2006 Kawasaki Ninja 650R Test on Motorsports-Network.com

Helmet: Vemar "GP1" Helmet ($479.95; Vemar-usa.com)
Jacket: Timbuktu Air Jacket ($249.95; Heingericke-usa.com)
Pant: Cargo Overpant ($199.95; Heingericke-usa.com)
Boots: Oxtar "Matrix" Gore-Tex Boot ($209.95; Oxtar-usa.com)
Gloves: Held "Galaxy Racing" Glove #2935, ($229.95; Held-usa.com)
Action photos by: Kinny Jones

(Dec. 2005) We just spent an entire day aboard Kawasaki’s exciting new Ninja 650R at Kawasaki’s US press introduction. The 650R was designed

with the rider as the central focus - not a particular performance benchmark. The company wanted to create a comfortable bike that provided great confidence to the rider. They wanted a bike suitable to riders of all age and skill levels - the result is the all-new 2006 Ninja 650R.

Development began with the choice of using a parallel-twin powerplant for its smaller physical size, economical operation and rider friendly power characteristics. Kawasaki is no newcomer to building parallel twins, as the Ninja 500R (originally the EX500) has used such an engine for years. Kawasaki didn’t just take this older engine and update it, but rather built an entirely new engine. This new larger displacement engine is lighter in weight and actually shorter, from top to bottom, as well as shorter in length than the existing 500 engine. This compact engine design is due in part to using a cassette type transmission, a semi-dry sump design and cylinders void of thick cylinder liners.

This 6-speed, fuel-injected, 649cc Parallel-Twin engine is liquid-cooled and features dual overhead cams acting on 4-valves per cylinder. The engine takes in fuel through 38mm throttle bodies and features a fast-idle system so there is no choke/fast idle knob to mess with. Spent exhaust gasses expel through a catalyst equipped under-engine exhaust, Kawasaki calls it a mid-ship exhaust, which centralizes mass as well as lowers the machines center of gravity. Another notable feature of the new engine is that it is very clean running – in terms of emissions. Far more so than the 500cc engine that precedes it.

What’s a new engine without a new frame to bolt it into? Kawasaki delivers with a new steel trellis type frame. The 55.3 in. wheelbase is purposely short for easy and quick steering, the swingarm left long to provide greater stability at speed. The new chassis carries a single exposed lay-down shock, mounted to the side, with a color-matched spring. This side mounting allows the battery to be installed opposite of the shock which enabled Kawasaki to keep the seat height at just 30 inches. The conventional 41mm fork is non-adjustable but features color coordinated lower legs. Rake/Trail measures 25/4.2 in.

The 6-spoke wheels are 17-inch units and wear 120/70 and 160/60 rubber. Dual 300mm petal discs, grabbed by two-piston calipers, haul things down up front; a strong performing single 220mm petal disc brake handles things in back.

Kawasaki gave the 650R sleek sportbike styling and included a full fairing – no cost cutting here. The only visual evidence of cost cutting to make

the 650R more affordable is that passenger grab rails (not included) will cost you extra and the paint on accent items like the swingarm and lower fork legs looks like a painted cast finish (a little bumpy) rather than a smooth more finished surface. Other than this, the 650R shows no signs of cost cutting, as the seat on the silver colored model is two-tone, the hand levers complete with adjusters. The attractive gauges are full featured as well, with odometer, two trip meters and a clock. A led light indicates fuel reserve. Fuel capacity is 4.1 gallons; the tank is made of steel so you’ll be able to fit a magnetic tankbag – something we've missed on so many motorcycles with their plastic tank covers.

Ok, ok, what’s it like to ride? Well, fun! The new 650R is easy to throw a leg over with its 30 inch seat height. Once aboard, the bike feels very light with no hint of being top heavy – just the opposite applies as this bike is very easy for virtually any rider to manage.

The 650R’s bars are high and not particularly wide or narrow, which worked brilliantly for us. The seating position is straight up and comfortable, the leg bend is roomy – not cramped like a hard-core sportbike. The seat is quite neutral in shape, allowing the rider to change positions easily and often as the miles roll by. The seat may start feeling a little thin by days end, but it does provide enough comfort for hours of continuous riding. All of the 650R’s controls feel light and placed exactly in the right position for enjoyable riding.

The first thing we wanted to learn about this new machine was how does the engine run – but the first thing we noticed were the well placed controls and excellent brakes. The rear brake is exceptional, actually strong and functional without immediately locking the rear wheel. Few rear bakes work as well as this one. The excellent front brakes aren’t as strong as those of cutting edge sportbikes, but they are powerful and provide excellent feedback to the rider – thus elevating a rider’s confidence level aboard this machine. One finger on the lever is all it takes.

As the day wore on and the roads opened up, so did our restraint of the right wrist. Tuned specifically for good low-end and mid-range power the 650R starts pulling at about 3000 rpm. At about 5000 rpm it starts pulling even stronger to about 7000 rpm – this is the sweet spot in the power curve. From here, the engine continues to run all the way up to the 11,000 rpm redline, but not with ever increasing power as the power delivery flattens up top. You’ll make your best time aboard the 650R by utilizing the upper mid-range power delivery rather than revving the engine to redline.

Our bike only had 650 miles on the odometer when we started, and the engine felt as if it was freeing up and beginning to rev more freely after we added some hard miles. The 650 motor isn’t as free spinning or quick revving as we would have anticipated. In fact, the engine feels a bit held back – as if there’s a lot more ponies in there wanting to find a way out. Even with this, the 649cc machine will easily brake the triple digit speed barrier, where it will cruise along smoothly and without complaint. The parallel twin runs very smooth, only occasionally reminding you that it’s running by way of a very slight buzz through the pegs and tank. Only when full on the gas near redline does the Ninja get buzzy, but this isn’t where the machine produces its best power. For most riding the 650 is wonderfully smooth.

With that said, the 650R is as easy a bike to ride around town as there is. The clutch pull is light, the power docile and completely manageable and un-intimidating. Combine this with light and quick steering, a very lightweight feeling chassis and light-pull and strong brakes and you have one heck of an easy to ride bike. Slow speed handling is so good in fact, we did feet-up, full-lock, figure eights at crawling speeds. What else are you supposed to do at a gas stop while waiting for ten or more bikes to fill up from one pump?

As speeds increase, the 650R’s steering remains light, quick and precise – while at the same time retaining excellent straight-line stability. The 650R is so capable and easy to ride on backroads that it never scares you or shows any sign of a weakness. It won’t stay with a cutting edge sportbike, but it’s much easier to ride, more comfortable, and potentially more fun as well. With its short wheelbase and predictable quick steering, the 650R craves tight roads where it could potentially anger some sportbike riders. As the road opens up, it’s a blast to accelerate the little Ninja trough long wide corners, quickly gaining on the riders in front of you. Throughout our time on the 650R the traction provided by the stock tires was excellent on roads with questionable grip.

The suspension on this latest ninja is a bit non-descript - you don’t notice it much until you force yourself to think about it. Kawasaki has done a good job in choosing suspension settings that work well just about everywhere. The ride is generally smooth and stiff enough for serious backroad brawling. This highly versatile suspension package does dish out some harshness over potholes

and sharp bumps, though it often goes unnoticed.

In these days of model specialization it’s not normally a smart decision to attempt developing a bike to fit the needs and desires of such a broad range of consumers. In the case this Kawasaki, however, the company has hit the mark. Available in two color combinations, Galaxy Silver/Metallic Graystone or Ebony/Galaxy, for $6,299, new riders will be well served by the new 650R - experienced riders should love it as well. Commuters who want to have fun on weekends just may enjoy the new 650R the most. We rode the bike hard and still got nearly 40 mpg out of our new bike. Fuel mileage under more typical riding conditions should increase substantially.

What do we think of the new 650R? We love it! The bike is easy to ride, very comfortable, versatile and it just feels right. It’s a great bike for putting around town, commuting, or riding hard on back roads. We think it’s a winner.


Ninja 650R		Ninja 650R
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