2022 Kawasaki Z900 SE Review : 10 Fast Facts about Z900 SE
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2022 Kawasaki Z900 SE Specs
ENGINE
Type: Inline-4
Displacement: 948cc
Bore x stroke: 73.4 x 56.0mm
Compression ratio: 11.8:1
Valvetrain: DOHC, 4vpc
Fueling: EFI w/ 36mm Keihin throttle bodies
Transmission: 6-speed
Final drive: Sealed chain
CHASSIS
Frame: High-tensile steel trellis
Front suspension; travel: Fully adjustable Showa 41mm inverted fork; 4.7 inches
Rear suspension; travel: Linkage-assisted, rebound-damping and spring-preload adjustable Öhlins S46 shock; 5.5 inches
Tires: Dunlop Sportmax Roadsport 2
Front tire: 120/70 x 17
Rear tire: 180/55 x 17
Front brakes: 300mm discs w/ 4-piston Brembo M4.32 calipers and Nissan radial-pump master cylinder
Rear brakes: 250mm disc w/ single-piston caliper
ABS: Standard
DIMENSIONS and CAPACITIES
Wheelbase: 57.3 inches
Rake: 24.9 degrees
Trail: 4.3 inches
Seat height: 31.5 inches
Fuel capacity: 4.5 gallons
Curb weight: 470 pounds
Color: Metallic Spark Black/Candy Lime Green
2022 Kawasaki Z900 SE Price: $10,699 MSRP

The 2022 Z900 SE adds a new blinged-out Showa fork and Öhlins S46 shock to bolster its chassis, while radial-mounted Brembo four-piston calipers and a radial master cylinder up the ante in the braking department. All for an extra $1500 over the base model.

An impact is felt out of the gate, and we put the 2022 Kawasaki Z900 SE through the wringer at some of our favorite local haunts. Now, we’ll let the Fast Facts do the talking.
The 948cc inline-four packs a street-savvy punch. Kawasaki’s tried-and-true powerplant is a charming piece of kit, dolling out its hits with the smoothness of your favorite crooner. Low rpm torque, broad midrange might, and top-end puff are aplenty, while its impressive linear power delivery makes it as user-friendly as can be. Pesky peaky powerbands aren’t a thing here, and the four-banger’s ability to rev up with vigor keeps it engaging, as does a visceral induction howl.

Three power modes and a modest electronics suite are standard. Sport, Road, Rain, and a customizable Rider mode morph the Z’s personality. Each mode also adjusts traction control settings, with Sport serving the zestiest throttle response, and Road is a shade off from that. Kawasaki has pinched a few pennies and eschews an IMU, though I needn’t wag my finger at its well-sorted traction control. Still, hooligans will want to disable TC for anything more than a modest power wheelie. Meanwhile, the non-adjustable ABS doesn’t wither under pressure, save for rough tarmac, making it chime in prematurely.
Cruise control isn’t available. To be fair, the Z900’s bones date back to 2017. It never flexed the flashiest tech, and pricey electronics go against its mission of keeping costs low and fun high, which it has achieved at every update. Still, as we look at the naked landscape, plenty of offerings flaunt CC, and it may be time to bring fresh gizmos into the fold. It would be a welcome addition, even if it requires a true ride-by-wire throttle like the Ninja ZX-10R recently acquired.
We appreciate the full-color TFT, though the user interface needs some attention. Kawasaki’s easy-to-read display is used in plenty of models at this point—may stodgy LCDs live in the past, where they belong. However, the lack of input indicators or feedback from the menu makes exploration a mysterious task. 2022 Kawasaki Z900 SE owners will surely learn what makes it tick, while those unfamiliar are often left with an eyebrow raised and an owner’s manual referenced.
The 2022 Kawasaki Z900 SE strengthens the foundation of a solid platform. Shelling out extra coin on an up-spec model raises one question: Is it worth it? In this case, the upgraded suspension and braking components are definite improvements over the base model’s hardware, and you’d be spending less than replacing the bits yourself. While it has crept into the 10k mark, the Z900 SE still stands firm on its original promise to deliver sporting simplicity, with credit going to the fun-loving four-cylinder engine and freshly embellished chassis.


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