Menus

• New test: Kawasaki ER 6N: Sparkling with mischief !
• Appeared in 2006 and restyled in 2009, the ER6 N gets a new facelift that makes it even sexier, without losing any of its soul..
• Presentation
• Contact
• Departmental
• Highway
• Braking
• Practical aspects
• Conclusion
• Interview
• Le Repaire des Motards, could you tell us what your job is? ?
• LRDM: To define the evolutions of this ER6N how did you proceed ?
• LRDM: And the final choices are difficult ?
• LRDM: Does the ER6N sell well in France and in Europe? ?
• LRDM: The market for sports motorcycles is shrinking and these motorcycles require a lot of investment. do you think Kawasaki will ever stop making them? ?

New test: Kawasaki ER 6N: Sparkling with mischief !

Appeared in 2006 and restyled in 2009, the ER6 N gets a new facelift that makes it even sexier, without losing any of its soul..

Who said that “basic” motorcycles have to be sad? ? This was undoubtedly true a few years back at the time of its predecessor the Kawa ER 5, Suzuki GS 500 and other Yamaha Diversion “premier cru”, but since the appearance of the Suzuki SV and the first ER 6 we cannot say that cheap driving breeds gloom.

To showcase this new version, Kawasaki first worked on the styling. Lines at the same time, more taut, more dynamic and more balanced make the model of the ER6 2012 really shimmering to the eye. A real groundwork which certainly affects the bodywork, but also the accessories (indicators, dashboard …) and especially the frame and the swingarm. The evolution of these technical pieces is also dictated by the designers. Obviously, we tried to integrate the shapes of the frame and the arm by shaping them to make them decorative elements. Aesthetically speaking it is very successful. If we take a more critical and technical look at these choices, it is difficult to validate them, insofar as bringing the 2 tubes of the frame closer together reduces the mechanical strength of the whole. In fact to compensate for this loss, the engineers made the chassis heavier, which in the end still allows it to display increased rigidity and to support a payload of 200 kilos compared to 180 until then. An evolution that translates into 2 kilos more on the seesaw, not enough to whip a cat, even if the general trend is more towards lightening.

Presentation

Basically, the little Kawa keeps what makes its genetic heritage, namely its vertical twin cylinder set at 180 ° and of course its lateral shock absorber which makes it identifiable at first glance. The “wave” brake discs also remain on the program, while the front fork is still conventional. Like the rear shock absorber, it does not have any hydraulic adjustment, for obvious reasons of cost. Another distinctive feature of the little "kawette" is the exhaust under the engine. The latter has also greatly evolved. It sees its volume increased towards the front while its rear part rises following the lines of the bike, which gives a nice impression of overall lightness.

The manifold keeps its characteristic curves but receives a balancing pipe between the two ducts which, added to the increased volume of the silencer, contributes to increasing the engine torque at mid-speed.

So let’s come back to this new framework. Aesthetically it is very successful in its visible part. On the other hand, when we detail it we find that there are a lot of gussets and reinforcements and that the welds are not all really aesthetic. Either way, only purists will probably notice it. The rear suspension gains 5mm of travel, allowing for a softer spring for increased comfort. Good enough procrastination, in the saddle !

Contact

Getting on this bike is extremely, easy, even if you are less than 1.70m like me. Kawasaki insists a lot on the fact that the ER6 is also intended for women. The saddle takes advantage of the new lower frame in the rear part to provide increased foam thickness without gaining height, while its narrower shape in the front makes it much easier to put your feet on the ground if you are short on legs. We will also appreciate the smoothness of the machine at the knees and the slightly wider handlebars which give a comfortable driving position. Well installed, you have the new multifunction dashboard in front of you..

With its red zone at 11,000 rpm, the tachometer is very readable, while the counter has a digital display. The novelty is the presence of an on-board computer which indicates the consumption, average and instantaneous and the residual autonomy, in addition to having 2 trips of a watch and a gauge. In addition, there is also a small econometer which encourages more economical driving. Not bad is not it ? The sound of the engine remains of course characteristic of a twin set at 180 °, that is to say irregular, but not unpleasant on the contrary.

City

Reworked for more flexibility, the twin shows real good will when evolving in town on a trickle of gas. It picks up at very low revs without the slightest hiccup and while a four-cylinder would do even better, there is really no discomfort or fatigue for the rider to go at very low speed. In addition, the bike’s natural balance allows you to virtually stand still without putting your feet on the ground. In the real stopping phases, we appreciate the work done on the saddle and the ease of putting our feet on the ground to maneuver the bike. Light (204 kg without ABS), agile, manoeuvrable, this 650 is a true queen of the cities. Its relaxed and upright driving position gives a good view of the traffic. The controls are flexible, with levers adjustable in spacing. No doubt, “kawette” is in its element here. Moreover, the marketing positioning desired by the manufacturer clearly emphasizes its urban capabilities. The advertising videos are reminiscent of the "urbanproof" side of Nissan quashquai and Juke.

If it is to ensure the urban trips "work sleep", no problem, the ER6 will answer present …. but she can also do a lot more !

Departmental

No more laughing. Francesca our shock opener in Versys wearing racing tires is going to give us a hell of a ride. But before leaving with the knife between our teeth, let’s start by strolling with our noses in the wind. From the outset, we appreciate the vitality of the twin and its very straightforward response to the throttle. A living mechanism from low revs, which exudes pleasure, even when driven with an econometer. Flexible, well filled, the twin always responds present but really wakes up beyond 7000 rpm to climb towards the red zone located at 11000 rpm and break at 11,500 rpm. A wide range of use and a real presence that allow you to wrap on the same gear while taking advantage of both times and extension. Well assisted by the engine, the chassis can then display all its dynamic qualities…. and indeed it is very dynamic! Agile, the ER6N turns with ease from one curve to another, taking advantage of its small size and low weight to display very good cornering speeds. It is in these conditions that we begin to appreciate the presence of the original Dunlop Roadsmart II. A fine effort from the manufacturer, who did not want to save on a state-of-the-art tire, whereas on a so-called "basic" motorcycle he could have made do with older and therefore less efficient tires. The grip is fantastic with an extremely reassuring front end. Real confidence that allows for incredible angles, made possible by the high ground clearance. Despite all my efforts and a really high pace of driving, I never managed to rub the beauty! My boots have barely touched the asphalt at times. We will also praise here the excellent work of the suspensions whose "setting" happily combines comfort on bumps and very decent damping in very fast driving. The new front fork absorbs irregularities, but never bottoms out, even during the most severe braking. For its part, the rear shock absorber benefits from a good dead travel and a well-adjusted sag to effectively erase the defects of the road without shaking the driver too much..

National

With often smoother asphalt, the nationals are an opportunity to assess the behavior of the bike at higher speeds. Doesn’t the good suspension comfort cause unhealthy reactions when driving fast? What about the new frame design when the stresses increase? Here again the "little Kawa" (it’s still a 650!) Does not disappoint. Even in quick compressions, the bike does not come apart. The maximum power of the unchanged engine is more than sufficient for overtaking, while the better availability of the engine and its straightforward response at mid-speed make it possible to cope with all situations. In terms of comfort we will notice a few tingling in the flexible mounted footrests, but nothing really annoying. More "a sign of life" from the engine than a disturbing manifestation.

Highway

Like any good roadster, the ER6 N is not intended to be driven for long on this type of axis. During our presentation near Faro in the south of Portugal, we nevertheless took a few connecting highways which demonstrated relative but correct protection up to 130 km / h, probably thanks to the deflection of the air. by the tiny and charming fork crown. We also took advantage of the exercise to "pull a bullet" and hit 219 km / h on the vacuum behind…. 4 colleagues in ER6N! At this speed the motorcycle is perfectly stable and does not show the slightest sign of steering..

Braking

Equipped with two petal discs clamped by a pair of parallel two-piston calipers, the ER6N is not strictly speaking equipped with state-of-the-art technology. But don’t be fooled by appearances, because the front brake perfectly fulfills its function. Endowed with reasonable bite, it will not surprise the less seasoned riders and will not disappoint the more seasoned ones. The power is sufficient and the endurance irreproachable as we have seen going down the small mountainous roads in the Algarve. We always brake with two fingers and the dosage is excellent. For its part, the rear brake is also perfectly adjustable and very useful to make the bike a little oversteer when you enter too quickly in a poorly evaluated curve. Note that an ABS version will be available within three months for a supplement of € 600. Unfortunately, we were unable to dispose of it during our test. Note, however, that this new ABS only weighs the bike 2 kg against 4 until then. Today, according to Kawasaki, only 20% of motorcycles sold are with ABS. Even without having tested it and except for a big disappointment lerepairedesmotards.com strongly advises you to opt for this version which can very largely save your life and which you will immediately amortize by avoiding a fall. The slightest slip quickly costs more than € 600, not to mention the damage to the pilot and his equipment. To think about, especially as this option will undoubtedly be more and more valued during resale if we refer to what happens in the automobile ….

Practical aspects

Let’s start with the price. It is currently € 6,490 for a 2011 model without ABS and is unlikely to change much for the 2012 model which will be available in dealerships by the end of November. We will communicate it to you as soon as it becomes official.

Another practical detail: the color. It is either white with a gray suspension spring, like the frame, or yellow with a yellow spring or black with a red spring, the frame remaining gray in all cases. We haven’t had time to check the average fuel consumption, but if we look at the on-board computer, it seems moderate. Despite the frantic pace at which our test went, we would have hovered between 5.1 and 5.8 L / 100. Obviously 4 L / 100 must be accessible when driving economically. It remains to verify that the values ​​indicated are correct, which is not always the case in a car, for example. To finish with the practical aspects, note the presence of a housing for a small U Kawa (not the Japanese pilot, the lock!!) Under the saddle. Ultimate precision, Kawasaki offers a catalog of accessories as well as an ER 6 F version more traveler which will be available in December in dealerships.

Conclusion

Very successful, this evolution of the ER6N is aimed at both beginners and more experienced riders. The former will appreciate its ease of driving, its instinctive side and its balance, the latter will salute its performance, handling, braking and the comfort of its suspensions. The quality of its high-performance pneumatic mounting in the dry as in the rain is also remarkable, as is its very "fashion" aesthetic which will surely appeal to the youngest, body or mind! Finally and with the usage reserves on a relatively short first contact (around 300 km), we do not see much serious fault with this very successful bike after 6 years of existence. The saddle comfort, the vibrations on long motorway journeys, the transport of a passenger and the fuel consumption remain to be confirmed, but this 2012 vintage promises to be a grand cru…. Sparkling of course !

Strong points

• The resolutely modern and pleasant design.
• The sparkling engine
• Road behavior.
• Increased suspension comfort.

Weak points

• The finishing of the welds of the frame
• the weight slightly increased
• The price which may increase a little
• The somewhat expensive ABS option.

Competitors: Ducati Monster 696, Honda CBF 600, Suzuki SV 650, Yamaha XJ6 Diversion

Interview

Le Repaire des Motards, could you tell us what your job is? ?

Masanori Kinuhata, Manager, Product planning, R&D department : my mission is to establish what will be the future trends of the market and how we will be able to respond to them. The difficulty lies in knowing what the people we are questioning today will want in several years, because the sale of a new model requires several years of studies, then of tests before the production of the tools of production, homologation and finally serial production.

LRDM: To define the evolutions of this ER6N how did you proceed ?

MK: We have met about twenty of our customers four times and we have discussed their tastes, their desires, their interests, in fact a bit of everything, to get to know them better and to ensure that this Kawasaki becomes for them a familiar and important object of their universe and their life. The idea is to establish an emotional connection with the product, as they can have with a phone for example. We also spoke with our resellers and discussed with people at trade fairs for example.

LRDM: And the final choices are difficult ?

MK: A third evolution is necessarily more delicate. The first model arrives as a new concept. The second version fixes the flaws that have been reported by the network and customers, but for the third, something new has to be brought in without losing the spirit and identity of the model. It’s a much trickier exercise. One of our major goals was to make a motorcycle that makes you smile when you put the key in the cylinder ….

LRDM: Does the ER6N sell well in France and in Europe? ?

MK: Yes we have sold 60,000 copies in the 5 main countries of Europe and in particular 30,000 in France alone! So yes, of course, France is really very fond of our ER6 and it is therefore particularly these customers that we have consulted.

LRDM: The market for sports motorcycles is shrinking and these motorcycles require a lot of investment. do you think Kawasaki will ever stop making them? ?

MK: Indeed, a sports car requires a lot of study and investment, for a relatively small number of units sold, but sport and the pleasure of driving are the essence of our brand. If you stop that, Kawasaki is gone. So whatever happens, there will always be sports in our lineup.

Related articles

• Kawasaki ER-6 N motorcycle test

  A very stylish and punchy little urban The city ​​of Mozart sounded for three days of a superb symphony in major exhaust. Orchestrated by Kawasaki making…

• Kawasaki Z 750 R motorcycle test

  The Z super Roadster version ! There are emblematic models by their distribution, the commercial enthusiasm they arouse. The Z 750 is in this vein. With…

• Kawasaki Ninja ZX-10R KRT motorcycle test

  An integer character 4 cylinders in line, 998 cm3, 203 hp, 114.9 Nm, 206 kg all full facts, 18,099 euros. Nice surprise for me to find the Kawasaki…

• 2009 Kawasaki ER-6n motorcycle test

  3-day twin-cylinder roadster test The Kawasaki ER6n is Akashi’s twin-cylinder roadster initially introduced in 2005, which has achieved unprecedented…

• Kawasaki Z400 motorcycle test

  Roadster with Sugomi sauce or decarenated sports car A2 licenses have the choice between large bridles, sometimes very badly bridled, and smaller ones,…

• Kawasaki Z H2 Supercharged motorcycle test

  200 hp, 14 mkg at 8,500 rpm, 239 kg all full, 17,099 € Put some salt ! Fifteen days of driving with the Kawasaki Z H2? I say it bluntly, it takes less to…

• 2009 Kawasaki ER-6f ABS motorcycle test

  Test of the faired version of the Kawasaki ER6 ABS twin-cylinder The Kawasaki ER6f is the streamlined version of Akashi’s ER6 twin-cylinder roadster…

• Kawasaki Versys 1000 motorcycle test

  La Z goes green Eternal absent from the Kawasaki range, apart from the unlikely KLV 1000 (Suzuki V-Str m renamed), the maxi-trail model finally appears…

• Kawasaki Ninja ZX-10R motorcycle test

  The good vein 4 cylinders in line, 998 cm3, 203 hp and 11.7 mkg at 11,400 rpm, 206 kg all full, 19,399 euros. Who has not had their adored sportswoman,…

• 2012 Honda Goldwing GL 1800 motorcycle test

  Majestic Asphalt Diva. Icon of road machines, imposing and luxurious, Honda carves out its generous muse with small touches. Thus, 2012 will certainly…