MotorBikes: Previewing Kawasaki's all-new ER-6 : We're just over half way through the year, but already we're hearing of next year's models. Word is that Harley-Davidson is working on a 2,450cc, water-cooled, V-twin, clearly with the Triumph 2,250cc Rocket III in its sights.
Honda's concept 750cc twist-and-go Griffon scooter might finally see showrooms. Suzuki might bring back the RGV250 and it's likely to offer a 1,720cc cruiser. BMW will announce a K 1200 GT.
Expected radical thinking from Kawasaki has started with the announcement of its all-new ER-6.
The ER-5 is a well-established, deservedly popular, somewhat staid, very competitively priced machine. The completely different ER-6 looks set to have even more appeal in the highly competitive 600cc sector. Indeed, it could well become a most sought-after machines.
It will be a while before anyone actually gets to ride one, but it's clear that the ER-6 is a thoroughly modern machine, a complete re-think rather than an update.
Technically, the side-mounted rear shock absorber, positioned in line between the rear axle and headstock, a position favoured by the famous Vincents, does away with complicated linkages. It's also well-suited to poorer roads.
Even to the non-mechanical-minded, the ER-6 looks right. The exhaust, under the bellypan, puts the weight where it should be and not, as it often is, high up over the rear end. This siting has been claimed to be following the novel siting favoured by Bluells, but the principle was actually used by the 1928 350cc Francis Barnet and the 1955 Cadet.
The streamlined instrument pod is thoroughly modern with a large analogue rev counter and digital speedo.
The ER-6 will be the first Kawasaki since the GPZ1100 with optional ABS brakes. The pity is that, while fuel-injection and catalytic converters are now virtually standard thanks to emissions rules, ABS braking remains a costly option on most machines. Some very experienced riders might eschew ABS, but for most it brings a valuable extra safety margin.
Though significantly larger in power output, the liquid-cooled, fuel-injected, 4-stroke, DOHC, 8-valve, parallel twin engine is smaller in profile than the ER-5s. Capacity is 649cc. It has a superbike-style stacked 6-speed gearbox and a semi-dry sump to help keep the dimensions down. Fitted with a balanced shaft it should be smooth running up to 11,000rpm.
Power output is not yet disclosed, but it will have to be over 70bhp for this highly competitive market sector. Weight is likely to be around the 165kg mark.
The formula should result in an easy-to-ride, modern, functional machine with as much real-world performance as most riders want, all at a competitive price. The narrow profile and light weight should make it a popular commuter bike, while its performance should be right for out-of-town weekends.
The ER-6's lines are clean, modern, functional, with lots of street-cred. Seat height is not yet specified, but is clearly low by today's standards, which will widen the machine's appeal. Its overall dimensions seem more typical of a 400 than a 650.
Various options will be available, such as a small screen providing modest wind protection, a top box with a quick-release mount, fashionable smaller indicators for those who don't want their intentions to be known and smaller mirrors for those who don't want to know what's behind.
The ER-6 is expected to go on sale here in October or November at around €7,500.