Kawasaki Z900RS (2026 - ) review

You could reasonably argue the Z900RS is little more than a Z900 sports naked indulging in some 70s cosplay and charging a pretty penny for the privilege. But you’ll likely be a lone voice if you do, for the fact nostalgia is a powerful drug and the Z900RS does a convincing job of celebrating the legendary Z1 without hiding its modern foundations. For that reason most people are happy viewing it through the rose-tints, and it remains a popular fixture of the line-up even several years down the line. While it’s been through a few evolutions, colour schemes and updates along the way the core package remains as it always has, with a thumping 948cc in-line four at its heart combined with modern suspension, brakes and handling. And, for this 2026 model year update, upgraded rider electronics also. There are two versions, comprising standard Z900RS and the SE you see here with uprated Brembo brakes, a fancy Öhlins rear shock and recalibrated forks up front to match. At a glance these could be mistaken for also being Öhlins supplied (guilty as charged, there) but are in fact gold-anodised versions of the standard KYBs, albeit recalibrated to work with the fancier rear shock.

While relatively tall in the seat for a bike of this style the Z900RS is very much your traditional roadster, the chromed riser bars delivering a reasonably upright riding position striking a nice balance between sportiness and comfort. This makes it easy and confidence-inspiring to ride, and just as capable of mooching along as it is getting a lick on and nibbling at the heels of much more modern machinery as mood takes you. This could fool you into thinking it’s more the cruiser than the 70s bruiser it celebrates. An illusion that lasts as long as it takes to wind that four-cylinder out and appreciate that, for all the retro looks, this is a modern bike at heart.

Clearly, if you’re after a practical bike for long-distances or commuting in all weathers there are better choices. Horses for courses on that score but the Z900RS doesn’t totally ignore practical concerns, and you’ll note things like the neatly integrated strap hooks for attaching a tailpack or similar. Given the focus on style it would be a shame to load it up with panniers and the like but that’s fine. There is, at least, standard cruise control to help with the boring motorway sections. At this price we’d have liked heated grips to have been standard rather than a cost option, though. As far as seating goes if you’re struggling with the 835mm of the regular RS or 845mm of the SE there is a lower option available.

While the signature 948cc in-line four remains fundamentally as before the 2026 model year adds electronic control for the throttle valves along with revised headers and ‘megaphone’ style silencer. 116 horsepower at just shy of 10,000rpm and a chunky 98Nm compare well with rivals, the revvy power delivery a distinctive contrast to bigger-capacity and torquier alternatives like the Speed Twin 1200 or R 12 NineT. It’s not quite as rampant as a Yamaha XSR900, being both heavier and less powerful. But it’s closer in spirit to the Yamaha than the Triumph or BMW, and the best bit of the powerband is right where you want it, the four-cylinder smoothness adding to the thrill. Braking is solid and now backed-up with lean-sensitive ABS, the SE version tested here getting fancier Brembo calipers and braided lines for improved power and feel at the lever.

While comfortable and unintimidating for beginners or those who prefer to cruise and bathe in the admiring looks of other bikers the Z900RS has an edge to its handling ready to be exploited if you want to push harder. Thank the modern foundations for that, these nicely complementing the power delivery and response of the motor. While fundamentally the same as the forks on the regular model the gold-anodised and fully adjustable KYBs of the SE ridden here also get internal tweaks to match the fancier Öhlins S46 monoshock at the rear, this adjustable for preload and rebound. We were happy enough with the stock settings for both, the Z900RS striking a lovely balance between composure and compliance, the tyres keeping a constant contact pressure even on the bumpy moorland roads we rode it on. Mixed conditions meant we weren’t pushing as hard as perhaps we might, but there’s every indication the Z900RS has the chassis under it to keep pace with more modern machines, and perhaps even surprise a few in suitably skilled hands!

Pricing-wise the Z900RS lands somewhere between the likes of the similarly 70s inspired Suzuki GSX-8TT and more premium options like the Triumph Speed Twin 1200 and BMW R 12 NineT. But it’s nearer to the latter, and looks quite expensive when you factor in the arrival of the more powerful Honda CB1000F. The Kawasaki remains a very popular bike, which should bode well for residuals. But, cost wise, this is definitely a bike to be bought with the heart more than the head.

While the electronics are new to the Z900RS the engine and foundations have been around for a while now and are well-proven. Short version? No concerns as such.

The standard two-year warranty is nothing to write home about, but can be extended at extra cost under Kawasaki’s K-CARE programme at any point within the first year of ownership. This is also transferrable to future owners, so may help when it comes to sell. Servicing-wise after the initial 600-mile check your Z900RS needs a once-over every 7,600 miles or annually.

One could argue the toss over whether lean-sensitive rider aids are appropriate on a retro or not, but given the performance potential of the Z900RS, we don’t begrudge the additional safety nets and they don’t intrude unless and until such point as you need them. And may well be glad of them. You can also adjust the intervention of the traction control as you see fit, or switch it off. Ditto the quickshifter. And cruise control is a bonus for the motorway. Other than that, the trad twin-clock arrangement will please the retro fans turned off by the Speed Twin’s switch to a more modern circular TFT/LCD set-up and the Z900RS is, at heart, a simple bike to get your head around. Parts-wise the standard model gets less in the way of boutique components, though the forks and shock are still fully adjustable. The upgrade to the SE is a chunk of money but the Öhlins bling, gold forks, Brembo brakes, gold wheels and iconic ‘Fireball’ livery are all arguably worth it. In for a penny…

You don’t have to have been around long enough to remember the original Z1 to appreciate the Z900RS’s looks and character, the styling and spirit as beguiling as the engine is intoxicating and handling is fun. This is a feelgood bike to a factor of 10, the fun not stopping when you park up and gaze upon its beauty! It’s also a little more urgent and sporty to ride than the equally accomplished but, perhaps, slightly cruisier Triumph or BMW alternatives, its biggest threat now coming from the cheaper and more powerful Honda CB1000F.