Kawasaki Z650
New replacement for ER-6N 19kg lighter thanks to new frame More midrange but less top end
OVER THE PAST decade, thousands learned to ride and passed their test on Kawasaki’s easygoing ER-6N. Countless more commuted on one, enjoying its frugality and reliability, couriered with one, or simply enjoyed its no-frills, do-it-all nature. And if you were budding road racer you could a forget about winning a Supertwins race unless you were on an ER-6. But, despite updates in 2009 and 2012, the bike needed a redesign that met the latest Euro 4 emissions standards. And so it’s farewell ER-6N, hello Z650. (The ER-6F is replaced by the new Ninja 650.) Making the 649cc parallel twin
run cleaner and quieter has cost a little top-end power – last year’s ER-6N made a claimed 71bhp, the Z650 makes 67bhp. But Kawasaki have countered this by upping the power and torque lower down the rev range. They’ve also made the Z650 a lot lighter. An ER-6N weighed 206kg ready to rock, but the Z650 weighs just 187kg thanks mainly to a pretty new tubular steel frame and a new swingarm. Lighter wheels also make the Z noticeably lighter to push around. It’s also easier to get on, with the seat 15mm lower than the ER’S. It’s narrower at the front of the seat too, which with the reduced weight is great news for smaller riders. The name change is more than just a marketing strategy. The ER-6N was never the most beautiful of machines, so with a blank canvas the Japanese designers have applied their mantra of sugomi – “a crouching posture just before jumping”, they say. The ER’S slightly bulbous, some might say dreary looks have gone, replaced by a sharper, more aggressive appeal. A low front cowl and sharper, higher rear end give the Kawasaki a more modern appearance, similar to the Z1000.
Pleasing details are everywhere, and the finish is superb for a bike that costs just £6236 on the road. From the riding seat, everything has a quality feel and look, with neat if not function-filled clocks. Elsewhere there are wavy brake discs, and the gull-arm swingarm’s neat pressings look great, leading your eye to the intricate swingarm pivot covers, and even the frame lugs have neat bungs in them. The exhaust, tucked away under the engine, has had to almost double in size, yet looks nicer than the old one and still sounds good when the bike is at full chat. And the rear light, its LED arranged in the shape of a Z, is another superb touch. All in all, the Z650 is really neatly finished.
Getting on the Z650 is refreshingly familiar. There are no modes or traction control switches – just hit the starter button, slot into first gear, pull gracefully away with the light clutch (which is also a slipper clutch), spin around easily thanks to the excellent low-speed balance and tight turning circle, and zoom off. Twincylinder engines can suffer from vibes and iffy low-speed manners, and while the Z650 isn’t perfect – it can be jerky at low revs in first gear – once you’re into second this never reappears. The weighted footpegs and rubber-mounted bars isolate you from vibration well.
Changing up or down, the gearbox is typical Kawasaki: firm but slick. Coming down the box rapidly you can feel the slipper clutch helping to prevent the rear tyre being shocked too much, giving a smoother ride.
The motor’s increased midrange power gives the flexibility to choose from several gears, but I do miss a bit of top-end rush. The changes may be good for the environment, but the engine feels a little breathless as you approach the redline.
Head to the hills and corners are attacked with aplomb. Handling is unshakable, with quick direction changes and stable steering. The new rear suspension linkage contributes a lot to confidence – previously the ER-6’S direct frame-to-swingarm shock had to work hard and needed a stiff spring. The linkage means the new shock only has to work half as hard, so damping can be improved and the spring can be lighter. When you’re pushing hard, a dip in
“The ER’S bulbous looks have gone, replaced by a more aggressive appeal”
the road will bottom the suspension out, while braking very heavily can quickly overpower it.
Come out of a series of bends and you’ll find a smile reflecting in your visor. The standard Dunlop tyres are not the stickiest, but I’m sure they’re up to UK riding. The Z does everything you ask like an obedient puppy, coming back to ask for more.
When I first got on the Z650 I was pleased to find it was light and lower than the ER-6. But it did feel small. I’m 6ft tall and I presumed I’d get cramped up and numb bum. Despite there being 15mm less room between the pegs and seat I never found myself stretching out my legs. And not once did my bum complain, as the seat lets you move around freely.
Considering the rear end looks short, there is actually more room two-up than you may imagine. There are no pillion handles, but with an upright rider this should prove no issue so long as you don’t mind getting familiar with each other. But there is one issue for those carrying pillions or luggage – to adjust the preload you have to remove the rear shock. But if you don’t find yourself wanting to change preload often, then you can get set it up for you by the dealer and it won’t be a problem.
Average fuel economy gives a theoretical 200-mile tank range, despite the tank being a litre smaller than the ER-6’S, though we will test this more thoroughly when we get to ride it in the UK.
I have spent a lot of miles on many an ER-6 as an instructor. They were always utterly reliable, gave great fuel economy and were easy to ride. They also provided a lot of fun and proved incredibly versatile. But in my eyes they were never that pretty and you didn’t exactly spend time just admiring them. The new Z650 is different. It’s sexy. It’s better than an ER-6 in every way, and with its lower seat and 20kg diet it’s become even more friendly too.
The details of the design really make it stand out among its rivals – Suzuki’s SV650, Honda’s CB650F and Yamaha’s MT07. I really don’t want to say it’s a great first bike, because that sounds patronising and could put experienced riders off – but with the light clutch, low weight and height plus predictable handling it is one of the easiest bikes on the market to ride fast, ride far or to just ride.
But it’s also become a better commuter, and with that tank range, even a tourer – just add a screen and panniers and away you go. Or keep it naked and enjoy a superb B-road blast. I couldn’t think of anything more fun to commute on, though for those with long journeys I think you could eke even more mileage out of it by adding a larger front sprocket to lower the revs in top gear – that torquey engine could take it. And its lighter chassis and new rear suspension linkage should make it even better as a Supertwin racer, especially around the Isle of Man TT course.
Kawasaki have announced that the PCP deal will be flexible, with a minimum £99 deposit and an APR of 5.9 per cent, making it truly affordable fun.
If you’re looking for a versatile, economical, good-looking bike for a reasonable budget, you need to add the Z650 to your list of contenders.
“The new Z650 is better than an ER-6 in every way”