Associate Editor Teejay Adams and I discuss several suggestions for that hard-to-buy-for motorcycle enthusiast you care for. Well, ‘tis the season to be jolly and all that, so in the first segment this week, we bring you a brief Gift Guide. I would opt for steel-braided lines and a more aggressive brake pad to get a bit more bite when out for a spirited Sunday ride, though what’s found on the RS is perfectly capable in stock form. Initial application isn’t vicious and provides a good amount of attack that riders from across the board will find approachable. Feel at the radial-pump lever is progressive and predicable from the radially mounted four-piston monoblock calipers and 300mm floating discs. The Z900RS has the equipment to stop quickly. When you’re out having a weekend blast in the canyons and have smooth tarmac, you’ll be able to charge in and out of corners with the utmost confidence, as the Z900RS is surefooted.ġ1. Around town, the suspension gobbles up LA’s world-renown terrible pavement without delivering a whole lot of energy to the rider. Stock settings are a bit conservative, but offer a good range of adjustment, allowing you to get your set up dialed in. The non-retro inverted fork is fully adjustable, while the shock gets by with spring-preload and rebound damping adjustments. The suspension componentry is right off the Z900 with a slightly lighter spring rate for a more casual experience. Sporty KYB suspension is bolted onto the RS. In all, this bike handles incredibly well.ġ0. The moderate 25.4-degree rake allows for a responsive turn in rate, without ever edging towards nervousness. Its 58-inch wheelbase makes for a truly stable machine, especially while on the edge of the new Dunlop Sportmax GPR-300F tires. This makes it beautifully poised around town, but more importantly, at pace. The Z900RS is a responsive machine any subtle suggestion and the motorcycle complies immediately. Effortless handling is intrinsic to this roadster, and one of its greatest strengths. The Trellis frame’s upper tubes were also narrowed to allow for the old-school teardrop 4.5-gallon fuel tank.ĩ. A Z900RS-specific triple clamp increases the steering offset, which reduced the trail to retain responsive handling.
#Z900rs ecu flash full#
The Z900RS’s wheelbase is an inch longer than the Z900, and the rake kicked out almost a full degree.
Kawasaki engineers lifted the front end, and lowered the rear. The trellis frame on the Z900RS is fundamentally different from the Z900. In all, it makes for a pleasant riding experience, though the stepped bench seat is a bit firm.Ĩ. My 32-inch inseam allows me to flat-foot aboard the Z900RS, which has a 31.5-inch seat height (a low-seat option is available). The wide handlebars are a bit higher and closer than that on the Z900, while the foot controls have been lowered and moved slightly forward, decreasing knee bend. The Z900RS features a neutral riding position that doesn’t compromise its ability to push-you’ll still have plenty of room to move around the bike when having fun. The classic upright riding position returns. An added benefit of Level 2 traction control is that it helps smooth out the engagement of the throttle.ħ. It can be adjusted or disabled while riding. In either case, I didn’t engage them prematurely and only felt it engage when on gravel surfaces. Level 1 allows for the most aggressive throttle mapping and least invasive traction control settings, while Level 2 relaxes the throttle response and offers a higher level of traction control. The Z900RS has two levels of traction control.
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