Motorcycle specifications KawasakiW 800 2020 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 bit of renewal has been offered, in the form of two evolutionary versions. Not enough to satisfy enthusiasts. This is one of the gageures of the Street / Café dyad. Each offered its own (typical) vision of the W 800, but none completely revisited the recipe that the previous model had left under the pillow in 2016.

Let's call it Standard, or Classic, or W 800 for short. Only the one shown here and today can defend its reputation and put its two runners-up in their place. All the little differences between the Street and Café disappear, and we're back to 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 offers a more cruising profile; the Café plays Clubman, 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, whether classic, Street or Café, has a special technical feature that cannot leave any mechanical enthusiast unmoved: its bevel-gear drivetrain. It's a set of gears that deserves to be exposed... 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. Compared to 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