Ninja 650 test: Kawasaki camouflages its road in sport
In 2017 Kawasaki introduces a new Ninja! Not a pistarde just approved for the road, but the streamlined version of the new Z650 roadster, which replaces the ER-6f with very limited success in France. Can the Ninja 650 be a game-changer? MNC test.
Ninja 650 test page 1 – ER-6f replaced by a Ninja 650
The is what it was: a twin – homozygous – dressed in a fairing. "With the difference that the Ninja 650 benefits from half-handlebars while the ER-6f took over the handlebars of the ‘ER-6n ", slips the marketing and communication manager of Kawasaki France while we observe the novelty of 2017…
New fairing and handlebars therefore, but the same engine block and cycle part (read our technical point on the third page): Could not the site be satisfied with a copy-paste beast of its test of the convincing Z650, by adding a little word on protection, another on the driving position and two last on the weights and prices slightly increased ?
- MNC Kawasaki Z650 test :
By using this method, MNC could have taken advantage, for once, of the hotel swimming pool where Kawasaki welcomes us for this new presentation! But it would also have deprived us of a good kick of a motorcycle in the southern tip of Spain, where the temperature, still a little cool in the morning, softens pleasantly in the afternoon thanks to the sun…
But it is above all our great professionalism and our long experience (18 years in the business in March!) That have led us to (re) ride on this Kawasaki "six-and-a-half", including the customers – readers of the Motorcycle Journal from the Net – differ from those of the original Z650…
Also, for the same behavior observed on the roadster and on the sports car, MNC’s comment may vary … Take the engine for example: the more subdued character of the Twin in this Euro4 version, described as slightly frustrating on the "Zed" , becomes disappointing on a Ninja !
As on the Z650, the twin accepts to take turns (red zone at 10,000 rpm) but past 7,500 rpm, it gives the impression of reeling without towing more. On circuit or in "sporty" use on the road, the Green will clearly lack power (68 horsepower max) against the fierce 4-cylinder competition – red in particular.
Even compared to the little mill that powers the Ninja 300, the 649 cc engine seems less exuberant and doesn’t make you want to "kick it" so much. During this run on the Ninja 650, Site therefore preferred to take advantage of the roundness of the twin cylinder at around 6,500 rpm…
Less exhilarating to titillate in the towers than the mechanics of the ER-6f, that of the Ninja 650 is more pleasant to use on a daily basis. In particular, it must be recognized that the flexibility of the engine is very appreciable in town, where you can drive in fourth gear without being shaken by the two pistons..
At the controls of this flexible Ninja, you can even stealthily cross the villages in fourth gear on the last gear at 50 km / h and start again on a trickle of gas without waking up the whole town: jerks and sound are very limited, even in under-revving.
The gearbox, fast and precise, allows you to juggle between intermediate gears (2-3-4) when trying to maintain a good little rhythm on the secondary network. In its sales pitch, Kawasaki does not lie by announcing "flawless low and mid-range performance (a little more questionable in the towers, Editor’s note) as well as exemplary sobriety".
At the end of the first half of our journey (124 km quietly traveled), the on-board computer estimated our average consumption at 4.6 l / 100km, not far from the 4.3 l / 100km announced by the manufacturer. Whipped a little more in the afternoon (for 124 other kilometers), our "Kawette" posted a reasonable consumption of 5.2 l / 100km.
The cleaner version of the engine (Euro4) would consume significantly less fuel: -8% according to the learned calculations of the little green men. In theory, therefore, the autonomy of the Ninja 650 should be imperceptibly greater than that of its predecessor, despite its 15 liter tank (16 on the ER-6f).
A Ninja with a motor wiser than its image
Reduced consumption and maintained autonomy do not however represent shock arguments with fans of sports motorcycles, unlike the performance of the engine (hum) … or the look, area in which the new little Kawasaki scores this time valuable points. !
Entrusted to European journalists in their "KRT Edition" colorway (+200 €), the little Ninja 650s have everything – look – of the big ones. Okay, the experts Manhattan Akashi will count many differences between the two sports, but they will have to recognize that the Ninja spirit is very present !
Having nothing in common with the aluminum perimeter frame pad of the two-time Superbike world champion, the tubular steel trellis is cleverly concealed under the fairing and then carefully made up by a rather successful dressing. Better in any case than that of the …
At the rear, the aluminum swingarm will make a big impression on lovers of nicely designed parts. Ditto for the three petal brake discs, although this cutout has been abandoned on the latest generation of "zèdix-dix".
At the front, the non-inverted hydraulic fork and the small Nissin calipers bear less comparison against the 1000, but the 650 allows itself to put the "brakes" on it thanks to its aesthetic rear block whose LEDs form a distinctive "X" (instead of the "Z" signed on the Z650 and Z900).
Another key value for a sportswoman: weight! However, that of the Ninja 650 is estimated at 193 kg all full, or 18 (eighteen!) Less than the predecessor ER-6f. The Twin therefore suddenly goes from the middleweight to lightweight category….
This is clearly felt by lifting the bike off its side stand – no power station – and pushing it with the engine off. Maneuvering in the parking lot is made easier, as are driving at very low speed in town once the engine has started..
Compared to the Z650, the 6 kg of the fairing does not weigh down the steering: the Ninja does not engage in crossroads or hairpins. On the "whirling" roads of Almeria and its surroundings, the little sports car – and its rear tire limited to 160 mm wide – works wonders.
The significant drop in weight also contributes greatly to improving handling, especially when the latter is bumpy. The task of the shock absorber – now in a central position and mounted on rods – is made easier: less dry than on the ER-6f, the rear axle allowed us to pass – very – quickly and calmly over fairly tired sections of the road..
On a nice surface, the engine’s lack of rage in the revs is again noticeable: very rigorous, the chassis of the little Ninja would be able to withstand the load of more than 68 horsepower. Ten more would not be refused! But there you go: the Ninja 650 is not a ZX-650R. A Z650SX, maybe? Let’s check on the next page…
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