By NastyNils·
Motorcycle comparison · Naked Bike
Kawasaki Z900 (MY2020) vs Triumph Street Triple R (MY2023)
Kawasaki Z900 vs Triumph Street Triple R: which one's easier to live with every day.
Tip the Kawasaki Z900 into a bend and it's all one piece, engine and chassis tuned the same way. The Triumph Street Triple R's front end doesn't go quiet as you turn in. It drops in light and it'll hold the line.
So which one do you buy?
The Z900 has the edge if…
Traveling with luggage
Narrow edge: Z900
Loaded for the road, the Z900 comes out a touch ahead. Thank a better reliability record for that. Don't read too much into a gap this narrow.
Daily commuting & city riding
Small edge: Z900
On the way to work, the Z900 asks a little less of you. Close enough that the test ride should settle it.
The Street Triple R has the edge if…
Sporty riding on twisty roads
A touch ahead: Street Triple R
The Street Triple R is a touch more fun when the road starts bending. Most of that is more feel through the bars.
Which one's the smarter buy
Even on value
At these used prices, neither bike is the clear better buy for the money.
What makes each one tick
Z900
The Z900's inline-four pulls hard once the revs build and spins eagerly to the limiter, and the suspension and frame don't fall a step behind it. The suspension isn't glossy premium kit, but the setup is dialed in. Over a mid-corner bump on the Angeles Crest Highway, the fork and shock keep both tires pressed to the pavement. Out of the corner, the bars go weightless under hard gas and there's no weave. The rear tire just bites and shoves.
Nils rode the Z900 in Austria and Switzerland in 2020 (NastyNils Testride).
Street Triple R
The Street Triple R's aluminum frame wants to change direction on a twisty road, and the bar doesn't need more than a nudge to swing it over. Gears snick home without the clutch. There's real stopping power behind the brake lever, and you can feather it finely. The harder it's ridden, the clearer the lever's feel.
Nils rode the Street Triple R in 2023 (NastyNils Testride).
The Voice of Experience
What actually separates them
- The Z900 has the lower seat: 31.5 in (800 mm) vs 32.5 in (826 mm).
- The Street Triple R has the lower wet weight: 417 lb (189 kg) vs 467 lb (212 kg).
- The Z900 makes more peak torque: 73 lb-ft (99 Nm) vs 59 lb-ft (80 Nm).
Which one for the way you ride
Comfortable long-distance riding
Look elsewhere
Both of these get tiring on a long day. A proper tourer will treat you better on big miles.
A confidence-building first motorcycle
Neither one fits
A first bike should forgive mistakes, and these two don't do that well enough. Come back to them later.
Who each one is built for
What's good, and what you'll live with
Z900
Strengths
- Approachable Or Fast, Your Call
- Proven Over Months Of Testing
- Brakes Beat Their Spec Sheet
- Seat Fits A Wide Range
- Planted, Precise Chassis
Trade-offs
- Handlebar Too Thin
- Menus Fight Back
- Firm In Daily Traffic
- Snatchy Throttle Down Low
- No wind protection
Street Triple R
What owners say
Strengths
- Communicative and agile chassis
- Excellent quickshifter and gearbox
- Powerful brakes with good feel
- Superb build quality and attention to detail
Trade-offs
- Reduced fuel range due to smaller tank
- Limited wind protection and storage options
- Vague feel from stock Continental tyres
Known problems to check before you buy
Z900
- Base Model Suspension Struggles with Spirited Riding and Heavier Riders The standard suspension—KYB USD fork with no compression damping adjustment—dives excessively under hard braking. The rear shock sags during acceleration. It proves inadequate for heavier riders (200+ lb) and two-up riding. The setup is designed primarily for commuting and medium-speed riding. The 2022 SE with Öhlins S46 dampers and improved fork solves these issues.
- False Neutrals and Clunky Transmission The transmission occasionally misses shifts, especially during quick upshifts above ~6,000 rpm. Most frequent between 2nd-3rd and 3rd-4th gears. Design-related play in the shift linkage. Downshifts described as clunky. Issue carried over from previous model—engine and transmission are carry-over parts.
- Front ABS intervenes prematurely under hard braking The ABS calibration is conservative and tends to intervene early, particularly at the front wheel under hard braking or over bumpy and uneven surfaces. Riders feel pulsing at the brake lever and a lengthened stop before the tire has reached its real grip limit. The system has a single fixed calibration that does not change with the selected riding mode, and there is no rider-selectable ABS-off function, so the early intervention is present at all times.
- Snatchy/Jerky Throttle Response at Low RPM The Z900 exhibits jerky, on/off-like throttle response at low RPM and speeds, particularly in 1st and 2nd gear. The motorcycle lurches when holding a constant low speed. Improved compared to the 2017-2019 generation, but not resolved. The first degree of throttle turn has a sharp snatch that disrupts smooth application, and snatchy low-speed throttle manners persist. Caused by emissions-related ECU tuning, not a mechanical defect.
- Unstable Bluetooth Connection, App Crashes, Pairing Issues The Kawasaki Rideology app (for the TFT display) exhibits recurring Bluetooth connectivity issues on both iOS and Android. Pairing drops after restarting the motorcycle, particularly with Android/Samsung devices. In rare cases, the cockpit's Bluetooth chip fails entirely, requiring instrument cluster replacement. App update 2.8.2 added a requirement for internet connectivity during the Bluetooth handshake.
- Turn Signal Mount Rubber Inserts Become Brittle and Break The rubber inserts holding the stock turn signals in the body become brittle and break, causing the signals to hang loose on their wires. Vibration and UV radiation accelerate deterioration. OEM replacement turn signals also fail within 1–2 years. Affects multiple Kawasaki models of the same design, not just the Z900.
- Idle RPM Decreases Over Time, Causing Rough Running Idle RPM gradually decreases over time, resulting in rough idle, stumbling, and occasional stalling. Some owners report idle RPM dropping below 1,000. Cold-start idle can climb to 2,500 rpm. Possible solutions include idle RPM adjustment, ECU software update, and fuel quality verification.
- OEM Front Brake Pads Wearing Out Faster Than Expected The stock sintered brake pads wear out during normal use after approximately 8,000–10,000 miles until reaching the wear limit. Inner pads wear faster than outer pads.
- Surface Corrosion on Stock Steel Screws and Fasteners Stock steel screws and fasteners develop surface rust, especially in humid or coastal climates. Kawasaki uses standard steel fasteners instead of stainless steel or coated hardware.
Street Triple R
No confirmed faults on file yet. That's not the same as fault-free.
What they cost used
These prices compare a 3-year-old Z900 with a 3-year-old Street Triple R.
- Z900
- about $8,000
- Street Triple R
- about $7,300
What they share
- Cooling
- Liquid-cooled
- Gearbox
- 6-speed
- Final drive
- Chain
- Fork
- Upside-down (USD)
- Front tire
- 120/70-17
- Rear tire
- 180/55-17
Where the spec sheets split
| Z900 | Street Triple R | |
|---|---|---|
| Seat height | 31.5 in (800 mm) | 32.5 in (826 mm) |
| Wet weight | 467 lb (212 kg) | 417 lb (189 kg) |
| Z900 | Street Triple R | |
|---|---|---|
| Displacement | 948 cc | 765 cc |
| Engine | Inline-four | Inline-three |
| Power | 125 hp (92 kW) | 118 hp (88 kW) |
| Torque | 73 lb-ft (99 Nm) | 59 lb-ft (80 Nm) |
| Z900 | Street Triple R | |
|---|---|---|
| Fuel economy | 44 mpg (US) / 5.3 L/100 km | 44 mpg (US) / 5.33 L/100 km |
| Fuel capacity | 4.5 US gal (17 L) | 4.0 US gal (15 L) |
| Z900 | Street Triple R | |
|---|---|---|
| Front brake | 300 mm | 310 mm |
| Wheelbase | 57.3 in (1455 mm) | 55.3 in (1405 mm) |
What comes fitted, what costs extra
| Z900 | Street Triple R | |
|---|---|---|
| Quickshifter | Not offered | Standard |
Head to head, area by area
Both bikes on the same scale, one area at a time.
