NKmotors-Kawasaki ER-6n in the individual test

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NKmotors-Kawasaki ER-6n in the individual test

Hammer branding iron in TT style

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Philippsburg is a super-twin mecca. What has long been one of the hottest classes on the British Isles, NKmotors is still largely exclusive in this country. PS was allowed to do a few laps with the NKmotors-Kawasaki ER-6n in Hockenheim.

The TT official didn’t look bad there. The NKmotors-Kawasaki E.R-6n from Philippsburg in Baden is fully involved in the test run of the technical acceptance for the lightweight race on the Isle of Man. Later in the race in the hands of the Finn Tuukka Korhonen, she runs over 236 km / h on the longest straight of the mountain course near Sulby and is thus among the top 12.

NKmotors-Kawasaki ER-6n in the individual test

Hammer branding iron in TT style

Kawasaki with 72 hp actually developed as a mid-range bike for country road riders. The road racers have long recognized its potential. In the popular lightweight class, also known as “Supertwin”, from the North West 200 to the TT almost only tuned Kawasaki ER-6n start, the Kawas have long ousted the Suzuki SV 650.

Original Kawa barely recognizable

In this country it still seems to be a secret, because both in the lightweight class starting at Bike Promotion in the DRC and in other racing training sessions, the 650cc V-Twins from Suzuki still dominate. Niklas Pfeiffer, who himself has long since suffered from road racing fever and competes in races from Ireland to the Czech Republic, came in 2012 with a crashed Kawasaki ER-6n and some parts from Irishman Ryan Farquhar, multiple TT winner and ER lightweight -Specialist , back from a road race like this.

“The regulations are very open, you can incorporate a lot of your own ideas,” says Pfeiffer in Hockenheim. There we want to test his NKmotors-Kawasaki ER-6n, which hardly reminds of the original Kawa. The fairing comes from the MV Agusta F3, the rear frame with ZX-6R hump is self-built. The ER-6 tuners are sharp on the swingarm of the long-legged Kawasaki Versys, which is much better suited for racing than the original. The shock absorber comes from Hyperpro. For the front suspension, Pfeiffer relies on the fork of a ZX-10R from 2008, which has been revised by Hyperpro, the triple clamps are from the 2011 model.

The brake system of the NKmotors-Kawasaki ER-6n also comes from this bike. The pump comes from the Accosatto company, which operates under the same address as Brembo in Italy, but sells the almost identical parts at significantly lower prices. There is a lot of in-house development in the airbox and the engine. Pfeiffer uses the adapted ZX-10R injection, which pumps the explosive mixture with the huge airbox into specially prepared cylinders via the cylinder head redesigned by ABP Racing. Spears Racing from the USA supplies the pistons and camshafts that many TT lightweight tuners rely on. The power comander with autotune is mandatory.

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It really doesn’t always have to be 1000s

The 154 kilos light bike is not quite as narrow as the SV due to the in-line twin, but it still looks very delicate. The sound, on the other hand, speaks for a full-blown, aggressive race iron. First of all, however, strong vibrations become noticeable, which far exceed those known from Reihentwins. The balance shaft is still rudimentary because the water pump sits on it. “But we had to use a piston for a short time that, in terms of weight, pulls out a little upwards. That’s why the engine vibrates so strongly, ”explains Pfeiffer. So let’s ignore that and dash off. With every bit more speed it becomes more research. The ER-6n goes really brute between 8000 and 10,000 rpm for a 650 twin and even turns up to almost 11,000 rpm. Real racing feeling where the series has long since finished work. With the NKmotors-Kawasaki ER-6n you whistle really hard on the GP track and execute some high-horsepower warriors.

This is mainly due to the incredible handiness. It is phenomenal how easy it is to turn the bike in and force it onto ever nastier lines and snap out of the corners with pinpoint accuracy. But because the bike is too nervous for us on the brakes (such hard attacks are not recommended in road racing) and a bit too wobbly even in an inclined position, we put the fork through slightly and take the rear down a little. It hardly costs any maneuverability, but feels much better on the brakes. Especially because the NKmotors-Kawasaki ER-6n does not yet have an anti-hopping clutch and begins to stamp heavily both at the end of Parabolika and in front of the Mercedes grandstand. But these are the last teething troubles that Pfeiffer will eliminate with the Evo3, which he is building for the next TT. We were able to enjoy with every round that he has what it takes and can turn an ER-6n into a hammer – it doesn’t always have to be 1000!

Technical data NKmotors-Kawasaki ER-6n

jkuenstle.de

Power measurement of the NKmotors-Kawasaki ER-6n.

Weight: 154 kg
front / back: 54.8 / 45.2%
Power: 99 hp
Price approx .: 14,500 euros

Full power in the upper speed range, so the NKmotors-Kawasaki ER-6n can be squeezed out like a 600. The NK engine now has almost 100 hp on the bike.

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