Motorcycle Brands Kawasaki

The Review Of 2017 Kawasaki Z650 First Ride

Here’s a number to consider: 382. Kawasaki said the proportion of the naked motorcycle market has increased since 2011. In contrast, sportbike market remained relatively stagnant in the same period. The popularity of the section in a transport section, no wonder that Kawasaki motorcycle manufacturers try to seize a pie.

Market research would seem to back up this claim, too; in Kawasaki customer surveys, 70% of owners who purchased a Z naked bike said they only cross-shopped other naked bikes, paying no attention to sportbikes. The inverse is true for Ninja sportbike owners surveyed as well; 70% said they didn’t pay any attention to naked bikes in their search.
If you are Kawasaki, what would you do if you have a perfect Ninja 650 years of your squad but few people are shopping for the intense growth segment that is looking at naked bicycles? Simple: You ditch three points, remodel the headlights, give It has some handlebars and gives it a new name. Say hello to the Z650.

If you’re getting feelings of déjà vu, you’re not alone. Kawasaki sold a naked version of the Ninja 650 before, called the ER-6n, which was discontinued in America after model year 2010. Kawi was ahead of the curve then, but it appears as though trends have shifted back towards Team Green’s way nearly a decade later. The Z650 adopts the middle brother space above the Z125 Pro and below the newly announced Z900 in Kawasaki’s revamped 2017 Z line (at least in the U.S.), meaning the Z800 will cease production globally for 2017. Meanwhile, the Z1000 was deemed too expensive and it’s Sugomi styling too Sugomi for U.S. tastes, meaning it won’t be brought to America for 2017 but will still be offered in other markets.

If you look closely, you will notice a considerable gap between the Z125 Pro and the Z650. The gap is very suitable for 300 years to streamline the ninja, perhaps, Z300? Kawasaki representatives usually do not discuss the future model, saying it is monitoring the global and domestic motorcycle trends will be adjusted accordingly.


Another Middleweight Naked


As for the Z650, it plays in an arena we consider one of our favorites at MO: the middleweight naked class, with players like the returning Suzuki SV650 and Yamaha FZ-07 (and even the KTM 690 Duke, the trio of which we compared here). At $6,999 and $7,199, respectively (the latter seeing a $200 price bump from last year) the Suzuki and Yamaha deliver simple, inexpensive fun on two wheels, and it’s no coincidence the new Z650 shares a similar formula with the exact same $6,999 price tag as the Suzuki. ABS adds another $400.

The Z’s 649cc parallel-Twin engine it shares with the Ninja 650 is the same unit we’ve seen from Kawasaki in the past, with some notable exceptions. The bottom end remains the same, but there are changes to the intake port shape, revised camshafts and airbox, and smaller throttle bodies (from 38mm on the previous Ninja 650 to 36mm) to help give more low- and mid-range power. Specifically between 3000-6000 rpm. Through make-up, the Z650’s twins differ in terms of cover and cover style to consider when it’s exposed on the naked Z.

It made 65 horses and 43 lb-ft. the last time we had one on the dyno. That’s plenty of real-world power, though about 5 hp short of the SV and Yamaha. We expect the new Z to be competitive, with a healthy torque curve once placed on the dyno. The Z redeems itself by virtue of a claimed curb weight of 406 lbs (410 lbs with ABS) – 20 lbs less than its fully-faired (ABS-equipped) Ninja sibling, 24 lbs less than the SV650, and a whopping 36 lbs lighter than the ER-6n! It’s not quite as svelte as the Yamaha FZ-07, however, at 397 lbs.


Instead of focusing too much on the engine, which is already a tried and true powerplant for Team Green, Kawasaki paid close attention to the styling of the Z650 to help make sure it’s distinct enough from its fully-faired sibling. Kawi’s Sugomi design language was toned down a bit compared to the polarizing Z1000, but still results in a figure that’s lean, muscular, and very much exposed. Kawasaki is more willing to call it “refined raw”, you can see it in the fuel tank of the convex shape and the headlight style.

The centerpiece of the design, however, is undoubtedly the all-new steel trellis frame which replaces the twin-spar frame of yore and helps contribute to the bike’s light weight. If you squint just right, the steel trellis might even resemble the one seen on Kawi’s supercharged monster, the Ninja H2 flagship. Its minimalist design uses the engine as a stressed member, and when finished in this green colorway (only found on the white Z650) it looks pretty striking, at least to my eye. Kawasaki’s hoping it looks good to you, too. If not, there’s also a black version, but its frame is silver.


$ 6,999 for motorcycles that you would expect in certain areas such as rocker arms bland, box-section units in order to save money. Not so with the Z650. While it’s true the Z doesn’t cost much, Kawi reps made sure to stress upon us that attention to detail wasn’t lost. An example of this is seen in the stylized, swingarm. While still made from inexpensive steel, it looks more than just an afterthought. The instrument panel is another example, with its informative mix of analog and digital displays conveying all the info you need to know, including what gear you’re in and how much fuel you have. Other nice touches include adjustable brake and clutch levers, a textured seat, bungee hooks integrated into the passenger footrest bracket, and even a brake light in the shape of the letter “Z.”

Then again, a low price-point motorcycle has to cheap out somewhere, and typically it’s through the use of basic suspension and brake components. The Z650 is no different. Simple, non-adjustable 41mm KYB forks are borrowed from the Ninja 650, and the preload-adjustable shock is, too – but now it’s mated to a linkage and not directly bolted to the swingarm. Stopping the Z are 300mm petal-type discs and two-pot calipers up front, a single 220mm disc in the rear, also carryovers from the Ninja 650, but now monitored through a Bosch 9.1M ABS unit.


Sum Of Its Parts


To put the Z650 through its paces, Kawasaki invited media to the hillsides of Malibu, California. A favorite with magazine testers in the SoCal-based motojournalism industry, the locale also highlights the Z650’s features with its broad mix of twists, turns and straights. To get the most comprehensive impression of the bike, our route includes the tourist city that explodes on the Pacific Coast Highway, as well as some of the region’s most winding roads.

A few Initial impressions stood out the moment we started riding: First, the Z650 feels light and tiny, similar to the impression I get on the FZ-07. Second, it’s 30.9-inch seat height and narrow seat/tank junction makes it simple to flat-foot, even for shorter riders. Once feet are off the ground and onto the pegs, the rider triangle errs towards the sporty, but not overly so.


As for the 649 cc twins, I admit that when idle it sounds frustrating or when you just cruise like we are on the coast road. After 5000 rpm, however, Z is an intake of loud roar, intense, and sounds very mean. Not all of the bark, Z’s mid-range bites are strong (no doubt help to lose weight and engine updates) and make you a bit lazy with gear changes if you want. It’s hard to say if it can win dragged race SV650 and FZ-07, but it will surpass itself.

Charge into corners and the brakes are surprisingly well sorted for such budget items. Braking power is impressive, with decent feel at the lever. They could be more communicative, but it’s forgiven considering the price. Add on the $400 ABS option that our bikes were fitted with and the mind is put at ease a little knowing you can liberally apply the brakes without fear of lockup. From there, the combination of the Z’s light weight and the leverage provided by the bars mean the 650 is more than eager to change direction. For my 150-lb frame, the suspenders at both ends give a comfortable ride for normal cruising while still providing more than enough composure to negotiate the sinuous Latigo Canyon Road.



Too Close To Call


In the middleweight double cylinder nude bike, we have selected Yamaha in the previous comparison of the Suzuki FZ-07 SV650, but it’s hard to say if Kawasaki might be the best Yamaha back-to-back does not ride. However, all I can say is to envy how much I have compared to the Z650 ER-6n, even 650 years ago the ninja. The engine update is subtle, but significantly better, thanks to its large eating plan Z650 feels more agile, responsive, and quick.


Motorcycles carrying 649 cc twins are actually attractive. In addition to riding the impression that whenever I ride 650 Ninja or ER-6n in the past I overshadowed the style, but rather focused on performance. Z650, the bike finally has style matching performance. Starting at $ 6,999, it’s almost impossible to go wrong.

2017 Kawasaki Z650 Specifications
Engine Type Liquid-cooled, 4-stroke Parallel Twin
Displacement 649cc
Bore and Stroke 83.0 x 60.0 mm
Compression ratio 10.8:1
Valve system DOHC
Fuel system DFI with 36mm Keihin throttle bodies
TCBI with electronic advance
Starting Electric
Lubrication Forced lubrication, semi-dry sump
Maximum power 67.3 hp at 8,000 rpm (claimed)
Maximum torque 48.5 lb-ft at 6,500 rpm (claimed)
Transmission 6-speed, return shift
Final drive Chain
Clutch Wet multi-disc, manual
Frame Trellis, high-tensile steel
Front suspension φ41 mm telescopic fork
Front wheel travel 4.9 in.
Rear suspension Horizontal Back-link with adjustable preload
Rear wheel travel 5.1 in.
Front tire 120/70 ZR17 Dunlop
Rear tire 160/60 AR17 Dunlop Sportmax D214
Front brakes Dual semi-floating φ300mm petal discs with dual-piston caliper
Rear brakes Single φ220 mm petal disc with single-piston caliper
Caster (rake) 24.0º
Trail 3.9 in.
Steering angle (left/right) 35º / 35º
Overall length 81.3 inches
Overall width 30.5 inches
Overall height 42.5 inches
Wheelbase 55.5 inches
Ground clearance 5.1 inches
Seat height 30.9 inches
Curb mass 412 pounds (claimed)
Fuel capacity 4.0 gallon