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OPINION

Ride Review: The Kawasaki Z900RS really does have it all

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The Z900RS is a pretty amazing bike.

Literally, everyone that spoke about it to me on the launch was unanimous about the way it looked and how pretty it is when looked at up close. And then, after the ride, not a single person felt the need to nag about the lack of stereo-suspension in the back, spoke wheels being missing, or even grunt over the chrome bits and fenders. Why?

Because quite simply, the four pot engine is stunning – because of it’s massive torque down in the rev range – and it pulls through nicely to the limiter. Even though the RS feel heavier than the Z900, I’m pretty sure it accelerates faster. It’s a beauty.

After spending some time with the bike, it’s clear that Kawasaki have spent some serious effort on the design of this bike and even though you might be tempted to think that it’s just a reworked Z900, it’s not.

Frame, engine, suspension, brakes… Basically everything got a complete overhaul and the result is truly impressive.

I know that our friends here at Motofire have had reservations about the machine, but actually – in my opinion – it’s genuinely the very first bike that combines actual, real 1970s heritage (there are soooo many small hints of the original Z1) with modern day ride qualities.

Yes, there is the BMW RnineT,  the Yamaha XSR or the Honda CB1100, but the first two don’t really have a link with bikes from the seventies and the latter is overpriced, under-powered and not nearly as beautiful as the Z900RS.)

After spending some time with the bike, it’s clear that Kawasaki have spent some serious effort on the design

The Z900RS really does have it all… Radial four-pot brakes, adjustable suspension, adjustable levers, traction control (3- stage) and it’s quite clear that Kawasaki wants to present it as a premium bike. And here in Belgium where MaxxMoto are based, the pricing is competitive too, starting at €11.599 which is about €4k cheaper than the average BMW RnineT. So it’s fair to say that you get a lot of bike for the money.

Now, before I completely come away sounding like a Team Green press representative, there are a few, minor flaws.

First of all, the throttle response is quite ‘twitchy’ with an on/off feel that can initially seem disconcerting; possibly because of the transmission, the injection, or a combination of both. It’s not as bad as on a Suzuki GSX-S1000 or the first gen Yamaha MT-09, but even though the 4 cylinder engine is very smooth, the pick up of a closed throttle is rather abrupt.

Basically everything got a complete overhaul and the result is truly impressive.

The same thing goes when you close the throttle – for example when entering a hairpin corner. In that situation you get a bit too much off the engine brake delivered back at you, which can get the bike a bit off balance at times. This is a minor issue and it gets better when the bike warms up, but it never really disappears.

Speaking of things that get better after they’ve warmed up: let’s talk tyres.

On the cold Catalonian asphalt (7° and less) it took forever for the Dunlop Sportmax GPR 003 tires to warm up, and it was a good thing that the bike had traction control. It’s a rather typical Kawasaki thing to put cheap ass tires on a good bike here in Belgium – the Z1000SX, Ninja 300, Versys… All of these come on less than desirable rubber – and for a bike that feels so premium elsewhere, this is a bit of a shame.

Apart from that, it’s a struggle to come up with much more by way of criticism. I think the seat is quite high – if you are smaller that 1m 75 this might become an issue, especially if you’re a less experienced rider, and the transition from the seat to the polished, slippery tank is rather, too smooth. So when you brake hard during some spirited riding, you better squeeze your knees hard to help in holding on.

Oh, perhaps you could argue that despite the retro dials looking nice, the lettering on the analogue clocks (‘the same as on the Z1 in 19-seventies’ blah blah blah…) is just too small and hard to read. But now we’re literally nitpicking.

So the takeaway conclusion from our couple of days riding the Kawasaki Z900RS around the Catalonian roads?

The Z900RS has an excellent looks/performance/price-balance and really takes the whole neo-retro thing to a higher level than anything else before it.

For more photos from the launch – including lots of images of the details on the new Kawasaki Z900RS, visit MaxxMoto.

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Since launching in December of 2015, Arno and the team from the Belgian motorcycling site MaxxMoto have made a name for themselves with impartial, up-to-the-minute, honest and free motorcycling news, reviews and videos online. We're proud to call them friends of Motofire.

OPINION

When Projects Creep Out of Control

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Is ‘more’ always better?

Back in 2008, after more than a decade working in the motorcycle industry, I finally bought my first brand new bike. Like the kid in the proverbial candy store, I wandering through my local motorcycle dealer with my stomach in knots knowing that one of these shiny, magnificent machines would be mine. And like so many people tilted by emotion, despite years of experience and insider knowledge, or perhaps because of it, I let excitement take over the decision making process. I bought a motorcycle far beyond my needs.

It was not long after taking possession of my Yamaha FZ-1 that I realized my mistake. The bike was technically faultless, the problem lay in that it was not at all what I needed. With a tiny fuel capacity and very firm ride it was a lousy touring rig (especially in Quebec where road surface quality is akin to a bombed out airstrip), but conversely it was too bulky and heavy to flick into corners on curvy A roads. It was bigger, faster, incorporated superior suspension and materials technology than it’s predecessor, the Fazer 1000 I helped develop years earlier, an yet somehow the new package was less motorcycle.

When you ask motorcyclists what they want in a new bike, the answer is always “more”. More power, more space, more features. The only thing they don’t want more of is cost. It makes sense, after all we all want more of a good thing. With motorcycles problems often arise when designers and engineers are tasked with piling on those ever increasing specifications to an existing model. This mission creep can, if not managed carefully by a strong project leader, end with a product so packed with features and high specification that it can do everything, but none of it particularly well.

The 1998 – 2004 Yamaha FZS600 Fazer was a wildly successful motorcycle design. At a time when entry level, middle displacement (500cc to 650cc) street bikes were either extremely basic or used obsolete technology, the Fazer delivered modern handling and performance in a user-friendly package. Featuring the engine and brakes from Yamaha’s YZF600R Thundercat, and a compliant chassis made of steel pipe to keep costs down, the little Fazer sold like mad satisfying a wide array of beginners and experienced riders alike.

With motorcycles the temptation is always to add more performance.

Yamaha introduced a mildly revised version two years later, along with the aforementioned larger, 1000cc version. Honda blatantly copied the Fazer formula of packaging supersport technology into an inexpensive package with the CB600F Hornet. Yamaha saw sales plummet, so along with a dozen other designers and engineers I was brought into a group to create the next, all-beating Fazer.

And that’s when the wheels came off the cart.

A whirlwind tour of European cities took place in which we interviewed hundreds of entry-level 600cc customers. The specification list grew longer and longer each day, as the demands of existing users piled on. More fuel tank range! More wind protection! More cargo carrying capacity! And of course… more power! Always more power.

Back at headquarters, the project leader handed over the design brief. As a very young designer I was confused. The new Fazer would now have an R6 motor. It would feature an all aluminum, Deltabox frame, lightweight R6 rims and a 180 section rear tire. Projector headlights. LEDs. Twin, under seat stainless steel exhausts. The brief read like the spec sheet from a top-of-the-line flagship project, not the replacement for Yamaha Motor Europe’s best selling motorcycle.

This is project creep, and it happens when an organization is beset by fear and acts out of ignorance of the big picture. The reasoning behind this phenomenon seems sound: if your opponent has three guys with knives, you better make sure you have six. It makes sense until you discover that you only have enough food for four, and so field six starved, exhausted guys against three strong and healthy ones. In manufacturing history there are hundreds of examples of this, the most famous of which may be the case of the Ford Edsel. It had more of everything than any of its competitors, and yet was so much less car.

With motorcycles the temptation is always to add more performance. After all, motorcyclists are fundamentally sold on the thrill of speed and aggressive handling. The problem is that too much performance makes most motorcycles into unmanageable, sphincter-clenching torture devices. Among our tribe few are skilled enough to exploit even half of the potential of modern bikes, which makes adding high performance to models destined for the rest of us an academic exercise. Of course our egos won’t allow us to admit it, but inside we are terrified of opening the throttle fully mid-corner. So we don’t, and wobble around on large, expensive bikes that not only don’t satisfy, but fill us with regret because we cannot master the objects of our desire.

At the cruiser end of the spectrum, the height of the chopper era saw mature, fully grown manufacturers launch models that were laden with Edsel-like heapings of features. The Honda Rune was presented as the end-all, be-all of the cruiser genre. According to Honda America’s Ray Blank, they “…wanted to set the bar higher than ever, erecting standards that no one else had yet imagined.”.

The result was a seven foot long, 400 kg, six cylinder monster that boasted 50% more torque than Honda’s then flagship superbike.

It was literally the most cruiser you could buy from any mainstream manufacturer, and yet its’ excess was its failure. At $30,000 (US) it wasn’t more expensive than a range topping Harley-Davidson, but the market balked at its bulk and cornucopia of pointless styling. Honda had failed completely to stop the design at some stage and roll it back, asking the team to refocus on what make people yearn to cruise on a motorcycle: the simple joy of sitting astride a large mechanical powertrain suspended between two chunky tires. The Chopper is, by definition, a bike “chopped” down to its basic, core elements. A little baroque styling and flair is cool, but it is not the main attraction.

As an industry, the motorcycle business is not very good at learning the lesson of project creep. The endless fight to produce the sexiest products in the marketplace inevitably drive an arms race that produces some great innovation but also squeezes out lots of poorly conceived motorcycles. If a bike comes out with a strong styling direction that hits the market like a storm, then simply copying it only with a more extreme execution is not going to work. When a competitor eats your lunch, as the Honda Hornet did when it replicated the original Yamaha Fazer concept in 2003, then just doubling down on everything is not going to win the market back.

How did we end up in a place where an entry-level street bike comes with racing style, upside-down forks and a mouse pad for a seat?

The second generation FZS600 (called the FZ6 in North America) that debuted in 2005 with all those crazy upmarket features did well in Europe for a few years, but alienated a lot of customers who loved the original Fazer’s rugged, approachable simplicity. They flocked to the second generation Suzuki SV650S, which was a better Fazer than the new FZ6 (ironically, the Suzuki’s styling was almost a copy of the updated original Fazer). By 2008, Yamaha introduced the FZ6R, a confusingly named but genuine successor to the formula that was simple, cheap, versatile and easy to use. It quietly dropped the over-spec’ed FZ6 Fazer without a replacement a year later.

In the market battlespace, project creep is easily seen in the most hotly contested areas. The 250cc class ballooned to 300cc because Kawasaki needed to edge out the class leading Honda CBR250. Then KTM launched the RC390, resplendent in its superior specification. The new Honda CBR250RR presented this winter is a very far cry from the CBR250 I tested in 2011. In five short years, the baby Honda sport bike went from being what I called “the missing link”, a motorcycle for everyone that the industry so badly needed, to being a mini CBR1000RR World Superbike contender.

I love the look of the CBR250RR, and if I am completely honest I want one rather badly. But how did we end up in a place where an entry-level street bike comes with racing style, upside-down forks and a mouse pad for a seat? I suspect it has a lot to do with looking ahead instead of behind. I’ve seen this show and I know the ending. In five years time the 250cc class will be dead again, because it will have priced itself out of the marketplace.

Getting excited and dreaming of the ultimate motorcycle is the job, but it is also the duty of manufacturers to deliver products people can actually afford and use. The ultimate anything is, as the word suggests, the last of the line. And winning the battle for the ultimate product is meaningless if you destroy the consumer base as a consequence.

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OPINION

FFS

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Ladies and Gentleman, motorcycling.

So many things to say, so few cares left to give, but c’mon people? Is this really want we think passes as a way to attract people to a biking festival?

Sure, as the guys from the Two Enthusiasts podcast so eloquently put it in their latest episode, ‘people like to see boobs’. But do you know a better way to double your boob quota for an event?

Yep – like the same guys from the same podcast also suggest – why not produce an environment that’s inclusive to women and may actually encourage them stick around and pay an interest towards these wonderful, two-wheeled machines.

Also, Bridgestone? You should know better. Even Pirelli have stopped that nonsense with their calendar now and moved on to something far more interesting.

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