Road test of KawasakiZ 650 2017 The missing link in the Z family.

a true success story since the arrival of the 'new generation' Z1000 in 2003, the Z series has once again become Kawasaki's spearhead. From the best-selling Z750 to the baby Z125 (marketed in Japan), via the sparkling Z300 (which will disappear from the French catalog in 2017 pending a possible Euro4 upgrade), the Akashi firm has bet big on the Z armada. Several engine geometries (single-cylinder for the Z125, twin-cylinder for the Z300, 4-cylinder for the 'big ones') give life to the "Sugomi*" spirit imagined by the greens.

in 2017, as the Z800 becomes the Z900, a new member joins the siblings. What could be more logical than wanting to fill the gaping void between the 300 and 900? Introducing the all-new Z650!

all-new? Yes, even though behind its pretty face hovers the shadow of one of the brand's best-selling models, theER-6n (121,161 units sold since September 2005, no less!). This mid-size roadster has been making headway for more than 10 years, with a near-flawless record and the luxury of regularly ranking among the best-selling models of all motorcycles. But the competition is getting tougher for the little Kawa, which has seen its rivals sharpen up and come up with attractive alternatives. So it was time for the Greens to review their copy while retaining the basis of the Grindstone's success: a Swiss Army knife motorcycle that's just as at home with young licence holders as it is when you want to do a bit of wandering around.

if the Z650 is indeed theER-6n's replacement, it's not just a rebadging with a major cosmetic overhaul. There's a lot of new blood in the tank. It all starts with a dry diet. On the scales, the Z650 is 19 kilos lighter than its predecessor. This is largely due to the all-new tubular trellis frame, lightened to the max and weighing just 15kg, 10 less than that of the late ER-6n. The new swingarm also contributes to the weight loss, melting 2.7kg. Add to this 2 kilos less on the brakes and rims, plus a few lightenings here and there, and you'll understand that this overall loss is far from minimal. With an all-up weight of 187kg, the Z650 is closer to the competition (the Yamaha MT-07 weighs 182kg). An almost obligatory evolution, given that the ER-6n was such a heavyweight in its class.

while the engine block is of course the 649cc twin-cylinder of the ER-6n, engineers have given it a thorough overhaul to boost low- and mid-range torque. The engine has been reworked, notably in terms of injection mapping and air intake, to comply with Euro 4 standards. In the end, the twin loses 4 hp on the power bench, but develops 6.7mkg at 6,500 rpm, compared with 6.5mkg at 6,700 rpm for the old version. On paper, however, the loss of a few horses, coupled with a drastic reduction in weight, offers a superior power-to-weight ratio on this new Z.

so, what's the value of this new machine, whose name also sounds like a 'tribute' to the 4-cylinder Z650 of 1977, also runner-up in its day to another Z900...? 40 years and 2 cylinders less later, the new 2017 Z650 has big commercial goals, and big public expectations!

The new 2017 Z650, the best-selling ER-6n, the 1977 Z650 legend

lighter, sexier.

and so it was in Andalusia, a stone's throw from Seville, that Kawasaki chose to present its 2017 Z650 to the press.

once you get to know the machine, you can't help but notice that the new identity given to the now-defunct ER-6n has given it quite a facelift. Its design, faithful to the Sugomi* philosophy, suits it well. The first glance validates the machine's theoretical weight loss. When you compare the two bikes, you can see that the replacement has melted like snow in the sun. Its lines are slim, and the all-new tubular trellis gives a sensation of lightness confirmed by the overall narrowness of the machine. If the new frame, with its green glitter, reminds you of the monstrous H2, it's no coincidence! Its design was inspired by that of the ultraKawa!

as we continue our tour of the machine, we also notice the disappearance of the side shock absorber, a key feature of the ER-6n. This has been replaced by a horizontal back-link shock absorber (as on the Z800, Z900 and Z1000 siblings) for greater progressiveness and improved mass centralization. This choice is also explained by the fact that the old offset technology required reinforcements to be fitted to the swingarm, something incompatible with a general slimming program. The new swingarm, by the way, is beautifully designed and fits in perfectly. The same goes for the exhaust system, which is fitted with a catalytic converter but still positioned under the bike.

the overall look is in keeping with Z codes: big fork head, slim line, slim, raised rear end. The front phare is not LED and is quite massive. Some say it's a little inspired by the MT-07, but personally it reminds me more of theAprilia Shiver. Whatever the case, it fits in perfectly with the Z family.
Compared to the ER-6n's 'toy bike' aesthetic, the Z650 is more aggressive, even if some might have preferred a stronger, more assertive look. But let's not forget that the Z650's ambition is to take up the torch from the ER-6n and therefore appeal to a majority of bikers, men and women, beginners and intermediates alike. Tastes being everyone's business, we can see that it appeals to a good proportion of the press present. A small detail that really makes an impact: the LED taillight is shaped like a Z. A nice touch!
The quality of assembly is exemplary, the welds are clean and apart from a few small wires that wander under the tank and a fork head that's a little 'soft' on the cheek side, everything is tidy and well made. The white satin and green glitter paintwork on the test models is highly qualitative. Nothing surprising on a Kawa, you might say..

after a short briefing announcing the test program (400 km in the Andalusian foothills, 20°C, sunny skies,...too hard... ;)) the Kawa staff designate our respective bikes.

I get on mine.

kawasaki has chosen to lower the saddle height by 20mm (to 790mm) in order to reach a wider public. It's a hyper-accessible choice that will strike a chord with even the smallest riders, giving them greater confidence and manoeuvrability when parking, while the narrowness of the frame and tank also enhances the feeling of lightness. If you didn't eat enough soup when you were little, you'll feel right at home! Older riders will be strongly tempted to opt for the optional high seat, lest they get the cramped feeling of riding a pocket-bike (okay, I'm exaggerating...).

the wide handlebars are slightly further forward than on the ER6-N. In the middle of the handlebar is a brand-new, comprehensive speedo.

comprising an analogue rev counter topped by a negative-display LCD (black letters on a white background), it can be customized in terms of the engine speed indicator (3 display modes available). In addition to the usual data, it features an engaged gear indicator and an adjustable shift-light that flashes the rev counter to indicate when it's time to shift up a gear. While the gear indicator will always prove useful, the shift-light will keep you amused for 3 days, but will remain in the gadget category as it is not sufficiently visible or useful on this machine. As on the ER6, a small ECO indicator will be displayed to congratulate you on your virtuous driving. (Bravo, you're COP21 compatible!) In use, this meter proves to be very complete, but would have deserved to be a little bigger, as at high speeds it loses a little in legibility. The only real drawback comes from the two small rubber-coated control buttons, which aren't exactly ergonomic, especially when wearing winter gloves and riding.

on start-up, the little twin comes to life with a sound in keeping with what the euro4 has accustomed us to at idle. It's at higher revs that the engine will win us over.

First gear engaged. Off we go.

eASY AND FUN: Kawasaki's promise

while we're waiting to discover the FUN side of things, it won't take long to validate the first quality announced by Kawasaki. EASY. Indeed, the Z650 is almost instantaneous to ride. Light and responsive, it will reassure even the most inexperienced riders from the very first turns of the wheel. The famous triangle of seat, handlebars and footpegs provides a pleasant riding position, neither too bent nor too straight, while the wide handlebars make it easy to steer. To keep with the maritime theme, you'll soon feel like a fish in water..

the new assisted anti-dribble clutch (designed to prevent the rear wheel locking in the event of a violent downshift) also acts as a lever softener. The result is a very smooth clutch lever. Good for the left hand!

speaking of flexibility, it's on the mill side that the biggest step has been taken. The twin has really evolved in this respect. While the ER6-n's twin had a rough edge at low revs and knocked quite a bit, its 'remastered' version has erased this flaw, allowing you to play with the throttle at low revs without grazing. On the contrary, it pulls effortlessly from 2,000 rpm, so you don't have to change gears too often, even if you can easily cruise around town on a trickle of throttle, in sixth gear and at 50km/h. With an agile machine and an available engine, you'll quickly get out of the city's twists and turns. A good point for this Z, which is primarily aimed at urban customers (and driving schools, by the way!). The only small fault you'll notice in these conditions is the throttle management, which is a little rough in first gear, and requires careful dosing to avoid jerking when re-accelerating. This may come as a surprise to beginners, but once you've got the hang of it, it proves to be anecdotal, especially as the throttle response is otherwise perfect.

we head for Gibraleon to get closer to the Andalusian landscape. A short, compulsory drive on the freeway allows us to test the Z's boot. Good news! Although the engine's power is already present at the very first graduation of the rev counter, it's from 6,000rpm onwards that it's freed up to deliver clean, powerful (if somewhat linear) acceleration up to 8,000rpm. After 9,000 rpm, the power fades and the mill spins slowly but surely all the way to the breaker set at 10,00 rpm. Because of the more-than-progressive build-up in the last few revs, you'll sometimes reach the breaker without immediately realizing it. The 4 horsepower lost on the altar of Euro4 are certainly responsible for this slight lack of pep at the top end, but rest assured: the gain in torque upstream is enough to make up for this slightly less willing behavior at high revs than that of the ER6-n. And you don't have to be in the red zone to have fun on this Z, which is more rounded than its predecessor.

to make itself heard, the Z650 will gladly use its pleasing and rewarding tone of voice, enhanced by the new airbox. Raucous and cavernous under acceleration, the Kawa purrs along in cruising mode.
When it comes to highway comfort, you'd expect the Z to be out of its element, but it doesn't disappoint. Wind protection is almost non-existent, but remains within class standards. The rider's chest and helmet will inexorably suffer the assaults of the wind, but Kawasaki has done its utmost to limit other constraints. The Japanese firm has put a great deal of effort into optimizing rider comfort (a little less so for the passenger, who will have to make do with a strap to hold on to...). Silentblocks under the seat and handlebars effectively dampen most of the twin's vibrations. Anti-vibration work on the footrests, on the other hand, is a little more random, and sometimes lets through a little sizzle in the boots between 5,000 and 6,000 rpm in 6th gear. Nothing too annoying though. The thick, cushy saddle provides a comfortable welcome, making long rides less difficult. After a day's riding, your back won't be sore, which is a real panacea! Another plus point is the shape of the tank, which allows you to nestle your legs inside. They'll be well protected from the air, and therefore from the cold!

at cruising speed and within the legal limits, the chassis was never at fault, and the front axle always stayed firmly planted to the ground. The supple suspension also enhanced the feeling of comfort.
As you pick up the pace, you'll adopt the 'head-in-the-handlebars' position, in a quest for protection and aerodynamics. At this point, taller riders will be hampered by the saddle backrest, which is placed a little close to the rider and prevents them from backing up effectively. To conclude this (motorway) chapter, a little birdie tells us that the Z650 has trouble exceeding 196km/h.

blink right and we're off the fast lanes, back onto a playing field more favourable to the Z. Heading towards Berrocal, the asphalt is less dusty and takes us to the foot of a road that could easily feature in the list of the most beautiful motorcycle roads: winding as you please, little-travelled and set halfway between the Corsican scrubland and the Atlas Mountains (as we're nice here at MP, we'll share this little gem with you - click here!). In short, it was in this idyllic motorcycling setting and under a resplendent sun that the Z650 revealed its second facet.

fUN!

when it comes to cornering, the Z650 is both playful and efficient. Well-balanced, it dives with ease into tight bends and devours corners sugomi* style. Beginners will quickly be reassured by the bike's overall balance, reassuring and accessible, while experienced riders will be thrilled by the lively front end and improved suspension, especially at the rear. Either way, the pleasure is immediate.
The new central monoshock, with preload adjustment only, offers the same travel as the Er-6n (130 mm), but is much more rigorous. Its behavior is fairly dry on small shocks, but reassuring on large compressions. It's not Öhlins, but it's good stuff for an entry-level bike!

the caster angle of the drivetrain is closed at 24°, closer to that of sportbikes (25° on the Er6-n). The front axle gains in precision and communicates really well. It stays firmly on the ground, despite the slimming treatment that could have made it a little fuzzier. All the more so as the 41mm front fork, identical to the previous model, also works consistently and comfortably. The only complaint is a slight lack of firmness.

with the Z at the helm, you'll find yourself trying some rather optimistic passages, given the random quality of the asphalt (dust, crumbs...), but it always goes well and without flinching. And as if to prove their total confidence in the Z650's handling, the Kawasaki team chose to place the photo spotlight on a series of bends, including one with a railroad track running through it! The Dunlop Sportmax D214s, available as original equipment, were also very well behaved.

the parallel twin works wonders in these conditions. You can effortlessly throw yourself on the rope, turn the handle and let yourself be carried away by frank and determined acceleration. Regardless of the gear you're in, you'll have enough power to allow even the laziest and least eager riders to climb up and around corners while staying in the same gear. Those who prefer a more leisurely ride will also find plenty to enjoy, as the gearbox is precise and well-spaced (sixth gear seems interminaaaaable). This available torque does not mean a loss of driveability. At no point did the rear wheel try to slip away, which may justify the absence of traction control on this machine. However, this would have been a major advantage over the competition.

braking, still entrusted to Nissin, is identical to that of the ER6-n, but is necessarily better thanks to the machine's reduced weight. At the front, 2-piston calipers bite the pretty 300mm petal discs with reassuring progressiveness. The brake lever allows for fine-tuning, but the power is there when you need it, without being overbearing either. And if you're riding beyond your means, the Z650 will tolerate mistakes on corner entry. Indeed, if you brake on the corner, the bike won't have the annoying tendency to rise up. At the rear, it's good too (220mm disc, single-piston caliper). The pedal does a good job of sitting the bike down. The whole system is controlled by the Bosch 9.1M ABS module (standard), which is very discreet and unobtrusive, but requires a great deal of composure to trigger at the front. To sum up, the Z650's braking system is efficient and unobtrusive. It really contributes to the bike's accessibility.

earlier, we mentioned the Z650's new assisted, anti-dribble clutch. While it makes upshifting and downshifting pleasantly easy, we still managed to briefly lock up the rear wheel while attempting heavy downshifts. (Okay, VERY big downshifts...).

as all good things must come to an end, it was time to head back to the hotel. And it's relaxed and not at all tired that we turn off the ignition. Once again: 'Mention bien' for the overall comfort of the Z, and in particular that of the saddle. A quick glance at the on-board computer reveals an average fuel consumption of 5.4L/100km. That's more than advertised (4.3L/100), but we have to admit that we were a little slow on the uptake and never saw the famous ECO indicator... The fuel tank is 1 liter smaller than that of the ER-6n, but still offers an excellent range of up to 340 km.

success guaranteed!

after 2 days and 450 km of testing, we can only conclude that Kawasaki has hit the nail on the head with this Z650. We might have wondered whether the brand was making the right choice to use the ER-6n as the basis for a fresh start against the competition, rather than starting from scratch. But by capitalizing on the qualities and popularity of its best-seller, the engineers were able to concentrate on optimizing and correcting its weaknesses. 20 kilos lighter! This figure alone is proof of the hard work put into the cycle.
With this easy-to-use yet fun machine, Kawasaki is back in the mid-size roadster war with a bang. Well-born, the 2017 Z650 has some serious assets to attract back the spotlight that had turned a little too much on the Yamaha MT-07. Its Euro4 twin is invigorating and supple, even if it loses a little in pep what it gains in torque. But let's not forget that its smooth, linear character tends to buck the trend in the category, which favours ever more power, even if it means forgetting a little about the original DNA of roadsters: good everyday companions.
With its more up-to-date look, rigorous chassis and flexible, available engine, the Z650 also boasts welcome comfort and meticulous build quality for an entry-level model. In terms of complaints, we regret that passenger comfort has been sacrificed (no handgrips) and that taller riders feel a little cramped. A wide range of accessories is also available, including a high seat. Of course, there's a lot of plastic here and there. But not as much as on the ER-6n.

priced at €6,999, with ABS as standard, the Z650 should quickly become a common sight on our roads and in our cities. Priced almost identically to its first rival (the Yamaha MT-07 is marketed at €6,799 with ABS), the Z650 offers less power but more rigor. It will appeal above all to young licence holders, but could also be of interest to old bikers on the comeback trail, or to those on a smaller budget. In any case, it's sure to get everyone excited. If you're hoping to get your hands on a Z650 this spring, don't delay too long: Kawa has already announced over 12,000 pre-orders..

The Kawasaki Z650 is A2 license-compatible. The 35kW limit is set by an electronic control unit.

Available colors

* Pearl Flat Stardust White (white) / Metallic Spark Black (black)

* Metallic Flat Spark Black (black) / Metallic Spark Black (black)

* Metallic Raw Titanium (grey) / Metallic Spark Black (black)

During the presentation, Kawasaki showed us two Z650s equipped with certain options:

The 'Sport' version equips the Z650 with an Akrapovic exhaust system, a seat cover and a Top block-type crankcase guard.

The 'Touring' version adds two semi-rigid panniers, a tank bag, a radiator grille and anti-skid pads to the sides of the Z650's tank.

*The term Sugomi evokes the performance and styling elements specific to Kawasaki Z roadsters. Imbued with the Sugomi spirit, their performance inspires excitement: riding them is an experience that "takes the guts" and titillates the senses, while offering a great sense of control thanks to the engine and chassis settings. It's also expressed in their incisive lines, bouncy stance and distinctive silhouette.