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 3 – Technical point
Engine
The Ninja 650 is fitted with the same block as the Z650, itself closely derived from the die-cast aluminum engine of the ER-6 "n" and "f". Logical, since the liquid-cooled 649 cc in-line twin-cylinder, double overhead camshaft, 8-valve and electronic injection largely ensured the success of the old Kawette, the best-selling motorcycle in France … before the arrival of the MT-07 !
According to the Greens, the flexibility and liveliness at low and medium speeds of their Twin represent its main qualities. Exactly like on the new small "Zed", they "predispose him to sporty driving, but they also give him a docility which will inspire confidence in newcomers to the motorcycle". The new A2 licenses will also be able to restrict the small "Ninja" to 35 kW, and the unleash return to its original configuration two years later.
It is in particular the setting of the pistons at 180 °, therefore "the short period of crossing of the intake and exhaust cams (which) shift the torque curve down revs", assure the engineers. And this is all the more true on the 2017 version of the mill, which meets the essential Euro4 standard….
Compared to the last ER-6f, the Ninja 650 achieves – like the Z650 – a higher maximum torque of 1.7 Nm (65.7 Nm therefore), 500 rpm earlier (6500 rpm now). In return, the Japanese agreed to let escape from the box "650" four horses (4.1 hp exactly!), Or 68 hp for the new sporty road therefore
"The settings are aimed at optimizing performance and sensations at mid-range (from 3000 to 6000 rpm)", insist the Japanese, graphics in support (see the photo taken during the press conference of the Z650) . "However, the engine remains very flexible at low speed (below 3000 rpm), and even above 6000 rpm, the power and torque curves do not drop suddenly", they defend themselves.
According to Kawasaki still, the narrower airbox and equipped with a single air intake (against two previously), its specific intake horns, the 36 mm butterfly housings (vs. 38) and, on the exhaust side , tubing length (750mm) and 33mm silencer cannula are designed to promote low and mid-range performance and response.
"We have also reviewed the distribution", explained the manager of the "Z650" and Ninja 650 "projects, Kenji Idaka, during the presentation of the roadster. The secondary butterflies meanwhile, continue to guarantee the flexibility and sensitivity of the vehicle. ‘acceleration.
At the same time, Kawasaki wanted to reinforce the sobriety of its machine, which was already quite remarkable: as a reminder, during the MNC comparison against the NC700S and Gladius, the ER-6n had managed to cover 100 km with 3.5 liters of gasoline … According to WMTC standards, the Z650 and Ninja 650 would consume 4.3 l / 100 km. To check during a next match…
The balancing shaft driven by the crankshaft always has the function of smoothing the operation of the engine … As on the Z Unfortunately, MNC realized during the rolling that this second shaft does not manage to suppress the vibrations at mid-speed. Pity !
As a diversion, Kawasaki ensures that "the patented fan cover located behind the radiator channels the hot air downwards, away from the driver, who thus benefits from better comfort in traffic jams. This also avoids heating the tank , the frame and the other parts of the machine in contact with the operator ". To be checked next summer !
Good point for the pilot too: the Z650 is fitted with an anti-slip clutch: "when the engine is running at normal speed, the assistance cam acts as a torque damper by bringing the hub against each other clutch and the pressure plate, in order to compress the clutch discs, ”describes Kawasaki. Neophytes will remember that: "this reduces the total load on the clutch spring, thus smoothing the operation of the lever".
"In the event of excessive engine braking, resulting for example from a sudden or involuntary downshift", complete the Greens, "the anti-slipping cam comes into play and moves the clutch hub and the pressure plate away from each other. . By relieving the pressure on the clutch discs, this reduces back torque and prevents the rear tire from dribbling or skidding. Phew ?!
Finally, a small bonus that other brands highlight more – like Suzuki, for example -: "the automatic idle acceleration system simplifies starting and ensures a rapid rise in temperature of the catalyst to the optimum value".
Part-cycle
The streamlined version of the Z650 also benefits from the complete overhaul of the chassis. Compared to the ER-6f, the Ninja benefits on the manufacturer’s scale from a loss of 18 kg, or a full weight of 193 kg (with standard ABS). More than an evolution, the frame has undergone a revolution…
The tubing of the trellis frame would henceforth follow "an ideal line", composed of a maximum of rectilinear parts and the most open curves possible. Inaugurated on the extraordinary Ninja H2, a new analysis technique would also have made it possible to determine more precisely the diameter and length of the tubes, as well as the thickness of the walls … and to lighten the frame by 10 kg !
"Thus free of any superfluous material, the new frame is extremely light: only 15 kg, which explains the liveliness of the Z650 Ninja 650 ", congratulate the Japanese engineers who have kept the rigid assembly of the engine and the footrest plates, for the benefit of the stiffness of the frame and its lightness … but not of comfort, as the weights betray. bar end and under the footrests.
Kawasaki’s new and near-miraculous method of analysis was of course used for the swingarm. By using the same principle – "the line going from the axis of the arm to that of the rear wheel is as straight as possible" -, the Japanese obtained the same result: a weight reduced to 4.8 kg (-2, 7 kg vs ER-6f).
Another source of material and weight savings: the shock absorber, offset on the ER-6f, is centered on the Ninja. This solution avoids heavy consolidations due to the asymmetric nature of the assembly. Moreover, "compared to suspensions without connecting rods, it balances sporting performance and road comfort as well as possible", guarantees – today – Kawasaki !
By placing the shock absorber and the rods above the swingarm, the little sports car benefits from better weight centering. In addition, "this configuration makes it possible to move the suspension sufficiently away from the exhaust so that the heat does not affect its operation", note the Japanese.
Rare difference with the Z650, the caster angle is a little less closed: 24.5 ° according to the Kawasaki press kit, or half a degree more than the roadster, which increases the trail by 10% and 10 mm (110 mm therefore) … but not the wheelbase, oddly enough (1410 mm). MNC is investigating this particularity !
As on the roadster, the 41 mm front fork of the ER-6 is retained but its settings are revised in order to integrate the slight overload on the front: by relying on the technical sheets and the indications of Kawasaki, MNC estimates at 6 kg the weight of the fork crown.
The diameter and the "petal" cut of the brake discs do not move, but the calipers – double pistons always in front – are lighter than the previous ones. The Bosch 9.1M ABS module, more compact, also contributes to the weight reduction, just like the 5-spoke star rims (in "Y" with 6 spokes on the ER). In all, this item "wheels" would have saved "about 2 kg", say the Greens.
The rear loop of the frame, made of two tubes, allows a low seat height: 790 mm, or 15 mm less than the third and latest generation of ER-6n. To make it even easier to put your feet on the ground, the designers have skilfully refined the front of the saddle.
The saddle support is mounted on silentblocs at the front in order to limit – at best – the transmission of engine vibrations. The handlebars benefit from the same mounting, while the driver and passenger footrests are covered with generous rubber pads and weighted with large, efficient weights. !
Different from that of the Z650, the handlebars are made up of two separate and raised branches which should underline the sporty character of the machine. However, their height is more reminiscent of the half-handlebars of a Z1000SX than those of a ZX-10R. From a comfort point of view, we certainly don’t complain about it !
The face of the "six-and-a-half" with its double optics underlined by small "spoilers" is very close to the two "thousand" streamlined: the road Z-SX and the track ZX-R (R!). The "sport" screen – therefore low … – is adjustable in three positions: 60 mm separate the low from the high. It will almost be necessary to choose once and for all because the operation requires tools … and 10 good minutes !
Note to complete this part (-cycle!) That the clutch and brake levers are adjustable in five positions. No adjustable saddle for the giants – green, hohoho -, but "a high saddle will be available as an option", blows us the marketing and communication manager of Kawasaki France.
Instrumentation
Housed in the hollow of the new fork crown, the instrumentation of the Ninja 650 differs greatly from that of the Z650 twin, but in no way from that of the cousin Z1000SX: from left to right are the traditional warning lights, a large analog tachometer, and a multifunction LCD screen (negative display, white on black background).
Incorporated in the tachometer, a digital window indicates to the driver which gear ratio is engaged. Just below, an upshift warning light flashes when the rpm reaches the value chosen by the owner of the motorcycle. In addition, the white needle of the speedometer turns pink then red when approaching the same upshift threshold.
"In addition to the digital speedometer and the gear indicator, the instrument panel indicates the total mileage, the partial mileage (two totalizers), the remaining range, the average and instantaneous consumption, the outside temperature, the temperature of the liquid cooling, time and fuel economy indicator, summarizes Kawasaki.
As a reminder, this last specific witness and dear to Kawasaki allows the driver to know if his driving is "eco-responsible". "This handy feature is always on, but in order for it to operate efficiently, the driver must adopt a relatively calm drive and travel at less than 6000 rpm, less than 30% throttle and less than 140 km / h "… He must ride like a good green family father, what.
Finally, we regret that the engineers did not install handlebar controls on their road sports car. On the other hand, we appreciate that they left the Warning command (left commodo), essential for use in town … increasingly congested..
Related articles
-
2020 Z650 test: the Kawasaki roadster not all new but all beautiful ? Launched in 2017 on the competitive medium-displacement roadster market, the…
-
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…
-
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…
-
Ninja H2 SX test: sporty road bike, in green and against everything ! Kawasaki has no shortage of air: three years after the launch of its Ninja H2 / R,…
-
Ninja H2 SX test: sporty road bike, in green and against everything ! Kawasaki has no shortage of air: three years after the launch of its Ninja H2 / R,…
-
Ninja H2 SX test: sporty road bike, in green and against everything ! Kawasaki has no shortage of air: three years after the launch of its Ninja H2 / R,…
-
2017 Kawasaki Z1000SX review: a super bike for the road Kawasaki is taking advantage of the changeover to Euro 4 to refine its Z1000SX on many fronts:…
-
2013 Kawasaki ZX-6R 636 review : a super Karrement Supersport ! Take a Kawasaki ZX-6R and increase its displacement to 636 cc to boost its mid-range. Add…
-
Kawasaki Z125 and Ninja 125 test: for generation Z or ZX-R bikers ? Unveiled in September, the Z125 and Ninja 125 land in mid-December in dealerships….
-
Kawasaki Z125 and Ninja 125 test: for generation Z or ZX-R bikers ? Unveiled in September, the Z125 and Ninja 125 land in mid-December in dealerships….