World of motrocycles

Kawasaki ER-6n Review

2010-07-01T10:32:00.000-07:00

The ER-6n may have an odd name and a weird schnoz, but it’s one of the best bangs for the buck in the 2009 model year. It’s a zippy commuter rig, an agile backroad scratcher and a reasonable light-duty sport-tourer – it’s a modern interpretation of a do-it-all roadster, all for a palatable $6,399 entry fee.

The ER-6n can be best described as a naked version of the revised-for’09 Ninja 650R, and they share a new steel-trellis frame. Kawi engineers used computer modeling to come up with a revised rigidity balance, allowing a measure of tuned flex for improved handling. The frame itself is said to be nearly as light as a comparable aluminum-alloy unit, and it boasts an upgraded finish over previous 650Rs. Both chassis also share an offset lay-down rear shock and a relatively long tubular-steel swingarm that offers extra rigidity to balance the frame’s extra flex.

You’ll also find commonality in the engine room, as both the Ninja and the ER use the compact 649cc parallel-Twin with 4 valves per cylinder actuated by double overhead cams. Both also share electronic fuel-injection systems with 38mm throttle bodies; sub-throttle valves mimic the smooth response of constant-velocity carburetors. Changes to this engine from the previous 650R consist only of a larger airbox and revised ECU mapping.

Although the ER is sure to find friends among pragmatic experienced riders, the bike has also been developed to please beginners. As such, it has such rider-friendly aids as an automatic fast-idle program to make simple cold-starts, adjustable clutch and brake levers to accommodate a variety of hand sizes, and a non-stressful upright riding position. The new frame is narrower at its midsection, allowing a slimmer seat for a shorter reach to the ground from the relatively low seat height of 30.9 inches. The ER’s transmission is also equipped with Kawi’s neutral-finder design that eases access to neutral when stopped.

Punch the starter button and the 649cc Twin blats out a tune familiar to anyone who’s heard a Ninja 650, as it has the same under-engine muffler and bullet-shaped exhaust tip. A light clutch pull eases commuter duties, and a responsive pull from the torquey engine keep you one step ahead of cage traffic. ZX-style mirrors are stalk-mounted on the handlebar to offer a clear view of the vehicles you just left behind.

Kawi’s Vibe-Away Program

While a 90-degree V-Twin like a Suzuki SV650 or Gladius has perfect primary balance that inhibits vibration, a parallel-Twin like the ER’s transmits some primary and secondary forces that make their way to a rider. Kawi’s Vibe Police stepped in this year with several updates to quell any bothersome trembling from its inline-Twin.

A balance shaft returns to duty in the ER/Ninja, and this year it’s augmented by the upper-rear engine mount being damped by rubber bushings. In addition, the tubular steel handlebar is rubber-mounted to inhibit vibration, and the bike’s footpegs are rubber covered. Even the bike’s handy grab rails are mounted in soothing rubber. Vibration from the previous Ninja 650R wasn’t excessive, but it’s now been reduced to inconsequential levels.

The peak output from the twin-cylinder motor – 62.9 hp at 8800 rpm – might seem a bit mild, but the impression from the saddle is of a much more capable powerplant than those numbers indicate. Torque production is a hugely important factor in how grunty a motor feels, so consider that the ER’s 43.1 ft-lbs at 7200 rpm is slightly more than a ZX-6R puts out at its peak way up at 12,000 rpm. That’s thrust you can use during every run up through the gears, and it also results in surprisingly strong roll-on performance at highway speeds. The word “underpowered” never made an entry in our notebooks.

Cruising at speeds up to 80 mph is surprisingly comfortable for a naked bike, as a rider isn’t pummeled by overwhelming windblast. Credit the large headlight housing and faired instruments for deflecting wind, as well as the wide radiator shrouds which provide a wind break for legs and incorporate unobtrusive clear-lens turnsignals. Although the seat is narrow, it’s padded well enough for comfy one-hour stints.

As with any bike built on a budget, there are compromises made, and you’ll notice this on the ER mostly in the suspension and brakes.

The 6n is equipped with a conventional 41mm fork and a single rear shock that is directly mounted to the swingarm instead of using some sort of linkage. To accommodate lighter riders and to provide a cushy ride, the ER uses soft springs and damping settings. Heavy riders will want to bump up the shock’s spring preload - the only available suspension adjustment. Although aggressive riders would appreciate a stiffer front end, the fork provides decent wheel control and a smooth ride. As for the rear suspension, it works fine over most bumps, but it doesn’t have the fine control of a linkage-equipped shock. This shortcoming is most evident over repetitive highway bumps where the rear end can react harshly.

The front brakes on the previous Ninja 650 drew criticism for their lack of feel, so Kawasaki made some revisions to the componentry of this updated package also seen on the ER-6n. A new front brake master cylinder was added, and it uses a new ball-joint and a different pivot location to actuate old-tech 2-piston calipers on dual 300mm discs. They provide a newbie-friendly soft initial bite and decent power once past the initial squeeze but still don’t transmit much feedback.

The Er-six-en impresses most when faced with a twisty, technical road – grins are sure to ensue. It proves to be very nimble despite the narrowish handlebar and conservative steering geometry (24.5-degree rake, 4.0 inches of trail). Aiding agility is a fairly short wheelbase of 55.3 inches made possible by an engine with triangular-stacked gear shafts to keep its length condensed while retaining a relatively long swingarm. Kawi claims a 442-lb weight with all fluids and a full tank (4.1 gallons) of fuel.

The ER eagerly devours a serpentine road with more speed than you might expect. The upright riding position gives a rider the feeling of dominance over the ER, allowing confidence to soar for riders of all experience levels. We challenge you not to smile! At the speeds possible on a super-curvy path like Malibu’s Latigo Canyon, the ER is able to keep pure sportbikes in sight, and I’ll bet that a newb would go quicker on the modest Kawi in this situation than he/she would on any literbike. A hint of abruptness during throttle reapplication is its only glitch.

Ground clearance at street speeds is quite generous, as a rider is able to feather the edges of the ER’s Dunlop Roadsmart tires . A sportbike-standard 120/70-17 leads the way, while a relatively narrow 160/60-17 puts the power to the ground. A short seat-to-peg distance is the byproduct of the beneficent ground clearance, constricting the legs of tall riders.

When it comes to details, the ER-6n is well equipped. Four tie-down points are thoughtfully provided under the tailsection, there is space available under the seat for a U-lock, and a bright LED taillight aids conspicuity. Passengers are welcomed by a decent perch with generous grab rails, while a pair of cable straps under the seat provides security for two helmets.

The ER’s instrumentation is a mixed bag. On the plus side, we appreciate having a clock, fuel gauge, and dual tripmeters on the multi-function LCD screen, and the white-faced analog speedometer at the top of the pod is easy enough to read. However, the bar-style digital tachometer is too small to be seen at a glance. A gear-position indicator would be a nice touch on a newbie-friendly bike like this.

In terms of style, the ER both impresses and depresses. Its Candy Plasma Blue color (with matching shock spring) really pops, and its new frame and swingarm have an improved level of finish that adds to the bike’s perceived quality. A nifty chin spoiler frames the dual header pipes snaking curvaceously in front of the engine. On the other hand, the ER’s distinctive proboscis looks a trifle odd, making us wonder why Kawi can’t seem to make cool noses for its bikes. That said, beauty is in the eye of the beholder.

After reading this far, our affection for the ER-6n should be obvious. Riding Kawi’s newest naked around made us think that no one really needs more motorcycle than this.

2010 Kawasaki Versys Review

2010-07-01T07:37:00.000-07:00

Overall

Since its introduction four years ago, some have grappled with defining this competent but somewhat ambiguous 649cc parallel-Twin all-round sport motorcycle, which even Kawasaki once listed on its website under “Dual Purpose।”

Its name is contrived from the words “versatile” and “system,” and offers some clues.

The Versys takes elements from dual-purpose bikes, standards, adventure-tourers and sportbikes; sharing characteristics of all, but neatly fitting into the category of none.

In fact, it is essentially a longer-travel ER-6n, albeit with a more sophisticated inverted fork, an asymmetrical “gullwing” aluminum swingarm, retuned engine for broad midrange power, and with unique looks.

The Versys and ER-6n also share many features with their fraternal-triplet sibling, the Ninja 650R. But while the Ninja 650R and ER-6n have identical, peakier versions of the same engine, the Versys has revised intake and exhaust cams, a 10.6:1 compression ratio instead of 11.3:1, and redline set 500 rpm lower at 10,500.

While officially considered a “worldwide bike,” the Versys was designed first for the European and Canadian markets, and launched there in 2006. Then after many requests from U.S. riders, Kawasaki brought it in, at first as a 49-state 2008 model. California got its Versys in 2009, when a required evaporative emissions canister was fitted.

Even so, the bike is still much better appreciated in Europe, as evidenced by its sales performance. “We also have to realize that the lion's share of Versys are purchased in Europe where they understand and embrace this type of motorcycle and where it is ridden enthusiastically,” says Kawasaki’s Public Relations Supervisor, Russ Brenan.

The American motorcycle press never underappeciated the Versys, however, and some publications loaded it with accolades, saying it is well suited for anyone, be they new or experienced or somewhere in between.

This leads us to wonder whether this hearty and unanimous recommendation was received just like a lot of advice so often is from an experienced elder – disregarded by the kids who know better! To wit, Kawasaki says 64% of U.S. Versys purchasers are age 45 and older, and 62% have more than five years riding experience. In contrast, riders under age 25 comprise just 2% of U.S. Versys buyers, and those age 25 to 34 represent a mere 8%.

We might euphemistically attribute this to different priorities between younger U.S. riders and their European counterparts, including possible objections over its “funky” appearance. But whether its looks will enhance the image you think you represent, or not, the Versys is aptly named. Its is good at nearly any kind of on-road riding you can throw at it – from grocery getting, to commuting, to sport riding, to exploring even the roughest of roads nearby, or on tour.

Plastic Surgery

This year’s model received mostly stylistic bodywork tweaks, which while subtle, are not few.

The Versys’ face is as distinctive as ever, now with dual stacked headlights. Its semi-double-cradle, high-tensile steel frame is adorned with new plastic, ranging from a re-sculpted fairing, radiator shroud, engine covers and rear fender.

Blocking the wind is a bigger three-way adjustable windscreen which protects the rider surprisingly well. Kawasaki also offers a “Tall Windshield” for $159.95, and a “Vario Windshield” with a wider, taller base, and adjustable spoiler for $199.95.

This year, new mirrors, turn signals and an LED tail light from the Z1000 are also included.

The counterbalanced engine is reasonably smooth, but rigid rear engine mounts were replaced with rubber mounts, and the footpegs now utilize hollow rubber inserts to further quell vibration.

Synergy on wheels

That combined with satisfying around-town usage lead us to agree with Brenan, who says, the Versys is, "the bike that most riders don't know they've always wanted."

Or, as Kawasaki’s Sr. Media Relations Coordinator, Jeff Herzog says, “It's similar to the Z1000. You have to ride it to understand it and find out how much fun can be had on one.”

Sure, these guys want to sell motorcycles, but they speak the truth.

Kawasaki now correctly calls the Versys a “sport” bike. As such, it does not readily run out of cornering clearance, despite respectable grip from the stock Dunlop D221 Sportmax rubber, and its wide handlebar aids and abets riders to snap it into corners.

If the road turns rough, the Versys suspension inspires more confidence than its ostensibly more sporting stablemates.

Out back its offset laydown Showa shock provides 5.7 inches of travel, compared to the Ninja 650R or ER-6n’s 4.9 inches. All three bikes offer stepped spring preload adjustment, but the Versys adds 13-position adjustable rebound.

Up front is a likewise longer inverted 41mm fork cycling through 5.9 inches of travel, and offering stepless adjustable rebound and preload, compared to the Ninja 650R’s or ER-6n’s basic non-adjustable 4.7 inch standard hydraulic fork.

The Versys’ front and rear spring rates are progressive. The result is an initially soft and very compliant feel over stutter bumps, chewed up pavement, or patched and seamed sections of roads. But when speeds get competitive, the spring rates firm up, and the bike feels planted and secure.

Ortlieb Motorcycle Luggage Review

Their design may not include outside pockets for you to lose your do-dads in, but that’s what small extra bags are for. And when the going gets tough, these large-volume primary bags are otherwise hard to beat.

For example, if you’ve ever had ordinary coated pack cloth bags and gotten caught in the rain, you may know how easy it is to get water into your clothes, gear, and anything else you might have packed.

Ortlieb’s Euro-designed bags prevent this by using the time-honored method that whitewater kayakers and their ilk use to keep their stuff dry. They are made of tough waterproof coated fabrics specially designed to Ortlieb’s specs, and assembled using a high frequency welding process. The bags are highly effective and have a solid reputation among serious outdoor travelers of all sorts. They resist water infiltration by having no zippers to leak, and only one opening per bag – which closes utilizing the roll-top method to make them air-tight to the point that they could float if they had to.

They are made to resist up to 100,000 folds (to the roll-top), and meet stringent engineering criteria Ortlieb sets for water-tightness, tear and abrasion resistance. Assuming you roll them closed correctly, any splashed or falling water should have no effect on their dryness-factor, and this means rain covers are unnecessary. As experienced riders may know, rain covers can leak, blow off, or get lost. It was a relief for us not to have to deal with them.

About motorbike

2008-02-12T08:58:00.000-08:00

A motorcycle or motorbike is a single-track, two-wheeled motor vehicle powered by an engine. Styles of motorcycles vary depending on the task for which they are designed, such as long distance travel, navigating congested urban traffic, cruising, sport and racing, or off-road conditions. In many parts of the world, motorcycles are among the least expensive and most widespread forms of motorised transport.