Real world rides, real world riders

First Ride: Kawasaki ER-6n 2012: Third time’s a charm

From where I’m sitting, gripping a broad one-piece handlebar and watching the scenery flash past above the naked Kawasaki’s new instrument console, the revamped ER-6n is doing an excellent job. This bike might be a relatively inexpensive middleweight, aimed primarily at inexperienced riders and those returning to motorcycling, but like its predecessors, this latest ER-6n is showing that it has more to offer than that.

The new model certainly has plenty to live up to. The ER-6n has been one of Kawasaki’s best selling bikes for the last six years, mainly because it has managed to attract those new riders and born-agains, while also providing enough performance to keep plenty of more experienced and demanding riders happy. This is the 6n’s second comprehensive revamp, and it leaves few parts other than the dohc, eight-valve parallel twin engine unchanged.

Along with restyled bodywork including bikini fairing, side pods and seat unit (in matching yellow, white or black), the 6n gains a new frame and cantilever swingarm, both featuring side-by-side steel tubes. The list of other changes includes new instruments, a thicker seat, modified exhaust system and reworked suspension.

But Kawasaki has been very careful not to risk a winning formula by changing too much. That raised one-piece handlebar is 20mm wider but the near-upright riding position is otherwise untouched. Heading north east from the launch base near Faro, we were soon trickling through a town called Loulé, where the twin soon showed that its obliging character remained in place.

At 204kg with fuel it’s not particularly light, having disappointingly gained four kilos over its predecessor. But it hides that weight well and felt very manageable, even at a standstill when the narrower seat makes it easier for shorter riders to get both feet down. This model’s wider bars also gave added leverage that compensated for any extra effort demanded by its slightly more conservative steering geometry.

The parallel twin engine is a big part of the 6n’s personality, not just with its flexible torque curve but also with a fuel injection system that delivered glitch-free acceleration from below 2000rpm. The blend of light clutch action and effortless low-rev delivery made the Kawasaki delightfully easy to flick around, aided further by very generous steering lock.

This model’s slightly softer suspension helped it cope effortlessly with bumps, too, as well as with the rubber slow-down strips that are set across many Portuguese streets. And if I’d thought that perhaps the softer springs would compromise the Kawasaki’s ability when we reached the twisty roads, I needn’t have worried. Nor did its slightly more conservative steering geometry seem to have any adverse affect.

Given that its chassis is fairly basic, with the only suspension adjustment a preload collar on the diagonally mounted rear shock, the Kawasaki handled remarkably well. The road heading north towards Malhão was a ribbon of mostly blind, well-surfaced bends that we attacked with plenty of aggression. And the 6n coped easily, carving into hairpins with a nudge on those wide bars; and allowing rapid direction changes to avoid the occasional unexpected gravel patch.

For a bike that’s designed as much for comfort as for speed, the ER was very stable too, especially after its shock had been firmed up slightly with a click of preload. Add generous ground clearance and grippy Dunlop Roadsmart IItyres to the mix, and the result was a bike that inevitably felt slightly soft at times, but which went round bends faster and more controllably than such a simple middleweight had any right to.

The parallel twin motor’s flexibility was useful on those twisty roads, because the Kawasaki was happy to rumble out of bends at an entertaining rate without requiring a huge fistful of revs. When I wasn’t in a particular rush I occasionally glanced down to find the bike pulling respectably hard with as little as 4000rpm showing on the new analogue tacho, which is thankfully much more legible than its predecessor.

Faster riding required more effort with throttle and gearlever, as I discovered after Kawasaki’s lead rider upped the pace, hotly pursued by the rest of us. The eight-valve parallel twin was well up to the task, its balancer shaft ensuring that it stayed pretty smooth even when caned towards the 11-grand redline through the efficient six-speed box. The growl from the intakes added to the entertainment.

Those roads were too tight to let the Kawa stretch its legs, but the route also took in some faster roads including a stretch of the A22 motorway that runs along Portugal’s south coast. Here the ER-6n’s ability to sit at a smooth and long-legged 85mph suggested it would make a reasonable long-haul bike. Wind pressure starts to intrude at much above that speed but the bike is happy to accelerate towards a top speed of about 130mph.

On longer trips its average speed would also be limited by its range, which judging from the previous model is about 140 miles at an mpg average in the low 40s. That’s reasonable but Kawasaki could usefully have enlarged the 16-litre tank. At least the new instrument panel includes details of fuel consumption and remaining range alongside the digital speedo. Pity you have to take a hand off the bars to alter the display.

One thing that shouldn’t limit the 6n’s range is its redesigned seat, which was very comfortable on a day-long ride, albeit one with stops for photos and food. The Kawasaki was respectably practical in other ways, too. Its slightly higher mirrors gave a good view; the pillion seat incorporates grab-handles as well as luggage hooks; other details include span-adjustable levers and a clutch cable that’s reworked to give a lighter action.

What’s not to like? Well, I wasn’t over impressed by the front brake, which has been revised with new pads for the twin-pot calipers, but still seemed just a little short of bite. But the 6n’s stopping power is adequate, nevertheless; and Kawasaki argue that a less sharp stopper is better suited to this bike’s likely owners.

Whether or not that’s true, it’s a shame the UK doesn’t get the ABS that is available in other markets, especially on a model that’s partly aimed at less experienced riders. (I’d have been even more disappointed about that if I’d crashed when I locked up the front wheel with a loud squeak on entering a particularly slippery roundabout. Fortunately I released the lever just in time.)

An updated ABS system will be available as an option (costing about £400) on the faired ER-6f that has been updated in near-identical fashion to the naked model, and which will follow it very closely into showrooms at around the end of this year. The 6f is likely to be the better seller, at least in Britain, but its naked sibling should not be underestimated. The ER-6n might be aimed mainly at less experienced riders but it has plenty to offer anyone looking for a simple naked bike that has some character and is fun to ride.