once again the RS’s lineage of dating way back to the 2005 ER-6n works in its favour. Although in the early days there were a few shock reports of top-end troubles with the 649cc parallel twin, more modern examples have proven solid. What’s more it’s now more refined than ever and there’s plenty of examples of high mileages without any concern. The chassis, too, although a little basic in terms of adjustability, is proven, too, while Kawasaki build quality has conspicuously improved over the last decade as well. As a new bike you should have few concerns. If buying used – which is unlikely in the short term – as long as its service schedule has been religiously adhered to, there’s nothing to worry about, either.

Like nearly all Kawasakis, and as is now also the norm for bigger bikes from the mainstream manufacturers, new Z650RSs come with a standard, two-year, unlimited mileage, manufacturer-backed warranty covering all parts and labour so buyers should have few concerns. Like with the preceding Z650 on which it’s based, not to mention older versions and the ER-6n, the Z650RS’s service intervals are a reasonable every 7500miles with the expensive Valve adjustment ‘big’ service due at 20,000 miles. Even then, however, you shouldn’t have too much to fear in terms of costs as the RS is a relatively simple twin and, as a roadster, everything is pleasingly accessible.

In Z650 form – the bike on which the RS is based – equipment levels were a bit of a mixed bag – on the one hand, the new TFT dash was welcome and, as a novice-orientated machine, its span adjustable levers were welcome. On the other it had slightly basic brakes and suspension which meant it suffered by comparison to, say, Yamaha’s MT-07. With the RS version, most of that is still true, but any failings seem less important as, after all, it’s a ‘retro’. So, in place of the TFT dash there’s new, neat, retro style twin dials which are very pleasing on the eye. The span adjustable levers thankfully survive and there’s lots of nice retro detailing. At the same time, the lack of modes and basic suspension/brakes somehow matter less, although compared directly to the larger, more pricey Z900RS, does reveal the 650 to be a touch more basic, but it does still come over as more luxurious than the more expensive XSR700 and Street Twin.

The Z650 was already a decent, proven ‘first big bike’, albeit a slightly anonymous one. The RS version, however, has all of its proven ability and classy touches but adds on almost irresistible 1970s retro style. That styling is crucial. If you like it, the RS is far more tempting than, say, Yamaha’s XSR700 or Triumph’s Street Twin, its comparatively low price seals the deal and it’s also so good and so convincing of the RS spirit it even makes you wonder why you should bother with the 900 version for a full £3000 more.