Kawasaki melancarkan Z650RS pada tahun lalu dan sekaligus menerima sambutan baik di Jepun dan Eropah ekoran menampilkan ciri retro-moden yang sememangnya menjadi trend ketika ini.
Bagi memastikan Z650RS kekal segar bagi tahun 2023, Kawasaki telah memperkenalkan pilihan warna baharu bagi model tersebut di Jepun.
Bagi tahun 2023, Kawasaki Z650RS tampil dengan warna Metallic Moondust Grey x Ebony yang menggabungkan warna metalik kelabu gelap dengan kemasan hitam di bahagian tangki dan panel serba hitam.
Bagaimanapun, tiada perubahan lain ditawarkan pada model 2023 ini ekoran masih lagi baru berada dalam pasaran.
Untuk rekod, Kawasaki Z650RS meneruskan kesinambungan daripada Z900RS dengan reka bentuk retro.
Namun, berbanding Z900RS, profil Z650RS lebih kecil dan lebih sesuai untuk penunggang yang baharu.
Meskipun begitu, Z650RS berjaya membawa imej retro sepertimana yang dilakukan Z900RS sehingga kini.
Kawasaki Z650RS ini dihidupkan enjin parallel-twin 649cc yang sama terdapat pada Versys 650, Ninja 650 dan Z650 dan berupaya menghasilkan 68hp pada 8,000rpm dan 63Nm.
Buat masa ini, Kawasaki Z650RS masih belum dipasarkan di Malaysia.
Kawasaki telah menaik taraf dua model 650cc, Ninja 650 dan Z650 dengan fungsi ‘traction control’ bagi tahun 2023.
Kedua-dua model terbabit kini tampil dengan tiga peringkat Kawasaki Traction Control (KTRC) yang boleh diselaraskan mengikut kesesuaian.
Dalam mod 1, sistem tersebut akan mengukur kadar pusingan tayar bagi meningkatkan tahap cengkaman sewaktu masuk dan keluar dari selekoh.
Sementara itu mod 2 pula boleh diaktifkan sekiranya menunggang di atas permukaan licin – jalan basah, berpasir dan berbatu. Mod 2 akan memastikan ‘traction control’ bertindak lebih cepat bagi mengimbangkan motosikal.
Bagi yang mahukan cabaran dan tunggangan lasak terutamanya di litar, pengguna juga boleh menyahaktifkan KTRC sekaligus.
Pengguna boleh akses fungsi KTRC menerusi paparan skrin TFT berwarna yang disertakan.
Bagaimanapun, kedua-dua model ini kekal dikuasakan enjin parallel-twin 649cc yang menawarkan 67.3hp pada 8,000rpm dan 65.7Nm pada 6,500rpm.
Penggunaan kerangka jenis steel trellis juga dikekalkan dan dipadankan bersama fork teleskopik 41mm di depan dan penyerap hentakan jenis ‘back-link’ di belakang.
Adakah model 2023 ini akan turut diperkenalkan untuk pasaran tempatan menerusi pengedar baharu MODENAS? Kita tunggu sahaja pengumuman rasmi nanti.
The Yoshimura Alpha Race series full system exhaust is available for the Kawasaki Ninja 650 ABS and the Kawasaki Z650 ABS.
The full system exhausts promises a weight reduction up to 4.4kg and 6.1% power and 3.1% torque increase.
To know more about Yoshimura products here in Malaysia, you may refer to the authorised Malaysian dealer Chear Motor.
Yoshimura has been in the motorcycle industry longer way before most of us were even born, unless you’re a badass 64 year old (or older) biker who rides around town like a boss. When a company focusing on building supreme aftermarket motorcycle parts has existed for over 60 years, you know that they are doing something right. (more…)
The new Kawasaki Ninja 650 and Z650 show much Kawasaki’s 650s have evolved.
They now feature new engines, styling and technologies.
The new models signify Kawasaki’s pursuit of excellence across their range of products.
It’s undeniable that three particular models ruled the Malaysian streets for the years between 2009 to 2015. They were the Kawasaki ER-6f, ER-6n and Versys 650 (we’ll omit the Versys 650 for the moment). Let’s see how the ER-6f and ER-6n have evolved into the Ninja 650 and Z650.
It could also be accurately said that the ER-6 models were collectively the catalyst which started the bike big boom, which consequently ushered all the other big bikes we have nowadays.
The ER-6 family began in 2006. A few of the model made their way to our shores.
However, the ER-6’s true popularity started with the 2009 models. The ER-6f was fully-faired, while the ER-6n was a naked roadster.
Both models were built on the same frame, chassis and engine platforms. They exhibited easy handling, good brakes, upright and and comfortable riding position, and a tractable engine with good torque and power characteristics to please newcomers, veteran and born-again riders. They were bikes that could do it all: Commuting, weekend canyon bombing, long rides, sport-touring, and track riding to some degree.
Best of all, they were the most affordable big bikes at sub-forty thousand Ringgit, since they were first to be CKD’d.
So popular was the ER series that even Malaysian riding schools started using them as bikes for newbie training and “Full B” license exams.
The engine was a simple, liquid-cooled, DOHC, eight-valves fuel-injected, 649cc, parallel-Twin. It pumped out a healthy 71 bhp and between 66 Nm (2006 to 2011) and 64 Nm (2012-2016) of torque. The distinctive thumping exhaust note results from the 180-degree crank.
EVOLUTION
The ER-6 variants (called Ninja 650R in some countries) made their debut in 2006. The second-generation ER-6 made their appearances in 2009 to 2011, before being superseded by the third generation from 2012 to 2016.
There were only minor exterior and internal mechanical changes between 2006 to 2011. On the other hand, the 2012 models had many changes including styling, stepped seats, a bigger fuel tank capacity, a new frame, and suspension with added travel. The ER-6f looked even sharper and sportier, while the ER-6n looked muscular.
The engine was left almost untouched except for a small reduction in compression ratio. Spent gasses was pumped through a revised exhaust system. A new engine management mapping was tuned to spread torque further down the engine range, which lowered the peak power slightly. Kawasaki also debuted the ECO indicator in the LCD.
Since I own a 2011 model, I had felt that the 2012 version represented the peak of the ER-6 model evolution, when I tested both the –f and –n versions. Power was delivered smoother, the seats were comfier and most of all, it handled way better and was more stable than my own bike. It started right up every time and never once coughed through the throttle bodies.
Then Kawasaki took the covers off the 2017 models.
Kawasaki has now dropped the ER-6 name. The fully-faired version is now called the Ninja 650, aligning it as one universal designation. The naked version, on the other hand, is called the Z650, and inducted into Kawasaki’s family of naked bikes. Both the Ninja 650 and Z650 share the same engine and chassis components.
STYLING
The new Ninja 650 stands out prominently when viewed side-by-side with the 2011 model, showing how much the model has evolved and improved over a short period of time.
At the initial glance, the Ninja 650 now looks almost identical to Kawasaki’s multiple-race and championship-winning ZX-10R superbike, especially when decked out in the special-edition KRT colour scheme. Those headlights have gone “raptor-like” and the fairing wraps tightly around the body.
Speaking of the fairing, the new Ninja 650’s still features large side openings to vent hot air, but the rear part of the vent is enlarged and flared outwards to push hot air away from the rider’s thighs. Plus, the rear part of the fairing fits tightly to the frame, minimizing hot air from rising into the rider’s crotch.
The effects are amazingly effective when compared especially to the 2011 and marked improvements over the 2012 models.
However, as sporty as the Ninja 650 may look, Kawasaki has wisely designed the ergonomics to be friendly to a broad spectrum of riders. The handlebars are set high and slightly forward, the rider’s seat is low (790mm seat height), and the levers are 5-way adjustable.
A new multifunction instrument panel is installed which includes a much-welcomed gear position indicator, shift light, and ECO indicator. The tach needle changes colour from white to pink to red as it swings up.
The Z650, meanwhile, has been given the Kawaski Sugomi (“sugomi” means “awesomeness” in Japanese) design treatment for a distinctively organic look. Kawasaki explained that they see the Z650’s stance as that of a black panther stalking its prey, in a crouched stance, with its head low and tail upswept.
A naked sportbike has to look fierce and that’s a great inspiration.
Unlike the Ninja 650, however, the instrument panel has a different design in order to fit behind that “flyscreen.” The tach is stacked on top of the LCD display, with the gear position indicator in the middle. The tach needle flashes at the rider’s preset rev limit.
The Z650 shares the same architecture as the Ninja 650 (more on this below), and as such it has the same seat height of 790 mm.
ENGINE
Kawasaki reengineered the familiar parallel-Twin engine to feature new cam profiles to reduce valve overlap duration (for better low-down and midrange torque); smaller, 36mm throttle bodies for smoother and precise throttle response; and a new exhaust system. These changes collectively result in a broader torque curve to provide the rider with power anywhere (in the rev range) at anytime it’s called upon.
Any previous ER-6 owner, myself included, could tell you that the engine’s strong back torque (engine braking) could sometimes impede smoother cornering transitions (as you’re dragged back by heavy engine braking, which causes the bike to lose speed, followed by instability and the reluctance to turn, ultimately resulting in the rider losing confidence), besides encountering rear wheel hop (or even skid) if we downshifted too aggressively.
Kawasaki addressed this by adding an assist and slipper clutch. The slipper function is a nice addition, allowing for smoother corner entries and eliminating wheel hop. The assist function provides easier gear upshifting, by using cams that function as a servo mechanism which pulls on the clutch hub and operating plate together, to compress the clutch plates under acceleration.
FRAME AND CHASSIS
Kawasaki has also given the new 650s a new steel frame, which is 15 kg lighter than its predecessor – contributing to a light 193 kg and 187 kg overall weight for the Ninja 650 and Z650, respectively. The sections are made as straight as possible to tune the frame for shock and load dispersion. Rake is at a sporty 24-degrees.
Moving downwards, the old ER-6 (and Versys) mounted their rear shocks on the right side of the motorcycle, connecting the frame and swingarm directly without a link. Adjusting the shock’s preload couldn’t be easier, but there are riders who complained of cornering imbalance (although this is subjective, as many motorcycles utilize this arrangement).
The new shock is now mounted in a horizontal back-link format for a more progressive action. But instead of installing part of the shock and linkage underneath the swingarm, they are positioned on top. This also ensures the components are moved away from the engine’s heat. The swingarm is now a curved unit (stronger while keeping the wheelbase short).
BRAKES
Braking is handled by a pair of dual-piston Nissin calipers gripping 300mm petal discs up front, while the rear is stopped by a single-piston caliper gripping on a 220mm petal disc. ABS is standard on both ends.
If a motorcycle is the sum of all its parts, then the it’s easy to see how the Ninja 650 and Z650 has evolved to be even better bikes. The answers are: Easy to approach, practical, economical, stylish while still being able to provide an exhilarating ride for both new and experienced riders.
Thank goodness it’s Friday! And if you do not have anything planned for the weekend or if you have time to kill, then we have something for you.
Kawasaki Malaysia has recently been busy with its roadshow where all visitors will be able to experience the awesomeness of Kawasaki motorcycles. The roadshow has been all over the country, and this weekend it will be in Kajang.
Beginning tomorrow November 18 until Sunday the 19th, the Kawasaki Test Ride Roadshow will take place at Tesco Extra, Kajang from 10am to 6pm.
Kawasaki bikes are legendary for their perfect balance of power, practicality, comfort and day-to-day usability. Find out for yourself how a Kawasaki motorcycle feels, you will be able to test the Versys-x 250, Z900 Special Edition ABS, Z650 ABS and the Ninja 650 ABS.
Since safety is always the priority, you will have to meet the following conditions to qualify for the ride: you must be 18 years old or above, you must have a valid motorcycle license. And just for extra precaution, you will need to wear long pants and shoes if you plan on testing any of the bikes.
You won’t only be able to test the bikes, but will also stand a chance to win goodies through a lucky draw on the event day.
Also, Kawasaki Malaysia will be showcasing a number of legendary Kawasaki superbikes like the Ninja ZX10R WSBK Replica which won the World Superbike Championship in 2013, 2015 and 2016. Also on display will be the legendary supercharged Kawasaki H2, known as the fastest production bike in the world.
If you are a current Kawasaki owner, you will be able to get your motorcycle serviced and inspected during the event which be conducted by the well trained Kawasaki Exclusive Service Centre (KESC) personnel.
That’s not all, SC Premium Bikes will be displaying the latest range of GIVI products and Bridgestone tyres, and will have some special packages to be offered at the Kawasaki roadshow.
Kawasaki’s 650cc middleweight marks an 11-year evolution.
The new Ninja 650 ABS, Z650 ABS and Versys 650 are enjoying a massive success.
Fun, rider friendly, affordability and low maintenance costs make them popular.
Kawasaki Z650 – pic courtesy of MCN
Kawasaki’s 650cc middleweight range, which now consists of the Ninja 650 ABS and the Z650 ABS, has been produced since 2006.
2006 Ninja 650R
The 650cc lineup went through a number of cosmetics and chassis-related changes between its debut in 2006 to 2011, with the engine untouched.
2009 ER-6f
2012 saw some major revisions, including to the frame, running gear, and cosmetics.
2012 ER-6n
When Kawasaki Motors (Malaysia) started to CKD the bikes ER-6f, ER-6n and Versys 650, it’s popularity exploded and those models were everywhere in Malaysia. They were the superbike for the masses.
But what made them such favourites then and favourites now? Here are the top 10 reasons.
10. CONTINUOUS DEVELEPMENT
Being in the market for 11 years means Kawasaki has collected much experience and data regarding the models. Consequently, the 650 range has evolved to be better and better with every new iteration. All three models now feature fuel injection with ECU-controlled Dual Throttle Valves, with the Ninja 650 and Z650 featuring ABS. The new models are also fitted with an all-new frame, suspension and 649cc, parallel-Twin engine.
9. COMFORT
No motorcycle is useful without good ergonomics. Kawasaki’s 650s are well-known for their comfortable ergonomics. Kawasaki’s designers have put in much effort in perfecting the “rider’s triangle,” the term for the relationship among the handlebar grips, seat and footpegs. The 650 range offers a relaxed riding position with a dash of sportiness thrown in. Which explains why thousands of owners have toured around Malaysia and into neighbouring Thailand on many occasions.
8. TORQUEY ENGINE
Why torque and not horsepower? To simplify, torque is the force you feel when the bike accelerates, while horsepower is the top speed at full throttle. So, unless you race at the track, an engine which spreads its torque throughout the RPM range is the practical choice. It means you only need to open the throttle to overtake, instead of having to shift gears all the time. Good torque also allows you to carry a passenger and large luggage loads.
7. RIDER FRIENDLY MOTORCYCLE
With great ergonomics and tractable engine power, learning to ride the Ninja 650 is ever so easy. And fun!
The low seat on the Ninja 650 ABS and Z650 ABS accommodate riders of any height, and all three models including the Versys 650 cosset you with an all-day comfort. The engine’s power characteristic is linear and doesn’t threaten to ride like a wild horse, which means you could cruise slow, or ride briskly or fly at high velocity whenever you wish.
The combination of ergonomics, predictable handling, smooth power contributes to a motorcycle that’s easy to learn for riders who are stepping up to bigger bikes. Besides that, being torquey doesn’t threaten the engine to stall on the clutch – a boon for riders who are new to the manual clutching.
Now you know why the ER-6n is the favourite motorcycle for B-license students at Malaysian driving schools.
6. IT’S FAST
70 bhp may not set the spec sheet on fire, but coupled that wide torque the Kawasaki 650s are famous for and you have a lively ride.
The 650 range is no slouch, consistently recording 3.5 seconds from 0 – 100 km/h and ¼-mile (400 metre) runs of 12.0 seconds flat. Even the taller Versys 650 hits 100 km/h in 3.8 seconds and charges through 400 metres at 12.5 seconds. So not only does Kawasaki’s 650 appeal to newbies but to returning riders and seasoned riders too.
5. PRACTICALITY
The Kawasaki 650 range are designed to be the jack-of-all-trades. You could commute daily, sling through corners up Genting Highlands on weekends, go touring with your buddies during the holidays, balik kampong with the wife to celebrate Raya and, haul all the lemang and rendang to please your mother-in-law. Just think it and do it.
From slapping on luggage to turn them into tourers, to those that were accessorized and modded for more racy performance, the range is supremely configurable to the fancies of each owner.
4. FUEL ECONOMY AND RANGE
Fuel is expensive these days, right?
Independent fuel economy database site www.fuelly.com publishes peer-tested results on different types of motorcycles, and currently lists 114 Kawasaki Ninja 650R owners who have logged a total of 894,400 km (559,000 miles) of fuel mileage data. The majority of owners logged between 19.6 km/l to 20.0 km/l, while there were a few who reported figures as high as 24.2 km/l. The lowest being 15.7 km/l.
That means, considering the lowest figure of 15.7 km/l, you’d only consume 1 litre of petrol when you commute to your office from Petaling Jaya to the Kuala Lumpur city centre – costing only RM 2.16 per trip (as of 6th September 2017).
On another hand, if you consider the middle figure of 19.6 km/l when touring, a full 15-litre tank on the Ninja 650 and Z650 should only run dry in 294 km. That’s in the ballpark for this writer’s personal 2011 ER-6f. On the Versys 650, however, a full tank could ferry you through 411.6 km. Rawang R&R to the Gurun R&R (360 km) in one tank, anyone?
3. GOOD LOOKS
The design of the Kawasaki 650 range has definitely come far, hand-in-hand with the technological updates.
The fully-faired Ninja 650 ABS looks uncannily similar to the Kawasaki ZX-10R that’s currently dominating the World Superbike Championship. It gives the impression of a high-performance and dynamic motorcycle, one which exhilarates the rider and turns the heads of others at the same time.
The naked Z650 ABS’s revolutionary design is the result of the Japanese sugomi principle. Sugomi is described as, “…an intense aura given off by a person or object felt by the person looking at it.” The result is an organic-looking motorcycle, something that’s living and has character, instead of being sculpted by the wind-tunnel.
As for the Versys 650, its sharp profile and purposeful design portrays lightness and nimbleness, in tune with the bike’s true prowess. It stands apart from sport/adventure-tourers that look tall, heavy and unwieldly.
2. PARTS, ACCESSORIES WIDELY AVAILABLE
Being in the market for a long time and popular has great benefits for the owner.
While we always advocate performing maintenance at the Kawasaki Exclusive Service Centre at Glenmarie, Shah Alam and/or authorized workshops, plus using only genuine Kawasaki parts and accessories, motorcycle owners may have to seek help outside the official network during emergencies.
Since the Kawasaki 650 series has been in the market for a long time and very popular, there are plenty of places that may be able to assist in emergency situations.
Let’s just hypothetically say you’re in Danok, Thailand when you snapped the clutch cable (it’s unlikely). You could visit the nearest motorcycle shop, greet the mechanic sawadeekahp, install a compatible cable and then ride your Kawasaki 650 to the first Kawasaki dealer you see and have it replaced with the genuine item. Done.
1. RELIABILITY
Contrary to what some may have you believe, Kawasaki’s 650cc range consists of reliable motorcycles. The model line will not have continued on if it were the contrary.
As mentioned above, Kawasaki has evolved the 650 family to the current level of sophistication through 11 years. In spite of that, there’s no denying that the models remain relatively simple without undue complexity. That translates to ease of maintenance and also being less maintenance intensive, and ultimately affordable to own and enjoy.
There are dirt track racing teams in the US who utilize the 650cc engines, to great success.
As you can see, there are many attributes that makes the Kawasaki 650 range the favourite middleweight motorcycle the world over. There are also many other little qualities that we couldn’t find the space here for, but bear in mind that these little qualities contribute to motorcycles that are fun for everyone.
So do check one out and grab some seat time and you’ll be amazed.
Mudah digunakan bagi kebanyakan penunggang, kebolehan untuk memenuhi pelbagai peranan, bergaya, dan menyeronokan antara penyebab utama ianya menjadi pilihan.
Kemaskini terbaru menjadikan Kawasaki Ninja 650 dan Z650 lebih lincah serta lancar untuk ditunggang.
Kedua-dua motosikal ini adalah motosikal yang dibina serba baru.
Accessibility to wide range of riders, ability to fulfill many roles, stylish and fun are cited as main reasons.
Updates make the Kawasaki Ninnja 650 and Z650 more agile and smoother to ride.
Both motorcycles are new from the ground up.
For many years from 2009 to 2015, three models of midrange large capacity motorcycles ruled the Malaysian streets. The Kawasaki ER-6f, ER-6n and Versys 650. (We’re leaving the Versys 650 out of this article, however.)
There are many factors contributing to their popularity. The fully-faired ER-6f looked sporty, while the naked ER-6n looked “fierce”. But since they were built around a common platform of engine, frame and chassis, they shared common traits among them: A torquey and tractable engine, street tuned suspension, easy handling, good brakes, and upright seating position. They were both easy to cut through traffic and haul luggage on long rides. They became the bikes that a rider could do everything with them. Topping off those endearing features was the affordable price, since they were the first CKD big bikes.
Both bikes were ideal for beginners, commuters, weekend riders, riders who returned to motorcycling, veterans and there were those who took it down to the track. It was the most popular model for club racers in the United States.
So popular was the ER series that even Malaysian riding schools started using them as bikes for newbie training and “Full B” license exams.
One could hear the distinctive exhaust note, resulting from a unique 180-degree crank, anywhere. The engine was a simple, liquid-cooled, DOHC, eight-valves, fuel-injected, 649cc, parallel-Twin. It pumped out a healthy 71 bhp and between 66 Nm (2006 to 2011) and 64 Nm (2012-2016) of torque.
And I do not want to hear about “reliability issues.” My 2011 ER-6f has covered nearly 100,000 km without a single engine problem, valve adjustment or rebuild. I ride my bike very hard, day in, day out. In fact, ER-6 engines went on to power flat track racing in America to a high level of success. Click here for the articles.
EVOLUTION
The ER-6 variants (called Ninja 650R in some countries) made their debut in 2006. The second generation ER-6 made their appearances in 2009 to 2011, before being superseded by the third generation from 2012 to 2016.
There were only major exterior and internal mechanical changes between 2006 to 2011. The 2012 ER-6’s signified many changes including styling, stepped seats, a bigger fuel tank capacity, a new frame, and suspension with added travel. The ER-6f now looked even sharper and sportier, while the ER-6n looked muscular.
The engine was left almost untouched except for a small reduction in compression ratio. Spent gasses was pumped through a revised exhaust system. A new engine management mapping was tuned to spread torque further down the engine range, which lowered the peak power slightly. Kawasaki also debuted the ECO indicator in the LCD.
Since I own a 2011 model, I had felt that the 2012 version represented the peak of the ER-6 model evolution, when I tested both the –f and –n versions. Power was delivered smoother, the seats were comfier and most of all, it handled way better and was more stable than my own bike. It started right up every time and never once coughed through the throttle bodies.
Then Kawasaki took the covers off the 2017 models. Oh boy.
Kawasaki has dropped the ER-6 name. The fully-faired version is now called the Ninja 650, aligning it as one universal designation. The naked version, on the other hand, is called the Z650, and inducted into Kawasaki’s family of naked bikes. Both the Ninja 650 and Z650 share the same engine and chassis components.
We had expected only cosmetic changes but it turned out otherwise, because Kawasaki had gone ahead to totally update an already great format.
STYLING
The Kawasaki Ninja 650 now looked almost exactly like the company’s range-topping ZX-10R superbike, especially when decked out in the special-edition KRT colour scheme. Those headlights have gone “raptor-like” and the fairing wraps tightly around the body.
However, as sporty as the Ninja 650 may look, Kawasaki has wisely designed the ergonomics to be friendly to a broad spectrum of riders. The handlebars are set high and slightly forward, the rider’s seat is low (790mm seat height), and the levers are 5-way adjustable.
A new multifunction instrument panel is installed which includes a much-welcomed gear position indicator, shift light, and ECO indicator. The tach needle changes colour from white to pink to red as it swings up.
The Kawasaki Z650, meanwhile, has been given the Kawaski Sugomi (“sugomi” means “awesomeness” in Japanese) design treatment for a distinctively organic look. Kawasaki explained that they see the Z650’s stance as that of a black panther stalking its prey, in a crouched stance, with its head low and tail upswept.
A naked sportbike has to look fierce and that’s a great inspiration.
Unlike the Ninja 650, however, the instrument panel has a different design in order to fit behind that “flyscreen.” The tach is stacked on top of the LCD display, with the gear position indicator in the middle. The tach needle flashes at the rider’s preset rev limit.
The Z650 shares the same architecture as the Ninja 650 (more on this below), and as such it has the same seat height of 790 mm.
ENGINE
Kawasaki reengineered the familiar parallel-Twin engine to feature new cam profiles to reduce valve overlap duration (for better low-down and midrange torque); smaller, 36mm throttle bodies for smoother and precise throttle response; and a new exhaust system. These changes collectively result in a broader torque curve to provide the rider with power anywhere (in the rev range) at anytime it’s called upon.
Any previous ER-6 owner, myself included, could tell you that the engine’s strong back torque (engine braking) could sometimes impede smoother cornering transitions (as you’re dragged back by heavy engine braking, which causes the bike to loose speed, followed by instability and the reluctance to turn, ultimately resulting in the rider losing confidence), besides encountering rear wheel hop (or even skid) if we downshifted too aggressively.
Kawasaki countered this by adding an assist and slipper clutch. The slipper function is a nice addition, allowing for smoother corner entries and eliminating wheel hop. The assist function provides easier gear upshifting, by using cams that function as a servo mechanism which pulls on the clutch hub and and operating plate together, to compress the clutch plates.
FRAME AND CHASSIS
Kawasaki has also given the new 650’s a new trellis steel frame, which is 15 kg lighter than its predecessor – contributing to a light 193 kg and 187 kg overall weight for the Ninja 650 and Z650, respectively. The sections are made as straight as possible to tune the frame for shock and load dispersion. Rake is at a sporty 24-degrees.
Moving downwards, the old ER-6 (and Versys) mounted their rear shocks on the right side of the motorcycle, connecting the frame and swingarm directly without a link. Adjusting the shock’s preload couldn’t be easier, but there are riders who complained of cornering imbalance. (Although this is subjective, as many motorcycles utilize this solution.)
The Ninja 650 and Z650’s new shock is now mounted in a horizontal back-link format for a more progressive action. But instead of having the part of the shock and linkage underneath the swingarm, they are positioned on top. This also ensures the components are moved away from the engine’s heat. The swingarm is now a curved unit.
BRAKES
Braking is handled by a pair of dual-piston Nissin calipers gripping 300mm petal discs up front, while the rear is stopped by a single-piston caliper gripping on a 220mm petal disc. ABS is standard on both ends.
If a motorcycle is the sum of all its parts, then the it’s easy to see why the Ninja 650 and Z650 is enjoying overwhelming success in America ad Europe. The answers are: Easy to approach, practical, economical, stylish while still being able to provide an exhilarating ride for both new and experienced riders.
Plus the price. An unbeatable value.
Pictures by Kawasaki Motors Malaysia and Sep Irran
