Honda XR 650R

With dozens of championships to its credit, the XR650R is the undisputed king of the desert thanks to its lightweight aluminum frame, race-bred suspension and massively powerful liquid-cooled engine.

Engine/Drivetrain

- Liquid-cooled four-valve SOHC 649cc provides maximum power while maintaining Honda's legendary dependability and simplicity.

- Compact, lightweight engine weighs only 88 pounds.

- Dry-sump oiling system includes an in-chassis oil tank for optimum cooling and efficiency.

- Unique engine design separates crankshaft and generator rotor from engine oil that causes windage resistance, allowing for a freer-revving engine.

- Nikasil cylinder lining is lightweight and provides cooler and quieter operation for extended engine life.

- 37mm intake valves and 32mm exhaust valves provide maximum engine efficiency.

- Automatic decompression starting system with handlebar-mounted compression release for easy starts.

- 40mm carburetor features crisp response and excellent rideability.

- CD ignition with electronic advance.

- Gear-driven counterbalancer for engine smoothness.

- Maintenance-free automatic cam-chain tensioner.

- Dual aluminum radiators for optimum cooling and maximum performance.

- Free-flowing two-into-one stainless steel headpipes are lightweight and durable.

- Primary kickstarting allows quick start-up in any gear.

- Extended kickstart lever allows a slow, strong kick to spin the engine quickly for predictable, accurate starts.

- Lightweight magnesium clutch cover provides easy access for maintenance.

- Easy-shifting five-speed transmission.

SUSPENSION

- New-generation aluminum frame combines optimum rigidity and balance with maximum strength and durability.

- Removable subframe is also aluminum.

- Main frame incorporates engine oil tank with easy-to-use dipstick.

- Tapered-roller steering head bearings maintain precise steering action.

- 46mm Kayaba cartridge fork with compression and rebound damping adjustability.

- Minimal fork protrusion below the axle increases clearance in ruts.

- Tapered aluminum swingarm is lightweight and strong.

- Swingarm pivot is combined with rear engine mount for compactness, light weight and an overall reduction in the number of7 components.

- 44mm fully adjustable long-travel Kayaba piggyback rear shock absorber.

- Twin-piston front and single-piston rear calipers squeeze large 240mm stainless steel rotors for excellent stopping power.

- CR250R front master cylinder ensures excellent brake feel and stopping power.

- Lightweight hubs, aluminum rims and straight-pull spokes.

- Large-diameter rear axle for improved rear wheel tracking.

Additional Features

- Honda Racing-inspired colors and graphics.

- Comfortable seat allows easy rider movement.

- Large, durable fenders provide excellent protection from the elements.

- Enduro-style headlight and taillight.

- Compact, lightweight integrated headlight/number plate.

- One-piece high-impact plastic skidplate protects underside of engine cases, water pump and hoses.

- Resettable, easy-to-read three-digit competition odometer.

- High-quality controls include comfortable grips and dogleg levers with brush guards.

- Unique manual compression-release lever is mounted on top of clutch lever.

- Light-effort throttle and clutch pull reduce rider fatigue.

- Wide-section folding, cleated footpegs are comfortable and self-cleaning.

- Aluminum shift lever with folding tip.

- Aluminum rear brake pedal.

- Easy access to the reusable large foam air filter.

- Large-volume USDA-qualified spark arrester/ muffler for maximum power.

It's been a year since this day was supposed to happen. Back in late 1998, we boldly announced that Honda's new liquid-cooled, aluminum-frame four-stroke was about to be released. Honda had officially discontinued the XR600R, and so an all-new replacement just had to be right around the corner. So we waited. And waited. Nothing happened. Then Honda brought back the old 600.

Behind the scenes at Honda, wild things had happened. Japan had sent a prototype to American Honda, and it was flat rejected. Honda had a reputation to protect. Bruce Ogilvie and the test riders in America felt the new bike (whatever it was) wasn't up to the task. Maybe it would have been good enough in the days before Yamaha's YZ400, but the world had changed.

So here we are a year later and Honda has just now unveiled an all-new XR650R to a gang of enthusiastic dealers in New Orleans. The bike will coexist in the line with the old XR600R—Honda wasn't about to make that mistake again. The 600 still has a huge following of loyal four-stroke lovers.
But the new bike might just accumulate its own core of followers. Here's the lowdown:

Many ways, the new motor is much more conservative than we expected. It only has one cam and doesn't even use Honda's double-rocker arm design to splay the valves radially (like the 600). The two sets of valves are parallel. The carb is a an aluminum-body 40mm Keihin without any of the throttle position sensors or roller bearings that Yamaha uses on its 426. The new XR has a counterbalancer and a dry sump motor, which means the oil is carried in that aluminum frame.

The frame itself is quite different from the ones on the CR125 and 250. It has a large single backbone instead of a twin-spar perimeter design. Remember when Kawasaki tried a perimeter frame on the KLX650R? The engine was so tall that there was no room for fuel. A more traditional backbone allows 2.6 gallons of fuel to be carried where those twin spars would be.

The bike has a removable subframe (in aluminum, of course) and Kayaba suspension. The shock is a CR-level unit, although the fork is a conventional (right-side up?) design.
The bike has a number of interesting details, like a magnesium quick-access clutch cover, a side-access airbox and a great big plastic skid plate. But in some ways the new bike is disappointing.

After a year's wait, we were hoping for something that could go head to head with a Yamaha 426. Honda might have something else up its corporate sleeve for that, but the 650R is no motocross-er. It's heavy; Honda claims it will be 277 pounds. From past experience with Honda's claimed weight figures, we expect the real weight with oil and coolant (but no fuel) to be around 285. That's more than the XR600R. There is no electric starter—for that amount of weight, it certainly should have one. But then there's the price—$5699 ain't bad

This is clearly a new version of the XR600R despite the coexistence of the two models. It's a big western bike, made for hauling down dirt roads and running forever with very little maintenance. For racers, there will be high-performance parts available, like an intake manifold, an exhaust end cap and assorted goodies. So for four-stroke desert racers, the wait is over. The XR650R has the Baja 1000 written all over it.
But don't be too surprised if Honda pulls something else out of its workshop later in the year.