This motorcycle is one of the versions of the Kawasaki ER-6 model. The bike has interesting properties. In terms of its class, this is a naked bike. Unlike the ER-6F, there is not as much plastic in its frame, and it is not as aerodynamic. The motorcycle is suitable for those who love cars of this class and adore semi-sports design.
Yes, its appearance has not only sporting features, but the shapes themselves are imbued with the aggression that is inherent specifically in sports motorcycles. So, if you like sports bikes purely in appearance, you might want to pay attention to this option.
Engine
The engine of the car is four-stroke, two-cylinder, in-line. Its working volume is 649 cubic centimeters. In just 3.8 seconds the bike can accelerate to 100 kilometers per hour. Its maximum speed is 200 kilometers per hour. This is possible thanks to the engine and its settings, which provide the following characteristics: maximum torque is 66 Newton meters at 7000 rpm, and maximum power is 72.1 horsepower at 8500 rpm.
Estimated cost
The price of the Kawasaki Er-6n motorcycle from official dealers starts at 6,300 euros.
The motorcycle version with the ABS system will cost more. This price is significantly lower than many competitors.
The Yamaha MT-07 will cost about 8,000 euros, and the Suzuki SFV650 Gladius or Ducati Monster 696 will cost 9,000 euros.
The Suzuki SV 400 S motorcycle model incorporated the most modern trends in the construction of motorcycles of its time.
This 400 cc motorcycle is positioned as a city bike - maneuverable, lightweight, with a good engine for its weight.
Dimensions and weight
The length of the motorcycle is 2100 millimeters. Its width reaches 760 millimeters. The height of the bike is 1095 millimeters. The seat height is 785 mm, and the wheelbase is 1405 mm. The curb weight of the motorcycle is 196 kilograms. The fuel tank capacity of the Kawasaki ER-6N is 15.5 liters.
This text is addressed to motorcyclists who have not seen useful information in other reviews (of which there are many). I will answer all questions constructively in the comments.
***************** Brief background: the moto (version with ABS) was purchased in October 2021 from the first owner with a mileage of 460 km. An inspection with the assistance of service technicians confirmed the fact that the motorcycle is practically new. After replacing the fluids and the stock rubber hardened to the point of a brick, a careful run-in was carried out up to 1600 km in compliance with the speeds and speeds prescribed in the manual. Mitas Sport Force+ tires of the same standard size are installed. Contrary to my fears, during the run-in nothing leaked from anywhere, the seals retained their integrity, and the operation of all mechanisms occurred without any comments. Even the fork, according to experienced riders, worked as it should and did not require an oil change. That is, this is that very rare case. You could say we were lucky, considering the amount of “firewood” on the market. Before buying Ruff, I rode a Yamaha Fazer 250, so there wasn’t much to compare it with. While the run-in lasted, I slowly got used to the increased weight and the more than threefold increase in the herd of ponies under the saddle. First impressions:
1. Quiet engine that pulls over a wide speed range. This is very convenient for everyday driving; in third gear in the city you drive like an automatic transmission. It meekly shifts into sixth gear from 3500-4000 rpm in steady suburban traffic (this is about 100 km/h according to the speedometer). But there is no detonation at 8000-9000 thousand, which is typical for torsion engines. It makes little sense to give it more than 8500-9000 rpm, it is not “superior”. At 5000 rpm some low-frequency vibrations appear, but they are not particularly annoying. The gearbox is flawless, it’s difficult to miss a gear, although the first one sticks in a little harshly.
2. Completely absent wind protection, on the one hand, limits the comfortable speed on the highway to around 130-140 km/h (I accelerated to 190 using GPS, but lying on the tank and bouncing on bumps, which are simply unnoticeable at 140), but, on the other hand, , is a natural speed limiter. But, if you really want, you can install a universal windshield (which I refused for an understandable reason: I drive mainly in the city, where it interferes with visibility, and even without it it’s cooler in the heat). With my height of 194 cm, the saddle is relatively good, a little tight in the legs, but in the city this does not bother me. It will be ideal for people of average height. The steering wheel and controls are comfortable without reservation.
3. The brakes are sufficient for normal driving, the ABS is simple, it kicks in quite early, which is again good on slippery surfaces (or for beginners who press the lever into the steering wheel at every opportunity). All of the above is good for the city, but at a karting track or gymkhana it will interfere (although it was not created for the track, this moto). Once, ABS saved me from falling on the track when I slammed the front brake in a panic while on a deep lean. Let it be.
4. Apart from ABS, there are no safety electronics. For 2006, when the ER-6 was launched, this was the norm, but now I would like switchable traction control in case of rain. But on dry asphalt there is no particular need for this with such a smooth performance of the engine, and wheelie is only possible with outright provocation.
5 Suspension. It’s quite composed for a road driver, at first it seemed oak compared to the 250 (I started to go around bumps that I didn’t pay attention to on the Yamaha), but at speed it holds up as expected well, preventing longitudinal rocking. On the go-kart track, on the contrary, she is perceived as too imposing, and you want to push her. But no, there are no adjustments (except for the rear spring preload), the front “telescope” is designed for other tasks. In general, a normal urban setting, but shit and serious tracks are not his element. With my considerable weight (103 kg), a companion and small luggage, the suspension never hit the limiter.
6. It’s easy to control the “Ershik” on special stages at any speed, the low center of mass makes itself felt (the muffler is hidden under the rear pendulum for this reason), and the small transverse dimensions of the moto make it an excellent option for piercing traffic jams. It rolls steadily and without sudden movements at minimum speed to where the rider points. On the go-karting track, it is shifted with laziness, because 204 kg is not the lightest weight for a naked bike, and the rather low-mounted footpegs begin to spark on the asphalt much earlier than the limit on the angle of inclination is reached. On the highway it is not afraid of ruts and joints of the road surface: you can go on an unplanned flight only if there is a complete absence of the instinct of self-preservation. The landing is closer to vertical, and short, 100-200 km trips around the surrounding area do not cause pain in the lower back and do not clog the forearms. Long-distance travel is possible, but it smacks of masochism. In addition, a fully filled 15-liter tank reaches the reserve light at a cruising speed of 130 km/h in 200-250 km. Not a tourist option)) My trip along the Moscow-Tambov route for 4 hours (~450 km) went quite normally and did not cause any serious inconvenience, except for the need to stop at gas stations every 2 hours (although this may have been for the better).
7. The service is not intimidating by the price and is carried out in almost any service center; there is a sea of spare parts (the model until recently was very popular throughout the continent), but there is also a dark side: an appetizing and not protected from thieves car will be willingly stolen and sent to the sawmill, since there is a steady demand for parts. So buying a couple of anti-theft devices is not at all an extra step in the case of Ruff.
8. Reliability. There are a whole bunch of articles about this, and I won’t retell them. I will only note that the bursting frame at the engine mounting points is a disease of the first generation of Ruffs (2006-2008), and the breakage of valve plates is typical for the 2011-2013 model years. If you look for a motorcycle, then in the intervals between these periods, because replacing defective valves with modernized ones costs about 50-60 tr (I was interested), and ignoring the problem can result in capital expenditure. I recommend that reinsurers and skeptics (like me) make a request to the official Kawasaki representative office in Russia. The response will indicate the series of valves and recommendations (change/replacement is not required). Otherwise, in terms of reliability, the motorcycle is not much different from other Japanese ones.
Summary: a nimble city bike, tolerant of mistakes and balanced. With a competent approach and careful choice, a partner for many years. If you don’t want to set records on tracks and travel 500+ in a day, then this is a universal option. With an adequate price on the secondary market and no less adequate amounts for maintenance. Oh yes, the light. His light is so-so)))
Chassis and brakes
The motorcycle frame is steel. It has a semi-sporty design because it is not particularly aerodynamic. The wheel rims are alloy and have a very aggressive look. The steering wheel is comfortable and looks very impressive, especially considering the striking shape of the mirrors.
The rear suspension of the motorcycle is pendulum, has a monoshock absorber, and its travel is 125 millimeters. The role of the front suspension is performed by a telescopic fork with dimensions of 41 millimeters, the travel of which is 120 millimeters.
Photo gallery
An ideal choice for those who have already grown out of small-capacity vehicles and do not gravitate toward sportbikes and choppers, the driving of which requires either advanced or specific skills.
The appearance of the motorcycle is consistent, does not evoke any conflicting emotions, and has good wind protection. Otherwise, admire it for yourself; the gallery contains photos of the Kawasaki Er-6n motorcycle in various colors.
