All Tests – Fine-tuned to reign supreme! – Used KAWASAKI

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Fine-tuned to rule better !

All Trials - Fine-tuned to Conquer Better! - Used KAWASAKI

A true icon of the easy bike segment, the Kawasaki ER-6n is undoubtedly a masterstroke from the Greens. Playful and flawless, the bike should evolve in 2009 to keep its aura with its young clientele. Test !

With nearly 35% of total sales on a European market of some 38,000 units sold since the end of 2005, France is the leading consumer of the friendly Kawasaki vertical twin-cylinder roadster. A clever cocktail of accessibility, maneuverability and playful temperament, the ER-6N has created enthusiasm among mostly young bikers – even beginners -, attracted by the originality of the concept and its great price, but also with in their thirties looking for a fun and versatile motorbike, or quads getting back to their motorcycles, or even Kawa Cup athletes !

This rather large panel easily explains the resounding success of the little Kawasaki roadster. But this enviable success should not hide a few minor flaws – not very rigorous rear shock absorber, perfectible finish and some vibrations – and above all an unavoidable reality in a society where frenetic consumption contrasts ironically with the decline in purchasing power: after three years of good and loyal service, the look of the ER-6N became has been for its many young buyers.

Raising Paris Hiltons to the rank of stars and absolutely indifferent to the mysterious pregnancy of Rachida Dati, these "neo bikers" represent some 36% of the sales of the ER-6N! Hence careful consideration on the part of the manufacturer of Akashi, which would see itself further increase this proportion while retaining the universal side of the product, a guarantee of guaranteed success … In short, a sort of quadrature of the circle to which the new version is harnessed with a revised and corrected design, a more flexible engine behavior at low speeds and some other appreciable evolutions.

Ryuji kajio, Project Leader of the ER-6N

Site: What were the fundamentals in the development of the motorcycle ?
Ryuji Kajio: The finish, the attenuation of vibrations and especially the design which contrasts deliberately with the old model. The cockpit, for example, has been the subject of much study, because it is the first thing you see when you get on the motorcycle..

M.-N.C. : Why not have provided the ER-6N and F with a coded key? ?
R.K: Because there are no thieves in Japan! (smiles) … To contain costs, of course.

M.-N.C. : How is it that the weight, the power and the consumption do not change ?
R.K: It’s very difficult to find the right balance between performance and consumption. On the ER-6N, this balance was very satisfactory and we chose to keep it. Regarding the weight, the constraints related to the design did not make it possible to lighten the whole.

M.-N.C. : At a time when the price of gasoline is soaring, Kawasaki is it really not capable of designing an engine with similar performance but consuming in the 3.5 liters per 100 ?
R.K: To be honest, yes! This type of engine is currently in the development phase and its use is planned for the medium term….

Priority to style !

Eiko Kirino, president of Kawasaki France (see our video opposite) and Ryuji Kajio, responsible for the ER-6N project (read our exclusive interview opposite), are unanimous: to give offspring to a best seller like the ER- 6N is a real puzzle in which every possibility must be carefully studied and analyzed! Thus, too many changes could harm the popularity of the motorcycle, while the standstill would eventually tire…

"The ER-6N is a benchmark on the market and its playful and homogeneous side, as well as its original line, are the main recipes of its success.", the smiling Japanese president of Kawa France tells Site:"Based on this observation, Kawasaki decided not to upset a formula that works but to improve it, while endowing the ER-6N with a stronger visual identity and above all more in line with the current market".

In short, those who expected a total redesign of the model including a host of accessories up to date, history to be all the rage on the terraces of cafes, will be at their expense! The spec sheet reveals unchanged specs and the 649cc twin (83mm bore x 60mm stroke) still develops 72 hp at 8,500 rpm and 66 N-m of torque at 7,000 rpm.

Nevertheless, the injection has been corrected to smooth the engine response below 4000 rpm, the radiator has widened by 40 mm, the cooling circuit has been simplified to improve efficiency and reduce the number of exterior ducts, and the three-way exhaust catalytic converter now has 100 more cells than the previous one.

The frame type trellis Diamond retains its format, but Kawasaki ensures "that its rigidity and stress resistance have been optimized by three-dimensional analysis". The suspension setting has been redesigned for more rigor and the swingarm – longer and more rigid – adopts a semi-round shape that is more attractive than the old square format. In addition, the footrest supports are now one-piece. and the whole benefits from more careful welds.

Important points, the high mountings at the rear of the engine are no longer mounted rigid but on silent blocks to reduce vibrations. In the same spirit, the handlebars are also mounted on silent blocks and the passenger and driver footrests are advantageously fitted with rubber..

The real changes to the ER-6N are undoubtedly cosmetic. And it is true that at this level, the 2009 vintage makes the current model look old! The new style is more incisive, more compact and ultimately more eye-catching. The curves of previous versions give way to taut, dynamic lines, well highlighted by the vents folded backwards and the tapered rear shell, which now accommodates two aluminum passenger handles – previously plastic – and a fire diodes as successful as they are clearly visible in action.

The front end is not to be outdone: its redesigned and upwardly stretched optical unit blends perfectly with the new sporty design of the mirrors, which are offset by 20 mm to improve rear vision. The turn signals with transparent cabochons, such as the appearance of a wheel washer at the rear and the bitons front fender add a classy touch to the whole, as does the obvious progress made to the general finish of the together. Despite everything, a few welds of the frame and the swingarm are still wincing, the electrical network is not always well camouflaged – especially at the level of the steering column and under the saddle – and the muffler pot is still unsightly seen from the left side.

The ER-6N makes up for it, however, with more tuned – and adjustable – levers, a plastic cover running from the saddle to the tank with a chic treatment, a reservoir of front brake fluid with a rounded and neat shape, a tank cap recessed and easily manipulated thanks to notches and a screen better integrated in the optics and no longer "posed" as on the previous model. Harmoniously mixing analog and digital, the new instrument panel indicates the speed by means of an orange needle on a white background and the engine speed with digital display, just like the new fuel gauge.

In addition to the usual witnesses, it includes two trips, a clock and a distance recorder. With amber backlighting, the unit is simply magnificent at night … but it suffers from the lack of visibility of the tachometer while driving and the delicate handling of small function controls with gloves.

On the practical side, the new ER-6N retains its space under the saddle – giving easy access to the battery, the tool kit and the rear brake fluid reservoir -, its warnings, its oil level check window and its lashing hooks under the passenger seat. Delicate attention: to facilitate maintenance operations, the new little green is fitted with mounts for diabolos which allow easy and safe handling with a workshop stand and which add a sporty touch to the motorcycle !

Full of good will !

With its short wheelbase (1405 mm), its measured weight (200 kg with full / 204 kg on the ABS model) and its contained saddle height (785 mm), the ER-6N bends over backwards to accommodate! Its reduced turning radius (32 °) and its large handlebars – the fixing of which has been seen very nicely openwork – facilitate maneuvers at low speed and it does not take many kilometers to feel very comfortable on the motorbike.

The compactness of the vertical twin generates the use of a narrow frame, which makes it possible to form one body with the motorcycle and thereby accentuate the feeling of confidence. The driving position is absolutely identical to previous vintages, so rather pleasant despite the fairly raised footrests. The seat retains its original height accessible to the greatest number, but Kawasaki also offers a lower seat of 25 mm as an option, as well as protective pads, a windshield, a seat cowl and a top box. Finally, the passenger benefits from the narrowing of the rear loop in favor of a narrower seat allowing to put foot on the ground more easily..

The twin still emits that unflattering sound at idle, which quickly gives way to a more hoarse and frankly pleasant sound from 6000 revs! A speed at which the cavalry landed in a sustained manner, allowing surprising acceleration – for a 72 hp engine – until the discreet ignition cutoff located at 11,000 rpm. Akashi’s sparkling roadster has retained its ability to take turns and give the driver the benefit of the good health of its engine, which is added to a smooth and efficient clutch and a precise gearbox although a little too rough for seduce completely.

On the small Mallorcan countryside roads where this presentation took place, the ER-6N’s boiler demonstrated the relevance and versatility of its concept. Developed as a semi-four-cylinder in-line, the twin resumes without flinching or hiccupping at 2000 rpm on the first reports, then at 2500/3000 rpm on the following ones while being progressive on the throttle: a treat in town and a great help for the beginner biker! The revs are then made in a linear fashion up to 4000 rpm, then reinforce gently up to 6000 rpm to tow happily afterwards! All in an almost total absence of vibrations: some tingling is simply felt in the footrests around 4000 rpm.

If the modest power will make smile the most jaded, it should be noted that on these test models barely run (from 700 to 1000 km on the clock), the third takes 140 km / h, the fourth 160 km / h and the sixth allows to hang the maximum speed displayed on the meter (220 km / h) without too much difficulty. Admittedly, the readable counter cheats 10 km / h from 110 km / h, but the performance is no less pleasing! At legal pace – the Guardia Civil and automatic radars quickly bring you to reason – the twin purrs at 4000 rpm in sixth at 90 km / h and at 6000 rpm at 130 km / h.

Very playful, a little sporty, but not radical

The hairpin exits in first or second are done without ulterior motives thanks to the satisfactory grip of the Dunlop SportMax Roadsmart in 160/60/17 mounted at the rear. The bike is agile and stable and no initial guidance has come to sanction the some 430 km of roads as diverse and varied during these two days of testing..

Predictable and full of energy, the ER-6N allows you to drive at a sustained pace without being afraid, in particular thanks to its well-managed engine brake which reduces the speed in case of optimism when entering curves! Long live, the bike dives with disconcerting ease, whether it is controlled from the handlebars, with or without the help of the footrests, or even by swaying copiously to stand !

In town, the driver will praise the agility and lightness of the machine, the more efficient mirrors and at good height, as well as the ground clearance which allows to cross sidewalks of 20 cm despite the presence of the elegant engine guard. Less pleasant, the heat released by the bi is quickly exasperating – especially on the right thigh -, especially as the ER-6N heats up quickly. In the same vein, brutal decelerations lead to joyous backlash on some models tested, making the go-around difficult: the bike is then a little brutal on re-acceleration..

The three petal brake discs (300mm at the front and 220mm at the rear) do their job well and the power is there when you pull the lever. That said, the feeling of the right grip is unpleasant on machines without ABS: the attack is soft at the start of the race and is reinforced very – too much! – abruptly thereafter. The adjustment wheel slightly alleviates the phenomenon, but the bite may then surprise the less experienced, especially in the wet.

Enduring – during our test, some hill descents looked more like some of the Dark Dog Tour stages! -, the braking device ends up quickly revealing insufficient fork calibration and poorly controlled hydraulics. Achilles heel of previous versions, the damping does not contrast radically on the new and if the rear has a good level of comfort and increased efficiency, the fork does not accept very dry braking when entering curves. Taking the brakes on the angle is immediately sanctioned by locking the front and straightening the motorcycle.

To remain attractive to the purchase, the ER-6N had to make certain concessions, in particular on the suspensions which are the expense of Kawasaki’s desire to contain costs. But for everyday use and more sporty weekends, the green behaves nicely. It is simply necessary to keep in mind that the motorcycle does not like to be violated and that the big constraints on the angle or the bumps of an imperfect coating can disunite the beautiful balance of the whole. Nothing alarming about that: the motorcycle is never dangerous, but gently lets its rider feel the moment when the limits are approaching !

Surprisingly, the version equipped with ABS offers a better feeling of the front and the braking: the engineers in charge of the project explain to Site that the fork is slightly hardened on this model, so that the user can fully enjoy the ride. considerable slowing down power of the system. If the sensations in curves are improved – the fork having less tendency to give the feeling of "twisting" on very hard braking – the response to the handle and the pedal are considerably more direct and the braking more adjustable.

The ABS version is ultimately more fun, in addition to being safer! The triggering comes late enough – certainly not very pleasant – to have a lot of fun and the confidence acquired in the system allows you to concentrate on driving in arsouille mode! Offered for an additional 600 € on previous versions, the device should remain in the same price range for the 2009 model, although Kawasaki has not yet communicated its 2009 prices for the new ER-6N..

The same only better !

Difficult to follow a commercial success like the ER-6N … No need to beat around the bush – especially since it is not very beautiful seen from the left side! : the ER-6N 2009 is undoubtedly as attractive and fun as its predecessor! Its look does not wipe away any criticism and the efforts made by Kawasaki to the finish and the homogeneity of their second best French seller – after the indebted Z750 – is to be saluted !

Certainly, some finishing details would benefit from being further improved: welds, electrical harnesses, etc. The crutch lug placed behind the footrest and the awkward handling of the dashboard controls annoy, but for a price that Kawasaki still announces as attractive (currently € 5,999 excluding promotion for models without ABS), the ER-6N last of the name will not disorient the regulars, while progressing subtly in all areas.

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