The last bike I rode before swinging my legs over 2022 Kawasaki Z650RS is a 1975 Honda CB400F SuperSport. I’ve owned this Honda for over 30 years and just got back from Moto41 in Santa Ana, California, it’s as new as a 47 year old bike. While it’s not Kawasaki, there’s an interesting pairing when comparing a modern classic throwback to an OG member of the era.
See Rider’s 2022 Motorcycle Buyer’s Guide
Participation Z900RS In the Kawasaki lineup, the Z650RS in Candy Emerald Green or Metallic Moondust Gray/Ebony retails for $8,999, while the Candy Diamond Brown 50th Anniversary Edition is $9,249. When the new CB400F came out in 1975, it retailed for $1,433, or $7,818 in 2022. The Z costs more but in terms of performance and technological advancements over the CB, it’s a bargain. bargain.
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The price of the Z650RS becomes a bit harder to justify when compared to its half-brother, ABS Z650 no RS model, retails for $8,049. Considering the Z650RS and Z650 share the same engine and chassis, the RS’s classic styling comes with a $950 premium.
Producing 21 more horsepower while weighing just 5 lbs more than the AARP-qualified Honda, the Ninja-sourced 649cc Twin-Twin engine tamed the Z650RS through a tight-knit team with enthusiasm. A motorcycle’s chassis is sturdy and up to the task, but depending on the weight and aggressiveness of the rider, non-adjustable forks and preload-adjusting shock absorbers can become overloaded. There’s nothing a skilled racer can’t make up for, but it’s clear that the RS is hung to meet the price point as well as the needs of a variety of riders in a variety of situations, which have inherent limitations.
The Z650RS’s fuel system has a dual throttle configuration, with the primary valves attached directly to the cable that extends back from the torsion bar and the secondary valves controlled by the bike’s ECU. According to Kawasaki, the two-step process attempts to “precisely adjust the intake air flow to ensure a natural, linear response”. However, in lower gears at city speeds, the throttle application feels abrupt. No matter how smoothly I tried to adjust the throttle, the Z650RS responded by switching slightly between acceleration and deceleration. However, at higher speeds in higher gears, there is a more stable throttle response. With such inconsistent behavior, I wouldn’t swap out the Kawi EFI for a Honda carburetor. But ask me again when it’s time to clean up those four carbs.
Sometimes you don’t realize how good you have it until you are physically reminded. The clutch pull on the Honda is giving me arthritis in my left hand. Manipulating the clutch lever in stop-and-go city traffic caused the muscles and tendons in my hands and forearms to beg for a break from an hour’s drive. In contrast, the Z has a power/slide clutch that provides feather-light traction. Not only does it reduce the amount of power required to operate the clutch, it also reduces the amount of engine braking on the rear wheels when shifting gears – a modern luxury that has spoiled us all.
With no other motorcycling option, I rode a cage from my home in Long Beach, California, to attend the Z650RS press launch that began in downtown Hollywood. The idea of navigating the Honda through LA rush hour traffic outweighed my desire to survive. The CB400F’s antique brake seems to be carved from balsa wood.
The retro-styled Kawi uses all-modern dual 300mm front discs pressed with two-piston Nissin calipers, delivering all the braking performance I need. There’s a good feel to the lever, allowing me to increase or decrease the pressure as required. The single rear disc is equally commendable, and the entire package adds an extra level of safety with standard ABS.
The Z650RS’s seating position and driver-machine interface is everything you’d expect of a sporty standard – comfortable and user-friendly. From the reach to the handlebars, the elbows, the position of the footrests and the width of the saddle, the RS feels just right. Whether around town, in the canyons, or on the freeway, I struggled to find something work-appropriate to complain about.
Just over a yard (31.5 inches) separates the top of the seat from the road, making the Z650RS manageable for the base of most riders. Combined with the bike’s low curb weight of 412 pounds, the Z650RS is lightweight and even lighter on the go. The rubberized handlebars suppress inherently minimal engine noise, while the 5-way adjustable brake and clutch levers allow for custom settings between large and small handlebars.
There’s no reason for me to point out that the Z650RS has a helmet lock, other than that it’s one of those cheap and useful gadgets that many modern motorcycles lack today. Don’t get me started with what’s passed for toolkits these days.
Instrumentation is a matter of old meters meeting new school multi-functions. The analog taper and taper are era-appropriate and nicely fitted with a chrome bezel, while the LCD display features easy-to-read white letters on a black background and includes gear, clock and gear position indicators. and fuel gauge. Eat Your Heart, 1975!
The style of the Z650RS is a combination of the new and the old, which will most likely give rise to unresolved arguments of a subjective nature. While not a Four inline engine that is inherently as smooth as my CB, Kawi’s Twin-Twin engine is a better engine choice to reduce cost, complexity, maintenance and weight. It is also bulletproof, the neck is screwed out on the bikes from Question 650 to the flat road racing car. Cast wheels are similar to the pyramidal wheels of earlier KZ650 models, although later KZs were fitted with cast wheels.
Then there’s the exhaust. The first thing that drew me to the 400 Four was its unmistakably beautiful exhaust system. While the Z900RS stays true to its ’70s roots with a long tailpipe that ends in a chrome muffler, Kawasaki chose to equip the Z650RS with the same stout Versys-esque silencer as on the Z650. Another visual eyesore is that the components container’s radiator is clearly exposed by unused mounting tabs, and the overly wide width forces ugly routing of the return and overflow pipes. When you’re paying a premium for styling, details matter.
The color schemes available are a highlight of the times, especially for the Candy Emerald Green version with its use of stripes and a raised Kawasaki tank emblem. Flashes on all RS models are modern with transparent lenses surrounding colored LEDs, not disco style. A must-have upgrade is the chrome grab bar available as an accessory from the Kawasaki parts catalog.
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For now, I will keep my Honda. I’ve owned it for so long, it would be like an itchy ghost limb if it weren’t in my garage. However, given the choice between buying one today (which will obviously set you back anywhere from $5,000 to $7,000) and buying a brand new Z650RS, the decision will depend on riding intention and mobility.
Honda has the upper hand on the cool factor by its authenticity, but it suffers severely in the rigors of modern transport and falls short of the Z650RS’s performance and capabilities. A person who commutes daily in La La Land does not. There are also mechanical concerns like adjusting points, carburetor synchronization, and a host of other old bike ownership needs.
The Kawasaki is capable of being anything a rider wants: commuter, sports car, sports car or weekend getaway. The Z650RS, like many old standards, is built to conquer all. Bringing all its great modern conveniences and reliability, you won’t have to worry about a thing. Oil and adjust the chain, change the oil regularly, always charge the battery and just drive. If you’re attracted to old-fashioned styling but want to avoid owning old-fashioned bikes, you can make the most of both worlds with the Z650RS.
2022 Kawasaki Z650RS Specifications
Basic price: $8,999
Website: kawasaki.com
Engine type: Liquid-cooled, parallel-twin, DOHC with 4 valves per cyl.
Transposition: 649cc
Diameter x stroke of piston: 83.0 x 60.0mm
Horse power: 67 hp @ 8,000 rpm
Torque: 48.5 lb-ft @ 6,500 rpm
Transmission process: 6-speed, sliding clutch / cable-operated power steering
Last drive: O-ring chain
The standard long: 55.3 inches.
Rake / Trail: 24.0 degrees / 3.9 inches.
Seat height: 31.5 inches.
Wet weight: 419 lbs
Fuel quantity: 3.2 gals.
