The Kawasaki ER5 road motorcycle, the characteristics of which are described later in the article, occupies an intermediate place between Japanese 40 cc motorcycles and popular professional bikes. But in its properties it is closer to the first option.
This motorcycle is considered a full-fledged entry-level road device. It is as light, simple, and inexpensive as possible. That is why it is usually used by novice bikers.
general description
The model of the described motorcycle appeared in 1997. The first generation lasted until 2005. This motorcycle was built on the basis of a sports engine. It was borrowed from a bike from the same manufacturer, which is named Kawasaki GPZ500. This motorcycle received a low compression ratio, a slightly different exhaust system, and a slightly different carburetor. This model was originally intended to be sold on the European market. After new Euro-3 standards appeared, the first generation was completely discontinued. It is replaced by a Kawasaki EP6 bike.
Peculiarities
Speaking about the Kawasaki ER-5 motorcycle, which we are reviewing in this article, we need to talk about the technical characteristics. To create the vehicle, a two-cylinder engine was used, the cooling was liquid type. The power was 50 horsepower. The motor had a special even power stick. The motorcycle moved easily at low and medium speeds.
Many people like the standard design. The Kawasaki ER-5, whose technical characteristics appealed to beginners, is now officially impossible to purchase. Below we will describe the cost at which you can purchase the model secondhand. When purchasing, you need to pay attention to the condition of the suspension, engine, and examine the body for cases of deformation. This question is quite relevant. After purchase, many recommend slightly adjusting the design: installing additional parts, adding electronics, preferably replacing the brakes. We will talk about the nuances associated with them below in the article, speaking about reviews.
Overall the comments about the bike are excellent, although there are some minor issues. But those who hesitate between choosing this motorcycle and one of its competitors ultimately still prefer this model. She's much better.
Kawasaki ER-5: Comparative test drive with Suzuki GS500E
When you compare two motorcycles, one of which is your own, it is difficult to give both of them an adequate assessment. Especially if you have learned your motorcycle down to the smallest detail, and only a short period of time has been allocated to study the “stranger”. By “my” motorcycle I mean Kawasaki ER-5 . I drove more than one thousand kilometers on it and managed to get used to it, having studied all its strengths and weaknesses. But this test is exactly the case when you have to put aside your preconceptions and try to look at both motorcycles from the outside.
Despite the same cubic capacity and belonging to the same class, the motorcycles are more different from each other than similar. If you look closely, you can distinguish many small details in the Kawasaki’s , including decorative ones. On the contrary, the Suzuki GS500E looks like a Spartan; there is nothing superfluous in its appearance. Frame, wheels, engine - what else does an ordinary road worker need!? It remains only to find out how much each of them is worthy of its price.
I would like to note right away that despite the same engine size, it is possible to compare motorcycles as equals only with a slight “adjustment for wind”. Let me explain what I mean. Both models have been produced for more than ten years (mainly for the European market). And according to the laws of some countries to which they are exported, motorcyclists with less than two years of experience cannot ride equipment more powerful than 34 hp. To kill two birds with one stone, many motorcycle manufacturers produced their 500 and even 600 cc motorcycles “strangled” to this power figure. Among them were our test subjects - Kawasaki ER-5 and Suzuki GS500E . Moreover, “strangled” modifications were produced in parallel with full-fledged models. Their differences consisted mainly in restrictors installed in front of the carburetors, the cross-sectional area of which is significantly smaller than the cross-sectional area of the intake pipes. By limiting the complete flow of the fuel mixture, they reduce the maximum engine power. To bring the power indicators to nominal, it is enough to remove these restrictors, and the engine will “breathe” to its fullest.
One of the experimental motorcycles, namely the Kawasaki ER-5 , was originally released with 34 horsepower and until that time had not gotten rid of the “chokers”. The Suzuki GS500E has passed this sad fate, and it boasts a full set of 48 “horses”. Based on the current situation, two goals were set: to find out what motorcycles are in general terms and to find out how much the forced reduction of its power affects the performance characteristics of a motorcycle.
Let's start with the second point. It is worth noting that the differences between the engines are not only in the restrictors installed in one of them. First of all, they lie in the designs of the “engines” themselves. The Suzuki GS500E has been in production since 1989 and its power unit is quite simple - it is an air-cooled in-line engine with two valves per cylinder. The Kawasaki ER-5 began production only in 1996 and was equipped with a slightly derated engine from the Kawasaki GPZ500S . Its advantages include liquid cooling and 4-valve cylinder heads. Therefore, the differences between the motorcycles are noticeable even when starting from a standstill. The Kawasaki ER-5 starts sluggishly and spins up rather reluctantly up to 5-6 thousand rpm, after which there is a noticeable pickup, up to 9 thousand rpm. the Suzuki GS500E already has solid torque at low speeds. But as the speed increases, no pick-up is observed - the thrust is almost even throughout the entire range. The high elasticity of the Suzuki allows you not to think too much about what gear is engaged and what speed the tachometer needle shows. Following the movement of the throttle, it accelerates quite briskly from any speed after idle. In contrast, for sharp acceleration on the Kawasaki you have to constantly keep high revs and often click the gearbox foot. No matter how hard I open the gas on the Kawasaki ER-5 , the restrictors do their job and prevent the engine from spinning up as quickly as I want. Naturally, with the removal of the “chokers” the behavior of the motorcycle will change significantly - just look at the characteristics of the engine in various versions. Option one (strangled Kawasaki ER-5 ): 34 hp at 7800 rpm and 38 Nm 5500 rpm. Option two (scented ER-5): 50 hp. at 8700 rpm and 43 Nm at 7200 rpm. Rival engine ( Suzuki GS500E ): 48 hp at 9200 rpm and 40 Nm at 7900 rpm. And if in our test Suzuki outperforms its competitor in dynamics, then it’s easy to guess that when meeting with a full-fledged opponent, the situation will not be in its favor.
Let's move on. The engines of both motorcycles do not cause any complaints in operation, except that the “air” of the Suzuki GS500E is much louder and produces a lot of mechanical noise. The gearboxes of each motorcycle operate smoothly and informatively, and the gears engage clearly. But there are also nuances. They mainly concern the procedure for finding a neutral. Finding neutral on a Kawasaki is much more difficult and almost impossible to do while moving. Suzuki has it in both first and second gear, which is a definite plus when maneuvering around the city and frequent stops at traffic lights .
Another difference that makes itself felt immediately after boarding the motorcycles is the ergonomics of the driver's seat. In vain I thought that on my Kawasaki ER-5 the knees bend too much and the footpegs are too high - compared to the Suzuki GS500E , it just has a tourist position. When you sit on a Suzuki , your knees bend even more, your torso leans forward, and your hands rest on the handlebars. The two-clip-on handlebar is significantly lower and narrower than that of the Kawasaki ER-5 . The footpegs are located higher and located slightly further from the front wheel. The landing turns out to be semi-sporty and from it one can judge that the motorcycle has a hooligan component and is not really designed for slow riding. This is also evidenced by a slight inversion of the steering wheel, which makes maneuvering at low speeds difficult. At the same time, thanks to the small width of the steering wheel, the Suzuki GS500E makes it easier to squeeze between rows of cars in traffic jams. On Kawasaki ER-5 . the driver is much more comfortable. The footpegs are lower, the handlebars are higher and wider, and the riding position is more upright and relaxed.
In terms of handling and ride quality, both motorcycles are almost identical. Despite the fact that the Suzuki GS500E has a monoshock and progressive linkage system at the rear, while the Kawasaki ER-5 . – a simple set of two shock absorbers; only a fairly experienced driver can notice the difference in the operation of the suspensions. The difference in the operation of the front suspensions of motorcycles is also practically indistinguishable. Small bumps on both motorcycles go unnoticed, and only when you hit a pothole in the asphalt at speed do you feel a “kick” in the butt. The only difference that is noticeable to the naked eye concerns the rigidity of the motorcycle frame. The pseudo-diagonal design of the Suzuki GS500E not only looks impressive. Thanks to it, at high speeds and in corners the motorcycle behaves more confidently than the Kawasaki ER-5 with its tubular steel frame.
The next point I'm going to talk about will dot the i's for many. We are talking about the braking system. As much as I love my Kawasaki ER-5 , it has one major drawback. Since a motorcycle can easily overcome the “barrier” of 150 km/h, its braking system must be powerful enough to quickly stop the motorcycle at any time and from any speed. But Kawasaki problems with this. Its braking system will only fit a light 250. The performance of the front single-disc 280 mm brake is almost always lacking, and the rear drum brake is nothing to speak of. Engine braking is much more effective. The lack of front brake power was somewhat corrected on ER-5 models released after 2001, but my “guinea pig” was released in 1999. The situation with the brakes is completely different for the Suzuki GS500E . It has a 310mm disc at the front and a 250mm disc at the rear. Any, even slight, pressure on the brake levers is accompanied by a confident deceleration, and from high speed the motorcycle stops in a matter of seconds. In dense city traffic, this gives it an undeniable superiority over the ER-5 and allows it to maintain a higher speed in all situations, without being afraid to drive closely behind the car and adhere to a more aggressive driving style.
As a result, motorcycles that look similar at first glance turn out to be, although not complete, opposites. The difference in power, as it turns out, has the last effect on their behavior. First of all, they differ in appearance, style, and design. The Kawasaki ER-5 looks more like a touring car with all the ensuing consequences of its use, while the Suzuki GS500E stands out for its sporty-street component. And although the scope of application of motorcycles varies, they are intended for those who choose their first “serious” foreign car, preparing to switch to it either from a “Soviet Cla” or from a small-capacity “Chinese”.
Opinion: Konstantin Kazimko Filatelist (185 cm, 77 kg)
Driving experience: 6 years.
Rides a Zongshen GS 200
Both bikes are good bikes for beginners. Externally they are very similar, with only the engine guard and windshield giving the Kawasaki some edge. Although the Kawasaki ER-5 is weaker than its rival, this does not cause significant complaints. He's just being more reserved. On the Suzuki GS500E I was attracted by the small clip-ons, which provide better maneuverability in traffic jams. The brakes and suspension also sway me towards the Suzuki . They do their job better on this bike. The large round headlights on both bikes provide a decent beam of light, but even in the dark I would prefer to ride the Suzuki GS500E . Air-cooling aside, I'd give the Suzuki GS500E a solid "A" for its handling. But the Kawasaki ER-5 didn’t interest me in any way, and on a five-point scale I give it a “four”.
Pros:
Confident traction almost from idle Good handling Powerful brakes Cons:
Noisy engine operation No fuel sensor Kawasaki ER-5 Twister
Pros:
Comfortable fit Liquid cooling system Quite modern design Cons:
Insufficient power of the braking system. The “neutral” is poorly positioned.
Go to Kawasaki ER-5
- Read review Kawasaki ER-5
Check out the test drives:
- Kawasaki ER-5: Test drive from Motorreview
Advantages and disadvantages
The Kawasaki ER-5 motorcycle, the price of which is quite low, which is considered an advantage, had a cheap steel frame. Buyers considered this a minus. The shock absorber was installed as a double shock absorber, of the classic type. It was located at the back. Drum brakes could also be found there. Even at the time the motorcycle was created, such solutions were already outdated, so many buyers did not understand the point of creating such a vehicle.
But among the main advantages, in addition to low cost, it is necessary to highlight the unpretentiousness of the engine and easy maintenance of the motorcycle. It is thanks to this quality that this bike has become quite famous in Europe. The average fuel consumption of the Kawasaki ER-5 is up to 5.5 liters per 100 km.
Kawasaki ER5 Twister is a purely European model, quite rare here, although it is common in Ukraine and Belarus. It is distinguished by its lower price than other 400 and 500cc models, which attracted me. The name of the Twister model can be translated as “tornado”, “hurricane”, or as “deceiver”, “liar”. Let's figure out what ER-5 is.
While searching for a living Japanese, I came across the ER-5 by accident (story about the choice and purchase here). At first, as usual, I looked at the Honda CB400 (and CB500)/Yamaha XJR 400/Suzuki Bandit 400, but then I refused because it was overpriced and difficult to find a new device at an adequate price. In general, the analogue of this trinity from Kawasaki is the ZRX 400. But have you ever heard of it? It is even rarer than ER-5.
Kawasaki ER-5 - was produced from 1996 to 2006 and, in fact, modern ruffs are its descendants. The device itself is extremely simple, and in some places even primitive. One brake disc in front and a drum(!) in the rear, the simplest twin shock absorbers, no VTEC or other bells and whistles. In general, the Japanese seemed to save as much as they could. The engine was taken from the small Kawasaki GPZ 500 sports car, which, in turn, simply received half the engine from the liter Kawasaki GPZ 1000 RX. So the ER-5 has sporting roots.
The two-cylinder in-line engine turned out to be torsional, normal output is only in the second half of the tachometer, and below it is a bit empty. It’s better not to go below 3000 at all, since there is no traction, and if you make a mistake with the gear, the engine begins to have epileptic seizures. The selection of gears could have been better; there is a certain step when the first one is already running out, and the second one still doesn’t pull. Moreover, it manifests itself in the most popular traffic-city range of 25-35 km/h.
If you don’t cross the line at 6000 rpm, then the dynamics generally correspond to that of the Stels Flame 200, which may not be bad for complete beginners. Well, if you need to go, then turn it and you will be rewarded with a quite noticeable pickup after 7000 and before the cutoff. With 49 hp The ER-5 loses a few horses to the aforementioned scabies, but has more torque. Still, + 100 cubes or 25% of the volume, and the cylinders here are not 100 grams. Gear 6. In the last gear, 120 km/h is 6000 rpm, 140 km/h is 7000 rpm. For 10 liters it travels 180-210 km, that is, consumption is around 5 liters. The exhaust sound is very quiet. In my opinion this is a plus.
When taxiing, the device is very light, nimble and responsive, both due to its low weight (179 kg dry) and narrow wheels (110 and 130). It feels just a little heavier on the move than the same Flame. The downside of this is wind dependence: a gust can blow you 5-10 cm sideways, and once in a strong wind I had to ride for 20 minutes at a constant angle just to maintain a straight line. Actually, this and the lack of wind protection determine its shortcomings on the track. You can drive a couple of hundred kilometers, but beyond that it will be tiring. Plus, its general behavior does not at all make you want to drive at the limit of 170-180, but it’s more pleasant to drive at 110-140, then everything is under control. But the traffic clearance is simply excellent, the motorcycle is very narrow, and the ability to squeeze between cars is comparable to 150-300cc scooters. The seating position is flat, the height of the saddle allows short riders to ride comfortably, but the legs are bent and tucked in more than we would like, but this can only happen with a height of 183 cm and above.
The brakes are considered the weak point of this model. Regarding the rear brake, I agree - it must be pressed with great force until it locks. Although, again, this will help someone from a sudden skid. For the front brake: after modernization in 2002. The Japanese have improved the brakes a little, plus I have a reinforced hose, so there are no complaints, the feedback is normal and allows you to catch the blocking edge.
I can’t say objectively about the suspension, since I have non-original rear shock absorbers. Those that stand are a bit harsh in my opinion. The front fork has never been punctured. The lean cannot be said to be very stable and unshakable, but the general design and narrow tires are more likely to blame here, but it is easy to change the trajectory right in a turn. Also sensitive to ruts and protruding markings. The gearbox is noisy and harsh, the sound is similar to the shutter jerking. But in general there is no discomfort during use. I haven’t seen any complaints or mentions about the second flight. Apparently the Kawasaki disease passed him by. There is a peculiarity that neutral can be caught only when stopping or at a very low speed.
We'll see about reliability, but it seems to me that everything should be fine. The units are all simple and proven over the years, again there are no bells and whistles. Two rather large cylinders are also a plus in this regard. In terms of maintenance, everything is standard, except, perhaps, for poor access to the spark plugs: you need to remove the tank and have a thin-walled key. There are certain difficulties with spare parts. You won't find the ER-5 on scrap yards, unless in Ukraine. On the other hand, many parts are unified, especially for the engine with the KLE 500 and Vulcan 500, GPZ 500, EX-4, KLE 400. KLE is more popular with us and comes across in analysis. In general, I don’t really understand how such a high-revving engine can be used on an enduro or cruiser. Who drives these, write down in the comments how you feel?
The developers themselves classify the ER-5 as a commuter class - a vehicle for daily movement around the city and suburbs, to work or even to work. Actually, this is exactly how I use it, so it doesn’t irritate me in any way, but rather makes me happy. This opinion is shared by many European owners. The cost of the motorcycle is somewhat lower than its competitors due to its simplicity of design, low popularity and prevalence in Russia, and, to some extent, the reputation of Kawasaki itself in those years. Which, however, did not have any negative impact on the reliability of this model. The ER-5 is definitely not a hurricane, but it’s definitely not a deceiver either. The third translation option is more likely to be “butterfly” - a hard worker who, at times, is very tedious and monotonous, but does his job regularly.
Modernization
The Kawasaki ER-5 motorcycle (reviews below) has been modernized several times. For example, in 1998 the R5 ventilation system was installed. It had 4 hoses, and the clutch lever and fuel gauge had a different stroke. In 2001, the tail was changed and the fuel tank was improved, which received a volume of 17 liters. Moreover, these changes complemented a number of other, less significant ones. In 2004, the motorcycle received a catalyst. Thanks to this, power was reduced to 49 horsepower. Models produced at this time received black rims and mirrors with plastic protection. In 2005, a stainless steel exhaust pipe was installed on the motorbike.
Kawasaki ER-5
Kawasaki ER-5 is a stylish, lightweight, dynamic motorcycle - one of the best representatives of its class (neoclassical). Thanks to its high technical potential at a reasonable price, it becomes especially attractive to young people. The model has a simple and reliable design, comfortable fit and good design. The motorcycle uses a reliable, proven and economical two-cylinder engine, which promotes rapid acceleration (6 seconds to “hundreds”), and powerful, strong brakes. Two Keihin CVK34 carburetors provide instant response and consistent power at any speed. The rigid, lightweight double cradle frame provides reliable handling, a compact design and protects key engine parts. An instrument panel with dual trip meters, speedometer, tachometer and warning lights comes standard. This is the best option for a universal motorcycle, which is perfect for daily trips around the city or trips outside of it.
ENGINE
2 cylinders, parallel arrangement, 498 cm3, double overhead camshafts
Reliable, proven and economical parallel two-cylinder engine. The engine has a wide power characteristic from low to high speeds. The engine features a highly efficient eight-valve cylinder head. The KCA system provides fresh air into the exhaust system, which reduces harmful emissions and helps reduce environmental pollution. The TCBI ignition system is digitally controlled. High-speed 32-bit processor provides precise control of engine operation. The liquid cooling system has an automatic fan, which helps maintain optimal engine temperature conditions, ensuring maximum reliability and efficiency of its operation.
Fuel system
Two Keihin CVK34 carburetors provide instant response and consistent power at any speed.
Exhaust system
The honeycomb catalyst reduces harmful emissions.
TRANSMISSION
6-speed transmission
The design of the transmission allows the full potential of the engine to be realized. The transmission provides high acceleration dynamics and comfortable control.
CHASSIS
High rigidity steel frame
The rigid, lightweight double cradle frame provides reliable handling, a compact design and protects key engine parts.
Brakes (disc - front, drum - rear)
The front brakes are equipped with a 280 mm disc and 2-piston caliper, the rear brakes are equipped with a 160 mm drum. This design provides excellent retardation and sensitivity.
Rear suspension
The rear shock absorbers have a simple design, adjustable spring preload, providing comfort and an elegant appearance.
Styling
The speedometer and tachometer are framed in chrome, which emphasizes the modern design. The 17-litre fuel tank has a recessed cap. The low-noise 2-in-1 muffler is made of stainless steel. Lightweight, easy to ride and economical, this motorcycle is an ideal entry-level machine. The presence of side and central steps makes servicing and parking easier. A seat lowered by 50 mm can be purchased as additional equipment.
Changes to the 2004 model
Suzuki GS 500
This motorcycle is considered one of the main competitors of the vehicle described in the article. The history of this bike began in 1989. Unlike the model described above, it is still produced to this day. They are creating it for South America. Initially, it focused on the European and US markets. However, after the crisis they began to produce it for South America. The peculiarity of the motorcycle is that it has a 2-cylinder engine, air-cooled. The power of the motorcycle is 45 horsepower. The motor is outdated, but when driving it shows itself perfectly.
The model does not have any special features. Got a steel frame, simple pendants. The gearbox is equipped with 6 steps. Dry weight is 169 kilograms. The cost of this used motorcycle in the Russian Federation reaches 80 thousand rubles. Fuel consumption per 100 km is almost 5 liters.
Honda CBF 500
Another close competitor to the model described above is the Honda CBF500. It appeared in 2004. We made this motorcycle so that it could be released on the market of European countries. It complies with Euro 2 standard. This model has many features. For example, the design was truly modern by 2004 standards. There is an instrument panel with a digital display. The wheel size is considered standard. The frame is made using a motor connected to a supporting element. The brake system is used combined. There is a 3-piston caliper in gold color. A central monoshock absorber is used, instead of a double shock absorber on the sides. And the fuel tank has a volume of 19 liters. This model in the Russian Federation with mileage is sold for 200 thousand rubles. Fuel consumption is 4 liters per 100 km. But this is according to the manufacturer. But buyers report that, as a rule, the consumption is 5 liters.
Honda CB 500
The last official competitor of this motorbike is the Honda CB 500. The first generation was created in 1924. The motorcycle was produced until 2002. This model, as a rule, was supplied to the European market. Low cost, simplicity and reliability made the motorcycle quite famous. It is often used in courier services. This bike is powered by a 2-cylinder engine and is liquid cooled. Power is 57 horsepower. The maximum speed reaches 193 km/h. The equipment is completely simple. Brakes are disc type. The suspension was telescopic. The fuel tank is designed for 18 liters. Dry weight is 170 kg.
In 2002, this model was discontinued. The reason was that the Euro-2 standard had been updated, so the motorcycle could no longer be sold. The cost of this bike in good condition without mileage is about 5 thousand dollars. With mileage this amount equals 110,000 rubles. Fuel consumption reaches 6 liters per 100 km.
Reviews
The Kawasaki ER-5 road motorcycle (specifications above), which was described in this article, is considered very reliable. However, it does not shine with any special features. A liquid cooling system was inserted into the Kawasaki ER-5's steel frame. We're talking about the motor. It is perfectly balanced, due to this the acceleration is quite smooth and fast. As mentioned above, the power of this model is 49 horsepower. The power supply is injection type, although previously there was a carburetor. The gearbox operates with 6 steps. Acceleration from 0 to 100 km/h takes 6 seconds. This indicator does not please many drivers, but in defense of this motorbike we can say that acceleration occurs smoothly.
It should be noted that the same engine was installed on the famous Kawasaki EN500 chopper. The maximum speed of this bike was 180 km/h. What can be said about external factors? The design data of the model are considered classic. The bike has round headlights and minimal plastic bodywork. This style has always been popular and still remains so. Therefore, the external design and overall design can be called successful.
If we also take into account the excellent reputation of the manufacturer and the reliability of the motorcycle itself, then we can call it an interesting and best option. Of course, there are some force majeure events and factory defects. Moreover, many Kawasaki motorcycles have problems with the gearbox. It should be noted that this problem has been eliminated in this motorbike. Therefore, this motorcycle turned out to be light and quite fast. It's easy to use. For everyday use, it is no worse suited than any other popular motorcycles from Honda.
The suspension of this device is classic, has a fork at the front and shock absorbers at the rear. This does not cause any special emotions in the driver. Many people say that there are still no differences. Overall it works quite well. The rear shock absorber protection regulates the spring preload, so each driver can customize their performance. Many people express their dissatisfaction with the brakes. Unfortunately, drum brakes have not been used for a long time, as they are considered obsolete. The front wheels are equipped with disc wheels. They are not bad, but many do not understand the logic of installing different brakes on both wheels.
The strengths of this motorcycle include handling, even though the total weight is 175 kg. It is noted that this motorbike does not have powerful characteristics, it is simple and is perfect for all beginners. Thanks to the excellent gas tank, which is designed for driving in the city, you can travel well over long distances.
Unfortunately, it’s disappointing that this motorcycle doesn’t have its own flair. Of course, no one demands to amaze buyers with unimaginable elements, but many argue that the design could have been made more beautiful or some additional options could have been installed. In general, this model is more suitable for beginners; this motorcycle has not gained much popularity among professional buyers and bikers. But those who have used this vehicle recommend it to many and, at least for the sake of interest, advise driving it.
Review of the Kawasaki ER-5 motorcycle
The first sensations are the same Java, but more than twice as powerful and a little heavier. It steers easily and naturally, the weight distribution (as it seemed to me) is close to 50/50. Your hands don’t get tired of turning the steering wheel, the seating position is comfortable, and the clicks are also not like the oak levers of an Izh. My lame mistake - you don’t need to steer the motorcycle, you need to lay it down, if you had laid it down and not tried to turn the steering wheel, then the Sabotage would not have seemed difficult. But this understanding came later, but for now - hello, the first Japanese motorcycle.
pros:
1. Management.
It's easy to steer. It goes into turns without any problems, it forgives mistakes - which is very important for the first motz. In general, it behaves predictably. 2. Landing. The fit is classic, not very high, comfortable. Glass will relieve the load on your hands and head and allow you to comfortably ride at a speed of 120 for medium and long distances. I installed glass from Givi for 30Ls (it didn’t work for one friend) - the average speed increased to 150km/h. You just go and don’t stress. When I drove without glass, I got used to feeling the speed by the wind resistance, I put the glass on and almost got hit a couple of times - already in the turn I realized that it would be difficult to go into the turn, a glance at the speedometer - well, what do you want, my friend: 130 km/h ...
3. Engine. Motor from a washing machine. Installed on choppers (EN-500), classics EP-5 and endurniks KLE-500, and with some changes, it seems, on the GPZ-500. When you’re driving alone, it’s enough, but if you’re with a passenger, it’s not enough—it doesn’t pull, you want to get off and push. You will feel the lack of power when you overtake a column of cars going 110-120 - there can be no talk of any jerk, only smooth, unhurried acceleration. In general, the motor is not bad, for a quiet ride it’s almost according to the rules. The engine is also an advantage because the motor is popular in motorcycle schools, and this, you see, already says something.
4. Consumption. at 120-130 approx. 4.5 - 5 liters. Depends on the wind - headwind or tailwind.
5. Its price - it is inexpensive, cheaper than the Honda CB-500 - a direct competitor, although it has a disc brake at the rear, which is already a plus for it...
cons:
1. brakes.
If you don't anneal it, then the front disc is quite enough. “The brakes match the dynamics of the motorcycle” - exactly. It’s unlikely that you’ll be able to make stoppie, although I haven’t tried it. 2. vibrations after 5 thousand rpm. I wouldn’t say that they were very annoying, but not pleasant... BUT, everyone has them. Some have more, some have a little less. The minus of vibrations is that in 6th gear 5 thousand rpm is 110 km/h, so in order to get rid of the unpleasant feeling you need to drive either slower, which you hardly want, or faster - for this you should splurge on glass, otherwise your hands get tired. And it is at 5 thousand that the motorcycle begins to move; everything before that can be considered idling. Honda CB has the same problem.
3. I didn’t like the position of the candles - they sit very deep and in order to unscrew them you must first pick out/blow out/scrape out the dirt and sand around them. Although this can be done once a year.
The general impression is that it’s a good motz to start with. It doesn’t provoke you to burn out, you can push (as far as the engine allows), but then you return to a calm rhythm. Comfortable speed is 120-130 (I have a speedometer in miles, I drive about 80 mph). Maximum speed , which I gained 115 miles (185 km), I don’t know how much the speedometer was lying. I constantly raced with the Diversion of '98 - it accelerates a little faster, but somehow it’s not impressive, the EP looks quite decent against its background. It’s a good bike to ride, think and decide what you need. You can drive along the highway a la Rossi, you can just take a leisurely drive around the neighborhood, or you can drive along forest paths, where you wouldn’t even go on a sport bike. Together with Diversion, I have traveled hundreds of kilometers on such trails. — 140 km/h on forest gravel is nowhere near 180 on asphalt...
my ep5 2007 issue. Bought in 2008 with 900 km mileage. I've had it for 3 years, driven 10,000 km, not a single breakdown. in the cold (+5) it starts with a choke at half a turn (I drive it in winter (to work and back), although winters here in Italy below zero are rare, I’m not far from the sea). catalyst in the plug (you need lead-free gasoline)
Gasoline consumption - when refueling at 12 liters. I drive 290-320 km (city-highway) at max. speed is 100-110, if you drive it, of course it’s more. (good gasoline and roads without holes probably also have an effect) it turns out about 4 liters per 100 km
I have it on the street (near the house) - it’s normal here (there’s no garage - what can you do!!) and nothing has rusted or corroded during all this time
with electrical There are no problems yet and the battery is spinning normally
The old naked Kawasaki ER-5 with a parallel-twin engine is a workhorse for the city and suburbs. A motorcycle is designed to get from point A to point B, and nothing more.
The Kawasaki ER-5 engine has very modest parameters: power 48 hp. and torque 45 Nm. The full potential of the engine can be squeezed out within the city. The Kawasaki ER-5 is far from an ideal highway bike, with weak power and lack of fairing taking its toll.
The Kawasaki ER-5 is better than some of its competitors, but it's a long way off from the Honda CB500. The ER-5's braking system is the saddest part of the motorcycle, but the pilot's seating position is relatively comfortable.
As for the quality of the Kawasaki ER-5, it can be described in one word - “bad”. Firstly, no matter where you look, corrosion can appear everywhere; it’s worth regularly inspecting and washing your motorcycle. Secondly, electrical problems are common with the Kawasaki ER-5.
This was my first motorcycle. He is a neoclassical handsome man. I could endlessly admire his forms and I liked him madly. I bought it as a gift for the New Year 2005 in December 2004 with a mileage of 2700 km. From the end of May 2005 we began to get used to each other. Every day to work and back, 70-100 km a day. Fuel consumption (92 petrol) is around 5l/100km. The tank volume is 17 liters, so after 230 km I was already looking for a gas station. The maximum speed is 190 km/h according to the speedometer, I accelerated like that once. A comfortable speed on a country highway is 120 km/h, above that the wind already presses into your chest, you want to lie down on the tank, but with a fairly high steering wheel, the posture turns out to be somehow wrong. I ordered a small windshield and waited more than a month. The appearance of the device has changed for the worse, but the problem remains. I ordered roll bars in June, they cost 4,500 rubles, but I waited until the end of the season, I received them when the motorcycle was parked for the winter. Before this, two right halves arrived once. I used semi-synthetic Liqui Molly 10w40 as oil, changed it every 5,000 km, and changed the filter every 10,000 km. In general, everything is according to the instructions. Even the spark plugs failed according to the instructions, after 10,000 km. I installed a Moto Line alarm. The installers' careless attitude to insulating connections led to blown turn signal fuses. At first I couldn’t understand what was happening until one day I removed the saddle immediately after washing the motorcycle, I saw sparks where the wires touched the frame and everything became clear. What I like about a classic motorcycle is easy access to all components, so I was happy to perform simple operations - changing oil, antifreeze, brake fluid, pads, spark plugs myself. I would like to note the relative cheapness of motorcycle maintenance. Rubber, pads, oil - everything is budget. And falls were almost free for me (even without arches), but with arches it was generally harmless. However, after falling on the right side, the exhaust pipe had to be welded because even a non-original one costs 350-400 euros. After one unpleasant incident - the motorcycle was standing near the Motoextreme store on Pionerskaya Street, a person in a Mercedes was backing out and hit it - I had to order the right part of the shank, a piece of plastic - 150 euros. By the way, in this case, I looked at the motorcycle, started it, everything was fine and said goodbye to the guys on the gelding without involving the traffic police, and I only saw that the plastic was broken later, because these “I don’t even know what to call them” collected the wreckage on the sly so that I wouldn’t notice.
I felt well the difference between the four-cylinder ones (Honda SV-400, Suzuki Bandit 400) and my two-cylinder one. What is it? The four-cylinders need to be revved up harder to achieve the same speed as the ER-5 and feel more sporty. You ride a hundred on the Bandit, but it feels like you’re dumping two kopecks. And on the Kawasaki ER-5 you go 120 km/h while walking, a more “torque” motorcycle. At low speeds I didn’t like the “torque”; I preferred the smoothness of four-cylinder engines. But Kava’s sound is more motorcycle-like. In autumn and early spring there is not enough heating of the steering wheel grips.
