Motorcycle specifications KawasakiW 800 2025 The missing page

The W 800 is the archetype of retro. It was there before the fashion... It is the mimetic descendant of the W 650 of the late 90s, also vintage... And the years glide by without a cold. A little revival was offered in 2019, initially through two evolutionary variants: the W 800 Street and the W 800 Café. But not enough to completely satisfy enthusiasts. Here's one of the gageures of this dyad - Each offered its own (typical) vision of the W 800, but none completely took up the recipe that the previous model had left under the pillow in 2016.

But 2020 has set the record straight with a third version (the only one in the catalog today). Call it the Standard, or Classic, or W 800 for short, and all the little differences between the Street and Café disappear, to be replaced by the panoply of a not-so-distant past.

Key points? The front wheel. The 19-inch diameter is back. The center stand is back as standard. The turn signals have been beefed up to give them a diameter as big as in the good old days. Then we come to an equivocal element: the handlebars. A roadster-type element, to offer a natural riding position in the vein of this machine. This is also how the other versions of the W family are differentiated: with its Upright handlebars, the Street offered a more cruising profile; the Café was a Clubman, with its sporty look and tried-and-tested wrists. Let's not end this inspection without noting the front mudguard, more present than the minimalist element of the other Ws.

Of the three, the "Classic" is undeniably the most attractive. Or the most enticing... You don't even have to start the engine to find that passionate, retro, prim and proper feel. Chromium plating all over the place, an English-style paint job, a fuel tank with more qualitative badges than the stickers on the other versions, flashier mirrors, a padded seat with delicate white edging, and an engine full of the past all use their assets to turn memories to the road.

then comes the moment when the propeller reveals itself. The Japanese vertical twin reminds us of the Triumph Bonneville - but it's the 1965 W1 650 it refers to. It hasn't changed much since the old W 800, and Kawa has mainly adapted it to E5 standards. Nothing has changed in terms of power, with a maximum of 48 hp. Torque has improved slightly, from 6.1 to 6.4 mkg, but its peak is much higher than before - at almost twice the rpm. The manufacturer has also fitted an "Assist & Slipper" clutch, which is easier to grip and anti-dribble to cope with violent downshifts.

Forget the Fast & Furious mode, go for a leisurely stroll, period charm and relaxed tempo. That's what the W 800 is for, and not really for keeping up with the big time. Although its chassis has been reworked with a revised frame, larger-diameter forks, a rear disc brake and ABS, this "old-school" roadster only aims to improve its performance, not transform it.

The W 800 has a technical specificity that cannot leave any mechanical enthusiast unmoved: its bevel gearing. It's a set of gears that deserves to be laid bare... or rather under a transparent cloche to appreciate its workmanship and style.

It's good to see the real W 800 back in the catalog. Its plastic looks are as appealing as ever, even though its price has undergone detrimental inflation. Faced with a 900 Bonneville T100 or a Ducati 800 Scrambler, it's no easy task. But the W800 also tells a story, with the Meguro manufacturer hidden between the pages.

M.B - Manufacturer's photos