2022 Kawasaki KLR650 (Adventure)
Photos: Scott Hoffman, Bruce Criswall
The flavor of models to choose from these days is almost too much, but also awesome at the same time. And if it’s a motorcycle, it must be a good thing-right? It just really depends on what you seek to scratch that itch. You can have fun on pretty much any bike as long as you factor in your skill level, the terrain, and the bike you are riding.
ROOTS
If you’ve been around, you might be aware of the roots of the KLR650 and, perhaps, have heard of the KLX650 (1993-1996) more off-road model. We are talking mid to late 1980s. The basic platform is similar, but the model has gone through many upgrades over the years, the latest including fuel injection.
The KLR has a following and is very popular in certain groups, a real workhorse, and is built for the long haul and years and years of service. The KLR was used as an adventure bike before the term really became popular. Now with the updated KLR, Kawasaki has expanded the model to offer standard 650 (with or without ABS), Traveler, and Adventure. All similar yet with different accessories. The US military has KLR650s in service (with alternative fuels), that must say something.
CHANGES
The biggest change is going from a carburetor to fuel injection. From there the chassis has also been beefed up with a longer (30mm) swingarm and 2mm larger axle. The suspension has firmer settings, and the rake has gone from 28mm to 30mm, which also adds more trail to the front end. Brakes are larger and there is also updated bodywork. All in all, there is a lot there. The one thing the bike did not get was any lighter, coming in around the 450- to 480-pound mark (depending on the model). For a single-cylinder dirt bike that seems like a lot, but when you factor in what the KLR does, cost, and after you spend some time on the bike, it’s not a total deal breaker. There is a host of other small changes to the 2022 model if you wish to check out Kawasaki’s web site.
THE SKINNY
Hard-core off-road riders have never been a fan of a heavy single-cylinder dual-sport bike and might even have names for this model, yet why does Kawasaki sell so many KLR650s and keep updating this bike if some tall-knobby snobs might turn up their noses? It really boils down to intended use and, to some, pure cost. The KLR is probably the most affordable and versatile dual-sport/adventure bike on the market. For less than $8K, you can get a fully decked-out bike that you can ride hundreds of miles per day or tens of thousands of miles per year, if desired. We too were a little skeptical that the fun factor would be low on the scale but we were wrong. No, it can’t do what other bikes can do in certain situations and it’s not as fast as a twin-cylinder adventure bike, but it does exactly what it’s supposed to do. It’s not the most stylish or performance driven and probably won’t ever win the Baja 1000 or Vegas to Reno but it’s a workhorse and can take almost any rider on a two-wheeled adventure.
If you are a more experienced off-road rider, it takes a short time to understand the KLR and adjust your riding habits to enjoy what the KLR offers. It’s a bike to explore new areas, take on fire roads or easy single-track trails, and spend hours in the saddle. It takes to the pavement very well, shields you from the wind, and has enough power to motor down a highway and even long inclines but don’t expect to be wowed! Pack the saddlebags and head to your favorite camping spot for the night, you name it!
The KLR650 “Adventure” model we tested offered pretty good ergonomics and gives off that current adventure-bike feel. The chassis is comfortable while sitting and has an updated display. Footpegs would be the first item we would probably change since we come from an off-road background. Non-rubber mounted and slightly wider would do the trick. Also, the stock setup is tight getting an off-road boot under the shifter, but with standard shoes or street-riding boots it’s not an issue. The wider footpegs would also help the feel when standing. The wide fuel tank can get in the way if you try to lean forward in more technical areas and on hills. Most of these comments were from taking the bike out of its comfort area and pushing the capabilities/comfort zone of the bike on more technical trails. The power is better than the affordably priced 300cc dual-sport/adventure bikes but the overall chassis does have a much larger feel over those models. It gets the job done and you get used to the power and delivery pretty fast while starting to enjoy the ride. The engine has a long clutch engagement, which is easy to ride unless you try to take on more technical trails. We wish it was a little shorter and it can heat up if you slip it too much. It’s still a cable driven clutch (non-hydraulic) so slack does develop if the clutch gets warm. The stock tires work decent on the street. In the dirt they just work on dirt roads and basic trails. A more aggressive adventure tire or dual-sport knobby would be nice if you plan on hitting a lot of dirt. No, we would not want to be caught miles away from pavement in the rain with stock rubber, just saying. But because you don’t often push the KLR, just enjoy the ride, you don’t notice the lack of grip off-road as much as one might think, but some sort of knobs would be more appreciated.
NIMBLER THAN EXPECTED BUT STILL HEAVY
Once we got used to the feel of the KLR, it did surprise us, the chassis is balanced and feels lighter than expected on tighter trails but still not as light as say a standard performance off-road single. We ended up on a few unexpected single-track trails and while our rear was at first puckered, it was not as bad as we first thought. The KLR can take on basic technical trails, yet we would not recommend pushing your luck. Some trails are ridable but not always fun. We got comfortable enough on the trail and we kept snagging the fairing and catching the side cases forgetting the KLR is wider than a standard dual-sport bike. But don’t get fooled, the chassis feels good until something goes a little wrong and then you feel the weight fast. If you don’t push the capabilities of the KLR you can have a really fun day of adventure. Gearing is good for basic adventure but for more technical trails, the gap between first and second can be a little distance and you have to get used to what gear works best for a situation.
WHAT DOES THIS ALL MEAN?
We can praise what needs to be praised and nitpick the KLR why it’s not as fast or as light as the XY&Z model but, in the end, where can you get so much with reliability for less than $8K? The KLR does not have a star player on its team, but the team might still be in the adventure bike playoffs. The bike is really fun unless you push it too far. It’s fast enough to get a ticket zipping down the highway, but just takes a second to get there. The suspension soaks up the chop and small bumps but slow down or you will bottom the crap out of the bike. If you keep your adventure in check, the KLR will put a smile on your face and hand you an awesome day (or days) ride. The KLR has history and is a workhorse. It’s the perfect bike for the entry-level adventure rider, a seasoned rider looking to slow it down a little, or an adventure rider on a budget. Pick your poison, the KLR could be your antidote.
SPECS
Front Suspension / Wheel Travel: 41mm telescopic fork/ 7.9 in
Rear Suspension / Wheel Travel: Uni-Trak® with adjustable rebound damping and spring preload/ 7.3 in
Front Tire: 90/90-21
Rear Tire: 130/80-17
Front Brakes: Single 300mm disc with 2-piston calipers, ABS
Rear Brakes: Single 240mm disc with single-piston caliper, ABS
Frame Type: Tubular, Semi-Double Cradle
Rake/Trail: 30.0°/4.8 in
Overall Length: 89.8 in
Overall Width: 38.2 in
Overall Height: 57.7/56.3 in (screen hi/lo)
Ground Clearance: 8.3 in
Seat Height: 34.3 in
Curb Weight: 460.6 lb
Fuel Capacity: 6.1 gal
Wheelbase: 60.6 in
Color Choices: Pearl Sand Khaki, Pearl Lava Orange
Warranty: 12 Months
Engine: 4-Stroke, single cylinder, DOHC
Displacement: 652cc
Bore x Stroke: 100.0 x 83.0mm
Compression Ratio: 9.8:1
Fuel System: DFI w/40mm Throttle Body
Transmission: 5-speed, return shift with wet multi-disc manual clutch
Final Drive: Sealed Chain
Maximum Torque: 39.1 lb.-ft. @ 4,500rpm
• Manufacturer Suggested Retail Price (MSRP):
KLR650 – $6,699
KLR650 ABS – $6,999
KLR650 TRAVELER – $7,399
KLR650 ADVENTURE – $7,999
For more pricing, Kawasaki.com
