Motorcycle specifications KawasakiZ 650 2018 Le renard des mid-size

Faced with increasingly aggressive and sharpened competition, the ER6-n was a safe bet, but was beginning to suffer from an aging image. It must be said that the machine had not evolved since its minor redesign in 2012, leaving the field wide open to the arrival of the thundering Yamaha MT-07, the sharpening of the CB650F and the resurrection of the Suzuki SV650. It was therefore urgent for Kawa to react and bring its best-selling model (in 2015, 3278 units) back to the forefront.

So 2017 was the year of renewal for Kawasaki's entry-level roadster, which took the opportunity to give it a new identity in order to completely reposition it in its range, since it now joins the Z series alongside the Z1000 and Z900.

it's no longer called the ER6-n, but the Z650, while theER6-f has been renamed the Ninja 650. Old-timers will appreciate the nod to the 1976 Z 650, the lieutenant of a certain emblematic Z 900; history repeats itself with the same ardor as before.

Rest assured, this model isn't just a name change. A much more contemporary design and a revised chassis revitalize the sex appeal of the Kawa, which is now infiltrated by the Sugomi spirit.

It all starts with the arrival of a more seductive, more inspired design, completely in tune with the segment, which now prefers incisive, tortuous lines to more consensual designs.

The forkhead, while not exactly taking on the tapered lines of today's Zs, is more complex, and the windscreen is wider. The ER6-n' s large radiator scoops have been replaced by more discreet covers, while the fork tubes are no longer concealed behind black plastic covers.
The new tubular frame is given an attractive green hue, visually taking precedence over the rear shock absorber, hitherto highlighted on the right and in color, which is now refocused and much less conspicuous. The rear headlight adopts the sugomi signature Z-shaped design.

the machine is shorter (-4.5cm), lower (-3cm) and only slightly wider (+0.5cm), confirming Akashi's desire to give it a stockier silhouette than the ER6-n. Its lowered seat height, plunging nose, raised rear hull and decidedly darker look give a serious facelift to its predecessor, which with its motorcycle-school look could almost be mistaken for a choirboy's motorcycle.

While the Z650's engine block is inherited from theER6-n, its transition to the castrating Euro 4 standard has resulted in a loss of 5 horsepower. Not enough to make the Kawette tremble in the face of the competition, as its 68-hp mill will certainly retain its temperament, especially as it too has undergone some welcome modifications. It's mainly on the torque side that the engineers have worked to offer greater pick-up at low and mid-range speeds. Kawasaki lowered the torque curve by modifying the timing angle, airbox, intake cones and exhaust. The ER6-n produced 6.5mkg at 7,000rpm, and the ER6-n 6.7mkg at 6,500rpm. At the same time, we're promised a highly flexible engine. And so much the better, as this was the weak point of the ER6-n, which was a little harsh at low revs. This corrected version of the 649cm3 twin promises to be just as sparkling and playful after 7,000 rpm.

The sugomi upgrade also sees the arrival of an anti-dribble clutch featuring two types of cam: an assist cam and an anti-dribble cam, offering two new functions not found on conventional clutches.
When the engine is running at normal speed, the assist cam acts as a torque damper, reducing the total load on the clutch spring and smoothing out lever operation.
The anti-dribble cam acts in the event of excessive engine braking (abrupt or involuntary downshifting), relieving pressure on the clutch plates to reduce counter-torque and the risk of rear-wheel lock-up.

This extra torque at low revs isn't the only lever Kawasaki has used to optimize the Z650's performance: the power-to-weight ratio has also been optimized, with the little Kawasaki losing a good 15 kg. 19 kg to be precise, leaving the Z650 weighing 187 kg fully loaded. This is largely due to the arrival of a new, lightweight tubular steel trellis frame, weighing just 15kg. The frame benefits from the latest technology in its design to deliver optimum lateral and torsional rigidity, while lowering the center of gravity.
As for the swingarm, the tubular one has been replaced by a new one, also benefiting from the latest technology and contributing to the machine's lightness.

Front suspension is a telescopic fork with 41 mm tubes and 125 mm travel. The back-link rear suspension is re-centered, with the shock absorber and connecting rods positioned above the swingarm. In addition to contributing to mass centering, this configuration keeps the suspension far enough away from the exhaust to prevent heat from affecting its operation.

On the braking front, the ER6-n' s twin 300mm petal discs and 220mm rear disc are retained. A tried-and-tested pairing, it's easy to understand why they've been re-issued. The standard ABS is entrusted to the Bosch 9.1M module.

Tires of similar dimensions are mounted on new 17-inch 5-spoke star wheels.

The Z650 also features an all-new multifunction on-board computer with analog rev counter, LCD multifunction display and gear indicator. The rev counter offers a choice of three display modes, adaptable to driver preferences. It also acts as a gearshift indicator, flashing when engine speed reaches a preset threshold. The LCD display adopts a negative display (white letters on a black background), a detail that adds to the modern, sporty look of the instrumentation. An economy driving indicator appears on the LCD display to indicate low fuel consumption, corresponding to zen-like driving below 6,000 rpm.

Of course, a wide range of accessories (passenger seat cover, pannier, top case, high speedometer cover, rim trim and various covers) will be offered to personalize this Z650 and give it an even more radical look.