Kawasaki Ninja 650 ABS

I’m not sure they have a ‘green corner’ in a boxing ring, but in motorcycling terms they’d need one for this bike. “From Japan, weighing in at 211kg, and fighting in the full licence division, let’s hear it for Kawasaki’s lion-hearted siiiiiiiix fiiiiiffffthteeeeeeeee…”

The green machine’s formula is nothing new. Put a keen engine in a low-tech chassis, throw in a lack of fiddly suspension adjustment and garnish with whatever happens to be lurking near the assembly line. Then cover it with funky clothes and watch it fly off the showroom floor. The concept might have been done to death, but occasionally bikes punch well above their weight.

When I first started what might be casually referred to as my ‘job’ as a tester, back in the UK in the late 1990s, I had a choice between two long termers. One was Kawasaki’s ZZ-R1100 and the other a Yamaha FZ600 Fazer. As I liked my licence too much, the Yami won and I was blown away by how well the mix of Thundercat engine and R1 brakes made the cheapish bike fly.

We might be 15 or so years further down the line, but I’ve yet to get the same feeling of fun and usefulness from a middleweight since. And that still holds after a spell on this Kawi. Don’t get me wrong, this is a very decent bike and looks wise, relegates my old Fazer to its rightful decade in ancient moto history. The 650’s appearance centres around its own centre -- even at a standstill it looks like it’s puffing up its chest, ready for battle. Helped by the short, single exhaust that pokes from the bottom of the fairing, it’s a great lesson in motorcycle design -- you certainly wouldn’t be ashamed to have this parked on your driveway.

From the saddle, the bike’s slim and compact. But it’s too compact for the taller rider. I’m 182cm and the seating position on the 650 takes me back to cramped seat/peg ratio of race bikes, where ground clearance trumps distance comfort. This isn’t a one-size-fits-all bike, but if you’re less than tall you’ll probably wonder what my problem is.

And while you’ve got me marked as a whinging Pom, the other (and only other) annoyance on the Kawasaki are the mirrors. While great for hanging your helmet on after a ride, they are woeful at letting you know what’s behind. The problem is that they’re mounted too far forward on the fairing and the stalks aren’t long enough to spread the mirror heads wide enough to see behind. Even after countless adjustments, the best I could see was an excellent view of my hands and forearms, with traffic demoted to the part of bit player. Not such a problem on the open road, but a pain in traffic.

A road ride offers no nasty surprises from the 650. The parallel twin engine is gutsy rather than mind altering, put-putting at tickover before a linear sprint to the redline -- no dips, no surges, just keen, controllable power. With a light, cable clutch and slick six-speeder eager for a flick of a boot, momentum is more measured than manic.

The ABS-backed brakes feel a touch soft for the first part of the lever travel, but then come onboard and haul the bike up well, the two-pot Tokico calipers upholding the parts-bin special feel of certain components around the bike. Likewise, the rear caliper is as familiar as Abba’s Dancing Queen at a wedding. And now you’ll have that song in your heads for the rest of the day. Really, there’s no need to thank me…

The digital dash offers the usual twin trips and clock, but also economy (both overall and current). During the duration of the test, it managed to drink the unleaded at a rate of 4lt/100km. That’s good to know when fuel’s going north of $1.50/litre.

With dual seat bases, rubber-topped footpegs and some of the largest and most insulated footpeg hangers in the history of such things, the ride’s mostly vibe free and clear of annoying tingles. Handling-wise, it ticks all the bases: good stability, predictable turn-in and dive under braking. There’s no adjustment at the front and only preload on the side-mounted rear shock. It’s only when you push harder that the components feel raw in their control. Ride it smooth and life’s good.

After a short time with the Ninja 650R, it’s clear that it’s not a game changer, but more of a strategic player. It looks great, is fun to ride and cheap to own and run. And as long as you’re not expecting more fireworks that that base formula, you’ll find the $10,499 (plus on-road costs) green corner a great place to be.

PERFORMANCE
Claimed maximum power: 72.1hp (53kW) at 8500rpm; leaner version 47.6hp (35kW) at 8000rpm
Claimed maximum torque: 64Nm at 7000rpm

TRANSMISSION
Type: Six speed, cassette style
Final drive: Chain
Clutch: Wet with mechanical drive

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

OTHER STUFF
Price: $10,499
Colour: Candy Lime Green or Pearl Stardust White
Test bike supplied by: Kawasaki Motors Australia, www.kawasaki.com.au
Warranty: 24 months, unlimited kilometres