2012 Kawasaki ER-6n ABS: First ride

Wants and needs. Most things in life fall into one or the other’s camps. When I was younger, I wanted a girl with high breasts and low morals. I guess all that proves is that some wants never die… Needs, however, tend to be a bit more, well, real. I need toothpaste twice a day, toilet roll (as required) and a dollar in my pocket. And despite what my lust tells me, I really need a bike that’ll see me through the human soup that is Sydney (insert your own major capital in here). In short, I need a bike like Kawasaki’s fresh-for-2012 ER-6n.

Now having a tagline of ‘Kawasaki’s new ER-6n – it’s all you need’ is about as sexy as your Nan’s varicose veins. Motorcyclists are known as passionate people, looking for excitement and adventure. But is this true of all of us, all of the time? Surely there’s a time when less is more.

After a few weeks on the 649cc parallel twin, I’m convinced there’s a space in many a biker’s garage for this feisty middleweight. I’m not saying it’s going to satisfy the passion in everyone, but it has a real-life thing going on. It’s not perfect by any means -- it shouldn’t weigh over 200kg, the ABS-controlled brakes could bite harder and lanky gits like me (189cm) will find the bike a tad small on a long ride.

But it has much for it to pump its chest about. Firstly, it costs 10 big ones – you’d struggle to buy a 450cc motocross bike for that. Secondly, it drinks like a boring cousin at a rock gig, sipping juice at between 4-5 litres per 100km. Thirdly, despite its heavyweight weight and low-tech tech, it’s a blast to ride.

Parallel twins aren’t a new invention but have been over-shadowed by sexier V-twins – think Arnie and Danny rather than the Olsens. With a flatter sound, the parallels are damn quick off the line without the snatchiness often associated with trying to launch a Vee.

With the traffic light flicking over to go, the ER-6n can be launched from idle with handful of throttle and a ping of the clutch. Fast, instant and way ahead of the surrounding traffic. The engine can sound slightly harsh in mid-range, but that just encourages you to slick through the box quicker. This has the effect of getting you off the line first, snicking through a few gears, slapping a smile on your chops and still being within most city speed limits and flying under the radar. And that’s gonna piss the cops off. Which is always good.

One of the many changes for 2012 is the frame and, more importantly for the rider, the subframe. Utilising a single spine design at the rear, the rider’s seat splays over the central spar and offers a more curved perch (more like a horse saddle that a normal bike seat). This makes you feel like you’re sitting in the bike rather than sitting on top of a plank, and will give confidence to smaller riders who now can touch the ground easier (liberate yourself from those platforms, brother!).

It’ll also give confidence to those on the way up the biking food chain, while also offering enough of a feast to those not looking for the next main course. Taller riders will have to make up their own minds if this seating layout works for them, as it does cut the distance between the seat and the huge plates of the footrests and can cramp longer limbs.

On the go, the Kwaka’s a happy place to be. The simple components punch above their literal weight and form a sum greater than its parts. At city speeds, the non-adjustable front suspension handles all that unmaintained roads can throw at it, where as the preload-only adjustable offset rear shock does an admirable job of a 90kg rider and 65kg passenger.

It was two-up that the beauty of the smooth drive from the parallel twin showed its ace. Taking a pillion who had never even sat on a bike before, each start, gear change and braking action was so controlled and smooth enough that there weren’t any nervous moments at decent speed over some pretty rough national park roads. It’s not billed as a balls-out sports bike, but it’s a good compromise between comfort and control.

And bikes like these tend to show supposedly sportier bikes up on twisty, real-world roads.

It’s a fine looking bike, too. There were envious glances from the unwashed on PT to the bored in cars. If only they knew that $10K could change their lives in an instant…

Kawasaki has done the right promo on the ER-6n. There are no silly headlines on the release (in fact there’s no screaming banner on the PR release at all – feel free to use “It’s all you need!’ lads), but the math adds up. It’s got the value angle nailed, and the performance, fun and cost elements form a beautiful ménage a trios not seen since last night’s French film on SBS TWO.

As a whole, bikers love bigger, faster, quicker. It’s in our blood, stamped in our DNA. And to that end we’re spoilt for choice of machines that’ll practically launch us into orbit (ZX-14 anyone?). With the ER-6n, Kawasaki has given us the option of getting the job done but still having a laugh doing it. And, with a realistic head on, that’s all you need.

Kawasaki also has an ER-6nL learner-approved model for NSW, Vic, SA, ACT, NT, Tas and Qld.

ENGINE
Type: Liquid-cooled, DOHC, eight-valve four-stroke parallel twin
Capacity: 649cc
Bore x stroke: 83mm x 60mm
Compression ratio: 10:8.1
Fuel system: Electronic fuel injection
Claimed maximum power: Not given
Claimed maximum torque: Not given

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Perimeter steel cradle
Front suspension: 41mm telescopic fork, non-adjustable 125mm travel
Rear suspension: Offset single shock, preload adjustment, 130mm travel
Front brakes: 300mm petal discs with twin-piston caliper, ABS
Rear brake: 220mm disc with single-piston caliper, ABS
Tyres: Front 120/70-17, rear 160/60-17

DIMENSIONS AND CAPACITIES
Rake: 25 degrees
Trail: 110mm
Claimed kerb weight: 206kg
Seat height: 805mm
Wheelbase: 1410mm
Fuel capacity: 16 litres

OTHER STUFF
Price: $9999
Test bike supplied by: Kawasaki Australia, www.kawasaki.com.au
Warranty: 24 months, unlimited kilometres