Kawasaki Z550

That DOHC four spins to 9,000 rpm with a mechanical eagerness that bigger bikes often lose, and in town it feels genuinely quick despite the modest numbers on paper. The LTD's shaft drive is a legitimate selling point for daily riders — no chain to fuss with, predictable maintenance intervals — though it adds noticeable weight and introduces mild driveline lash on throttle transitions that takes some getting used to. Handling is competent rather than exciting; the chassis is stable in a straight line and corners tidily at sane speeds, but push it hard and the suspension reveals its budget roots with vague feedback over mid-corner bumps. Carb sync is the ongoing headache on these — four Mikunis drifting out of balance sounds strangled and runs rough, so budget for a proper sync tool or a mechanic who knows old Kawasakis.

The flat-slide carbs woke this engine up considerably over the previous gen — mid-range pull from 5,000 rpm is genuinely strong, and it'll sit happily at 130 km/h without feeling strained. The revised frame tightened steering noticeably; this thing changes direction with confidence that surprises first-timers used to UJM slop. That said, 209 kg is chunky for 50 horsepower, and you feel it in slow car-park manoeuvres or if you ever drop it on a gravel verge. Airbox breathing is also slightly restricted stock, and the four-into-four exhaust runs hot on your right ankle in traffic — small grievances on an otherwise honest, rewarding machine.

The anti-vibe mounts genuinely work — this is the first Z550 generation where you can actually feel your fingertips after a two-hour motorway slog, and that alone makes it a fundamentally different machine to ride. The inline-four pulls cleanly from about 4,500 rpm and rewards you handsomely past 7,000, with that classic narrow-spread powerband that forces you to work the six-speed box, which I found more engaging than lazy rather than frustrating. The optional full fairing transforms the highway manners dramatically — wind protection is genuine, not cosmetic — though the added 8-odd kilograms dulls the steering enough that back-road flicking feels slightly blunted compared to the naked version. My honest gripe is the suspension: Kawasaki called it revised, and technically it is, but the front forks still dive hard under braking and the rear shock fades noticeably when you're loaded with luggage, which undercuts what is otherwise a convincing sport-tourer pitch.