Driving report Kawasaki ER-6n

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Driving report Kawasaki ER-6n
Kawasaki

Driving report Kawasaki ER-6n (2009)

Freshness treatment for Kawasaki’s bestseller

Cleaner, better quality, friendlier ?? Kawasaki gives its bestseller for 2009 not only fresh make-up but also a hardened character.

The new one looks even slimmer, more dynamic. Hola! What beguiles journalists under the Mallorcan sun is undoubtedly one of the most delicate motorcycles on the market. And we’re not talking about a 250 or even a 125. No, the Kawasaki ER-6n offers a full 650 cubic meters and a whopping 72 PS? just like last year’s model. No wonder, since the engine internals are identical. You have to take a closer look to see the changes that ultimately put the machine on two kilograms. But first let’s treat ourselves to an extended test drive on the Germans’ favorite holiday island, where thick fog filters the soft sunlight on this October morning. As expected, the parallel twin is hand-tame. It starts reliably, runs wonderfully smoothly in the warm-up phase and grumbles from the stainless steel rear silencer, which is prize-worthy for its design? seen from the right. And from the left, unfortunately, as always, looks more like a bread box from the 50s. Changes to the silencer have only been made to the interior. There is a new 300 honeycomb catalytic converter. It should be smaller, lighter and more effective.

You feel comfortable on the Kawa from the very first few meters. Nothing requires special attention: the levers are easily accessible and easy to use. Small people in particular are in good hands. Big ones, on the other hand, have to bend their knees very strongly. The tank seat area has become narrower. This improves the contact between the thighs and the machine. It swings playfully E.R-6n over the winding, narrow streets of the Spanish island. Because of their good nature, man and machine have merged into one unit after just a few kilometers. The ER is wonderfully handy and is still stable. Steering impulses are implemented informally and directly.

More than just a make-up treatment

Completely revised and now also with a fuel gauge: the cockpit is stylish, but not very clear

The biggest difference to the previous year’s model is undoubtedly the frame, it is completely new. In order to decouple the driver from the annoying vibrations of the parallel twin, the handlebars and footrests are now mounted in rubber, as is the motor on the upper rear connection to the frame. This measure made it necessary to reinforce the tubular space frame at certain points. The swing arm is made from a modified profile tube and at the same time is more torsion-resistant than its predecessor. The package of measures is bearing fruit: although no changes have been made to the engine apart from a new mapping, it runs more smoothly. Fine vibrations are only noticeable in the middle speed range and are hardly annoying.

With its improved running smoothness, the 650 twin is the ideal companion for all beginners. Because it forgives operating errors, is completely undemanding and reliable. Wrong gear? Too high? Regardless, from 1500 rpm the ER chugs off, even pulls out of the speed basement with more confidence than ever before? the new mapping should have a positive effect especially in the lower speed range. You have to be stupid to stall the engine. One corridor too deep? It doesn’t matter either. Everything is possible up to 11,000 tours, and the twin is not overly aggressive in the upper third of the speed, and you don’t have to be afraid of a back wheel smearing away or unwanted wheelies. But it also satisfies old hands: The drive always looks lively, hangs cleanly on the gas, revs up spontaneously and releases its power linearly? he feels more liberated, livelier. The clutch is precise and smooth, the gears click hard but precisely. From 4000 rpm there is a lot of thrust, above 6000 rpm the twin pours a lot of fuel into the fire. The only bad habit: slapping the exhaust in push mode.

As if from one piece

Slimmer rear, now with LEDs and a narrow license plate holder. The handles for the pillion passenger are now lower, are more ergonomic and made of aluminum

The downside of acceleration is also handled very well by the ER. The brake ?? in Germany the machine is only available with ABS ?? do their job reliably, and ABS can also be relied on. However, brake actuation is not something for two fingers. And that, although the translation on the master cylinder has been changed. The adjustable hand lever requires strong pressure. And while we’re at the nagging point: The directly hinged shock absorber initially works with a focus on comfort, but surprises with a very progressive design ?? short, hard bumps are passed on to the driver.

Nevertheless: The overall package of cultivated drive and manageable chassis looks like a piece and is convincing in every detail except for small weaknesses. Because here Kawasaki has made a lot more effort: chain adjustment mechanism, footrest support, tank, front fender, license plate holder, rear light, front panel including headlights and the side panels had to endure cosmetic surgery ?? they are not only processed in a higher quality, but also designed more lovingly. Press prose Kawasaki: ?? The new ER-6n now looks more masculine. ?? Aha! And the paint quality? one of the main criticisms of the last model ?? has also been improved according to the manufacturer. In addition, the handle for the pillion passenger is now lower, the radiator has a larger surface and the cockpit also has a fuel gauge. And all for just a handful of dollars more. Because the price of the new one should only move slightly above the old one. It was available for 6499 euros.

The new ER-6n will be available from December. Then the price should be fixed at the latest. What is now almost certain: With 22,000 copies sold in Europe within two years, the ER-6n is a bestseller. The chances that the new one will follow in the footsteps of her predecessor after the upgrades and the refreshed finish are good.

Noticed

Plus:
+ Power output very harmonious
+ Handling agile and easy
+ Coupling smooth and precise
+ Low vibrations
+ Processing greatly enhanced

Minus:
– Exhaust slips in push mode
– Instruments are difficult to read
– The shock absorber could be better tuned
– knee angle too tight

Data Kawasaki ER-6n

engine
Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, dry sump lubrication, injection, Ø 38 mm, regulated catalytic converter, alternator 336 W, battery 12 V / 14 Ah, mechanically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 45:15.

Bore x stroke 83.0 x 60.0 mm
Cubic capacity 649 cm³
Compression ratio 11.3: 1
Rated output 53.0 kW (72 hp) at 8500 rpm
Max. Torque 66 Nm at 7000 rpm

landing gear
Steel tubular frame, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 300 mm, double-piston floating calipers, rear disc brake, Ø 220 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17

Dimensions + weights
Wheelbase 1405 mm, steering head angle 65.5 degrees, caster 102 mm, spring travel f / r 120/125 mm, seat height 765 mm, weight with a full tank of 204 kg, tank capacity 15.5 liters.

Two year guarantee
Colors orange, black, white
Power variant 25 kW (34 PS)
Price not specified

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