Honda XR 650L

Honda’s dirt bikes are among the best models in their segment and the XR650L makes no exception. This bike puts off road performance on the first place and regardless of what type of road lies beneath you, it is able to deal with it with poise. Whether it’s the off road or on-the-road, the XR650L spews out versatility, thanks to a great combination of power, suspension, durability, and fuel efficiency. The Honda XR650L also offers all the benefits of light weight, smart electric starter and excellent fuel economy.

Power comes from a strong 644cc overhead cam engine that is able to keep the bike lively in any situation. Meanwhile, the air cooling lessens the maintenance chores along with the engine’s gear-driven counterbalancer, which declines tiring vibrations.

As far as suspensions are concerned, the Honda XR650L is packed with a 43mm air-adjustable leading-axle Showa cartridge fork up front and a rear Pro-Link Showa single shock with spring preload, 20-position compression and 20-position rebound damping adjustability.

Hit the jump for more information on the 2012 Honda XR650L.

If you’re looking for one motorcycle that can do it all, Honda’s time-tested XR650L is that machine. Off-road it has the power, suspension, and durability a dirt rider demands. On-road its light overall weight, electric starter and excellent fuel economy make it the perfect commuter, even for long trips.

Its bulletproof 644cc overhead cam engine produces huge torque and power. Air cooling keeps things simple and reduces maintenance chores. And the engine’s gear-driven counterbalancer reduces tiring vibrations.

Baja tough, the XR650L has the versatility to take you anywhere you want to go on a motorcycle, without the hassle of having to trailer a dirtbike. New graphics for 2012 keep it looking up to date, too.

Electric to Start. Electric to Ride:
The XR650L’s push-button electric start means it’s easy to get going, even on cold mornings or if your bike’s been sitting all week. The proven design and components make it super reliable, too.

The 650 that Beat Baja:
Honda’s air-cooled 600-class motorcycles were perfected in Baja, so you know the XR650L can easily handle your daily commute. Powerful, compact, durable and fuel efficient, you can’t beat it.

Features of Honda XR650L

Check out the features that make the XR650L such a competent machine on both the street and in the dirt: Semi-double-cradle steel frame. 43mm Showa cartridge fork with 16-position compression damping adjustability. Lightweight aluminum box-section swingarm with quick-detach rear wheel. Items like that make it a great dirt bike, while front and rear disc brakes, push-button electric starter, and a compact speedometer, steel fuel tank, and superior fuel economy make it an excellent street machine.

Electric Starter:
Turn the key and push the button—that’s all it takes to get your XR650L going. The electric starter takes all the drama out of restarting off road, or getting underway on a cold morning or after the bike’s been sitting all week.

Street-Legal Features:
The XR650L is fully equipped for the street: Horn, turn blinkers, license-plate light, mirrors, speedometer and more. There’s even a grab strap and foot pegs for a passenger.

Dry-Sump Lubrication:
Dry-sump design keeps the engine compact and eliminates the oil pan for superior ground clearance and damage resistance. With the engine oil in the frame, the frame itself acts like a giant oil cooler.

Disc Brakes:
Disc brakes front and rear provide superior stopping power. Both front and rear disc rotors are drilled for lightness and better wet-weather performance.

Four-Stroke Engine:
Four-stroke single-cylinder engine offers good fuel economy and a wide powerband. The XR650L’s proven powerplant requires very little maintenance.

Pro-Link Rear Suspension:
Honda’s Pro-Link rear suspension system offers compliant and comfortable ride quality with a high level of wheel control. Initial rates are soft for supple action over small bumps and ripples, while increasingly stiffer rates resist bottoming and maintain rear-wheel control over rougher surfaces.

Steel Frame:
The XR650L’s steel frame is built to handle the rigors of off-road travel. In addition, the frame’s backbone doubles as the engine’s oil tank, saving weight and space.

Engine/Drivetrain

Bulletproof 644cc SOHC four-stroke engine produces power and torque ideally suited for both on- and off-road riding.
Radial Four-Valve Combustion Chamber (RFVC) allows excellent combustion efficiency and high power output.
42.5mm constant-velocity (CV) carburetor offers crisp throttle response, excellent rideability and maximum power.
Reliable electric starter system allows easy push-button starting.
Gear-driven counterbalancer minimizes bothersome and tiring vibration.
Free-flowing, 2-into-1 exhaust system with quiet, USDA-qualified spark arrester/muffler.
Maintenance-free automatic cam-chain tensioner and maintenance-free CD ignition with electronic advance keep you out of the shop and on the road.
Dry-sump engine maximizes power by minimizing crankshaft windage and engine temperature.
Durable five-speed transmission offers a gear for every on- or off-road situation.
Heavy-duty, multi-plate clutch.
Heavy-duty, low-maintenance #520 O-ring-sealed drive chain.

SUSPENSION

Semi-double-cradle steel frame is lightweight, strong and offers precise handling manners.
43mm XR-spec Showa cartridge fork features 16-position compression damping adjustability and superb off-road performance.
Pro-Link Rear Suspension.
Lightweight, strong and durable aluminum box-section swingarm with quick-detach rear wheel.
Front and rear disc brakes offer superb stopping power.
Lightweight yet super-strong wheels.
Frame-mounted passenger footrests allow two-up riding capability.
Aggressive, dual-purpose front and rear tires offer excellent performance both on and off road.
18-inch rear wheel for greater tire selection.
Lightweight rims and hubs feature straight-pull spokes.

Additional Features

Honda Racing-inspired colors and graphics.
Combination headlight/number plate and dual airflow shrouds direct cool air to the engine.
Enduro-style headlight features high/low beams.
Motocross-style seat is comfortable and allows maximum rider movement.
Large, durable fenders keep debris off the rider.
Lightweight tubular engine guard.
Wide-section, folding, cleated footpegs are comfortable and self-cleaning.
High-output 12-volt electrical system.
Flex-mounted turn signals resist breakage.
Compact speedometer features tripmeter/odometer, a Neutral light as well as high-beam, turn-signal and sidestand indicators.
Easy-to-use choke allows for simple cold-weather starts.
Push-to-cancel turn-signal switch.
High-quality controls include comfortable grips and brush guards.
Transferable one-year limited warranty; extended coverage available with a Honda Protection Plan.

Review

What’s New
There is one update for the 2013 model year — a different color sticker on the gas tank. Other than that, the XR650L remains as it was when it first entered production in the early 1990s.

A steel tube frame which contains the oil cradles a 644cc, single-cylinder, dry-sump, air-cooled motor. A low compression ratio of 8.3:1 means it’s unstressed, but that and its age don’t mean it’s a total dinosaur; there’s four-valve head run by a single overhead camshaft.

The XR is also equipped with an electric starter and, surprisingly, no kick start.

At the rear of that frame is a square-section aluminum swingarm connected to a Pro-Link Showa shock with a very serious 11 inches of travel and 20 adjustment positions for both rebound and compression damping. Fork travel is even greater at 11.6 inches. Those 43mm Showa cartridge units are adjustable in 16 positions for compression damping. That’s actually a really nice suspension setup for a basic dual sport, giving the XR nearly as much suspension travel as a dedicated dirt bike.

The XR uses a five-speed gearbox with a very, very short 1st gear, then wider ratios following that.

50-state legal, the Honda even comes equipped with passenger pegs and enough room on the back for a pillion. But, it keeps true dirt-size 21 (front) and 18-inch (rear) wheels, making tire-choice easy.

The Ride
I rode the XR650L for three days straight through the eastern Sierras on the Wilderness Collective trip. Honda supplied the bike, so it was a brand new 2013 model with break in miles on it only and in completely stock trim, down to the Bridgestone Trailwing tires.

Most of the riding was on dry, firm fire roads. Some sections were very rough, covered in deep ruts and pot holes, there were several rocky water crossings and one miles-long stretch was over sharp, protruding rocks. The last day saw us do about 45 miles on winding, paved roads.

All of that’s a lot less than the XR is capable of handling, so the biggest limiting factor came from the truly awful tires and some bad decisions in the ergonomics department. Sadly, that means that I could neither stand on the bike, nor find much traction.

Given those constraints, the Honda actually proved a fairly willing companion, so long as I dialed back the speed a bit. The motor’s low down torque mind climbs a cinch, even at fairly low speeds and in the higher gears. There were times where I was convinced it was going to stall, but instead, it just willingly chugged its way up any hill I asked it to.

Putting in over 100 miles off-road each day, it was also remarkable how comfortable and easy the XR remained, even when hot and tired. And remember, I was definitely sitting down the entire time.

What’s Good
Easy to ride and capable, the XR does real dirt bike stuff thanks to that long-travel suspension and torquey motor.

And, as you’d expect, that suspension just totally eats bumps, jumps and landings.
The utter lack of traction at least made slides easy. Something the XR’s intuitive feedback and smooth, easy torque made very accessible.

With mostly novice riders along on the trip, crashes were many. At no point did any of the XR’s sustain more damage than a bent lever.

Returning 52mpg, the XR’s motor is efficient in addition to being simple and indestructible. Vibes aren’t even that bad. This would be a great platform on which to find yourself a long way from the nearest mechanic.

What’s Bad
Despite their knobs, Bridgestone Trailwings are some of the worst off-road tires on sale today. I experimented with pressures as low as 7psi and never once felt I wouldn’t have been equally well-served by a slick tire. Why, oh why does Honda spec such garbage, utterly removing any true dirt capability from a dirt bike?

The 37-inch seat is a stretch even for my 6’2” frame and 34-inch inseam. But, the pegs are so high that my knees are above the gas tank when I stand. And the bars are so low that I had to bend 90 degrees at the waist to reach them while trying to stand. To actually be able to ride the XR off-road, you need to have at least a 32-inch inseam, but be under 5’10”. I’m going to hazard a guess that excludes most of the population. Again, why would Honda spec such silly ergonomics, again destroying the motorcycle’s capability?

That very low 1st gear would be great for climbs and obstacles, if the tires could supply some traction to counteract its torque. In stock form the XR’s back wheel spins instead of hooking up throughout 1st gear, rendering it pointless. Then, 2nd is too tall to work at low speeds, so you’re just sorta screwed.

The 2.8-gallon tank is only good for around 100 miles of reasonable off-road riding. You’ll want a larger, aftermarket item if you realy head out into the boonies.

Owners report problems with subframes cracking when the XR’s seat is loaded down with gear or a passenger and then subjected to big impacts or landings. Still, welded gussets or bracing should set you back less than $100.

The headlight is just sorta there to satisfy legal requirements. You’ll need something much more powerful if you plan to ride at night.

The stock suspension is plush, if soft. Fitted with more appropriate rubber, you’d quickly overtax it while riding…enthusiastically.

The Verdict
As a simple, proven dual-sport, the Honda XR650L would excel in stock form if not for some unfortunate specification choices. Spend a couple hundred bucks on real tires and about the same on lower pegs and higher bars and you’d suddenly find yourself with a bike as capable of carrying you around the world as it is playing on local trails or commuting through rush hour traffic. Still a great bike in 2013, if you’re prepared to make it one.