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Kawasaki KLR 650

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Make Model

Kawasaki KLR 650

Year

2015

Engine

Four stroke, single cylinder, DOHC, 4 valves per cylinder

Capacity

651 cc / 39.7 cu-in
Bore x Stroke 100 x 83 mm.
Cooling System Liquid cooled
Compression Ratio 9.8:1

Induction

Keihin CVK40
Lubrication  Forced lubrication (wet sump)

Ignition 

Transistorized
Starting Electric

Max Power

42.1 hp / 31 kW @ 7000 rpm

Max Torque

47 Nm / 4.7 kgf-m @ 5000 rpm
Clutch  Wet multi-disc, cable operation

Transmission 

5 Speed 
Final Drive Sealed Chain
Primary Reduction Ratio  2.272 / 75/33
Gear Ratio 1st 2.266 (34/15) 2nd 1.444 (26/18) 3rd 1.136 (25/22) 4th 0.954 (21/22) 5th 0.791 (19/24)
Final Reduction Ratio  2.867 (43/15)
Frame Semi-double Cradle Made of high-tech, round-section, high-tensile steel

Front Suspension

41mm Air-adjustable forks,

Front Wheel Travel 200 mm / 7.8 in

Rear Suspension

UNI-TRAK® linkage, 5-way preload shock absorber with 4way rebound damping.
Rear Wheel Travel 185 mm / 7.2 in

Front Brakes

Single 280mm disc 2 piston caliper

Rear Brakes

Single 203mm disc 1 piston caliper

Front Tyre

90/90 -21

Rear Tyre

130/80 -17
Rake  28.0°
Trail 112 mm / 4.4 in
Dimensions Length 2295 mm / 90.4 in
Width 960 mm / 37.8 in
Height 1350 mm / 53.1 in
Wheelbase 1480 mm / 58.3 in
Ground Clearance 210 mm / 8.3 in
Seat Height 889 mm / 35 in

Wet Weight

194 kg / 432 lbs

Fuel Capacity 

23 Litres / 5.8 gal.

 

The KLR650 is a touring-hungry dual-purpose bike like no other. Whether crossing the city or crossing the continent, on paved roads or on dirt, the KLR650 is a do-it-all bike that loves to travel long distances...

Still King of the Dual-Sport Class

That the Kawasaki KLR™650 dual purpose motorcycle has remained firmly atop the sales charts in the dual-sport category for nearly a decade is no surprise. Designed from the very beginning to be rugged, fuel efficient and capable of carrying enough cargo to make a pack mule jealous, the KLR also provides effective wind protection for increased long-distance comfort, making it an unbeatable value for adventure-minded riders seeking to follow the horizon wherever it leads.

KLR’s hearty single-cylinder, 651cc, four-stroke engine provides ample torque and horsepower to propel this globe-trotting explorer down almost any road or trail, and its healthy low-end grunt and linear throttle response maximize traction regardless of the terrain, so everything from exploring the outback to threading through rush-hour traffic can be handled with the same high level of proficiency.

Matching the engine’s abilities every step of the way is the KLR650’s suspension. A 41mm fork with 7.9 inches of suspension travel up front and a Uni-Trak® linkage system providing 7.3 inches of wheel travel in the rear combine to make the KLR650 a fun, functional commuter during the week and an adept backroad blaster on weekends.

Braking duties are handled by a dual-piston caliper gripping a 280mm petal-style disc in the front, and a 240mm petal-style disc squeezed by a single-piston caliper in the rear. This suspension and brake package boosts the KLR650’s on-road performance without diminishing its versatile off-road capabilities.

An expansive, saddlebag-friendly, rear luggage rack that can be fitted with a tail bag helps to make the KLR650 a worthy touring companion. A large, 6.1-gallon fuel tank and exemplary fuel economy mean the KLR650 can cover an amazing amount of ground between fill-ups.

That fuel range can translate into a long day in the saddle, so good wind protection is a must. This important job is handled by the frame-mounted bodywork, which includes a tall windscreen and large shrouds. Rider comfort is enhanced further by the seat design and plush urethane foam. A high-capacity 36-watt alternator pumps out enough juice for a high-output headlight and has the extra capacity to power the add-on electronic gadgets that no touring rider can live without.

The KLR650’s competent on-road performance continues once the pavement stops. A tough engine guard keeps loose rocks and gravel at bay, while its U.S. Forest Service-approved spark arrestor grants the KLR650 access to any terrain open to licensed vehicles. Add the optional Kawasaki tank, tail and saddlebags, and you have a recipe for long-distance exploration, beckoning KLR650 owners to enjoy on- and off-road adventures.

Authentic Kawasaki Accessories are available through Kawasaki dealers.

Key Features

Key Features

- Ultimate on- and off-road adventure motorcycle is an annual best-seller

- Durable 651cc single-cylinder engine produces smooth, user-friendly power

- Comfortable wind protection and 6.1-gallon fuel tank allows for long-range adventure touring

- Composite rear cargo rack provides plenty of space for luggage

- 41mm telescopic fork supplies all-day rider comfort

- Adjustable Uni-Trak® rear suspension offers a smooth, controlled ride

- Twin-piston front disc brake and single-piston rear disc brake furnish excellent stopping power

Features and Benefits

Long-distance-minded 651cc Four-stroke Single

- Cam timing and tuning combination aid in producing a broad, user-friendly powerband

- Smooth bends on the one-piece exhaust pipe permit exhaust efficiency at all rpm

- Light, silent cam chain contributes to a quieter engine

- Double engine balancer helps engine run smoothly from idle to redline for less fatigue on long rides

- Advanced piston ring design helps minimize oil consumption

- Oil sight window permits easy and accurate inspection of oil level

Four-valve Cylinder Head

- Compact combustion chamber allows increased compression ratio with less detonation yet provides maximum valve area for optimum flow

- Boosts low-end torque with sufficient power at all rpm

- Secondary air (ASV) system helps reduce exhaust emissions

Liquid Cooling

- Thin and lightweight Denso radiator fitted with a lightweight and thin cooling fan for maximum cooling efficiency, even at low speeds

- Maintains consistent engine temperatures for long engine life and sustained power during hard use

- Allows tighter engine clearances for quieter running

- Includes a temperature gauge

Fully Transistorized Ignition

- Fully transistorized ignition unit more precisely controls timing no matter how fast the rpm changes

- Long, trouble-free lifespan

Electric Starter

- Easy and convenient starting

Handlebar-mounted Choke

- Convenient location makes starting and warm-up easier

Five-speed Transmission

- The engine’s broad torque curve means only five speeds are needed for off-road sprinting and relaxed highway cruising

- O-ring drive chain for reduced maintenance and long chain service life

Capable Suspension

- Beefy, 41mm front fork with 7.9 inches of travel is rigid and plush enough to tackle on- and off-road terrain and provide all-day comfort to the rider

- High-mounted front fender for any adventure-touring situation

- Rear Uni-Trak® suspension features a five-way preload shock absorber with four-way rebound damping and 7.3 inches of rear wheel travel

- Progressive rate provides a smooth, controlled ride

- D-section swingarm contributes to the bike’s excellent traction

Strong Wheels

- 4mm spokes provide wheel stiffness, further enhancing handling performance and improving steering response

Chassis

- Semi-double cradle frame made of high-tech, round-section, high-tensile steel

- Detachable rear subframe provides access to the rear shock, airbox and carburetor for easy maintenance

- Large rear cargo rack included

Engine Guard

- Protects engine from rocks and trail debris when the going gets tough

Front and Rear Disc Brakes

- Lightweight 280mm front and 240mm rear petal-style discs offer excellent braking

Lighting

- Dual-bulb headlamp offers great night illumination

- Tail light, parking light and the high-mounted turn signals improve the KLR650’s visibility at night or in poor visibility conditions

Large 6.1-gallon Fuel Tank

- Generous capacity permits serious adventure touring

Additional Comfort and Touring Features

- Bodywork includes a large fairing for great wind protection

- Alternator output is 17 amps, with a total capacity of 36 watts to provide ample power for the headlight as well as add-on grip heaters and other accessories

- Easy-to-read instrument panel is mounted to the frame and includes a large-face speedometer, tachometer, odometer, trip meter and water temperature gauge

- Urethane seat foam offers all-day comfort for long-distance riding

- Optional extended warranty

Review

This quote has been on my mind lately -- and how fitting that last week I received an email from new MO Editor-in-Chief Kevin Duke inviting me to the press introduction of the newly changed Kawasaki KLR650. My invitation to attend asked that I promptly respond with my availability. It took me 0.03 second to accept.

"I used to own a KLR," I replied. And indeed I did. I logged thousands of miles on my former police-issue KLR, both on pavement and off. I have been on every kind of terrain imaginable with that bike, and because of my past experience on the old KLR, I knew what changes needed to be made.

Kawasaki claims to have made over 50 modifications to the new model KLR650. I didn't think the old model needed 50 changes, but I am not a Kawasaki designer or engineer. My complaints with the old bike were simple: I did not like the suspension, brakes or lack of electricity to power my accessories. I wasn't really crazy about the seat or styling either. That said, the old KLR was one of my favorite bikes simply because of its do-it-all ability -- single track or super highway, it just depends on your mood.

Enter the 2008 KLR650. Kawasaki conducted surveys of KLR owners to determine what changes were desired for the new model. Owners responded that they would like improvements in handling, power, and comfort. In addition to frequent around-town and small trips, 80% of those surveyed claimed to ride their bikes on back roads, and 73% take their KLRs to the trails. Kawasaki's number crunchers determined the growth rate of motorcycling and Adventure Touring in particular to be worth their time to remodel the KLR. I commend Kawasaki for endeavoring to change the KLR. After all, the bike remained basically the same for 20 years and was the fourth-best selling motorcycle for the company. In fact, the KLR650 saw a sales increase of 68% in 2005, a 19% increase in '06 and 15% in '07 even after announcing a new and improved model for 2008.

Ranking first on the list of improvements was handling. The improvements on the '08 were designed to increase the versatility of the already versatile KLR. The spokes on the wheels were upgraded from 3.5mm diameter to 4mm. Up front the 38mm forks were replaced with beefier 41mm legs with stiffer progressive-rate springs. Suspension travel was reduced from 9.1 inches to 7.9 inches which, I know, makes hardcore dual-sporters cringe. Out back is a re-designed Uni-Trak linkage, new progressive shock, swingarm, and reduced suspension travel from 8.1 to 7.3 inches.

I'll admit it; initially I was turned off by the reduction in suspension travel on the new model. Kawasaki claims to have eliminated much of the old bike's static sag, which somewhat reduced overall dynamic travel. The fact is there are situations when some riders will bottom out on either bike. I have bottomed out the old KLR many times while riding the Rocky Mountains. However, with the new suspension's added rigidity, most will never miss the extra travel. I did not give it a second thought while riding the '08 across northern California, both on and off pavement. The bottom line is that the new suspension is a great improvement.

No wonder that so many manufacturers came up with replacement brake systems. The new bike comes with a Ninja-inspired 280mm petal-style disc (up from the old 260mm rotor) and twin-piston caliper up front and a petal-style disc with a twin-piston caliper on the rear. Unfortunately, no stainless steel brake lines, but I immediately noticed improved stopping power with no fade under strenuous braking. Our 400-mile ride through twisting California was the perfect testing grounds for the new KLR. Changing the suspension and brakes were the best things that Kawasaki could have done to the new KLR. Ah, but those changes are just the beginning.

Part of the improvement mandate was to make the bike more suited to Adventure Touring. You know, packing as much luggage and electronics on to the bike as possible, then taking it across the country or the world, on and off pavement, then throwing it on the ground a few times, all in the pursuit of adventure while touring. Personally, I'm big on that kind of travel, and the KLR is regarded by many as the standard among adventure-type motorcycles. There are many others that are bigger, faster, and more expensive, but it is difficult to beat the KLR in this segment.

That said, Kawasaki has made many changes to broaden the touring capability of the KLR. All new bodywork, in three colors, with a larger fairing for better wind and elements protection, tops the list. The seat has been replaced (yeah!) with a firmer unit that greatly reduces gluteus-primatis. Vibration transfer to the rider has been reduced with a weighted handlebar and thicker rubber footpegs. A new alternator boosts electrical output from 14.5 to 17 amps to power a new dual-bulb headlight and any electrical accessories. A new luggage rack measures in 90mm longer and 130mm wider. Kawasaki also offers soft luggage, a taller windshield and a gel seat among its factory accessories.

Of all the dramatic changes made to the bike in the interest of improving its touring capability, I can't believe that they did not switch to a six-speed transmission. Yes, the newly tuned engine revs higher and is smoother, but it still buzzed like a horsefly at the Preakness above 80 mph. A six-speed tranny for a calmer highway ride would have been a great change.

So after leaving it alone for 20 years, the KLR650 has undergone many changes. Some are just a facelift, others are dramatic improvements. So what's it like to ride, you ask? In a word: better.

Well, let me tell you about the ride we took. The press corps was divided into two groups of five with a lead and sweep rider for each group. Our route started in Monterey and traveled south to Cambria for day one; 250-plus miles of spectacular scenery, winding, silky smooth roads, tight, twisty, pock-marked blacktop and double-track dirt.

Given the variety of road surface conditions, there was not a better motorcycle for the trip. The new suspension is excellent. The bike felt planted on all surfaces in both cruise and attack modes. The new brakes are another dramatic improvement. I used to consider hard braking on my old KLR a type of Russian roulette; I never knew when or if the brakes would fail (they failed on the White Rim Trail in Moab). Braking is secure and confident on the new KLR.

The frame of the new bike remains unchanged, so there's still a 28.0-degree rake and 4.4 inches of trail. All of the aftermarket bash plates that fit the old KLR will fit the new model. The wheelbase, 58.3 inches, is now 0.6 inch shorter. Riders that prefer to take their motorcycles off pavement have expressed concerns about the lack of suspension travel on the new KLR. Frankly, I prefer the new suspension for the improved handling it provides both on and off pavement. The stock tires are the same Dunlop K750s as the old KLR and are well suited for pavement and lighter off-pavement riding.

The revised engine grunts like an Olympic power lifter in the low range and revs smoothly to 7000 rpm. Kawasaki claims to have increased the power of the new bike, but I didn't notice any significant change in the way the bike accelerates. We were not given any horsepower or torque ratings.

Above 85 the front end feels vague and the engine vibration coaxed me down to about 75 where everything smoothed out. The powerband is well suited to back-road and off-road travel where speeds range from, say, 30 to 65 mph. Don't get me wrong, the '08 KLR can cruise all day at interstate speeds and get about 50 mpg while doing so, I just prefer the ride at a lesser pace.

Day two was 150 or so miles from Cambria back to Monterey via California's coastal Highway 1. It was raining for most of the ride which gave us all an opportunity to test the new bodywork. The larger new fairing does indeed provide substantially better protection. Buffeting was not a problem, but I would like to see the taller accessory windshield as standard. It is a touring bike after all.

The new tank shrouds were the hit of the day for me, as they completely protected my legs from the wet. They disguise the fact that it is the same 6.1-gallon tank underneath that has been used on the previous 20 years worth of KLRs. That said, I know from my experience on the old KLR that one can get nearly 300 miles of adventure out of that fuel tank. Thanks to the new bodywork and larger hand guards that kept my hands from getting wet and chilled, I had an enjoyable ride despite the rain.

The new headlight is brighter than the old bike's, but that's not saying much, as my head-mounted, battery-powered camping light is brighter than the old KLR lamp. The new dual headlight provided much better visibility in the rain, which made it much easier for me to keep track of the riders that I led from Cambria to Monterey.

So the winds of change have blown through Kawasaki headquarters. The do-it-all KLR650 has been taken to a higher level. The 50-plus changes have resulted in a much better, more versatile motorcycle. If past performance is a predictor of future results, then the new KLR will do very well for Kawasaki.

At a MSRP of just $5349, the 2008 KLR650 is my first recommendation for someone interested in an adventure-touring motorcycle. Anyone shopping for a versatile explorer would be hard pressed to find a better value than the KLR. A Honda XR650L ($5849) or Suzuki DR650 ($5049) might work better in the dirt, but they can't match the KLR's street prowess. It has all the comfort and versatility of a BMW's F650GS at a cost that's thousands less.

Source Motorcycle.Com