For me, I love the bike and you can cruise all day at 70 if you wish or go off road any time you want. But, just remember the weight if you are going too slow because the weight is too much to throw the bike like lighter bikes between your hips or knees for sudden turns in the bush and dirt.
I owned a Honda 250 that was a 1974 that I bought in 1975 but it really didn't have enough power or speed to feel safe on a freeway with it. This one (The KLR 650) has enough power to feel safe on a freeway because you can power out of any bad situation with the 650 cc. engine. But, off road the weight you have to really think about if you are riding wild like I used to in the deserts of the late 1970s and early 1980s on my 1974 down dry washes in Southern California and Arizona deserts at the time. And Jumping where you have air under your rear wheels isn't the best idea with a bike this big or heavy either unless you are a stuntman or something.
SATURDAY, APRIL 11, 2015
Wikipedia on: Kawasaki KLR 650
This is what my KLR 650 2009 looks like only I didn't install any baggage bins at all like this one has. It is blue and black and I bought mine new for around 7000 Dollars.I was very pleased to purchase this bike in 2009 because I had sold my last motorcycle, a Honda 250 XL 1974 around 1989 or so. I had let my stepson trade it for a stereo system for his room. By then I had rewelded the shifter arm many times over the years back in place from off roading with it.
What I realized was this was built for someone not really over 170 pounds especially if you are going to go over jumps. At 388 pounds dry weight it is really to big to throw with your hips in the dirt. However, my Honda 250 I could throw the weight left and right for fast changes in direction off road very easily and I did often. However, my Honda 250 XL 1974 was not very fast on the freeway either with likely a top speed of somewhere between 65 and 70 mph. So, not enough power to get away from problems on the freeway. Wheras the KLR 650 will likely do 100 mph and by down shifting for power likely you could pretty much power your way out of most difficulties with a KLR 650 on the freeway to get away from cars with drunk or bad drivers in them. Off road the KLR 650 handles like a dream as long as you are not trying to go over jumps fast. Like I said you cannot throw 388 pounds between your knees and hips and have that work for you. So, you have to know you sort of have the best touring bike and best off road bike but don't go over jumps because it actually isn't built for that really.
However, it is built to get parts for it all around the world and is why it is sort of the VW BUG of dualsports where you can often get parts for them across Asia where you might be in trouble with the complexity of a BMW Motorcycle there.
So, the KLR 650 is literally an around the world bike, and good on paved or dirt roads usually without beating your kidneys to death (as long as the road isn't corduroy.
See below the U.S. Marine version:
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Kawasaki KLR650
From Wikipedia, the free encyclopedia
"KLR" redirects here. For other uses, see KLR (disambiguation).
 | This article needs additional citations for verification. (August 2009) |
 | |
| Manufacturer | Kawasaki |
|---|---|
| Production | since 1987 |
| Engine | 651 cc single-cylinder, water-cooled, 4-stroke, DOHC, 4-valves |
| Compression ratio | 9.5 : 1 |
| Power | 37 bhp (28 kW) |
| Suspension | Telescoping fork, Uni-Trak swingarm |
| Dimensions | L: 2,165 mm (85.2 in) |
| Weight | 176 kg (388 lb) (dry) 182 kg (401 lb) (wet) |
| Fuel capacity | 6.1 US gal (23 l; 5.1 imp gal) |
| Oil capacity | 2.6 U.S. quarts (2.5 L) |
The KLR is widely used as an inexpensive adventure/touring bike. The addition of luggage and personalized modifications (GPS, heated handgrips, larger windscreens) make it more functional on long trips. Bikes have been used for long distance and intercontinental trips, as well as full global circumnavigation rides e.g., by Dr. Gregory Frazier in 2001 and 2002.[1]
CONTENTS
MODELS
US Marine Corps KLR650 preparing to load onto a helicopter, 2003.
- KLR650-A: The "A" model was introduced in 1987, based on its KLR600 predecessor (1984 to 1986). The "A" model remained nearly unchanged until the introduction of the 2008 model in USA, Canada, Australia and South Africa. It is not sold in Europe due to emission regulations.
- KLR650-B or Tengai: The Tengai got Adventure/Dakar styling, a full fairing blending into the tank, different sidepanels, and an unsprung front mudguard. It was sold in the USA starting 1990 and in other countries for two years afterward - this could be classified as a separate model in its own right as the others are more trail bike orientated. Its name "Tengai" is used in old traditional Japanese saying which means "The End of The Sky."
- KLR650-C: The "C" model gets completely new bodywork and is a more dirt-oriented motorcycle fitted with stiffer 41 mm (1.6 in) front forks, improved brakes, tubular engine guard, smaller 14 l (3.1 imp gal; 3.7 US gal) fuel tank, and steel wheel rims. Lacking a temperature gauge, it has an over-heat lamp.
- KLR650-E: 2008 was the second major redesign of the KLR650. The primary changes include upgraded 41 mm (1.6 in) forks, a new D-section swingarm, dual beam headlight, dual-piston front and rear brake calipers, upgraded cooling system, 4 mm spokes, cowling and fairing redesign as well as various redesigned parts.
- The U.S. Military has KLR650s modified by Hayes Diversified Technologies to burn military-spec fuels including diesel. (M1030M1) All-new engines were designed to replace the 4-stroke gasoline engines.[2] The new engines employ the original unit-construction main cases and transmission, but with new piston, cylinder, and other components. The balancing system that is used in the gasoline KLR650 engines (to reduce engine vibration) was removed from the military diesel KLR engines. Some components of the military diesel version can be applied to "civilian" KLR650 models, such as the nonspillable absorbed glass mat battery which offers several advantages over the conventional unsealed KLR batteries.
SPECIFICATIONS (1987-2007 KLR650-A)
1998 KLR650 in its environment (the luggage is not standard)
1995 KLR650
| Engine Type | Single-cylinder, water-cooled, four-stroke, DOHC, 4 valves |
|---|---|
| Carburetion | Keihin CVK-40 constant velocity carburetor |
| Displacement | 651 cc |
| Bore × Stroke | 100 mm × 83 mm (3.9 in × 3.3 in) |
| Compression Ratio | 9.5 : 1 |
| Fuel Capacity | 6.1 US gallons (23 l; 5.1 imp gal) / 5.6 US gallons (21 l; 4.7 imp gal) usable |
| Oil Capacity | 2.64 US quarts (2,500 ml) |
| Charging System Output | 238 W @ 14 V |
| Seat Height | 35.0 in (889 mm) |
| Dry Weight | 337 lb (153 kg) claimed, 402 lb (182 kg) wet weight actual |
| GVWR | 738 lb (335 kg) |
| Tires | Front: 90/90-21 Rear: 130/80-17 |
| Brakes | Front: 1 disc, single piston caliper; Rear: 1 disc, single piston caliper. |
| Final drive | 520×106 links O-Ring Chain |
2008 REDESIGN
In 2008 the KLR650 was radically redesigned with new aesthetics, modern dual headlights and a more powerful engine. The new 651 cc single-cylinder engine puts out 36 bhp (27 kW) at the rear wheel at 6600 rpm and 33.4 ft·lbf (45.3 N·m) of torque at 4950 rpm. other improvements include: New fairing design, new instrument panel, redesigned handlebar control switches, new bar-end weights, revised powerband, revised suspension has reduced travel but with less static sag, new rear swingarm, new turn signals, larger petal-style vented brake rotors, new twin-piston rear brake caliper, increased radiator capacity, fork diameter increased from 38 to 41 mm (1.5 to 1.6 in), new headlight similar to that used on the Kawasaki Ninja 650R, larger luggage rack, firmer seat, larger-diameter wheel spokes. Stator "alternator" upgraded to 17amp output, providing an additional 36 watt capacity.Criticism of the new design include its wide use of "sportbike plastics" for the new body panels which are prone to cracking and damage in the event of a tip-over, especially true for this genre of dual-sport motorcycles. First and second year models have been recalled due to the wiring harness rubbing on sharp frame edges which have caused electrical shorts and documented fires.
CHANGES OVER THE YEARS
Aside from the colors, not much changed between the 1987 introduction and the 2008 revisions. The key differences are:- 1987: Crankshaft is unique to this year.
- 1988: Beefed up the engine cases with extra bolts between the crank and countershaft; crank has a different part number, and may be lighter.
- 1990: Countershaft improved with longer splines for increased engagement with sprocket.
- 1992: Changes to front brake master cylinder.
- Mid-1996: Changed valve cover, added bracket to hold cam chain bumper; changed crank to heavier unit; improved clutch basket with 1 more clutch plate; changed countershaft sprocket retainer from slotted plate to large nut; changed second and third gear ratios. Kickstarter no longer fits with new clutch basket. At least some early 1996 models had the matte black engine cases and covers rather than the later hammer-finished dark gray coloration found in the 1997 and later models. New left balancer weight/sprocket begins with engine #KLE650AE032206.
- (?) Service manual indicates higher charging system output; only part number change is the rotor. The new power rating is 17 A, 14 V (238 W) @ 7000 rpm; the earlier one was 14 A, 14 V (196 W) @ 8000 rpm (above redline).
- 2001 around this time final assembly moved from Japan to Thailand. All major parts still made in Japan.
- 2007: New shift lever
- 2008: New fairing design, new instrument panel, redesigned handlebar control switches, new bar-end weights, revised powerband, revised suspension has reduced travel but with less static sag, new rear swingarm, new turn signals, larger petal-style vented brake rotors, new twin-piston rear brake caliper, increased radiator capacity, fork diameter increased from 38 to 41 mm (1.5 to 1.6 in), new headlight similar to that used on the Kawasaki Ninja 650R, larger luggage rack, firmer seat, larger-diameter wheel spokes increased from 3.5 mm to 4 mm. Stator "alternator" upgraded to 17 A output, providing an additional 36 watt capacity.
- 2009: New piston rings are thinner and have more tension, resulting in a significant reduction in oil consumption.
- 2014 1/2: (Mid year) The 41mm forks were upgraded to make the springs 40% firmer and to increase the firmness of the rebound damping by 27%. The Uni-Trak rear linkage suspension were upgraded to provide a 63% increase spring rate and to increase the firmness of the rebound damping by 83%. Changes to the seat were made to make it narrower with a more tapered front. The width of the rear of the seat has been increased and has become less tapered.
REFERENCES
EXTERNAL LINKS
 | Wikimedia Commons has media related to Kawasaki KLR 650. |
- MotorcycleUSA 2008 KLR650 Review
- KLR650 on Kawasaki's website
- KLR650 vs. DR650 Comparison
- RIDER Magazine 2008 KLR650 Review
- Motorcycle Daily reviews the 2008 KLR650
- 2002 KLR650 Review in Minnesota Motorcycle Monthly
- 2008 Kawasaki KLR 650 review on the Canadian Motorcycle Guide
- Hayes Diversified Technologies is building the M103M1 for the United States Marine Corps in volume. According to an article in the New York Times Feb. 24, '08, this is a heavily modified Kawasaki KLR650 with a five-speed gearbox and a top speed of more than 90 mph. It gets 96 mpg at a steady speed of 55 mph.
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