Kawasaki Z650, a name from the past for the little "Z" of the future [ROAD TEST]

The idea of changing its name is just the latest of the attentions which demonstrate that Kawasaki have decided to make a half revolution, given that the great evolution has only partially spared the engine and the front end. New look, with clear points of contact with the rest of the "Z" range, like the instrumentation, identical to that of the Z900, especially the chassis and chassis are new. The latter, of the steel trellis type, allows a significant diet to the new six-and-a-half from Kawasaki, which It now weighs 187 kg in running order, almost 20 kg less (!!) of the ER-6N that the new Z650 replaces. We are going to reveal it to you in detail in our road test, anticipating however that the revolution and the improvements have not in fact increased the price, which is now 6.790 euros, including ABS, only 200 euros more than the "old" ER-6N.

Aesthetics and finishes:

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The “Sugomi” style has also taken over the little Z

The change is evident from the first glance. Even if its bigger sister Z900 is much more peppery, given that from 68 horsepower we go to 125, the little one of the “Zs” enjoys mimicking her a bit, without seeming ridiculous at all. He effectively abandons the style of his progenitor who she sends into retirement, embracing it sugomi style. It can be seen immediately from the front, minimal and aggressive, with the modern headlight surmounted by a small fairing, behind which is placed the compact instrumentation that unites it with its bigger sister 900. You may like the "sugomi" design more or less , what is certain is that it gives the new Z650 a decidedly more aggressive appearance, as well as imposing a slightly more sporty position, given that the front end is deliberately low and crouched, while the tail, behind the rider's seat, rises, imposing a high to the passenger.

Even the direction indicators, while complying with the strict regulations on their positioning and size, are minimal and pointed, contributing to the look of the Z650. Same thing for the mirrors, simple, but at the same time sculpted by the taut lines that define their shapes. Black prevails in color, which we find in the rims and in many other elements, which creates a nice contrast with the frame and the painted parts, such as the tank, tail and front mudguard, as well as the front headlight frame. As fashion dictates, the tail is truncated and small, as is the exhaust, placed as in the past on the right side of the engine. At the rear, the LED headlight with a "Z" design stands out. Finishing, assembly and painting are of excellent quality and therefore the perceived quality is very good.

The instrument panel, which on the bigger sister frankly appears too minimal compared to a bike in that segment, on the Z650 is instead passed with flying colours, because it is perfect for a small-medium bike and indeed offers complete and easy-to-use functions and reading. It does not lack the gear indicator, a digital tachometer that simulates an analogue indicator, with a function that allows you to signal the need to switch to a higher gear, which can be set between 5 and 11 thousand rpm. The LCD display is of the negative type, i.e. with white writing on a black background, very clearly visible in any light condition. Among the numerous data we mention the presence of an instant and average consumption indicator and an external temperature indicator, but the instrumentation is really very rich and complete.

Engine and performance:

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It switches to Euro 4, it is refined and evolved. It loses something in the highs, but to the full advantage of the mid-lows

The engine is one of the seemingly least modified components with the debut of the Z650. True to form parallel twin, remains one 649 cc twin cam, 8 valves, liquid cooled and with a countershaft to make it perfectly balanced. However, the interventions carried out are not trivial, because apart from those necessary for approval Euro 4, its character has been partially modified, smoothing the highs, to give a fuller delivery in the first portion of the rev counter, where it is then used more often in daily use. So it loses a handful of horsepower in the maximum power value, which goes from 72 to 68 horsepower, but delivered at 500 rpm less, at 8.000 rpm. The maximum torque instead confirms the improvements, rising to 65,7 Nm (it was 64), but above all it also arrives first, moving the entire curve downwards. The twin-cylinder is now smoother and more responsive, especially at medium-low rpm, a characteristic that makes it satisfying for a more experienced rider, less complicated to manage for newbies, for whom the Z650 offers itself as a very interesting solution for getting on the saddle even for the first time. We find the best from 3 to 6 thousand rpm, but from just above the idle speed the thrust allows you to pick up well, while the acceleration towards the limiter (around 10 thousand rpm) is pleasantly aggressive and allows for sporty driving well beyond expectations. The 36 mm throttle bodies return remarkable performance in the medium-low range, with the fine atomization injectors guaranteeing an always optimal air-fuel combination.

The exhaust is confirmed in shape, positioned under the engine and with a short and aggressive terminal on the right side. It has now obviously been renewed, to comply with the strict Euro 4 regulations. The servo-assisted clutch then makes its debut, but above all equipped with anti-slip. Developed in collaboration with the racing department, it bases its operation on the presence of two types of cams. When the engine is running at normal speeds, the power-assisted cam reduces the spring load, making the lever easier to work with. However, when the engine braking is used, potentially causing the rear wheel to bounce, the second cam manages the anti-skid, moving the hub away from the pressure plate. Overall, the Z650 has a very enjoyable engine, which knows how to change pace when you ask for something more, but which makes the fluidity and smoothness of the accelerator response in the mids and lows its best weapons.

Ride and handling:

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The slimming treatment is drastic and it pays off while driving

Even just looking at it and before getting on the saddle and riding it, the Z650 immediately highlights one of the most important changes: no more offset rear shock absorber on the right, a choice that made the look of the old ER-6N special. Now the chassis is perhaps more conventional, but no less valid, on the contrary. The front fork is confirmed, a classic telescopic one with 41 mm stanchions, while at the rear we now find a solution with "Horizontal Back-link", which offers a more progressive character and which, compared to a suspension without anchoring, guarantees a better balance between sporting performance and driving comfort. The shock absorber and the linkage are placed above the swingarm, in order to centralize the masses more and therefore make the motorbike easier to handle and quicker. The new chassis it is though the most important element of the “Z650 revolution”. He weighs only 15 kg and he is responsible for about half of the total weight loss: 10 of the 19 kg, are in fact lost precisely by the frame, a high-strength steel trellis type, designed with precision in its shapes and in the necessary tubular diameter, to obtain the ideal lateral and torsional rigidity. The engine is a load-bearing element, as are the footrest brackets. All solutions that contribute to keeping the weight low and at the same time the overall rigidity of the Z650 high. Another central element of the chassis is the new swingarm, weighing just 4,8 kg, compared to approximately 7,5 of the previous one. The Z650 remains compact and above all it is an extremely easy to handle motorcycle, both for its low weight and for the dimensions and characteristics of its chassis.

Perfect for an inexperienced rider, given the little effort it requires to ride it, it will delight even the most experienced riders, who will appreciate its "bicycle-like" handling. Moving on to the brake section, we find wave discs, two 300 mm at the front and a single 220 mm at the rear, assisted by a modern ABS Bosch 9.1M, also more compact and lighter than similar solutions of the past. The new ones also contribute to the transition from 206 to just 187 kg in running order 5 star spoke wheels, while in addition to a riding position that immediately puts you at ease and is comfortable even after a long time spent riding the new Z650, we then find high-level elements, which not all direct opponents can show off, such as both adjustable levers. The tires were also chosen with a view to facilitating handling, with the original equipment covers, the Dunlop Sportmax D214, in sizes 120/70 ed a narrow 160/60 in back, naturally on classic 17" rims. Sitting on the saddle, an excellent triangulation between footrests - handlebars - saddle is immediately evident, with a successful compromise between sportiness and comfort. The saddle is close to the ground, just 790 mm and touching with your feet is a simple operation even for those who are not very tall. For those who have the opposite problem, a version is available that raises the driving position by 35 mm, making the Z650 perfect even for tall people. We, at 80 metres, were comfortable and we didn't mind the location at all. It is an easy motorbike to ride, but whose extreme maneuverability will make it loved even by those who are new to motorbikes, both in city driving, where it can replace a scooter without too many sacrifices, but above all for a nice trip out of town, where it doesn't seem like an entry level at all and it can offer a lot of satisfaction.

Price and consumption:

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A lot more for a little more

We were riding the MY2017 for our test, but recent news is that, given the sales success of the new Z650, it is already possible to order the MY2018 (here is the article that anticipates it),
which offers an aesthetic update for the entry level naked in the “Z” family. In fact, the long-awaited "Kawasaki green" arrives for her, in addition to the classic black and a brand new, more vintage and refined Metallic Matte Covert Green/Metallic Flat Spark Black color. As for the price, it rises by around 200 euros compared to the old ER-6N, up to 6.790. A minimal difference, amply justified by all the new features and improvements.

There are also numerous original Kawasaki accessories available to customize or enrich your Z650. From a sportier perspective, the portion of the seat dedicated to the passenger can be covered, while the semi-rigid suitcase kit will be convenient for those ready to leave for short or long trips. It is never the best from a look point of view, but the trio can be completed with a 30 liter central top case without compromising too much the slender figure of the bike. There is also a 4-litre tank bag, while for aerodynamic protection you can choose a slightly higher screen. Without forgetting that, as an alternative to accessories, to personalize the Z650 and also benefit from an interesting customer advantage, the "Performance" is available, with an additional 1.400 euros, which brings to the table an eye-catching Akrapovic load, but also smoked windshield, adhesive protection in gel for the tank and matching single-seat seat cover. Moving on to the consumption chapter, it is 23,4 km/l in data declared in the WMTC cycle, while we have detected values ​​over 20 km/l, with a very cheerful driving, therefore substantially aligned with this excellent data.

PROS AND CONS
We like it:
More attractive look, top weight and handling, low consumption, price
We do not like it:
So easy and fun, it makes you want a few more horses

Kawasaki Z650MY 2017: the Motorionline Report Card

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Photoshoot: ENGINEER
Tester clothing:
Jacket: Alpinestars Motion Waterproof Jacket
Pants: Alpinestars Denim Pants – Raw Indigo
Gloves: Alpinestars Masai Gloves
Boots: Dainese TR-COURSE OUT AIR
Helmet: Scorpion EXO-Combat