The lightweight Ninja 650 motorcycle

There’s something instantly reassuring about the Kawasaki Ninja 650 when you throw a leg over it. Especially when you’re at the base of Zojila, staring up at that winding snake of road, jagged cliffs to one side and sharp drop-offs to the other. No beginner should take that pass lightly. It demands confidence, not only in your skill, but in the machine between your legs. Thankfully, the Ninja 650 feels light the moment you tip it off the stand. At just around 193 kg wet, it carries its weight low and hides it well. You can feel it immediately in the way it turns at low speed. Unlike its predecessor, the ER-6f, the Ninja 650 sheds 18 kilograms, thanks in part to the new tubular trellis frame and a revised swingarm. You wouldn’t think 18 kg would change much, but out here on tight, narrow turns with unpredictable gravel, it means everything. It flicks into turns with ease, and in tighter hairpins, you don’t fight the bike, you just guide it. I remember one section midway up Zojila where traffic stalled and I had to do a slow U-turn on a road barely wider than the wheelbase. That kind of maneuver used to make my palms sweat on heavier sportbikes. But the Ninja 650 felt natural, like a well-trained trail horse, it turned, held its line, and let me paddle out without stress.

Moderately sporty driving performance

Now, don’t get it twisted. The 650 might carry the Ninja badge, but it’s not here to win MotoGP. That’s not a criticism, more like a character trait. The 649cc parallel-twin puts out 68 hp at 8,000 rpm and 65 Nm of torque at 6,500 rpm. It’s tuned for midrange grunt, not high-revving fireworks. Out on Zojila, with its constantly changing pace, slow climbs, short straights, sudden curves, it was the perfect kind of power. You don’t need to rev it to the moon. Twist the throttle between 4,000 and 7,000 rpm and the torque is always there, predictable, clean, ready to move you forward without drama. The engine delivers a mellow hum with just enough pulse to remind you it’s alive. No angry growls, no twitchy responses. Just linear power. If you’re trying to shoot up the pass like a madman, you might find the top end underwhelming. But if you want a bike that keeps pulling steadily and confidently, this one nails it. Downhill, the engine braking is decent, and the anti-hopping clutch saves your rear tire from hopping when you’re aggressively dropping gears. Trust me, I did it more than once. There was one particularly steep descent where a truck stalled mid-curve, forcing me to brake hard and shift down two gears in a panic. The bike didn’t flinch. That slipper clutch is no gimmick.

Good usability

What really sells the Ninja 650 is its usability. The riding triangle is surprisingly relaxed. The clip-ons are mounted above the triple clamp, giving you a slight forward lean but nothing extreme. I’m around 6’2”, and the standard seat was okay, though after a few hours, I could feel the pinch in my knees. Luckily, we tested the 35mm taller accessory seat as well, and it made a world of difference. My legs had room to breathe, and it added just enough height to give me a better view over traffic when passing slower vehicles on the way up. The levers are adjustable, which came in handy when I switched to thinner gloves at the peak, the cold up there bites hard, even in summer. The digital display shows everything cleanly: gear position, fuel range, average consumption. No gimmicks, just useful stuff. And out there, between the walls of ice and shifting clouds, you don’t want to scroll through a tech menu just to find your fuel level. The mirrors are stable, though slightly narrow for wider shoulders. Still, they did the job. The brakes, too, two-piston calipers at the front and a single disc at the rear, were more than enough for this ride. They modulate well, bite when needed, and the ABS isn’t overly intrusive. Only on a gravelly left-hand switchback did it kick in, and even then, it saved my rear from washing out. The suspension? It’s on the softer side, especially up front. The fork dives under hard braking, especially on steeper declines, but it’s manageable. The rear preload is adjustable, and once dialed in, it gives a decent balance between comfort and control. Wind protection is decent for a bike of this class. The adjustable screen is handy, especially when the wind picks up near the pass. I left it on the higher setting, and while my shoulders still caught some buffeting, it was much better than expected.

Kawasaki Ninja 650: Technical data, price

Manufacturer information	Specifications
Motor	2 cylinders, in-line engine, 649 cc displacement, 50.0 kW at /min, max. torque 64.0 at 6700 rpm, 4 valves/cylinder, injection system, liquid cooling
Assistance systems	Prices depend on paint finish
chassis	Tubular steel frame; 41 mm telescopic fork, 125 mm travel; rear double-sided swing arm, 130 mm travel;
Mass	Unladen weight approx. 195 kg, gross vehicle weight 393 kg; length/width/height 2055 / 740 / 1145 mm, seat height 790 mm; fuel tank capacity 15.0 l
Brakes	individually operated, front disc, 300 mm, rear disc, 220 mm
Performance / Consumption	Top speed approx. 195 km/h, 4.5 l/100 km
Price	7945 euros

Conclusion

After spending two days with the Ninja 650 on Zojila, I understand exactly who this bike is for. It’s for riders who want something more than a beginner’s machine but don’t want to wrestle with the aggression of a full liter-class sportbike. It’s for those who love a road like Zojila not because they want to tame it, but because they want to flow through it. Is it the sportiest Ninja out there? No. But it doesn’t have to be. What it offers instead is composure, balance, and an ability to turn any ride, even a challenging one like Zojila, into an experience you’ll actually enjoy. It’s light, responsive, comfortable, and honest. It won’t wow you with specs, but it will earn your trust one curve at a time. And up there, where the oxygen thins and the sky feels closer, that’s the kind of bike you want with you.