All Duels – Duel ER-6n Vs SV650 2016: how we meet! – Dynamics: the Suzuki tour de force

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Duel ER-6n Vs SV650 2016: how we meet !

All Duels - Duel ER-6n Vs SV650 2016: how we meet! - Dynamics: the Suzuki tour de force

To return to the forefront among small roadsters and erase the failure of the Gladius, Suzuki brings the SV650 out of its deserved retirement. Site opposes this vitamin and optimized motorcycle for 2016 to a previous knowledge: the Kawasaki ER-6n…. Duel.

Dynamics: the Suzuki tour de force

Thanks to its new refined tank – at the expense of its capacity, which goes from 14.5 to 13.8 liters against 16 liters for the ER-6 -, the 2016 SV650 enjoys a narrowness guaranteeing excellent accessibility, in phase with its intended target. With just 785mm of saddle height, even a bowl bottom would hit the ground on the Suzuki !

Located at 805mm, the ER-6n’s saddle requires a few extra centimeters to put two feet flat, but little more thanks to an ultra-contained arch. On the other hand, its seat offers an incomparable softness against the incredibly hard SV650 for lack of padding. Too much wanting to promote accessibility, Suzuki has completely obscured the comfort of the saddle…

Thanks to its well-designed and raised handlebars, the handling of the SV650 is natural and instinctive. Very – even too – narrow and set lower, the ER-6n’s handlebars generate more downforce and therefore less comfort, especially on long journeys where the wrists also suffer from the inward curvature of its ends.

Hyper compact – almost too much for pilots over 1.80 m – the Kawasaki is also very short, as underlined by its wheelbase 35 mm lower than that of the SV650 (1410 mm against 1445). Small bikers will love its "XS" format, others will deal with the resulting ergonomic constraints, in particular the footrests further back than on the SV.

This reserves more space on board and a few meters are enough to feel "at home" on its handlebars. Its injection calibrated with small onions and its "clutch-selection" assembly with simply flawless operation reinforce this pleasant feeling..

Smoothness and precision are at the rendezvous when changing gears, where the selection of the Kawasaki is more catchy and its left lever less progressive. The coat of arms of Hamamatsu confirms its expertise in terms of a pleasant gearbox, especially as this test model had only 368 km on the clock (1719 for the ER-6n).

Very handy, the new Suzuki continues its recital of good manners in town: it fits in the nooks with an ease a notch superior to the Kawasaki, penalized by its – relative – overweight at very low speeds. The Green replica with near-ideal mass centralization and a better turning radius (about 40 cm less to turn around).

Equipped with more efficient mirrors, the Suz ‘marks another decisive point in terms of ease thanks to its new system "Low RPR Assist", which automatically increases the engine speed to avoid" grazing "its twin. Thus, in first without touching the gas, the engine takes an additional 250 rpm when the clutch is released: in this way, the bike sets off flexibly.

Practical, this system does not however exempt from accompanying the action of clutching: if the left lever is suddenly released, the engine stalls. It’s not an auto box, either! This system highlights the delicious availability of the V-twin, capable of going down to 2000 rpm on the last report just below 50 km / h. A "4-legged" hardly does better !

This true model of smoothness – probably the benchmark among current twin-cylinders – sticks a little bit of old to that of the ER-6n, rougher and above all less "elastic". Less comfortable at very low revs, the Green requires a few hundred more laps to relaunch smoothly.

In the rain, as was the case for much of our duel, its superior engine brake also requires more attention to avoid locking the 160mm rear tire – like on the Suzuki – during a poorly controlled downshift. or brutal. Conversely, in these humid conditions, we appreciate being able to slow down smoothly, just by modulating the throttle..

Slowing down precisely, the two bikes are on an equal footing in terms of braking equipment, except that the ER-6n exhibits front discs of 300 mm against 290 on the SV. In practice, this does not change much: the Tokico 2-piston calipers of both offer a measured but frank response, as well as a decent power. However, on the condition that you strongly press the right lever. !

MNC would appreciate a softer feel at the start of braking, which would improve the dosage in difficult conditions. Certainly, in both cases, the ABS correctly fulfill their function in the event of poorly modulated pressure, but prevention is better than cure. !

At the rear, however, the Suzuki takes a clear advantage with more consistent power and response on the first third of pedal depression. The best to improve heavy braking or correct entry into a "cata" curve !

Easy and fun

Taking advantage of a beautiful clearing and a few dry sections of road (or almost), MNC lets go of the cavalry who are waiting for it! And as expected, the 90 ° Suzuki V-twin quickly dictates its law on the Kawasaki parallel twin…

At low revs, the two motorcycles first of all remain side by side during our recovery tests. But the deal begins to be reversed when relaunching to 90 km / h in 6th gear, where the two engines run at 4000 rpm: the Suzuki lets out a yelp from its air box, which only increases past 5000 rpm !

At this stage, the SV650 irreparably takes the advantage up to the 7000 rpm mark, from which a solid additional power happily arrives up to the gentle regulation located at 10,500 rpm.

Despite its switch to Euro4, the Suzuki engine has gained a lot of pep in the turns, making forget the accelerations a bit linear of the Gladius. Impressive tour de force of the engine manufacturers who have managed to design a moulbif that is both docile at the bottom, consistent in the middle and packed with punch at the top !

Distanced – but not released – the ER-6n loses several lengths between 5000 and 7000 rpm, victim of the superior inertia of its rise in speed. But like the Suzuki, the Green has a hell of a lot of health in the last part of the tachometer, making its pilot vibrate until its brutal breaker at 11,500 rpm !

Vibrate … The word is out! As in our previous tests (read in particular our and our), we regret the vibrations emitted by Akashi’s mechanics, especially sensitive in the buttocks and feet from mid-range. Even if they are less annoying than on some Kawa 4-cylinders, these vibrations spoil the pleasure at the usual pace, including for the passenger.

From 5000 rpm – 110 km / h in 6th gear – the grab handles vibrate strong enough to annoy the guest, while the Suzuki is practically free from vibrations: it is barely if some crackling are felt under the buttocks at mid-range. We could almost forgive the lack of rubber on the footrests !

In the winding, the new SV650 takes advantage of its mechanical advantage and its superior agility to keep the head of operations. Easy to swing from pif to paf thanks to its contained weight, it combines liveliness and stability when entering curves. The ER6-n is never far away, but the bougresse in front leaves it no opening !

A suspicion less reactive to the setting on the angle, the Kawasaki then displays a holding of course equal – or even superior – to its rival, coupled with a greater ground clearance (thank you for the rear footrests!). In the fast sections, these advantages are reinforced by its "sporty" ergonomics, with in particular its handlebars placed lower which promotes good feedback from the front axle..

But when the asphalt crumbles, the Green must definitely let go: if the suspensions of the two motorcycles display fairly dry settings, those of the Suzuki nevertheless have the ounce of progressiveness that the ER-6n lacks at the start of the race. . Result: the SV650 is both more comfortable and tolerant in bumpy, in addition to being more efficient..

Full box, then, for novelty? No, because its obsolete original tires – Dunlop Qualifiers against Dunlop D214 on the ER-6n – prevent it from showing off all its qualities! In addition to the lack of frankness of the front tire on the very first degrees of inclination, this ride unworthy of a 2016 motorcycle fishing by its slow rise in temperature and its declining traction, especially on wet ground.

We console ourselves with the sparrow appetite of the V-twin, measured by MNC at only 4.70 l / 100 km during this duel largely carried out in “sunken” driving because of the weather conditions. What feed some doubts on the possibility of reaching in "real life" the "3.84 l / 100 km"promised by Suzuki: by pushing the bike, maybe ?

In keeping with its reputation as a sober motorcycle, the ER-6n was content with an equally reasonable 5.01 l / 100 km during our run. In terms of autonomy, the little land ceded to its rival is therefore offset by the additional 2.2 liters of gasoline in its tank..

Maintained at this slow pace due to the showers, the two motorcycles would have respectively covered 319 km for the Kawasaki and 293 for the Suzuki … On condition of supporting the saddle padded with peach cores of the SV650 for so long. !

Verdict: excellent achievements are not enough

Both compatible with the, the ER-6n and the SV650 are undoubtedly excellent entry points into the Kawasaki and Suzuki ranges: healthy, easy and fun, they have no major flaws that could prevent their purchase. . One like the other will not disappoint anyone !

As of Site writing, the 2016 SV650 literally transported us with its super engine, both more available and playful than that of its rival. And then, what a sound! Happiness never comes alone, this lively and sober twin takes place in a cycle part which is certainly basic, but whose balance reaches an excellent level in this price range..

However, the novelty Suzuki lacks serious arguments to claim to dethrone an ER-6n at the top of its form and maturity. In addition to its practical shortcomings that are difficult to forgive (no U in the trunk, no passenger handles or coded key, etc.), the SV650 also suffers from an already dated presentation and an unworthy finish..

So many faults that could be compensated for by a floor price, Suzuki’s usual striking force … But if its price is very contained, it is not the lowest on the market: in matt black, the SV650 is displayed at € 6,599, i.e. 100 euros more than the ER-6n with ABS.

And as with Ducati, the bill is now heavier to add color: € 6,649 for the blue, red or white version with "Stripes" band, which brings the difference with the ER-6 to 150 euros. Admittedly, the price of the Kawasaki will probably increase during its compulsory transition to Euro4, especially if the Greens take the opportunity to give it a redesign. But meanwhile…

As anticipated in the introduction, the return of the SV650 to the forefront will therefore not be a simple formality for Suzuki, especially as this endearing but incomplete novelty will also find on its way the formidable (€ 6,699), the big winner of our !

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