The journey of Kawasaki’s Z roadsters can be traced back to the early 1970s and the original Z1, but the modern interpretation began life in 2003 as the Z1000 as a tribute to that original Z. Over the past 20-plus years the ingredients may have changed, but the goal has always been to build a fun and fast open-class naked sportbike. The 2025 Z900 and Z900 SE are no exception, with Kawasaki refining the formula that it settled on back in 2017, while adding some tech and features that match up nicely with the competition.And what is the competition? With the latest revisions, the base Z900 and SE versions now match up even better with Yamaha’s MT-09 and MT-09 SP, Honda’s CB1000 Hornet SP, the Suzuki GSX-S1000, Triumph’s Street Triple 765, and KTM’s 990 Duke R. The base Z900, however, undercuts all of them on price starting at $9999, while the $11,849 SE with its upgraded suspension and brakes is one of the best deals of the up-tier models.

EngineSince the open-class Z models’ rebirth in the early 2000s, the engines powering these models have always been inline-fours, but in the last couple of decades their displacements have yo-yoed all over the place. Back in 2003, the Z1000 borrowed the 953cc engine out of the ZX-9R, then from 2010 until 2016 the same basic 1043cc unit that still powered the Ninja 1000SX was used. But since 2017, when the clean-sheet-design Z900 replaced the Z800 and Z1000 in one fell swoop, the bike has been 948cc.

Bore and stroke measure 73.4 x 56.0mm, with the engine sharing an identical stroke and 11.8:1 compression ratio with the 1043 in the 2024 SX. For 2025, the engine received updates that were made to meet the latest Euro 5+ emission standards, with the collateral benefit of improving low-to-midrange torque and mid/high-rpm horsepower. Internal transmission ratios have been changed with all six gears now slightly taller. Additional changes include new cam profiles, ECU settings, and new electronic throttle valves with 36mm bores. Kawasaki claims that the new ECU settings and revised ignition timing have improved fuel economy by 16%. If you’re concerned that these changes have reduced power, they haven’t. Kawasaki has managed to do all of this while maintaining a claimed 123 hp at 9500 rpm and 73 lb.-ft. of peak torque at 7700 rpm.

The Japanese brands and BMW are keeping inline-four powered nakeds alive. But the Bavarian brand is quite a bit more expensive (a bare-bones S 1000 R lists for $15,440, if you could actually find one). For those who grew up riding Japanese inline-four “crotch rockets,” the Z900 is an instantly welcome friend. The almost-1000cc-Z engine is torquey down low, has a really stout midrange, but makes its money when the tach needle swings into its upper range. Our first experience riding the bike would take place in Miami, with a brief street ride around Miami Beach to get a feel for the bike in urban traffic and a downtown environment. It was more akin to a 40-mile commute in stop-and-go traffic but the engine proved to be very flexible across the rev-range. Leaving stoplights, bottom-end power is easy to access, while the light assist-type clutch prevents fatigue when fighting the urban maze. Kawasaki’s latest KQS up/down quickshifter works very well around town and is now optimized to make clean shifts at rpm as low as 1500. This allows a series of quick short-shifts to be made to further smooth the bike’s around-town manners.

Most Z900s are going to serve duty as commuters and weekend corner carvers, as that’s what naked sportbikes are best at. However, our time on track at Homestead-Miami Speedway emphasized the best traits of an inline-four, and in particular this odd-sized displacement. In a world of 200-hp production superbikes, this 948cc four proves its value. The engine is incredibly enjoyable without ever stretching the time-space continuum to the point of being overwhelming. It provides a happy balance of performance that makes you want to ignore the checkered flag and keep on lapping—with a huge smile on your face. The quickshifter that works so well on the street, is equally slick on the track, and when combined with the slipper clutch makes aggressive corner entries smooth and drama free.

The spread of power and the engine’s forgiving over-rev allow some options when it comes to gear selection. In some corners letting the tach hover and the shift light flash near redline helps save a shift, while at other points carrying a taller gear and using the torque is best. But no matter how you choose to ride it, this engine is very fun and rewarding. Electronics Unlike so many open-class superbikes or adventure bikes, the Z900s have a more simplified suite of electronic rider aids. And while it may not have all the latest gadgets and features, it has a well-chosen few that work quite well without being overly complicated.

The Integrated riding modes allow the rider to choose between four options: Sport, Road, Rain, and Rider (customizable). There are three levels of KTRC (traction control), and two options for power (Full or Low). In the Rider mode these can be changed, including turning off KTRC if desired. The new six-axis IMU provides lean-sensitive ABS through the Z900’s new Kawasaki Cornering Management Function (KCMF), that not only manages brake pressure (with the addition of more sampled data from that IMU) but also engine power to help the bike maintain its intended line through a corner. ABS can’t be switched off in the menus.

Those menus are accessed through a new 5-inch TFT display that offers two visual themes and is accessed via an updated left-bar pod that also controls the new cruise control feature that is standard on both models. The latest version of the Rideology the App Motorcycle connectivity interface now allows riders using a helmet communicator to control the app hands free with voice prompts for functions like navigation, calls, music, and even asking for status on motorcycle info like range, odometer, fuel level, engine temp, and rider-aid settings. The SE model also comes standard with a USB-C plug on the side of the instrument panel.

Although we didn’t have the opportunity to try out all of the Rideology features, over the course of the day we cycled through all of the rider aids. On the street, the Road mode is ideal with full power but middle-of-the range KTRC. At Homestead-Miami Speedway, we toggled between Sport and Rider, the latter of which we had set up without KTRC. We ultimately settled on Sport for most of our time on track to utilize the TC. The stock Dunlop Sportmax Q5A tires (set to 32 psi front and 30 rear) were quite good on track, but the rear tire did spin up a few times exiting tight corners with the TC off. So the safety net of some butt-saving intervention was welcome. The ABS performed extremely well on the track, never inhibiting performance under very hard braking into a few of the track’s slowest corners such as the inside backstraight. Chassis and ErgonomicsChanges were made to the Z’s steel-trellis frame with additional gusseting behind the steering head (added rigidity) while at the rear the frame rails under the seat have been straightened to allow a thicker more comfortable seat without raising the seat height too much (now 31.9 inches compared to 31.5). Chassis dimensions have changed a little bit compared to the 2024 model: the wheelbase is slightly shorter at 57.1 inches compared to 57.3, while rake is now slightly steeper at 24.7 degrees compared to 24.9 a year ago; trail remains the same at 4.3 inches. Overall weight is virtually identical to the ’24 model at 470 pounds fueled.

As mentioned, we spent all of our time on the SE model, so we’ll focus on that bike’s specs. As before, the most notable chassis differences are the Öhlins S46 shock that has provisions for preload via a remote adjuster, and rebound damping. The fork is a 41mm KYB that is fully adjustable with preload, rebound, and compression damping. Additionally, in place of the standard model’s Nissin brakes, the SE gets Brembo M4.32 radial-mount four-piston calipers with 300mm discs mated to a Nissin master cylinder.

In terms of ergonomics, the updated seat proved very comfortable, while the rider triangle is quite relaxed for street riding. The new aluminum handlebar sits 30mm (1.2 inches) higher than on the previous model, letting the hands fall to a natural and comfortable height that doesn’t put weight on your wrists. Kawasaki’s Ergo-Fit system allows owners to optimize the bike to preference with an optional seat that is 1 inch taller. Both the clutch lever and front brake lever offer five positions each to adjust to hand size or preference. On track, the riding position is sporty enough to allow an aggressive posture, with a roomy seat that allows you to slide back and get tucked in as much as possible. The tiny cover over the dash offers very little protection from the wind at speeds above 100 mph, but there is a taller option in the accessory catalog if trackdays are on the agenda.

The Z900 was never intended to be a full-on track bike, but the chassis is very competent lapping a track. As mentioned the stock Dunlops were in place for our sessions and proved to be up to the task. The SE’s suspension provides an excellent compromise between on-road comfort and on-track aggression, only getting taxed a bit when hitting the harsh transition onto Homestead’s banking out of the final chicane. Getting the Z900 flicked through the track’s trio of tight chicanes is helped by the leverage provided by the wide and upright handlebar, allowing the bike to be muscled onto line quite easily.

The SE model allows the rider to stay relaxed, have fun, and string a long number of laps together without getting tired. The checkered flag always arrives too soon after a 20-minute session is over. As with the engine, the chassis does a great job of providing predictable manners, that keeps you from getting overwhelmed and fatigued, and always ready to get back out there as soon as the green flag flies. ConclusionLooking at where it stacks up in terms of value, the SE model undercuts the comparably equipped MT-09 SP by $650, makes more peak power and torque, has similar chassis upgrades, and matches up nicely in terms of rider aids with the new six-axis IMU, modes, and standard cruise control. Just as intended, the Z900 SE is an entertaining, sporty, practical, and affordable naked sportbike that proves its versatility in just about every facet of riding. It’s no wonder that this bike has built up a loyal following of riders. Buyers looking for a single streetbike that they can commute on, enjoy on a twisty road on the weekends, and even take to the occasional trackday won’t be disappointed by the Z900.

For 2025, Kawasaki didn’t need to make drastic changes to improve an already solid bike, but by focusing on the details and refining the platform, adding some features, and further improving rider comfort, the Z900 and Z900 SE have taken a solid step forward while only bumping up the price minimally ($100 on the base, $450 on SE). And if you love inline-fours, like we do, these models are very hard not to put on the shopping list.

2025 Kawasaki Z900 SE Claimed Specs