The class of 600 cc motorcycles can be called perhaps the most popular in the modern world, and the Kawasaki ER 6N is its prominent representative. This motorcycle has long won popular love thanks to its good combination of affordable price and good technical characteristics. Indeed, you can buy a used Kawasaki EP6N for a moderate amount - prices on the secondary market start at about 200 thousand rubles. There are cheaper options, but you need to inspect them doubly carefully, as there is a high chance of running into a “killed bike.” However, in the fall, really lucrative offers often appear, when motorcyclists rush to change their equipment; many do this almost every year.
Engine
The motorcycle is equipped with an engine with a displacement of 649 cubic centimeters. The engine type is in-line, two-stroke and four-cylinder. The maximum speed that the motorcycle can reach is 205 kilometers per hour. This is a solid figure for a road bike.
The torque of this engine is 64 Newton meters at 7000 rpm. Its maximum power is 72.1 horsepower at 8500 rpm. These are serious characteristics for such a motorcycle, and perhaps the Kawasaki ER-6F may even surprise some.
Advantages and disadvantages
Advantages
- Affordable price for a full-fledged motorcycle
- Reliability of all main components - according to reviews from Kawasaki EP6 owners, you can rely on the bike even on the longest journey
- Economical. Fuel consumption during quiet driving is 4-5 liters of fuel per hundred kilometers.
- Smooth acceleration in almost any rpm range
- Not bad dynamics
- Low price for consumables and spare parts
- Abundance of available tuning
- Low center of gravity. This makes it much easier to control and maneuver the motorcycle at low speeds.
- Normal gas tank capacity is 15.5 or 16 liters depending on the generation
Flaws
- Elementary suspensions without normal adjustments
- Insufficiently effective brakes (relevant for Kawasaki EP 6H versions without ABS)
- Design for everyone
- Complete lack of wind protection - the headwind begins to noticeably interfere already at 130-140 km/h
- Weak light from standard headlight
Dimensions and weight
The length of the bike reaches 2105 millimeters. Its width is 770 millimeters and its height is 1180 millimeters. The height of the bike at the saddle is 805 millimeters, and the wheelbase dimensions are 1410 millimeters. With ABS, the curb weight is 211 kilograms.
For a road motorcycle, these are rather impressive dimensions than average. Nevertheless, the bike is capable of accelerating to 100 kilometers in just 3.8 seconds! This will impress those who thought that a road motorcycle was not a competitor to a sports motorcycle.
Chassis and brakes
The motorcycle frame is steel. It provides an excellent structure with an aerodynamically perfect shape and a beautiful design. The appearance of alloy wheels is impressive. The steering wheel is also aesthetically pleasing, providing excellent control, including at high speed.
The rear suspension is pendulum, with a monoshock absorber. Its stroke is 130 millimeters. The front suspension is represented by a 41 mm telescopic fork with a stroke of 125 mm. The rear brakes are a single disc with a diameter of 220 millimeters with a single-piston caliper. The front brakes are two discs, each 300 millimeters, with two two-piston calipers.
Test drive HondaHonda CB600F Hornet, KawasakiER-6f
How deceiving appearances can be sometimes. Let's take, for example, this pair of motorcycles standing next to each other and try to guess which one is more dynamic and sporty. On the left is a typical “street”, and also in black. It hardly stands out against the background of its “green competitor”. And it is unlikely that anyone with little knowledge of motorcycle topics will pay attention to it if these motorcycles are standing next to each other. Now let's move our gaze to the right, and we will see a bright motorcycle with a developed fairing, aggressive appearance, petal brake discs, an unusual rear swingarm and an asymmetrically located rear shock absorber. This bike really looks sportier. Well, what about really?
The great and mighty Russian language allows you to answer this like this: “Yes, no, probably.” But seriously, the purpose of this test is precisely to obtain the most complete answer to this question.
Those who are already familiar with the Hornet and have ridden it may chuckle quietly and note that it is completely unfair to directly compare the two motorcycles. But there are also many other people who are not at all familiar with these motorcycles, and who are interested in which one is best suited for him. Perhaps we will not identify a clear winner, and there is no such goal. But the reader will be able to find out what each of them is like “in real life”.
CHICKEN or EGG?
First, let's delve a little into the history of each model. If you remember the entire pedigree, the ER family will be the eldest. In 1996, Kawasaki released the ER-5. It was a regular classic with a 500 cm3 parallel twin and 50 hp. It was produced without major upgrades until 2006. After it, the ER-6n and ER-6f entered the market with an engine displacement increased to 650 cm3. In 6 years they have undergone two modernizations. The last one took place just in time for the 2012 season.
The first Hornet appeared in 1998. But even then it was a more dynamic neoclassic, which could not be compared with the ER-5. Do you want a serious argument? Here it is: 97 hp. – this is almost twice as much as Kava! But this is understandable, because the engine for the first Hornet model was borrowed from the CBR600F. The motorcycle also went through a number of upgrades, but a radical change in design, which made the Hornet similar to what it looks like now, occurred only in 2007. Before us is the 2011 model, the fruit of the latest restyling.
Pure emotions
- Do you have a lighter?
- Yes, it’s standing at the entrance!..
This is an excerpt from my dialogue with an employee. And it more than transparently hints at the character of the Honda Hornet. From the first minutes of our acquaintance I felt his uncontrollable essence. It also greatly influenced my previously calm driving style. Influenced as a provocateur. After all, while driving this motorcycle, I instinctively tried to unscrew the gas handle as much as the road situation allowed. A sharp surge in engine speed, instant acceleration and a loud, piercing sound coming from somewhere deep inside the motorcycle... All this caused a slight feeling of euphoria.
Even standing in front of the CB600F running, I instinctively felt a shiver running through my entire body - such a pleasant feeling of excitement. And every time it came again, as soon as I thought about riding this motorcycle. Maybe this is the beginning of the emergence of “hornet addiction”?! If so, it means that the motorcycle is really capable of touching a nerve. And you don't see this often.
What is his secret? I would say - in the ideal balance of every single component of the motorcycle, brought to perfection through regular upgrades of the model by the manufacturer. The engine, chassis, brakes, and controls all work very well together.
The detuned engine from the 2007 Honda CBR600RR doesn't provide any noticeable top-end torque, but that's no reason to be disappointed. Although the engine “wakes up” and produces quite decent thrust only from 5000 rpm. It's just boring to ride at such low speeds on this motorcycle.
The chassis also shows sportbike roots. It is quite tough and at the same time informative. At any moment you can predict how the motorcycle will behave. Even when cornering on sharp asphalt incursions, the Hornet easily stays on its predetermined trajectory. Despite the apparent rigidity of the suspension, the front fork and rear monoshock absorber handle bumps extremely smoothly. To understand this, it is enough to drive over speed bumps without slowing down. At the same time, the body of the motorcycle shudders a little, but there are no hard blows to the steering wheel or seat.
Most competitors are also envious of the CB600F's excellent handling. Its secret lies in the ideal weight distribution: 50% on the front wheel and the same amount on the rear. And the geometry of the Hornet is not as extreme as that of sportbikes, and therefore I practically did not have to use such a technique as counter-steering. Even with a passenger, the bike easily took sharp turns and did not try to straighten its trajectory.
But riding it with a passenger entails some restrictions. After all, if you look at the tail of the motorcycle, you can see... or rather, not see normal passenger handles. Of course, they are there, but they are made in the form of recesses in the plastic and are located under the seat. During the test, it turned out that it is not very comfortable for the passenger to hold on to them and is even unsafe, especially when opening the gas sharply or braking equally sharply. In the first case, the passenger tries to fly off the saddle, and in the second, he leans on the driver. In general, when driving together, the driver has to somewhat pacify his desire to drive aggressively and choose a calmer rhythm.
The Honda CB600F Hornet is available in two versions - with and without ABS. We got the most advanced “version”, which is also equipped with a combined braking system. In it, the rear brake pedal simultaneously activates one of the pistons of the right front 3-piston caliper. That is why, even when you press the pedal very sharply, it is very difficult to overdo it so that the ABS comes into action. But the “one rear” braking itself still seemed sluggish to me. In contrast, the front brake has truly excellent performance. In order to brake sharply, the force of just two fingers applied to the lever is enough. However, nothing else should have been expected, since the front is equipped with powerful three-piston calipers, already familiar from other Honda motorcycles, paired with 296 mm discs. With them, I more than once felt how, when braking on a slippery surface, the lever beats the clock and the ABS light flashes on the instrument panel. I was pleased that the motorcycle itself took care of my safety. But in other cases (on good surfaces), I could only rely on the informativeness of the brakes, which deserves the maximum rating.
Green World
Sitting behind the wheel of a Kawasaki, I felt like I was in a slightly different world. I won't complain about the ergonomics of the Hornet's driver's seat, but I will still note that the Kawasaki is more comfortable. Due to the fact that it has a two-cylinder engine, which means it is narrower, the tank is narrower at the knee area, the seat profile also allows you to stand with your feet on the ground more reliably, although the seat itself on the ER-6f is 5mm higher than on the Hornet . The handlebars are noticeably higher and wider (by 30 mm), which additionally makes for a more comfortable riding position.
Glancing at the tidy, the first thing I noticed was a dial tachometer, the readings from which were much more convenient to read than from the Hornet’s “running strip”. On both handles (clutch and front brake) I found “twists” to adjust them to the driver’s hands. On Hornet, only the brake handle is adjustable.
Of course, the developed fairing also contributes to driver comfort. Moreover, the windshield of the ER-6f is adjustable in three positions. But even at its lowest, it still provides good wind protection. At a speed of about 160 km/h, which can be considered “cruising”, the headwind only slightly touches the helmet. At a similar speed on the Hornet, the incoming air flow literally presses your head and helmet into your shoulders, forcing you to slow down to a more comfortable 120 km/h.
About Hornet we can say that its “central” element is the engine. It's a pity, but after meeting Kawasaki I didn't have the same feeling. Its parallel twin, although it has a slightly larger displacement, is not capable of captivating the pilot in the same way as an inline four with sportbike roots does. But it also has its undeniable advantages. Firstly, the ER-6f's significant torque is available from almost 2000 rpm, and it reaches its maximum at just 7500 rpm. That is, the engine does not need to be constantly “twisted” in order to accelerate sharply. And it works much quieter, without straining the driver’s eardrums.
Secondly, it will be much easier for a beginner to cope with this engine. Here’s a simple example: driving onto a curb about 10 cm high. The ER-6f will easily drive onto it “from a standstill” almost at idle speed. And in order to do the same on a Hornet, you need to either apply a lot of gas, keeping the revs at least 4-5 thousand and operate the clutch very smoothly, or drive in “on the fly,” which risks damaging the exhaust gas converter that protrudes strongly from below. As a result, the ER-6f engine, although inferior in power and responsiveness to the throttle, is, on the contrary, ahead of its competitor in its practicality in daily use.
The ER-6f's chassis is less rigid, and the suspension absorbs bumps better. BUT! Despite almost identical travel figures, the Kawasaki ER-6f suspensions seem quite “plush” when compared to the Hornet. The reason for this is the softer factory damping settings. As confirmation of this fact, the motorcycle sways noticeably when driving over bumps. With such settings, the pilot has virtually no feeling of close contact with the road, and therefore the motorcycle is not controlled so clearly and confidently.
The braking system also performed worse. The petal discs look aggressive, but they are paired with underpowered twin-piston calipers. And therefore all their aggressiveness comes to naught - every now and then you have to “call for help” from the rear brake. Only in such a tandem can braking dynamics be achieved comparable to that of a competitor. I bet the ABS on this bike will kick in much less frequently than on its competitor, even if you slam on the brakes as hard as you can.
So this motorcycle is much less suitable for aggressive riding than the CB600F. This is not his element. But you shouldn’t discount the Kawasaki ER-6f right away either. After all, its range of applications is still much wider than that of its competitor.
The ER-6f can be used not only as a city bike, but also as a touring motorcycle. For comparison: among Hornet's branded accessories you can only find a 15-liter textile bag attached to the passenger seat. And the accessories for the ER-6f include not only side plastic cases, but also a central one. Go ahead. When traveling together, passenger comfort is also important. And in this parameter, again, Kawasaki is in the lead. Not only does it have a wider and softer passenger seat, but it also has comfortable handles on the sides, and the footrests are equipped with rubber pads.
If you have to drive not only on smooth asphalt, but also on less smooth country roads, including dirt roads (for example, outside the city), then moving along them will again be more comfortable on the Kawasaki ER-6f with its soft suspension and high ground clearance .
As a result, the Kawasaki ER-6f turned out to be more versatile, and therefore suitable for a larger circle of people for whom a motorcycle is not only a hobby, but also the main means of transportation.
But personally, after the test, I didn’t want to part with the ER-6f, but with the Honda CB600F. This “SHUSTRIK” made an indelible impression on me. And I will remember him, apparently, for a very long time.
Valery Chuikov
Height: 186 cm, weight: 125 kg.
Driving experience: 30 years.
Often, when trying to choose a street bike, a potential buyer has little idea which parameters and characteristics of his purchase will be most important for him and which will be secondary. Or his ideas about the object of desire, formed on the basis of the technical characteristics and appearance of the motorcycle, let’s say, are not entirely reliable. Almost no one manages to ride an item before purchasing it for at least half an hour, and during this time only a very experienced motorcyclist is able to correctly assess all the facets of a particular model/modification. Moreover, it was interesting to ride two bikes that were close in price, but at the same time very different not only in appearance and design, but also, so to speak, ideologically. At the same time, their main practical purpose – “a motorcycle for every day” – coincides completely.
But there is one nuance: the Honda Hornet has had a trail of ideal street riding for more than ten years, and Kawasaki, having released the ER6, has been erasing with it, like an eraser, the image of the previous model, which sold well, but... as a motorcycle “for dummies”! I once rode a carbureted 600 Hornet, and it really left the impression of resemblance to the insect of the same name - annoying and evil. But somehow we still couldn’t get acquainted with Kava, which was updated six years ago. So this test can be considered a new look at both counterparts. And here are my impressions.
“Eer-ka” is soft, slightly thoughtful and drives well (also softly) already from almost idle crankshaft speed, showing an almost even maximum of traction activity in a fairly wide, but by no means “high” range – from 3000 to 7500 rpm. This is not even a shelf, but a wide ribbon of the moment. Thanks to the flow of thrust, you can switch much less often - the parallel two always pulls. The dynamics are worse, of course - especially with a full load, but in the city such an engine is “just right”. It is comfortable in sound and moderate in vibrations, has reliable traction and is narrow enough for ease of squeezing through traffic jams. As for the rest, both the chassis and brakes are the focus of technological compromises, proving that the principle of “reasonable sufficiency” is good for everyday routine use. A semi-fairing with a windshield and an extended row in the gearbox add advantages to the rationality of the ER6f, making it possible to use it as a tourist, demonstrating good “appetite” figures.
But what about the Honda CB600F Hornet with all of the above? No way - because rationality fits this motorcycle about the same as a saddle for a cow. No, you don’t need to put it in a window and admire it as an object of art - the street is quite drivable, I would even say “very”.
But there are a minimum of compromises in it, and the entire design is aimed at producing the maximum amount of active drive and, naturally, getting pleasure from it, which (subject to skillful handling of the motorcycle) can be “a carriage and a small cart.” But this “coin” also has a flip side: a complete denial of any comfort due to the “absence” of its structural components in the form of a quiet engine, fairing, windshield, pliable frame and soft suspensions. A rectangular cross-section backbone frame, fairly stiff suspensions and an engine that seems half asleep up to 5000 rpm, but tears the air with its howl after revving and forces the front wheel to come off the asphalt - this whole cocktail excites the rider’s blood and does not allow him to relax for a second. Of course, provided that the pilot is able to cope with the “evil insect” and is ready for active driving on our, to put it mildly, not ideal roads and streets, collecting with his “fifth point” almost all the bumps that come his way. This is the price to pay for precise handling, excellent dynamics and a feeling of unity with the motorcycle.
All other, calmer options will be derivatives of your internal compromises. But, if you are willing to put up with them, then you simply should not buy Hornet...
PS: Yes, don’t forget about anthropometry. While most riders can more or less comfortably ride a Kawasaki, pilots taller than 180 cm are unlikely to feel at ease on the Hornet.
Opinion of the owner of "Kava"
Height: 183 cm, weight: 84 kg.
The ER6f is my first motorcycle and I’ve been riding it since May of this year, and this is my first time riding another bike – so I’m afraid that I may not be too precise in my definitions. I'll start with ergonomics. Surprisingly, on the Hornet I felt somehow more collected and confident - I don’t feel that way on the ER6. It somehow doesn’t give such confidence... We can say that the Honda provides the rider with a feeling of inner comfort - I even let go of the steering wheel at speed to check this feeling! And there was no fear that the motorcycle would suddenly change its trajectory. My knees squeezed the tank tightly, and me and the motorcycle were like one whole organism!
But the external comfort in the “Cava” is much greater - thanks to the wind protection, on a Honda after the “120” it’s already uncomfortable, and if you add more, it’s completely blown away... Perhaps because of this confusion it seemed to me that the street was from Honda and it steers sharper – it’s generally more nimble. As for the acceleration dynamics, the Hornet will be more fun, of course. Still, the engines are very different. The ER6 may lag behind from the start, but the thrust of its engine is always available, which is very convenient in the city. The “four” from the Honda sportbike still needs to be revved up, but then you don’t want to lower the revs - the engine starts you up! And one more important point. I went on “medium long-distance” trips with the Kava – 200-300 kilometers one way in one day and arrived fresh and not tired. I wouldn’t dare to go on such a trip on a CB600F... I bought the ER6f precisely as a non-aggressive universal motorcycle with a normal engine capacity - I didn’t even consider a small thing like 125-250 cc.
Text: Vladislav Sofonov
Photo: Andrey Shlenchak
