:OLD: 2009 Kawasaki ER-6n vs Suzuki Gladius Adam WaheedRoad Test Editor
In the market for a new entry level sport motorcycle? We've got two motorcycles from Kawasaki and Suzuki that might fit the bill.With the sheer expanse of super slab here in the U.S. motorcycles are all about being big: Big power, big speed, and of course big cost. However, a new crop of motorcycles from Kawasaki and Suzuki prove that a motorcycle doesn’t have to go 186 miles per hour, have you stretched out across the fuel tank or cost over ten grand to be fun. Meet the 2009 Kawasaki ER-6N and Suzuki Gladius.
While both of these motorcycles are new in America, their platforms are based off motorcycles we’ve already sampled. The ER-6n is based off the recently redesigned Ninja 650R complete with its friendly, 649cc Parallel Twin cradled in a compact steel chassis and wrapped in sharp futuristic bodywork that turns heads. The Gladius on the other hand is modeled off of Suzuki’s beyond popular SV650 model. It’s powered by a 645cc V-Twin wedged in an easily manipulated steel chassis. Like the ER it features a new contemporary shape. The final similarly is that both of these bikes are affordably priced in the sixes, which mean you get a good amount of thrill for a reasonable price.
On paper these motorcycles are roughly identical, but after a few weeks living with these motorcycles day-in and day-out we’ve discovered some striking difference. So follow along as Motorcycle-USA helps you decide which one belongs in the garage.
Spoiler: click to toggle Aesthetically it’s hard to argue with the shape of the Kawasaki ER-6n. Although it shares identical running gear with another popular Kawasaki streetbike, it looks totally different. It’s a cross between sport and naked with the result being an urban sports shape that definitely stands out on the road. We especially love its profile from any angle and the sleek bullet-shaped muffler tucked neatly underneath. And we’re not alone in our like for its appearance as on the street, as its Candy Blue Plasma paint attracts a lot of stares from vehicles in the next lane.
Climb aboard the ER-6n and you’ll notice it really isn’t much of a climb – the ultra-low 29.7-inch seat height nearly an inch lower than the Gladius. It also feels considerably more narrow between the rider’s legs than the Suzuki, which is surprising considering its Parallel-Twin engine configuration.
Press the starter and the ER-6n engine fires to live with a raspy exhaust note. Pump the throttle a few times and its exhaust bellow is louder and throatier than the Gladius. Reach out to the handlebars and you can’t help but notice its quirky bend. Although the handlebars are mounted at a reasonable height they are far too narrow and have an odd inward sweep at the grips.
Ergonomics are also puzzling, especially if you’re a tall rider. Over six foot and you’ll have trouble fitting on the ER-6n, as it has one of the most cramped riding positions of any motorcycle we have ridden lately. Conversely, its seat is wonderful—being both wide and thick with a decent amount of padding.
Make sure to check out our Kawasaki ER-6n Video to see every angle of this new Kawasaki street bike as we take it for a ride agianst the Suzuki Gladius.While the motorcycle’s instrumentation definitely follows with its futuristic exterior shape, as a package it is difficult to read at a glance. Most of the right elements are there including an analog-style speedometer and a bar graph-style tachometer with double trip meters and a clock. Yet we would have preferred if Kawi had used a more conventional package with a digital speedo and analog tach.
Out on the road the ER-6n definitely seems oriented to beginner motorcyclists. Although on the dyno graph its torque curve is almost identical to the Gladius, the ER-6n feels downright anemic at lower revs. Keep the throttle pegged and the engine does in fact spin up faster than the Suzuki’s, but it isn’t until you reach around 8000 revs until you feel like you get some decent acceleration from the engine. But you’ve got to shift quickly because within a few seconds the fun is over almost as soon as it started. Working through its six-speed transmission also proved to be much more notchy feeling than the Gladius.
Powering the ER-6n is Kawasaki’s trusty 649cc Parallel Twin, the same used in the 650R and Versys, but it just doesn’t feel as lively in this machine. Sure it revs a little faster than the Suzuki and sounds a bit tougher but it just not as inspiring.
“It seems you really have to rev the Kawasaki’s engine to get it to move,” states Motorcycle USA Executive Editor Steve Atlas. “I’m sure a novice rider will appreciate it’s mellow power down low but for those speed demons out there they’ll be a little let down by its performance as compared to the Suzuki.”
However, riders will be surprised by just how smooth the engine runs. Vibration is kept to a minimum due in part to an internal balancer and rubber bushings in the engine mounting points, as well as the handlebars. And it actually works. Cruising down the freeway reveals a near vibration-less ride which ensures rearview mirrors actually stand still enough to actually work.
In terms of fuel economy we averaged about 42 MPG and with the ER’s 4.1 gallon fuel tank a rider can expect right around 175 miles per fill-up. On the freeway the Kawasaki delivers an exceptionally smooth ride as long as the pavement is smooth. Big bumps and rough patches are viciously transferred to rider’s body. This could be due to Kawasaki’s rear suspension uses a linkage-less design in which the rear shock absorber is mounted directly to the swingarm and frame.
When the road starts to zig-zag, however, you’ll appreciate how easy it is to get the motorcycle to turn. Even though it weighs in at 449 pounds with a full tank of gas (2 pounds heavier than the Gladius), you’d think it weights 200 lbs because it changes directions so willingly. The Kawi flicks from side-to-side as if it were a 50cc scooter, yet it is incredibly stabile - never wiggling around beneath you regardless of how easy or hard you ride it. Plus, at an elevated pace you’ll appreciate the slightly stiffer suspension spring rates that the ER-6n offers.
Although the fork doesn’t offer any adjustment it is sprung nicely for both Atlas’ light 150-lb frame and my 180 lbs. Another benefit is the ER’s added ground clearance, which makes it less susceptible to drag hard parts while hustling through corners.
In the braking department the Kawasaki offers slightly larger 300mm petal-style braking discs up front matched to a pair of double-piston Tokico calipers while a single-piston caliper and 220mm brake disc comprise the rear brake. Getting the Kawi hauled down from speed requires a minimum of two fingers on the front brake lever. Plus the ER doesn’t have anywhere near the amount of brake feel at the lever as the Suzuki, and quick stops need to be planned further in advance than on the Gladius.
The ER-6n has a much more mellow feeling powerband than the Gladius.“Without question the Kawi is lacking in the braking department. Since the hardware is mostly the same between both bikes I’d guess that the brake pads just aren’t aggressive enough,” comments Atlas. While both motorcycles roll on similarly sized tires, the ER-6n employs the Dunlop Sportmax Roadsmart tire, designed for more mileage without sacrificing a whole lot of performance. Although we didn’t have a problem with the level of grip or tire warm-up times, we didn’t think they delivered as much road feel as the Gladius’ and they also felt stiffer than the Qualifiers on the Gladius.
Bar none if you’re new to motorcycling than the ER-6n is a solid choice. It’s small, ridiculously easy to ride, handles well and has friendly engine power characteristics - plus it looks awesome. And who can argue with its reasonable price tag that is $500 less than the Gladius? However, if you’re looking for more excitement, Suzuki’s got a motorcycle that might be perfect for you.
Spoiler: click to toggle
Don't let its small engine size fool you. The Suzuki Gladius is the definition of fun.Before riding the Gladius, we were pretty pessimistic of how fun this little Suzuki motorcycle could be. But after just one ride on it, we were blown away by how amusing it is to ride.
Jump into its cockpit and there’s no disputing the Gladius feels wider than the ultra-narrow ER. Reach out to its chrome handlebars, however, and you’ll be impressed with its wide traditional bend which lends itself well when you need to maneuver the motorcycle in the tight confines of a parking lot. Like the ER, the front brake lever has a good deal of adjustment for hand size and the clutch lever is light and offers gentle engagement. Although the Gladius’ 30.9-inch seat height is taller than the ER’s, it still allowed the 5’7” Atlas to plant both feet firmly on the ground. We also liked how the seat is shaped to perfectly fit your bottom.
Press the starter button and the Gladius engine chugs to life with an air gulping intake sound, as compared to the ER’s beefy exhaust blare. Accelerating hard from a stop and you’ll be taken back by how peppy the Gladius 645cc V-Twin feels. Although on paper it actually has slightly less peak torque, it feels more lively and responsive than the numbers lead you to believe. Keep on revving the engine past 7000 rpm and you really feel the Gladius accelerate. Here you’ll feel its horsepower advantage over the ER, yet its power delivery is completely seamless which won’t intimidate a novice rider.
Working through the Suzuki’s six-speed transmission was also pleasing and it felt more polished than the ER’s, changing gears with the precision and feel we’ve come to expect from Suzuki’s GSX-R line of sportbikes.
Without a doubt the Gladius is a very well balanced motorcycle and has plenty of power to get on one wheel, check out all the action in our Suzuki Gladius Video as it takes on the Kawasaki ER-6n.“I love the sensation you get from the Gladius’ engine. It just feels quicker than the Kawi’s pretty much everywhere. It’s super smooth through the rev range and doesn’t have any power hit like the ER. Plus you don’t have to rev it to the moon to get it to accelerate fast,” mentions Atlas.
While the Suzuki’s chassis isn’t quite as agile as the ER’s, it’s still is a blast to ride when the road gets curvy. However its lack of ground clearance gets annoying. Add in a really soft suspension and it feels like the Suzuki is missing a something charging through the corners.
“Next to the Gladius’ paper thin seat, the thing I don’t like about it is its lack of ground clearance. I mean they put good sticky tires on it and you lean it over and it immediately starts scrapping. Then the bike stars wiggling around because the suspension is so soft. If they fixed those things this could be almost a perfect little motorcycle,” says Atlas. Suzuki wisely chose to fit the Gladius with the ultra sticky Dunlop Sportmax Qualifier tire. And if we had to choose between it and the Roadsmart we’d always go with the Qualifer because we like the way it feels. However, that feel does come at a cost: Mileage service life.
While the Gladius suspension wasn’t as taut as the ER, it definitely is much more forgiving on rough road. Where the ER’s rear-end feels downright harsh the Gladius set-up sorts out pavement imperfections effortlessly. However, its thin seat works against the more complaint rear suspension and compromises ride quality so much that the ER gets the nod for those planning on logging extended seat time.
Out on the highway the Gladius’ engine delivers more vibrations through its control surfaces. While it never gets annoying it’s not quite as smooth as the ER. We did appreciate its more open cockpit though especially within the leg region, which allowed for a sporty seating command without compromising overall comfort.
Equally as pleasing was the Gladius’ simple yet well thought out instrumentation. In fact, come to think, of all the streetbikes we’ve tested recently the Gladius might have the most functional, most legible instruments of any new motorcycle. A large analog tachometer is flanked by an orange backlit digital speedometer complete with a gear position indicator and dual trip meters and clock.
Braking performance is another department exceeding expectations. Up front 290mm brake discs and double-piston Tokico calipers require only one finger at the brake lever. A single 240mm rear disc and single-piston caliper keep you from looping out when you’re riding down the road on the rear wheel. Feel on both ends was plentiful, however, we could see how novice ham-fisted riders might think the Suzuki’s brakes are a bit touchy.
While the Gladius netted slightly better fuel economy than the ER (44 MPG versus the ER’s 42) it wasn’t enough to offset the ER’s 0.3 gallon-larger fuel tank. Which gives the ER slightly more range then the Gladius.
One of the few kinds in the Gladius's armor is its lack of ground clearance at speed.Visually, the Gladius design is a mixed bag. Although we dig its Blue/White paint scheme and stylized exhaust system, its shape is, perhaps, too out there. It also didn’t draw near the amount of attention as the ER, which might be a boon for the rider who likes to fly under the attention radar.
Where the ER-6n feels utilitarian to ride, the Gladius is dynamic - offering a much more intimate riding experience than expected from its $6899 pricetag. It does everything a motorcycle is supposed to do: It’s easy-to-ride, performs admirably in all but the most extreme conditions and is just plain fun on the road, regardless of engine size. That’s why the Suzuki Gladius is the sporty new entry-level motorcycle you’ve been looking for.
For My Money
Adam Waheed, Road Test Editor, 6 foot, 180 lbs:
Honestly, both of these motorcycles would be perfect for a new rider as beyond anything else they are small and easy to ride. But the thing I really like about the Suzuki is that although it’s designed for a newbie, it’s still so well engineered that an experienced rider can hop on it, rip around and come back with as big as a smile on their face as if they just got a GSX-R sportbike. It’s truly amazing how much fun Suzuki infused in this motorcycle. If I was in the market for a new small displacement sporty motorcycle the Gladius would be it.
Steve Atlas, Executive Editor, 5 foot, 8 inches, 150 lbs:
The ER-6n is a funny motorcycle. It is definitely more oriented to someone who is new to the sport of motorcycling. Not to say that the Gladius isn’t, but the Kawi just feels a tad bit smaller, a little more agile, more docile power, etc. When I picked up the Gladius I told Suzuki’s press officer, Garrett Kai, that if I could leave the store and, right off the bat, having never ridden the machine, wheelie the Gladius for the several blocks to the stoplight at the end of the road without putting the front end down, I would give it a good review. And the Suzuki did just that and more. I’ll take a new Gladius
Spoiler: click to toggle Posted ImageEngine: Liquid-cooled 645cc V-Twin; 8-valve Bore and Stroke: 81.0 x 62.6mm Compression Ratio: 11.5:1 Fuel Delivery: Fuel-injection Horsepower: 67.12 @ 9000 rpm Torque: 42.9 lb-ft @ 7400 rpm Clutch: Wet; cable-actuated Transmission: 6-speed Frame: Steel Front Suspension: 41mm preload-adjustable Showa fork; 4.9 in. travel Rear Suspension: Showa hydraulic rear shock with adjustable preload; 5.1 in. travel Front Brakes: 290mm discs with Tokico twin-piston calipers Rear Brake: 240mm disc with single piston caliper Tires: Dunlop Sportmax Qualifer 120/70-17, 160/60-17 Curb Weight: 447 lbs. Wheelbase: 56.9 in. Length: 83.9 in. Rake: 25 deg. Trail: 5.1 in. Seat Height: 30.9 in. Fuel Capacity: 3.8 gallons MPG: 44 MSRP: $6899 Colors: Blue/White; Black Warranty: One year, unlimited mileage Spoiler: click to toggle Posted ImageEngine: Liquid-cooled 649cc Parallel-Twin; 8-valve Bore and Stroke: 83.0 x 60.0mm Compression Ratio: 11.3:1 Fuel Delivery: Fuel-injection Horsepower: 62.94 hp @ 8800 rpm Torque: 43.11 lb-ft @ 7200 rpm Clutch: Wet; cable-actuation Transmission: 6-speed Frame: Steel Front Suspension: 41mm non-adjustable fork; 4.7 in. travel Rear Suspension: Hydraulic shock with adjustable preload; 4.9 in. travel Front Brakes: 300mm petal discs with Tokico twin-piston calipers Rear Brake: 220mm petal disc with single-piston caliper Tires: Dunlop Sportmax Roadsmart 120/70-17, 160/60-17 Curb Weight: 449 lbs. Wheelbase: 55.3 in. Length: 82.7 in. Rake: 24.5 deg. Trail: 4.0 in. Seat Height: 29.7 in. Fuel Capacity: 4.1 gallons MPG: 42 MSRP: $6399 Colors: Candy Plasma Blue Warranty: One year, unlimited mileage
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