Kawasaki ER-6n (2006-2016) - Review & Buying Guide

The ER-6n is a quiet success story for Kawasaki. Being a relatively simple parallel-twin roadster the ER lacks the glamour of the marques’ sportier, higher spec and range topping models, but this 649cc twin-pot naked has proven highly successful and hugely popular since its launch in 2006.

A steady influx of new riders to the market has helped the ER-6n’s cause – the model’s flexible engine, easy handling and packaging make it the ideal first ‘big’ bike for new riders, whether restricted to A2 licence limits or in full 70bhp-plus form. Seasoned riders have been attracted by the ER-6n too, primarily as a fun commuter or as a run around with a touch of spice. And for both types of rider, the ER’s affordability and modest running costs are often enough to seal the deal.

Early ER-6n’s are now almost 20 years old and in that time we’ve come to learn how reliable and dependable Kawasaki’s parallel-twin middleweight motor is. Indeed it was the motor of choice for the now commonplace ‘super twins’ class on account of the solidity of its design and inherent tunability. Treated well an ER-6n motor is more than capable of clocking up 100,000 miles-plus without issue.

As a package the ER-6n makes an excellent urban commuter – agile handling, swift steering, and plenty of low and midrange grunt see to that. Those same qualities make it an exciting back lane scratcher too. Go for the half faired ER-6f model and it’s also capable of long distance. With tidy early models now going for less than £2000, and even mint 2016 examples making less than £4000 isn’t it time to invest in a new commuter or finally swing a leg over than first bike you’ve been promising yourself?

Pros & Cons

Kawasaki ER-6n (2006-2016) - Prices

2006 ER-6n
Two ER-6 models launched – the naked ER-6n and half-faired ER-6f (the latter being £300 more expensive and 4kg heavier at 178kg). Red frame, swingarm and fork legs. 71bhp. Colours: silver, yellow.

2007 ER-6n
Colour changes only. Colours: green, black

2008 ER-6n
Colour changes only. Colours: blue, orange

2009 ER-6n
Kawasaki gave the ER-6n a number of subtle updates including vibration reducing engine mounts and suspension damping tweaks. Colours: blue, orange, silver

2010 ER-6n
Colour changes only. Colours: green, black, orange

2011 ER-6n
All new frame and longer stroke suspension, plus new air intakes, revised exhaust system, and an updated fuel map giving a small increase in both power and torque (72.1bhp and 48.6lb.ft). A new LCD dashboard and split rider/pillion seat makes the updated model an easy spot. Ergonomics tweaked with 20mm wider bars, 20mm higher seat height (from 785mm to 805mm), and a 50mm narrower subframe. Colours: red, green, silver

2012 ER-6n
Colour changes only. Colours: black, yellow, white

2013 ER-6n
Colour changes only. Colours: black, red, yellow, green

2014 ER-6n
Colour changes only. Colours: green, black, orange

2015 ER-6n
Colour changes only. Colours: silver, green, yellow

2016 ER-6n
Colour changes only. Two-tone colours introduced. Colours: green/black, silver/black

Kawasaki ER-6n values
Rough £800-£1300;
Tidy £1600-£3000;
Mint £3400-£3800

Kawasaki ER-6n (2006-2016) - Engine & Performance

For a budget gateway machine the ER-6n has an engine way above initial expectations. Packing just over 70bhp and a smidge under 50lb.ft this Kawasaki parallel-twin thrums out a wide spread of power, crisp throttle response, and enough oomph to deliver fun for newbies and more experienced riders alike. Oh, and it’s pretty frugal on fuel too, averaging around 50mpg but capable of even early 60s mpg to those who show restraint.

The 83 x 60mm DOHC 8-valve fuel-injected unit, displacing 649cc, is super robust, proving its bulletproof nature – and potential to reliably produce far more bhp – as a favourite powerplant in the super twins class. Further underlining the ER-6n’s reputation for reliability is the bike’s popularity with training schools and couriers. Service intervals are every 7500 miles for oil and filter, with valve clearances not needing attention until 15,000 miles and every 15K thereafter. The fact that Kawasaki didn’t alter the engine’s architecture throughout the bike’s long production run speaks volumes about the strength of its basic design.

What makes the ER-6n’s motor such a great unit – particularly for new riders or those looking for an urban commuter – is its smooth yet responsive lowdown drive, coupled with ample midrange for overtakes and off-corner squirt. And when you’re in the mood to feel a little more wind through your helmet’s vents it’ll do that too. If the ER-6n has a stand-out highlight, it’s this motor.

Kawasaki ER-6n (2006-2016) - Handling & Suspension (inc. Weight)

In terms of handling and ride the ER-6n is a mixed bag. As a package – and when in fine fettle – this Kawasaki is nimble, easy to ride, perfect for whipping in and out of traffic in town as well as raising a smile on a back lane blast. But the standard suspension – basic, non-adjustable 41mm forks up front, and a rear shock with only preload adjustment, even after the 2011 update – was never capable of supple ride quality or sustained performance over a long, bumpy surface, so any used ER-6n still on stock dampers is going to feel a bit tired by now.

The tubular steel diamond frame and swingarm look quite quirky, with hints of chassis built by ’80s chassis experts Harris, Spondon and Saxon in the location and execution of the engine’s side mounts. Poorly designed bolts that put too much strain on the aforementioned engine mounts caused weld failure on some early models. The integrity of the sidestand mount to frame welds has also been called into question on some machines. Get the suspension rebuilt/uprated, however, and the ER-6n can fully exploit the potential of its chassis. Kawasaki gave the ER a new frame and revised suspension, with extended travel, in 2011. And while marginally better than the original, the bike’s basic ride and handling differ little from the first gen model.

On paper the brakes – twin 300mm discs up front, gripping by twin-piston calipers, and a 220mm disc/single-pot arrangement at the rear – lack bite, but in truth it’s a set-up perfectly suited to a bike of the ER-6n’s size and weight. There’s plenty of scope for performance and mileage in the 120/70 17 – 160/60 17 tyres sizes too, with options available for longevity or pure performance and grip alike; the relatively modest size of the rear helps when it comes to the cost of replacement.

Kawasaki ER-6n (2006-2016) - What to look for

Cracking frames An issue with early bikes but something to be mindful of when viewing any ER-6n. The welds around right hand side engine mount can crack. Kawasaki initially put the issue down to owners fitting crash bungs incorrectly, but later conceded that the mount itself was/is under too much pressure when its bolt is torqued up (the bolt twists inside the mount, transferring extra pressure to the weld). Cracked sidestand mounts have also been reported by, so check any ER-6n frame thoroughly for faults.

Exhaust Another cracking issue, this time down to vibration from the twin-cylinder motor. If an ER-6n that you’re looking at is still wearing its standard exhaust system, check where the downpipes join with the collector box. These welds have a habit of cracking (the increased sound from the fractured exhaust should be enough to indicate a problem). Also be mindful of the condition of the exhaust studs where they mount into the cylinder head. They’re a magnet for corrosion – this can cause the retaining nuts to ‘weld’ themselves to the threads. Heat them thoroughly before removing to avoid snapping them off in the head.

Budget suspension The ER-6n was built to a budget and nowhere is that more obvious that in the quality (or lack thereof) of the suspension. Look for corroded fork stanchions, blown fork seals, a lack of damping at both ends, and for movement in the top shock mount. The ideal is to buy an ER-6n that’s already been treated to rebuilt forks and a higher quality aftermarket shock. If not, budget anywhere up to £700 to buy a new shock and overhaul the forks.

Wiring loom Don’t view an ER-6n without thoroughly inspecting the bike’s wiring loom. The loom’s proximity to the headstock can cause chaffing over time – left unaddressed this can lead to the loom’s outer sheath wearing away, leaving the wiring within exposed to the elements, water ingress, or further damage. If the bike misfires or cuts out unexpectedly there’s a high change the loom’s been compromised. Other potential electrical gremlins include faulty sidestand switches  and TPSs. Ignition barrels wear prematurely so ensure the key won’t pull out when turned to ‘on’.

Fuel filter Modern ethanol-rich fuel is no friend of the ER-6n’s fuel filter (located inside the tank). The hygroscopic nature of unleaded means it can hold moisture, this in turn allows the fuel filter to become clogged with rust. Go for a test ride before buying. If the bike surges on a constant throttle or runs erratically there’s a high chance the fuel filter is fit for the bin.

Corrosion By their very nature as a starter bike, ER-6ns often get used as sole transport, all year round. Corrosion doesn’t need a second invite to attack exposed metal parts, the exhaust system, fork stanchions (and lowers), retaining bolts, clips, nuts, and basically any part of an ER-6n it can get its claws into. Look for a well-kept examples – preferably one that’s been stored in a dry garage.

Kawasaki ER-6n (2006-2016) - Rivals

2010 Ducati Monster 620 - The Kawasaki’s Italian rival has been a favourite with inexperienced riders for decades now thanks to its low seat height, excellent manoeuvrability and Latin charm. Ducati’s 618cc L-twin motor is a delight as well as simple to work on (don’t forget to refresh the timing belts every two years, however), making the Monster a brilliant introduction to the Borgo Panigale brand. More pleasing on the eye than the Kawasaki, yet not that much more to buy. Definitely worth considering if you’re on the hunt for an ER-6n.

2010 Suzuki SFV650 Gladius - Spin off from Suzuki much loved SV650 that replaced the SV between 2009 and 2016. Popular with new riders due to its forgiving nature, easy handling, flexible V-twin motor and modest seat height. Very close to the ER-6n in terms of performance figures, so should be considered the Kawasaki’s nearest rival. Funky styling has stood the test of time, as has the bike’s value for money. Like its rivals the SFV can be snapped up in decent nick from as little as £2000.

2010 Yamaha FZ6/Fazer - Second generation Fazer 600, available in half-faired form (Fazer) or as a naked (FZ6). More powerful than the ER-6n over 20bhp and smoother too given its inline-four engine layout. A great balance between practicality and sporting capability, making the FZ6 an excellent weekday commuter and weekend plaything in one affordable package. Excellent value for money – tidy examples can be had for under £2K, so well worth sticking on the list if you’re after a fun middleweight all-rounder.

Ducati Monster 600, 2010 | Approx Price: £2100-£3100

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Power/Torque

53bhp / 35.4lb-ft

Weight

174kg (dry)

Suzuki SFV650 Gladius, 2010 | Approx Price: £2000-£2750

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Power/Torque

71bhp / 46.5lb-ft

Weight

202kg(wet)

Yamaha FZ6/Fazer, 2010 | Approx Price: £1900-£2500

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Power/Torque

98bhp / 49lb-ft

Weight

187kg(dry)

Kawasaki ER-6n (2006-2016) - Verdict

Despite several known issues, Kawasaki’s ER-6n remains a smart buy for new riders on a budget or more seasoned hands looking for a fun commuter/run around. Kawasaki’s 649cc parallel-twin could outlast a nuclear winter and the chassis’ weak points (the suspension) can be easily and relatively cost effectively rectified. Better still, look for a bike that’s already had its damping upgraded and you’ll avoid that cost altogether.

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Kawasaki ER-6n (2006-2016) - Technical Specification