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Kawasaki KLR 650

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Make Model

Kawasaki KLR 650

Year

2012 -13

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 US gal.
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The Best-Selling Dual-Sport Goes the Distance

Across sand, dirt, forests, and of course pavement, nothing else adapts like the KLR™650. Built for almost any terrain an adventurous rider could dream up, this dual-sport can go the distance with its rugged single-cylinder engine and incredible fuel efficiency. Effective wind protection and a 5.8-gallon fuel tank ensure incredible range between stops. Combine that with an aluminum rear cargo rack that accommodates saddlebags or a tailbag, and it's a winning combination – so much so that the KLR has been the best-selling dual-sport seven years in a row.

A single-cylinder, 651cc four-stroke engine propels this world traveling powerhouse. Its quick throttle response and healthy low-end grunt is the perfect power profile to carve through trails or deal with traffic jams.

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, 5.8-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.

Anywhere, Anytime

Wherever the destination, whatever the distance, over any kind of terrain, Australia's favourite Adventure bike, the KLR650, is the motorcycle to get you there in style and comfort. With its large powerful engine, long travel suspension and massive fuel carrying capacity combined with rock-solid reliability and unbreakable toughness, the big KLR makes short work of rugged forest trails, wide open deserts and inner city traffic alike.

The  KLR650 continues its reputation for being more rugged, more reliable and higher performing, delivering the ultimate in all-round fun.

Kawasaki KLR650 Features and Benefits

Key Features

• Ultimate on
• and off-road motorcycle is the best-selling dual-sport seven years in a row
• Durable 651cc single-cylinder engine produces smooth, user-friendly power
• Comfortable wind protection and 5.8-gallon fuel tank allows for long-range adventure touring
• Aluminum 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

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-level window permits easy and accurate inspection

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 harmful 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 5.8-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

What do you do when your eyes are telling you one thing but the rest of your senses indicate something entirely different? Gentlemen, you might have heard this phenomenon commonly, and accurately, described as Beer Goggles. When I first directed my bloodshot eyeballs toward early-release photos of the 2008 Kawasaki KLR650, I certainly could have used an IPA to soften the blow. Having been a staple of the dual-sport community for over two decades, the KLRs of past have always looked like a dirt bike for the street. Now, with over 50 changes to enhance the "tour-ready dual-purpose" features, the '08 650 comes across visually as a pavement pounder - and tough sell for the dirt biker crowd.

Kawasaki brought MotoUSA to Monterey, California for the launch of its totally revamped KLR. Our first evening was spent soaking up the technical briefing and a few glasses of the red and white within the ornate bowels of the Sardine Factory's Wine Cellar. Ah-ha! So Kawi really was trying to pull down our Cider Visor, but knowing that 273 miles of riding were waiting for us the following day ensured we awoke clear-headed the following morning.

A lot has changed on this early release '08 machine, but some of the most important changes are those that weren't made. After all, as the industry's most popular dual-purpose machine and Kawi's fourth best-selling bike, there's obviously something to like about the previous model. Kawasaki did extensive consumer research to find out what KLR owners enjoyed about their machines and what needed to be addressed. Basically what they found was that the 21-year-old model is primarily serving middle-aged males as a shrunken adventure-touring bike. Not the type of adventure that takes someone across all of Europe, but one that takes you for overnight camping trips, afternoon joyrides and urban explorations.

The majority of riders are using their bikes for pavement duty with limited time off-road, but having the capability is an important feature, and perhaps the most endearing of the KLR. The bike has never been a beautiful machine, and the new version doesn't quite breach that category, though many of the important changes have given the bike a complete makeover in the looks department. It now has a fairing and windscreen. These were a direct response to an outcry for better protection from wind buffeting and the elements, exactly the kind of thing you'd expect from a riders group with the highest percentage nearing AARP eligibility. Surveys show that the bike's versatility, power, rider comfort, fuel and cargo capacity and affordability are all key features that have drawn in customers.

The head honchos at Kawasaki didn't get there by being daft, so they expounded the good things and took steps to minimize the bad. They kept the ergonomic package the same while adding a firmer seat and wind protection. The 6.1-gallon fuel tank is exactly the same, and the rear luggage rack is 3.5 inches longer and 5.1 inches wider. The windscreen and larger fairing is really a love/hate feature for the KLR. We hate the way they look, but they work so well that we'd rather not ride at all than ride without them. Kawasaki says the matching angle of the front fender helps direct wind onto the upper screen and away from the rider. We couldn't see it in action, but it may be true. All we know is that from the rider's position, the windscreen is unobtrusive and extremely effective. Kawasaki offers a larger wind shield for those who plan to spend most of their time at cruising speeds. Our second day of riding was cut down to just over 100 miles after we embarked in a coastal downpour along Highway 1. It was a great opportunity to test the available protection and it's much better than the older bikes.

Sitting cozily behind the element deflectors is a comfortable, pleasant experience, but when the pavement turns to dirt and a rider needs to stand up, the ergos aren't nearly as agreeable. Rising on the pegs proves the bars are too low and the tank swells uncomfortably fat between the knees. Also, the rubber footpeg covers are slippery as hell when wet, so keep that in mind.

This next bit of information might get confusing for some of you spec-sheet dwellers, so pay attention. Kawasaki made the KLR a better off-road bike by lessening the amount of suspension travel. A little counterintuitive, but basically Kawi realized that it didn't need a whole lot to begin with, but it did need to get more out of what was being offered. The previous 38mm fork offered just over 9 inches of travel, but they were wimpy, flexed and blew through the stroke needlessly fast. In an attempt to stiffen the entire front end, Kawasaki shortened the fork to only 7.9 inches of travel but increased the diameter to 41mm. A more rigid fork not only works better at controlling the heavy bike and giving rider feedback on pavement, but it also bolsters off-road capabilities. The changes prevent dramatic diving while on the brakes and hold up the bulky front end over rough terrain.

I ran the new rear shock in the softest of five preload settings and never felt the need to stiffen things up. It might have benefited from additional preload on one particularly fast and windy section of pavement - a section described by our guide as a paved motocross track without the jumps. But, I was having so much fun trying to keep up the pace that I never bothered. Where the older bike wallowed through corners, the 2008 version turns with precision and stability that belie its bulky appearance. Dropping from 8.1 inches of travel to 7.3 might seem ass-backWards, but in this instance the usable travel is unaffected. Stiffer settings and a lower seat height keep the bike from exhibiting as much static sag so the shock actually moves the same amount in its stroke.

The goal for Kawasaki engineers was to increase both on and off-road capabilities, and the new suspension does just that. In stock form, we'd call the new KLR's street/dirt ratio about 80/20, but when we say "dirt" we mean gravel roads or moderate jeep trails at best. The improved suspenders, new swingarm and unchanged steering geometry make the KLR a better turner and super stable in a straight line. Overall the bike handles much better than you would expect from simply looking at it. It turns in with little effort and tons of confidence. The age-old Dunlops are surprisingly good on asphalt and hold well enough in loose dirt. We never had a single incident where the tires failed to hold their grip on the pavement. Riders scraped peg feelers throughout our time with the Candy Lime Green, Sunbeam Red and Blue bikes.

Puny pinchers are never a desirable trait so larger petal-style brake rotors and dual-piston calipers beef up another of the previous weak points. Kawi slapped on a 280mm front disc for the 21-inch front wheel and 240mm rotor for the 17-inch rear. The bite still feels a little weak compared to other dual-sport machines, but hop on an old-version KLR after riding the new one and you'll probably sail out into the intersection at the first light. After using the stronger binders I couldn't believe that people actually tolerated the old brake system. No wonder previous buyers were bitching about it. Apparently it took two decades to realize it, but Kawasaki is finally on the right path.

The 2007 model felt lighter and peppier. The peppier bit probably stems from the lighter bit since the '08 version is almost 50 pounds porkier when comparing claimed dry weights. (337 vs. 386). Just looking at the two bikes is enough to convince us that there is some truth to these figures. That means that the bike is tipping in at roughly four-and-a-quarter with a full tank. The '07 motor pulls a bit harder from a dead stop, but the tiny amount of zip lost is easily worth the benefits of the new model.

Kawasaki claims that the 651cc motor is more responsive on the top-end thanks to revised cam timing, and new intake porting cleans it up off the bottom. The exhaust is now a one-piece that is supposed to pass burnt fumes more efficiently. The motor uses a double engine balancer which does wonders for smoothing out the effects of a 650 Single. Add in the bar inserts and compared to the BMW G650 Xcountry we rode awhile ago, this baby is like riding on glass. All told we spent almost 380 miles with the new KLR and in that time hit a peak indicated speed of 94.8 mph, and had an average fuel consumption of 37 mpg from the 5-speed machine.

It also happens to be almost half the price of the Beemer with a $5349 MSRP, only 150 bucks more than the 2007 version. Such paltry payments are part of the reason this bike is so popular as an additional machine to buyers' established stables, and an awesome figure to offer first-time buyers.

Our two-day trip took us along two of the most famed strips of motorcycling pavement in America, the Kings Highway, Route 101 and Highway 1, among others. We crossed rivers, mountains, valleys and the San Andreas Fault, rode past wineries, and through the techno-center of Silicon Valley. All without sipping anything more potent than a Capri Sun, yet our goggles became thicker, and thicker. The KLR has been winning over a fan base for 21 years, and in that time has mastered the art of peer pressure with the astuteness of a frat boy.

As resolved as I was to find Kawasaki's major malfunction in the redesign, the KLR managed to coax me into a positive outlook with its smooth motor, comfortable ergos and surprising handling. The beauty of having beer goggles is that you can always blame your tomfoolery on the beer, but Kawasaki's sober approach to refining the KLR leaves us in a tight spot. She's porky, has a crooked schnozz and balks at doing it in the dirt, but we have to admit that we like her. After all, there's no denying she's cheap, fun to go both ways, trustworthy and committed for the long run. Hey, maybe that's why the older guys are so into it?

Source Motorcycle-USA