Table of contents

• Review Kawasaki ER-6f New edition of the ER-6f
• Drive, chassis, price
• Technical data – Kawasaki ER-6f
• Noticed

Jahn

8th pictures

Kawasaki

1/8
The relationship to the Z 750 is clearly visible from the side.

Kawasaki

2/8
The redesigned Kawasaki ER-6n has a more compact appearance than its predecessor thanks to its more angular plastic parts.

Kawasaki

3/8
Furthermore, the torque curve of the parallel twin has been revised.

Kawasaki

4/8
Changes to the frame and swing arm should reduce the vibrations.

Kawasaki

5/8
There were major changes to the fairing of the ER-6f.

Kawasaki

6/8
With the new tank …

Kawasaki

7/8
In addition to the new white paint, the 2009 ER-6n will also be available in red metallic.

Kawasaki

8/8
… and the new front, the ER-6f now closely resembles the ninja.

motorcycles

Review Kawasaki ER-6f

Review Kawasaki ER-6f
New edition of the ER-6f

All in green, the new ER-6f with its modern cut fairing doesn’t just look young and sporty. It also wants to defy wind and weather better than its predecessor.

Norbert Kappes

03/26/2009

The marketing strategists and product planners at Kawasaki know their ER-6f customers very well. He is male, usually measures around 1.78 meters, is sometimes a little smaller, but rarely larger. Lenze is between 45 and 50 years old, has already gained some experience with motorcycles over the years, uses his bike to commute to work, and goes on enjoyable after-work and weekend tours. He doesn’t want to do without wind and weather protection. The younger generation, on the other hand, tends to choose the ER-6n. Mainly because of the look you get at the ?? f ?? something was too boring.

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That wanted Kawasaki change with the new edition of the ER-6f. It should look fresher and sportier, and the bright green paint alone makes the new one look significantly more dynamic than its predecessor. But the colors blue and black, in which it is also available, look no less good on it. The distinctive, angular double headlights in the now lower nose of the fairing make an evil eye, which is not only well received by the younger audience. Apart from that, the light is better than that of the old ?? f ?? and also the new ?? n ??. The cockpit fits into the age of the computer generation; From the speed to the fuel gauge, all information is displayed digitally. Which isn’t necessarily more practical. Above all, the filigree tachometer under the combination of fuel gauge and temperature display is difficult to read during the day and especially in sunlight. There is nothing to complain about about the panel. Behind the steeper, downwardly open window with a slight spoiler, annoying turbulences in the helmet area hardly stand a chance. And it is extremely quiet behind the fairing, whereby the test driver with 1.78 meters corresponds exactly to the ER-6f average driver. Even high motorway speeds can be achieved without effort in a slightly stooped position. Some pressure is only applied to the shoulder area.

Drive, chassis, price

The measured 74 hp in-line twin-cylinder Tempo 200 shakes out of its sleeve with confidence. Even seasoned motorcyclists can again and again enjoy the twins’ ease of turning and enormous pulling power, which help the ER-6f to achieve the best driving performance in its class. The engine sips the fuel only very modestly. On the other hand, the twin with its strong character is just as suitable for beginners and less experienced pilots thanks to its wide usable speed range, the smooth throttle response, the easy-to-dose clutch and the easy-to-shift six-speed gearbox. Like the new ER-6n, the ?? f ?? model also has a slimmer frame in the tank / bench area, which allows even very short people to reach the ground with both feet. However, the telescopic fork of the ER-6f is ten millimeters longer than that of the naked bike, which not only increases the seat height from 785 to 790 millimeters, but also slightly changes the chassis geometry. The steering head is 0.5 degrees (65 degrees) flatter, the caster by four millimeters (106 millimeters) and the wheelbase by five (1410 millimeters) longer.

In practice, the ER-6f is therefore hardly less handy and at least as precise to control as the naked one. The tighter suspension set-up compared to its predecessor is much more noticeable. Especially with a more sporty driving style, you simply feel safer because more feedback comes from the chassis. However, the fork reacts a bit choppy in an inclined position on an undulating road. The Bridgestone BT 021, which are fitted as standard, compensate for this with their balanced handling and impress with their good grip, even in cold and wet weather. The brakes can be operated better than on the predecessor. A new front master brake cylinder (14 instead of 12.7 millimeters piston diameter) together with brake calipers with larger piston diameters (27 instead of 24 millimeters) ensure a crisper pressure point and better controllability. Anyone who has carefully read the top test of the ER-6n in MOTORRAD 3/2009 will be surprised that the diameter of the pistons has now increased compared to the previous model and not shrunk as stated there. Kawasaki had given incorrect information at the time, which has now been corrected.

The standard ABS has also been retuned for the 2009 model year. Although a clear pulsation in the hand lever can still be felt in the control range, it controls more sensitively than before. And in borderline situations, the ER is no longer prone to surprising stoppies. Kawasaki requires 7095 euros. An attractive price in a highly competitive environment. And compared to the ER-6n, for 400 euros more you get a decent wind and weather protection for significantly better light, packaged in a design that is also suitable for drivers ?? and drivers ?? U-40 and u-1.78 should respond.

Technical data – Kawasaki ER-6f

Kawasaki

engine
Water-cooled two-cylinder four-stroke in-line engine, 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 gear ratio 15:46.

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, disc brake at the rear, 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
Tires in the test Bridgestone BT 021 ?? J ??

Dimensions + weights
Wheelbase 1410 mm, steering head angle 65.0 degrees, caster 106 mm, spring travel f / h 120/125 mm, seat height * 790 mm, weight with a full tank * 208 kg, payload * 176 kg, tank capacity 15.5 liters.

Warranty two years
Service intervals 6000 km
Oil and filter change every 12,000 km / 1.9 l
Colors black, green, blue
Price 7095 euros
Additional costs around 180 euros

Readings
Performance
Top speed 210 km / h

acceleration
0 100 km / h 3.9 sec
0 ?? 140 km / h 7.4 sec
0 200 km / h 23.9 sec

Draft
60 ?? 100 km / h 4.6 sec
100 ?? 140 km / h 5.1 sec
140 180 km / h 6.4 sec

Speedometer deviation
Effective (display 50/100) 48/97 km / h

consumption
Country road 4.3 km / h
Theor. Range 360 ​​km
Fuel type normal

Noticed

plus
+ Motor powerful and easy to turn
+ Chassis handy and precisely controllable
+ Cladding offers good wind protection
+ Consumption very low
+ Light much better than its predecessor

minus
– Instruments digital and difficult to read
– Main stand for chain maintenance is missing
– Telescopic fork looks a bit choppy on waves
– Electronic immobilizer not standard

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