KAWASAKI NINJA 650 ABS 2017 TEST REVIEW

The 2017 Kawasaki Ninja 650 ABS has not only successfully undergone a weight loss mission but its design has significantly improved and although power has decreased compared to its predecessor, the ER-6F, this new Ninja 650 ABS which has a striking resemblance to its bigger brother, the ZX-10 comes with better handling, maneuverability, braking and some impressive technology fitted into the instrument panel. The new Ninja 650 ABS, launched in Malaysia in January this year is the successor and replacement to the Kawasaki 650 ER-6F.

The engineers and designers of Kawasaki Heavy Industries limited (KHI) Japan have taken the feedback from motoring journalists, its customers and dealers seriously. And this 2017 Ninja 650 ABS is prove that they have acted upon the feedback by coming up with a vast improved model to that of the ER-6F which was heavy and does not handle too well in corners.

Whenever I got on and ride the 2017 Ninja 650 ABS, I am constantly reminding myself that I am on a 650cc machine and not a 250cc motorcycle. The overall dimension, slim, low, super lightweight and nimbleness makes this model perfect for beginners, ladies and even season bikers who are looking for a light weight but powerful enough motorcycle for their daily commute to office / work or leisure ride. A motorcycle where weight is of no concern and is easy to maneuver in-between traffic especially during peak traffic hours.

However, I find that this new Ninja does not react too well on fast turns, at corner entry and exit. The Ninja 650 ABS tends to be a bit light on the front and it is a bit scary when I cannot really “feel” the steering gripping the tarmac. Perhaps an adjustable steering damper coupled with good performance tires would make a good big difference. The other minor “issue” I feel is the lack of torque on uphill climb. These are just minor stuffs that more season, fast riding bikers would feel. The overall improvements and rideability made on this 2017 Ninja 650 ABS out-weights the minor setbacks I mentioned.

A noticeable difference on this ER-6F successor is the frame / chassis. The new Ninja 650 ABS is fitted with a new high tensile steel trellis frame that is quite similar to the one on the premium Kawasaki H2. This has contributed to the vast improved handling and the weight of the motorcycle. The Ninja 650 ABS weighs in at 193 Kg, which is a massive 16 Kg lighter than the ER-6F.

The Ninja 650 ABS power generator comes in the form of a Parallel Twin cylinder, DOHC, 8 valves, 649cmᵌ, fuel injection motor and is liquid-cooled. Power delivery is smooth below 3,000 rpm while power and torque rises without any lag above 6,000 rpm.

Front brake consists of a twin petal 300mmØ semi-floating disc with 4 piston Nissin calipers, while the rear is fitted with a single 220mmØ petal disc with a single piston caliper. The brake bite, response is good and well balanced. Added with Kawasaki ABS system, which is controlled by a high precision and reliable programming that was formulated based on thorough testing on numerous riding situations, riders can be assured of good and predictable stopping capability on the Ninja 650 ABS.

Kawasaki has replaced the Uni-Trak rear suspension, which mounts the shock vertically, with a horizontal back-link rear suspension with adjustable pre-load. The unit that I tested was a bit soft but that can be quite easily corrected with adjustment to the rider’s weight and preference. Front suspension is a 41mmØ telescopic fork which I find is a bit soft, the dive and rebound is too much for my comfort.

One premium item that is fitted in the new Ninja 650 ABS which does not come standard in many other brands of the same cc and price, is the assist and slipper clutch. The assist and slipper clutch uses two types of cams (an assist cam and a slipper cam) to either drive the clutch hub and operating plate together or apart. Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch spring load to be reduced, resulting in a lighter clutch lever feel when operating the clutch. When excessive engine braking occurs – as a result of quick downshifts (or an accidental downshift) – the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back-torque and helps prevent the rear tire from hopping and skidding. You will be having the feeling of riding a race prepared motorcycle when you are upshifting on every gear without hitting the clutch. However, downshifting without clutch is not advisable.

The instrument panel has with many features and the one that most, if not every rider would appreciate is the gear indicator, which is in a big bold number. Other features worth mentioning are the “ECO” indicator. This “mark” will appear on the LCD screen when the rider is riding in the optimum fuel economy condition. It is indeed a superb combination by having the speedometer in digital while the tachometer is in analog. The Tachometer complements the “shift up” indicator lamp, changing colors in 3 stages and customizable between 5,000 rpm to 11,000 rpm. It is also possible to switch off if the rider does not require it.

This 2017 Ninja 650 ABS comes with a 15 litres fuel tank and a full tank can easily take you over 200 kilometers, provided you are not heavy on the throttle and better still if the “ECO” indicator is constantly “ON”.

The design of the exhaust, which is located on the right side, underneath the swingarm is more “refine” as compared to the ER-6F. Pipe length has been shorten by 60 mm to improve response and performance in low-mid rpm range. The grunt can be heard at higher rpm but if you are looking to have a more “thunderous” note, then go for a change to an aftermarket exhaust. Heat dissipation has also been improved thanks to the new radiator fan cover which directs heat away from the rider, although some journalist felt that it still affects them during the test ride.

On the safety side, I feel that Kawasaki should be having LED lights not only for its running, head and high beam lamp but turn signals as well. With such a beautiful, aggressive, modern front design, it is quite a let-down that it is still using the old bulb lamp. LED is brighter and less draining on the battery due to its lower power consumption. It is also crucial that motorists are aware of a motorcyclist approaching them. Cost wise, LED is on par if not cheaper than bulb due to mass production and stiff competition. Something I hope KHI engineers will consider on all their next models or upgrades.

Credits:  Bike courtesy of Kawasaki Motors (Malaysia) Sdn Bhd