Once the Kawasaki ER-6N 650cc parallel-twin engine

Once the Kawasaki ER-6N 650cc parallel-twin engine is up and running (my bike is fix with Yoshimura slip on exhaust and its sounds very lauds at most revs) it becomes obvious that you will be notice where ever you go. With the changes on the headlamp had made my bike become more attractive. In town, my bike is effortless and slim enough to squeeze through the tiniest of gaps in traffic, although it’s so smart you’ll not want it to get scratched in motorcycle parking bays, which is inevitable in K.L.

Once out in the open, the bike show it real capabilities and where when the bike has reach above 6000 RPM, the easy riding bike will push you to the limit. Although the fastest that I have reach is 200 km/h on an open Highway, but the most suitable riding range is around 130-160 km/h. (not comfortable with the wind hit on a naked bike) as one of my colleague say “It sounds good and looks good, which is important. It’s like a halfway look between a sportsbike and a commuter bike, really usable and surprisingly fun to ride”

Kawasaki quietly agreed, it seems: I rode the facelifted ER-6n (n for naked, the test of the later-arriving ER-6f with full bodywork is here) on some sinuous but slippery Majorcan roads earlier this week, and two areas specifically have been revamped, the style and vibration. The new look is more conventional than the original’s if still recognisably ER-6, with less of the Japanese noh-mask-inspired subtle curved surfaces and more by way of defined edges and lines, adding some aggression and, Kawasaki hopes, a more youthful appeal too, as they’d like to attract a younger audience. It’s a well balanced mien, interesting and funky enough for all kinds of riders, and the dynamic changes have made it a more pleasing ride too.

Specifically, there’s additional rubber mounting between engine and frame as well as for the handlebars, while front and rear footrests get rubber pads. The engine is unchanged internally but benefits from revised ignition and fuel mapping, while the dash has been modernised. There are other details aimed at improving the feel of quality, such as cast aluminium instead of plastic passenger grab handles, a better finish on the fork legs and so on, but it’s the improvment in how the bike feels to ride that impresses the most, considerably more than the relatively few changes imply.

The reduced vibration is certainly noticed, especially when the engine is revved harder and also when held at a steady high speed: the tamed tingles through bars and pegs improve comfort very usefully. But the engine is also smoother in the way it delivers its power, with a creamier but more eager sensation and greater willingness to rev. It wasn’t bad by any means before, but it’s still clearly better now.