The traditional Magic 9 | The new Z900 SE is an excellent model that is like the standard for inline-four naked bikes.

Kawasaki Z900 SE… 1.65 million yen (Kawasaki Care Model, released April 12, 2025)

On June 17th of this year, Kawasaki unveiled the 2026 model of the Z900, announcing that sales would begin on July 15th. In addition to adding the standard model Z900 (1,485,000 yen), the higher-spec Z900 SE has been updated with a matte color scheme and graphics. The price has increased by 11,000 yen to 1,661,000 yen. Both models come with the “Kawasaki Care” plan, which includes a one-month inspection, as well as three years of regular inspections and oil changes (including oil filters) free of charge.

Electronic throttle allows for closer communication with riders

It’s a bit confusing, as the “Z900” name also existed in the 1970s, but the roots of the current Z900, equipped with a water-cooled inline-four engine, lie in the Z750, which debuted at the Milan Show in 2003. The Z750, a scaled-down version of the super naked Z1000, was sold for nine years from 2004 to 2012, before being replaced in 2013 by the larger-displacement Z800. At this time, production moved from Japan to Thailand. While the Z750 and Z800 were never added to the official Japanese lineup, they were distributed domestically through importers. I test rode the 2013 model Z800 and remember being impressed by its well-balanced ride. Incidentally, the Z800 was priced at 880,000 yen at the time.

The Z900, the successor to the Z800, was unveiled at the 2016 Milan Show and began sales overseas the following year in 2017. It was finally officially released in Japan in April 2018. Its engine, equipped with a single-axis secondary balancer, is based on the Z1000, but the bore diameter has been increased by 2.4mm and the stroke by 5.1mm, increasing displacement from 806cc to 948cc. As an aside, the original Z1000 (ZR1000A) engine was based on the Ninja ZX-9R, producing 123PS from its 953cc (φ77.2 x 50.9mm) engine. The Z900’s name reflects Kawasaki’s conscientiousness in that it cannot be called a “Z1000” because, when rounded up, the displacement does not reach 1000. However, it’s important to remember that the two models are identical in terms of performance.

Regarding the 2025 model Z900 SE that we test rode this time, there are no hardware changes to the engine, but the fuel supply system has changed from a wire-operated dual throttle valve to an electronically controlled throttle valve, and a bidirectional quick shifter has also become standard equipment.

I have test-ridden the 2018 and 2022 Z900 models so far. The latter is a model that complies with the 2020 (Reiwa 2) emissions regulations, but the basic impression remains largely unchanged. The engine, which employs a single-axis secondary balancer but deliberately retains a pleasant vibration, accelerates smoothly, almost as if pulled by a string. With a displacement of 948cc, it produces over 120PS, making it extremely powerful when the throttle is opened wide, but at the same time, the engine feel is so pleasant that it invites descriptions like high-quality and silky, and I believe this is precisely what makes the Z900 unique.

The new model I test rode this time maintains the good qualities of the previous Z900, but the addition of an electronic throttle adds even more flavor. Specifically, the response to throttle operation is more precise, making it easier for the rider to communicate his or her intentions. On public roads, there is practical torque in the low-to-mid rev range, so that 5000-6000 rpm is sufficient, and the sharp acceleration feeling when you open your right hand wide and the roaring intake and exhaust sound are truly stimulating. And yet, while cruising, the silky pulsation is transmitted comfortably, never making the rider feel rushed. Now, more than 20 years have passed since the Z750 era, and it is no exaggeration to say that this engine has reached a level of maturity and is truly a masterpiece.

The newly added bidirectional quickshifter can be used from 1500 rpm immediately after starting, and there is very little shock when changing gears, making it very practical. While other manufacturers are competing to develop clutch lever-less technology, it is undeniable that the system is a generation behind, but the fact that it has been equipped as standard equipment is a big step forward.

Not only is it easy to handle, but it also has handling that goes beyond that.

The new Z900 SE chassis was designed with a change in the brand of standard tires and improved comfort. The tires have been upgraded from Dunlop’s Sportmax Road Sport 2 to its evolved form, the Q5A. Regarding comfort, the urethane in the seats has been made thicker to improve ride quality. Accordingly, the width of the seat rails has been narrowed.

The Z900 has handling that is just like a model for an inline-four naked bike, smoothly turning in the direction you look in any situation, from small, slow U-turns to high-speed corners. Since no particularly complicated maneuvering is required, even riders who have just obtained a large motorcycle license will have the illusion that their technique has improved.

This might make it seem like it’s just an easy-to-handle bike, but that’s not actually the case. When a veteran applies the weight correctly, it can extract even greater cornering power. It weighs 21 kg more than its direct rival, the Yamaha MT-09 SP, but perhaps because the mass is concentrated there, you don’t feel the weight while riding, making for a comfortable and enjoyable sporty ride.

The SE suspension features an Ohlins rear shock and fully adjustable front forks, which are one level higher than the standard model. Perhaps because the test vehicle was a new car, there was some initial stiffness on rough roads, but this will likely be resolved with more time for breaking in. Overall, the movement is of high quality, and I felt that the comfort that is the theme of the new model was more than sufficient.

The front braking force provided by the Brembo calipers and discs is outstanding in terms of controllability, especially during sports riding, and it is well worth choosing the SE model. The rival MT-09 SP uses a Brembo master cylinder (the Z900 SE uses a Nissin one) and the same Stylema caliper, so although it is a lower grade compared to them, you will not feel much of a difference in normal use.

One of the highlights of the new Z900 SE is the evolution of its smartphone connectivity feature, “Rideology.” Voice commands can now be used through the headset, and turn-by-turn navigation can also be displayed on the meter. Simply say “Hey Kawasaki” and then “I’m hungry,” and it will suggest nearby restaurants and other locations. However, since only specific commands are currently available, those who are accustomed to using smart speakers like Alexa may often find themselves responding with “I don’t know.” Furthermore, using this feature requires a license, which is distributed when you purchase a new bike, and a fee will be charged from the second year onwards (price yet to be determined), so opinions are likely to vary greatly depending on the price.

As you may know, the Z900 is the model on which the Z900RS is based. In the rankings of large motorcycle sales, the Z900RS has been at the top for seven years, while the Z900 is so much less popular that it rarely even makes it into the top 20. However, in terms of riding, it is so excellent that it can be called the king of naked bikes, and with the Z900RS now overflowing on the streets, I think it might not be a bad choice.

Riding position and foot reach (175cm/68kg)