The Ninja's lay-down shock makes for easier packaging, but its simple linkage-less design has a slight dynamic compromise. The footpegs' aluminum bracket is stylish but glaringly large.
The tubular steel frame is one of the first things you notice when you walk up the Ninja 650. The candy red paint may have something to do with this. The other detail that stands out is the linkage-free shock hanging out on the right side of the frame for all to see. Yes, this will allow for easy preload adjustment, but the real benefit of the location is that the battery can be located beside the shock, allowing for a lower seat height which new riders and those short in the inseam will appreciate. The 41mm telescopic fork connects to a six-spoke wheel sporting dual 300mm petal discs, all of which are designed similarly to those on the ZX-6 and ZX-10. The two-piston single-action calipers are old-school items and obvious cost-saving elements.
The overall look of the Ninja 650R is sporty. From the swoopy fairing to the trellis frame to the race-inspired rolling gear, Kawasaki clearly wants to link this bike to the company's Ninja heritage. The only glaring style miscue is the enormous, funky footpeg mounts. While they are of questionable beauty, the large size of the heel guards do a good job of keeping your boots from rubbing against the swingarm (if your riding style tends to do this, as mine does). Another criticism of the 650R's design lies in the mirrors which do such a good job of showing the rider's elbows that they must be moved aside if a direct rear view is desired. After looking at the bike and its specs, Kawasaki appears to have done a good job of producing a relatively stylish, versatile bike for $6,299.
Suzuki SV650: The Standard Bearer
The SV650 has been around long enough that many people are quite familiar with its two models. We chose the unfaired standard SV because we felt that the riding position handlebar layout lent themselves to a better direct comparison to the new member of the class. The quarter-faired SV650S has a much lower handlebar and higher pegs.
A new black color for the SV's aluminum frame is set off nicely by this red color for 2006. We like its stripped-down rawness.
The Suzuki is powered by a 645cc 90-degree V-Twin. The 81.0mm x 62.6mm cylinders are fed through four valves operated by dual overhead cams. The EFI delivers the goods via 39mm throttle bodies. To improve throttle response, Suzuki's Dual Throttle Valve System incorporates a second set of butterflies to keep the intake velocity in an optimum range, particularly in the low- and mid-range. Exhaust gasses exit via a traditional, hang it off the right side, two-into-one system with no catalysts. Thanks to the 90-degree cylinder layout, no horsepower sapping counterbalancer is required to keep the vibes of the solid-mounted engine from bothering the rider. The stacked transmission allows for a more compact engine layout.
Although the SV650 was redone in 2003 with a beefy-looking truss-style aluminum frame and new bodywork, the SV has been around long enough to look a little dated. Still, it's got the goods to do whatever job you throw at it. The 41mm telescopic fork features preload adjustment, as does the shock. Twin front 290mm discs are gripped by dual-piston, single-action calipers. The 240mm rear rotor gets squeezed by a single-piston caliper mounted to an aluminum box-section swingarm.
The SV650 is also powered by a Twin but, unlike the Ninja's parallel setup, the SV's cylinders are spaced 90 degrees apart. It makes for a sweet powerplant that is both torquey and revvy.
The rider accommodations are Spartan but exceedingly functional. The tubular bar gives the rider plenty of leverage. Handlebar-mounted mirrors give a fabulous rear view, though they do require a wrench for any adjustment more than a slight tweak. The narrow rider perch will give shorter riders more confidence at a stop. The single headlight and mini-fairing round out (pun intended) the front end.
A Working Relationship
The first thing you notice when throwing a leg over the SV and the Ninja is that the Kawi has a slightly lower seat height. Both have narrow saddles to give riders a better shot at flat-footing at a stop. Next comes the riding position. With the SV, your body is canted slightly more forward than with the Ninja. Also, an SV rider feels more perched on top of the bike. The Kawasaki's combination of a higher, more rearward handlebar, the lower seat height and the fairing gives the impression of sitting more inside the cockpit. Still, both offer a relaxed riding position to perform just about any street riding task you want to toss at them.
The SV's riding position is slighty sportier than the Kawi but still pleasantly neutral. A new-for-'06 mini cowl provides a small but usuable measure of wind protection.
The SV scales in with 9 fewer pounds than the Ninja's 410-lb tank-empty weight, but you could never tell from the saddle. Pulling either of these motorcycles out into traffic reveals an easy to modulate clutch and decent acceleration off the line. (Smaller riders will want to note that the Ninja has an adjustable clutch lever.)
"The Kawi is very beginner-friendly," said MCUSA's Editor Kevin Duke. "It has a lighter clutch pull than the SV and is very easy to modulate. It's also gruntier than I expected, probably due to its shorter gearing - you're in third gear on this thing before you know it."
Both riding positions are perfect for urban maneuvering and reward rider inputs with agility. Although the SV's grips are slightly more forward, the rider's weight is not pushed onto the handlebar, which can be disconcerting for newer riders. Both bikes offer snappy throttle response in the low- and mid-range. The Kawasaki, however, delivers smoother response to throttle inputs. When things get ugly requiring a quick stop, the SV gave the most positive braking response. The Ninja had the stopping power but lacked feel.
