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New Models
BIKES: 2012 Kawasaki Ninja 650
Ken Glassman Reviews the 2012 Kawasaki Ninja 650.
2012 Kawasaki Ninja 650
Back in December of 2006, Kawasaki introduced a new motorcycle to the press, up in the mountains east of San Diego, the Ninja 650R. The new Ninja was designed to address a market that had been ignored for many years. The purpose of the bike was to appeal to those who wanted a fun, stylish, easy to ride motorcycle that would be entertaining for both new and experienced riders, male or female. It could carve up a challenging twisting road, or serve as an ideal commuter. And it would get good gas mileage and go easy on the checkbook. It would be what two decades earlier might have been affectionately or admiringly referred to as a UJM – a Universal Japanese Motorcycle. A single motorcycle that could do everything well, and appeal to a wide audience. The Ninja 650R was an immediate hit with the buying public, surprising even the folks at Kawasaki, and the bike sold out its production run that year even before the start of summer. They could have sold thousands more.
I attended that press launch, and within an hour of getting on that bike, I knew I had to have one. So a few months later, in the spring of 2007, I took delivery of a new silver Ninja 650R, and have been enjoying it ever since. In 2009, some minor, mostly cosmetic changes were made to the bike. And this December, exactly five years to the date of the original launch, Kawasaki assembled a group of journalists to ride and review the totally reworked Ninja 650 for 2012 (the R designation has been dropped)
As a journalist you love to see manufacturers improving their products – but as an owner you fear that the new model will make the old one you own (and is paid for) seem dated, and that you’ll to ditch it for the new and improved model. So let’s talk about the improvements and see how they might influence my opinions.
The engine is still the compact 649cccc, liquid-cooled, DOHC parallel twin, with digital fuel injection. But horsepower and torque have been greatly improved by installing new lightweight pistons running in plated linerless cylinders and changing the compression ratio. There is also a new airbox intake duct layout and air filter for better air flow and cooler fresh air to the engine. Spent gasses are sent through a new header-section connector pipe and into a larger volume three-chamber muffler. All of these improvements mean more horsepower and torque, and more importantly, improvements in those numbers at the low and mid-range, so that the rider experiences better control, drivability and more enjoyment. And gas mileage is still around 50 mpg. More about the engine later.
Cradling the engine is an all new twin pipe perimeter frame, replacing the old trellis layout. It is supposed to be stiffer and deliver lighter and easier handling, in addition to being slimmer at the waist so that it will be an even easier reach to the ground for short legged riders like me. I can say that the frame improvements are subtle, but definitely can be felt. The new improved single backbone-type subframe and new double pipe swingarm increased payload capacity, and when combined with the new suspension settings, offer lighter and easier handling, and more ride comfort. And it also doesn’t hurt that the Kawasaki and Dunlop tire engineers worked together to design a set of Roadsmart II tires just for this model and the new 17” wheels.
An all new handsome instrument cluster improves upon the old model with a sweeping analogue tach, and digital speedometer readout. Another nice touch on the bikes trip computer is the addition of readouts for current fuel economy, average fuel economy, and distance to empty.
While I still think my original bikes styling is beautiful, the 2012 Ninja 650 is sleeker looking, and more in line with the styling of Kawasaki’s family of supersport bikes. Every piece of bodywork is new including the headlights and the shorter, slimmer tail section. The front turn signals are now flush and integrated into the bodywork and have clear lenses with orange bulbs, and the rear turn signals are also clear with colored bulbs and more elegantly laid out. The brake lights are bright LED’s integrated into the tail section. I never had a complaint with engine heat, but the new larger cowling openings direct the heat away from the rider more effectively in addition to looking cool. Wind tunnel testing proved that the new design is more aerodynamic producing a smoother airflow around the rider, for reduced buffeting, which can definitely be felt. One great new feature is a three-position windscreen. It isn’t adjustable on the fly, but in two minutes the rider can change the height of the screen about 3 inches from low to high. I rode with it in the full up position and it directed the windblast over my helmet for a nice quiet feel in the cockpit.
And the last major improvement is the new two-piece seat replacing the old one-piece affair. The old seat felt like you were sitting on a leather-covered cinder block, and made you want to get off after about 90 minutes. And even the aftermarket seat I bought only extended that range another 45 minutes. But this new seat has more padding and compression in a wider seating area, and yet is narrower at the front. Now it is all-day comfortable. Even the passenger pillion is wider and thicker. And because of the new frame set-up and the placement of the seat, the seat height is still the same 37.1” off the ground as the old one.
On the road, the new Ninja felt familiar to me. Everything that I like about my old model is still in the DNA of the 2012 model, just improved. The comfortable upright seating position, easy reach to the bars and footpegs remain. One improvement I noticed right away is that the bars and pegs are now rubber mounted to quash vibration that at certain rpm and in certain gears can be annoying on previous models. And the handlebars are also a bit wider for more leverage when leaning into turns. And another thing I enjoyed on this new Ninja is that the mirrors are set wider apart so you get a good view of what is behind you. On my bike I get a good view of my shoulders.
We left the Sycuan resort and Casino, in El Cajon, and headed south and west. All the bikes were in finished in Candy Lime Green which were easy to spot. (Metallic Spark Black and Passion Red are also available). The roads, especially for a Midwestern flatlander like me, were absolute heaven. A fine mix of long sweeping curves, followed by stretches of tight twisting turns with plenty of uphill and downhill elevation changes. The Ninja felt great. Twist the throttle and the low end torque just powers you away in a nice strong smooth manner, and kept pulling almost up to the red line at 11,000 rpm. The strong torque came in handy when approaching tight low speed uphill curves. Just a quick twist of the throttle, even if you were in a higher gear than optimal, would let the Ninja squirt away nicely without bogging down. And it is remarkable that the engine, which has a counterbalancer, is as smooth at 10,000 rpm as it is at 5,000, so you can ride comfortably for long periods at high rpm without feeling like you must downshift.
The 6-speed transmission shifts easily and smoothly every time, and Kawasaki’s positive neutral finder makes it a snap to find neutral each time you come to a stop. The clutch lever is adjustable for reach, the lever effort light, and take-up is easy and smooth.
Stopping power is handled with a pair of 300mm petal discs clamped down with two-piston calipers in front, and a single 220mm petal disc with a single-piston caliper at the rear. While the brakes aren’t state of the art, they work quite effectively, with good feel, and you don’t get the impression that they are bargain basement pieces. They also upgraded the brake pads for better performance. And the brake lever is also adjustable for reach.
I attended that press launch, and within an hour of getting on that bike, I knew I had to have one. So a few months later, in the spring of 2007, I took delivery of a new silver Ninja 650R, and have been enjoying it ever since. In 2009, some minor, mostly cosmetic changes were made to the bike. And this December, exactly five years to the date of the original launch, Kawasaki assembled a group of journalists to ride and review the totally reworked Ninja 650 for 2012 (the R designation has been dropped)
As a journalist you love to see manufacturers improving their products – but as an owner you fear that the new model will make the old one you own (and is paid for) seem dated, and that you’ll to ditch it for the new and improved model. So let’s talk about the improvements and see how they might influence my opinions.
The engine is still the compact 649cccc, liquid-cooled, DOHC parallel twin, with digital fuel injection. But horsepower and torque have been greatly improved by installing new lightweight pistons running in plated linerless cylinders and changing the compression ratio. There is also a new airbox intake duct layout and air filter for better air flow and cooler fresh air to the engine. Spent gasses are sent through a new header-section connector pipe and into a larger volume three-chamber muffler. All of these improvements mean more horsepower and torque, and more importantly, improvements in those numbers at the low and mid-range, so that the rider experiences better control, drivability and more enjoyment. And gas mileage is still around 50 mpg. More about the engine later.
Cradling the engine is an all new twin pipe perimeter frame, replacing the old trellis layout. It is supposed to be stiffer and deliver lighter and easier handling, in addition to being slimmer at the waist so that it will be an even easier reach to the ground for short legged riders like me. I can say that the frame improvements are subtle, but definitely can be felt. The new improved single backbone-type subframe and new double pipe swingarm increased payload capacity, and when combined with the new suspension settings, offer lighter and easier handling, and more ride comfort. And it also doesn’t hurt that the Kawasaki and Dunlop tire engineers worked together to design a set of Roadsmart II tires just for this model and the new 17” wheels.
An all new handsome instrument cluster improves upon the old model with a sweeping analogue tach, and digital speedometer readout. Another nice touch on the bikes trip computer is the addition of readouts for current fuel economy, average fuel economy, and distance to empty.
While I still think my original bikes styling is beautiful, the 2012 Ninja 650 is sleeker looking, and more in line with the styling of Kawasaki’s family of supersport bikes. Every piece of bodywork is new including the headlights and the shorter, slimmer tail section. The front turn signals are now flush and integrated into the bodywork and have clear lenses with orange bulbs, and the rear turn signals are also clear with colored bulbs and more elegantly laid out. The brake lights are bright LED’s integrated into the tail section. I never had a complaint with engine heat, but the new larger cowling openings direct the heat away from the rider more effectively in addition to looking cool. Wind tunnel testing proved that the new design is more aerodynamic producing a smoother airflow around the rider, for reduced buffeting, which can definitely be felt. One great new feature is a three-position windscreen. It isn’t adjustable on the fly, but in two minutes the rider can change the height of the screen about 3 inches from low to high. I rode with it in the full up position and it directed the windblast over my helmet for a nice quiet feel in the cockpit.
And the last major improvement is the new two-piece seat replacing the old one-piece affair. The old seat felt like you were sitting on a leather-covered cinder block, and made you want to get off after about 90 minutes. And even the aftermarket seat I bought only extended that range another 45 minutes. But this new seat has more padding and compression in a wider seating area, and yet is narrower at the front. Now it is all-day comfortable. Even the passenger pillion is wider and thicker. And because of the new frame set-up and the placement of the seat, the seat height is still the same 37.1” off the ground as the old one.
On the road, the new Ninja felt familiar to me. Everything that I like about my old model is still in the DNA of the 2012 model, just improved. The comfortable upright seating position, easy reach to the bars and footpegs remain. One improvement I noticed right away is that the bars and pegs are now rubber mounted to quash vibration that at certain rpm and in certain gears can be annoying on previous models. And the handlebars are also a bit wider for more leverage when leaning into turns. And another thing I enjoyed on this new Ninja is that the mirrors are set wider apart so you get a good view of what is behind you. On my bike I get a good view of my shoulders.
We left the Sycuan resort and Casino, in El Cajon, and headed south and west. All the bikes were in finished in Candy Lime Green which were easy to spot. (Metallic Spark Black and Passion Red are also available). The roads, especially for a Midwestern flatlander like me, were absolute heaven. A fine mix of long sweeping curves, followed by stretches of tight twisting turns with plenty of uphill and downhill elevation changes. The Ninja felt great. Twist the throttle and the low end torque just powers you away in a nice strong smooth manner, and kept pulling almost up to the red line at 11,000 rpm. The strong torque came in handy when approaching tight low speed uphill curves. Just a quick twist of the throttle, even if you were in a higher gear than optimal, would let the Ninja squirt away nicely without bogging down. And it is remarkable that the engine, which has a counterbalancer, is as smooth at 10,000 rpm as it is at 5,000, so you can ride comfortably for long periods at high rpm without feeling like you must downshift.
The 6-speed transmission shifts easily and smoothly every time, and Kawasaki’s positive neutral finder makes it a snap to find neutral each time you come to a stop. The clutch lever is adjustable for reach, the lever effort light, and take-up is easy and smooth.
Stopping power is handled with a pair of 300mm petal discs clamped down with two-piston calipers in front, and a single 220mm petal disc with a single-piston caliper at the rear. While the brakes aren’t state of the art, they work quite effectively, with good feel, and you don’t get the impression that they are bargain basement pieces. They also upgraded the brake pads for better performance. And the brake lever is also adjustable for reach.
2013 Kawasaki ZX-6
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