Kawasaki Ninja 650

They’re known as “sweet spot” motorcycles: streetbikes so balanced, user-friendly and all-around capable that they stand well above their two-wheeled counterparts, forging lasting reputations as exciting, practical and stylish machines.

There aren’t many such overachievers in today’s narrowly focused two-wheeled world. Since its debut back in 2006, the multi-talented Ninja® 650R has been a bona fide member of this elite group, winning accolades from owners and media alike. But for 2012, the massively reworked Ninja 650 is better than ever.

This practical sportbike features a raft of new technology and design elements, including a totally new perimeter-style frame, revised suspension, more angular bodywork, new instrumentation, improved engine performance, a more comfortable saddle, lower seat height and much more. The new-and-massively-improved version promises even more of the all-around capability that suits beginners and veterans alike.

It all starts in the engine bay, where an advanced, highly compact, liquid-cooled 649cc vertical twin works its magic with help from a digital fuel injection system featuring 38mm throttle bodies and sub-throttle assemblies for optimum response and precise fueling. The ultra-narrow engine produces substantial power with plenty of character – especially down low and in the mid-range – from an impressive array of technology, including double overhead camshafts acting on eight lightweight valves. Lightweight pistons run in plated, linerless cylinders, while a 180-degree crank assembly – coupled with a balancer shaft – maintains a surprising level of engine smoothness.

This has always been a brilliant streetbike engine – torquey, smooth, and blessed with impressive top end performance, yet enough satisfying low- and mid-range oomph to please novices and experts alike. But this year it’s even better thanks to key exhaust system changes, including a header-section connector pipe and a three-chamber muffler design. The high-rpm rush remains, but Kawasaki engineers have pushed additional power down into the mid-range zone, which results in even more all-around usability and in-town responsiveness. Figure in the Ninja 650 engine’s estimated 50-mpg* fuel economy, precise fuel injection and its pleasing twin-cylinder throb, and you’re looking at what just might be the most flexible and satisfying streetbike engine on the planet.

Wrapping around that wonderfully usable engine is an all-new twin-pipe perimeter frame that offers increased rigidity vs. the old Ninja’s trellis layout, yet retains the narrow-waisted design that results in a comfortable reach to the ground. The new frame is slim, light, compact and aesthetically pleasing, while a swingarm with forged axle holders lets the rear wheel arc through its suspension travel in style. The new backbone-type subframe also offers a 10 percent increase in maximum carrying capacity. Combined with revised suspension settings front and rear, (there’s more ride comfort for 2012 from the 41mm fork and single-shock rear end) the overall chassis setup – which includes Dunlop’s new Roadsmart II tires – amplifies the “sporty-yet-comfortable” ethos that’s won the Ninja 650 model so many fans over the years.

It’s a more comfortable machine, too, with a 20mm wider handlebar than the previous version and a 2-piece seat assembly topped with foam that’s thicker than before. Both the handlebar and saddle are rubber-mounted, along with the footpegs, for even more vibration-free comfort. And while enjoying all that ergonomic goodness, you’ll gaze upon a new instrument panel featuring an analog tachometer situated above an LCD info-center showing speed, trip meters, fuel consumption, remaining range, etc., with a swath of info-lights to the right.

Folks watching you ride by will see a sleeker and more aggressively styled motorcycle, as well. The all-new bodywork is more sharply defined and more like our race-winning supersport machines, with flowing lines and a tapered brow that blends nicely with the rest of the bike. The new body parts make the 2012 Ninja 650 more slippery from an aerodynamic standpoint, while an adjustable, 3-position windscreen allows riders to tailor the cockpit’s still-air cocoon for maximum riding comfort. Engine heat is routed rearward more effectively than before, as well, further adding to the comfort level.

It all adds up to one sweet mid-sized sportbike, one that works superbly for novices and vets – not an easy feat. Pull away from a light and the 650’s torquey engine, light-pull clutch and perfect throttle response make quick work of the job. Crisp, linear brakes make slowing down a simple affair, while the low seat height gives riders max confidence once stopped. And light steering and maneuverability keep novices grinning all day long. Experts will love the new Ninja’s powerful yet flexible engine, modern suspension, disc brakes and nimble handling. And the new more aggressive styling looks like it’s going 100 mph, even when sitting still.

The 2012 Ninja 650 really can do it all – whether it’s commuting, cruising, touring or apex-strafing. Just like we said at the beginning: Sweet.

Kawasaki Ninja 650 ABS

Great Ninja styling, fun to ride and user-friendly

The Ninja 650R ABS offers a package that is both fun and easy to ride and matches its street performance with aggressive Ninja Supersport styling. The most apparent change for 2010 is the addition of ABS while sharp, aggressive styling gives the bike the look of a modern supersport machine.

The 649cc fuel injected liquid cooled Parallel Twin is by far and away the most compact in its category. The torquey engine revs quickly, adding to rider excitement, and response is silky smooth, especially at low-mid rpm.

Sporty, easy to handle and wrapped in seductive Ninja supersport styling, the new Ninja 650R ABS enables riders to experience the fundamental joy of motorcycling.

Kawasaki Ninja 650 Features and Benefits

• Redesigned twin-pipe perimeter frame offers proper rigidity, stable handling, a low seat height and improved aesthetics
• Twin-pipe swingarm assembly offers improved rigidity and maximum style
• Redesigned exhaust system features a new connector pipe, a higher-volume 3-chamber muffler assembly for improved mid-range while maintaining peak top-end power, and a higher quality finish
• Redesigned bodywork features better aerodynamics, improved engine-heat dissipation and sharper looks that identify with the flagship ZX™-14R
• Easier-pull clutch cable design for reduced fatigue and enhanced control
• Revised suspension settings and increased wheel travel front and rear offer improved ride comfort while offering excellent compliance in varying situations
• Improved brake pads offer better braking performance and control
• New instrument cluster assembly features an analog tachometer and a digital readout module for at-a-glance information transfer to the rider
• 20mm wider handlebar offers improved rider comfort and control
• Redesigned 2-piece seat assembly features thicker and wider foam for improved comfort for rider and passenger
• Dunlop’s grippy yet durable Roadsmart II tires are standard
• Increased fuel capacity and more compact battery

Smooth, Torquey, Quick-Revving, 649cc Parallel-Twin Engine

• Liquid-cooled, DOHC, eight-valve fuel-injected twin cylinder engine delivers smooth, responsive performance, especially in the low
• to medium-rpm range
• Additional mid-range power for 2012, produces exceptional roll-on response and impressive passing performance, to help make even commuter traffic enjoyable
• Minimal vibration via a 180-degree crankshaft-driven balancer shaft, which in turn drives the water pump
• Oil jets on the connecting rod big ends spray oil on the underside of the pistons to aid cooling
• Lightweight plug-mounted ignition coils deliver a hot spark and save space
• High-capacity radiator for increased cooling efficiency
• Engine coolant travels directly to the engine cases, then follows internal passages to the cylinder and head for minimum external plumbing and a simplified cooling system

Digital Fuel Injection

• Fuel injection settings boost the engine’s bottom-end power while letting it rev more quickly
• Sub-throttle valve equipped 38mm Keihin throttle bodies offer optimum performance and rideability
• Located behind the main throttle valves, the sub-throttles are controlled by the DFI® system’s ECU for a precise throttle response, similar to a constant velocity carburetor
• Auto fast-idle system simplifies starting and helps ensure that the catalyzer reaches optimum temperature quickly
• Lightweight fuel pump is mounted inside the fuel tank

Compact Engine Design

• Powerful twin-cylinder engine is the most compact in its category, which helps reduce the dimensions of the entire motorcycle and allows use of a slim (and all-new) twin-pipe perimeter frame
• Triangular setup of the crankshaft and transmission shafts makes the engine dimensionally short front-to-back
• Transmission input shaft, output shaft and gear-change drum are contained in a cassette-style package that allows a compact layout and eases transmission maintenance
• Semi-dry sump design reduces engine height
• Plated, linerless aluminum cylinders with a narrow cylinder pitch keep the engine light and slim

Low Emissions

• Efficient fuel injection and a three-way catalyzer inside the exhaust produce very low emissions, able to pass stringent Euro III emissions regulations
• 300-cell catalyzer is compact and light
• Under-engine muffler placement aids mass centralization and yields a low center of gravity

Vibration Control

• Rubber-mounted seat, handlebar and footpegs (rider’s and passenger’s) keep vibration low and comfort as high as possible

Rigid Twin-pipe Perimeter Frame

• Slim, low, lightweight, rigid and compact frame design is narrow at the knees and footpegs (50mm narrower for 2012) for optimum rider comfort and control
• The strong steel perimeter frame wraps around the engine for optimum rigidity, rivaling that of all-aluminum designs
• Optimal frame rigidity is achieved through extensive computer analysis, which translates to superb handling and wheel control
• The new frame and swingarm designs flow together well aesthetically, and work with the revised suspension settings to offer maximum wheel control
• Short front-to-back dimensions of the engine allow for a longer swingarm and a shorter wheelbase, which contributes to the new Ninja’s light and nimble handling
• Clean frame joint weld finishes highlight the bike’s overall quality and attention to detail

Stylish Twin-Pipe Swingarm

• New swingarm is tuned to complement the new frame’s flex and rigidity characteristics
• Swingarm’s upper right tube has a D-shaped cross section for strength and light weight
• Swingarm shape and design contributes to the Ninja 650’s high-quality appearance

Suspension

• Revised settings on the 41mm conventional fork and preload-adjustable laydown shock offer more travel for improved ride comfort and exceptional wheel control
• Fork lower ends around the axle shaft add to the bike’s performance and enhance its high-quality image

Comfortable, Confidence-inspiring Ergonomics

• A 20mm-wider handlebar, new 2-piece seat (wider and thicker foam for 2012) and optimal footpeg placement result in a comfortable and natural riding position suiting a wide range of riders
• New backbone-type subframe offers a low seat height and a narrower footpeg placement for improved control and comfort, making the reach to the ground even easier
• The offset single-shock rear suspension layout along with a smaller battery for 2012 allows a lower seat height as well
• This low seat height and slim overall design make it easy to plant both feet firmly on the ground when stopped – a bonus for newer riders

Triple Disc Brakes

• Dual 300mm front petal-shaped disc brakes with twin-piston calipers and a single 220mm rear petal-shaped disc deliver plenty of braking power, especially with the addition of grippier brake pads for 2012
• Front brake master cylinder features a 14mm piston for smooth actuation

Sleek, Supersport-inspired Bodywork

• A dual headlight design within the new fairing’s angular snout features multi-reflector bulb hoods and twin position lights – like its Ninja supersport brethren
• A 3-way adjustable windscreen deflects air away from the rider, creating a still-air envelope and reducing wind buffeting at higher speeds
• Redesigned – and larger-capacity – fuel tank meshes perfectly with the radically shaped new fairing
• Distinctive Ninja supersport design elements enhance the new Ninja 650’s sporty image and compact appearance
• Integrated front turn signals feature clear lenses and amber bulbs
• A sleek tail cowl featuring a thin LED taillight accentuates the new bodywork’s radical appearance
• Inner rear fender helps keep the underside of the tail cowl clean
• Turn signals also function as flashing hazard lights
• A redesigned front fender minimizes water splash, while its shape matches the Ninja 650’s new bodywork package
• Supersport-type mirrors – like those on Kawasaki’s ZX-10R and 6R – accentuate the new bike’s aggressive positioning and aesthetics

6-Spoke Aluminum Wheels

• Attractive six-spoke supersport-style wheels augment the bike’s lightweight look and reduce unsprung weight for superb suspension action

Instruments/Controls

• All-new multi-function instrumentation includes a fuel gauge, digital speedometer, clock, odometer, dual trip meters, economical riding (ECO) indicator, and an analog tachometer above the LCD info-pod
• Clock and trip meter can be viewed simultaneously
• Easy-to-read LCD screen offers riders quick, at-a-glance information on a variety of systems
• Ignition switch is now located at the top of the tank assembly, which gives a clearer view to the Ninja 650’s newly designed instruments

Review

Story by: Gabe Ets-Hokin, Feature Editor, January 2006
Today's story starts way back in 1987, when Honda introduced an unpretentious little motorcycle with a mildly-tuned, liquid-cooled 647cc V-twin engine in a rigid aluminum frame. Priced almost as high as its fully-faired and much more powerful cousin, the 600 Hurricane, the Hawk GT sold about as well as Ann Coulter t-shirts at a Phish concert. However, savvy enthusiasts quickly recognized that with a few choice suspension and engine modifications, the Hawk was an incredibly sweet-handling and fun bike that did double duty as a lightweight racer. Many racing clubs had classes filled completely with Honda Hawks, as no other manufacturer made a middleweight twin with the Hawk's potential.

That all changed in 1998, when Suzuki introduced the SV650. With a stiff aluminum frame and swingarm and modern suspension and wheel sizes, the SV was virtually as good as a heavily modified Hawk right out of the showroom. The icing on this cake was a smooth, four-valve liquid-cooled 90-degree V-twin that made 68 hp with a stock exhaust, a power output that a Hawk could achieve only by being a heavily breathed-on grenade. By the end of the 1999 racing season, Hawks were winning races only in the hands of the most skilled and dedicated riders. The popularity of the SV as a street bike ensured a steady supply of cheap race bikes, and seven years later, club racing grids are packed with SV650s.

Sean went out on the Suzuki first to scuff in the new tires. When he came back, he was all smiles...
Last year, Kawasaki showed an interesting bike built for the European market. The ER-6n is a naked standard with a steel trellis frame and a sophisticated 650cc parallel-twin motor. Power output was claimed at 69.7 hp, clearly targeting the second-generation SV's 71.1 claimed hp. The weird styling and lack of full fairing meant this bike probably would never come to American riders.
Imagine our surprise when we got invited to the introduction for Kawasaki's all-new for 2006 Ninja 650R. Pete's day aboard the new bike revealed a nice-handling little bike that was let down only by budget suspension and braking components. We also found out that a unit would be available for a full test in just a few weeks.
We knew our readers would want to know how this bike -- the first serious competition for the SV available in the US -- would do against the Suzuki twin, so we called up Suzuki and begged for an SV650 to test as well. All we had to decide was which flavor SV to compare it to. Some of us felt the standard SV would be a closer match, as the Kawi has tall bars that would feel very different from the S model's clip-ons on a racetrack, where the other school of thought held the majority of readers would feel only bikes with fairings should be compared, as a buyer in the market for a faring-ed bike wouldn't consider a naked, and vice-versa. In the end, the fairing people won, and Suzuki graciously and kindly gave up a fresh-from-the-crate 2006 SV650S.
Both Publisher Sean Alexander and I are club racers and trackday junkies with many miles on SV650s, so we wanted to see how the two bikes stacked up on the racetrack. A few phone calls secured us a trip to the Streets of Willow racetrack, courtesy of Hyperclub trackdays, and a call to Michelin got us two new sets of Pilot Power street/trackday tires.
After a week of all kinds of riding, from the track to the canyons, from bumpy LA freeways and city streets to the smooth sweepers of the Angeles Crest, we think we have enough data to have an intelligent opinion on who makes the best 650 twin streetbike. Does the Kawi have what it takes to unseat the SV from its middleweight-twins throne?
The Contenders
2006 Suzuki SV650S :: 71.15 hp :: $6,449 :: Friendly and Furious

Completely revamped for 2003, the SV650S is an awful lot of motorcycle for $6,449. It uses the same basic formula that was so successful in 1999 with just enough tweaks to keep it fresh and modern.

The heart of the SV is the liquid-cooled, four-valve per cylinder V-twin motor. It uses an 81 mm bore and 62.6 mm stroke and precise electronic fuel injection to pump out 71.15 hp at 9,000 rpm; an unheard of number from a stock 650 twin not so long ago. The Vincent Black Shadow -- one of the most feared bikes ever-- made less than that. Do you still dismiss this as a "beginner" bike?
If only a Vincent had such a good chassis. The SV's "truss"-style frame was all-new for 2003, with a boxier, more creased appearance than the old one. It retained the aluminum swingarm and linkage-type rear suspension of the old bike, along with a 41 mm damper-rod fork. The front and rear suspensions are adjustable for preload only. Wheels are 3-spoke aluminum jobs shod with Dunlop D220s, a 120/60-17 in front followed 56.3" behind by a 160/60-17 rear. Braking is handled by a trio of Tokico two-piston sliding-pin calipers and 290 mm front discs- the rear disc is 220 mm.
Perched on top is 1980's-esque bodywork with lots more sharp edges. Our 2006 was in a fetching shade of red, the bodywork contrasting nicely with the black frame and wheels. There are plenty of amenities, like a metal grabrail for your passenger and a hazard light. The LCD speedometer sits above the tachometer. As a bonus, you can view the coolant temperature and clock at the same time. The bike weighs in at a claimed dry weight of just 372 pounds.
Aside from the Duran Duran-esque fairing and five extra Ben Franklins, the S differs from the standard version of the SV650 by having higher and more rearset footpegs, low clip-on handlebars, a slightly shorter swingarm, and taller gearing. It's a complete package that looks like something much more powerful, expensive and sophisticated than it is, which partially explains the bike's continuing success. What does the Ninja need to surpass it?
2006 Kawasaki EX650R :: 65.65 hp :: $6,299 :: Meet The New Kid
Lest Pete's endurance of the long tech briefing go in vain, check out his coverage of  the 650R's press introduction. If you'd rather have me give you a quick rundown, we'll start with the motor.
Kawasaki's engineers faced a daunting task: make a motor that matches the SV's power output without making a peaky mess that intimidates novice riders while saving enough mone

y to keep the price competitive. One way to do this is to use a parallel twin powerplant. A single cylinder head saves money in many ways: there's only one cylinder block, one cam chain, one cam chain tensioner, two cam shafts instead of four, and so on. Additionally, it's more compact, saving mass and making it easy to package.
To inform you cynics out there, it's not a bored-and-stroked EX500 motor. With a very oversquare 83 mm bore and 60 mm stroke, it's a much more compact and modern design, with a cassette-style gearbox, semi-dry oil sump and liner-less cylinders to make it smaller than the 500. A 180-degree crank and balance shaft keep it smooth, and 38 mm injectors directed by a microprocessor-controlled engine management system keep it precisely fueled.
The motor nests in a slick red-painted steel trellis-style tube frame that's designed to be narrow, light and compact. The most remarkable feature of the frame is the "laydown"-style rear shock adjustable only for preload (but incredibly easy to adjust- you don't even have to bend over). The 41 mm damper-rod fork is non-adjustable.
Brakes and wheels are nothing fancy. The six-spoke wheels sit just 55.3" apart and carry Bridgestone BT-020s, a 120/70-17 in front and a 160/60-17 on the back hoop. The brake calipers look just like the two-piston units on the SV, but with the fashionable "petal"-style 300 mm rotors like those found on the ZX-6R and ZX-10R.
It's wrapped up in a muted, sophisticated fairing with a chest-height windscreen and integrated turn signals. Large integrated footpeg brackets carry the rider and passenger pegs on one immense unit, which will be challenging for racers to modify. The seat is carefully styled to blend in with the bike's lines and is very narrow and low at the front, but thickly padded and wider at the rear. The handlebars are high and pulled back, but not too wide.
...For $6,299, this is a nicely-finished, good-looking bike.
Instrumentation is a bit spare, with no temperature gauge to distract the rider. There is a clock, dual tripmeters, and hazard lights as well. The build quality is just OK; the unit appears nicely designed, but the plastic is thin and some plastic panels have unsightly gaps and seams. Still, for $6,299, this is a nicely-finished, good-looking bike.

SourceMotorcycle.com