Old design that attracts a lot of attention!
Written: Feb 25 '01
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Pros: Has the necessary compromises to be a do-everything motorcycle
Cons: Has the necessary compromises to be a do-everything motorcycle
The Bottom Line: Inexpensive and versatile!
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| richard612's Full Review: 2000 Kawasaki KLR650 |
The KLR is currently in its 15th year of production and it's hardly changed over the years. But that doesn't mean that your fuel stops won't include people walking over and firing off a nonstop string of questions and praises for this unusual two-wheeled beast.
This motorcycle is regarded by many as being the most street-worthy of the affordable dual-sports. Suzuki, Yamaha, and Honda all have, or have had, large dual-sports on the US market. Each of these bikes seem to have an off-road capability which exceeds that of the KLR. However, none of them are as desirable when it comes to crossing multiple state lines in a single day.
With a seat height of 35 inches (published) and wide handlebars, a KLR650 right off the showroom floor is not for everyone. Fortunately, lowering this motorcycle is a simple affair. The front fork clamps can be slid down on the tubes and a replacement rear-suspension link can be installed. The handlebars can be attacked with a pipe-cutter or replaced with an aftermarket part.
Personally, I'm starting to like the seat height, as it places me at eye-level with the SUV drivers and gives me a nice view of what's going on down the road.
Speaking of aftermarket, the support for this motorcycle is incredible. Racks, luggage, bags, windshields, brake-disc protectors, braking-upgrades, center-stands, bash-plates, plastic 7-gallon fuel tanks, handguards, highway-pegs(!)... you name it. Also, the small number of changes to the KLR over the years means a very high percentage of parts interchange across model years.
As a novice rider, I'm not really qualified to write about how the bike handles and performs. I will mention that the bike starts and runs fantastically, at least in 45F and up temps. I just close the choke partway, hit the starter button, and slowly open the choke until the engine slows back down to idle speed. I'm ready to fully open the choke and ride in about 60 seconds. On warmer days, I can fully open the choke right after starting. Like any other single-cylinder engine, this powerplant does vibrate quite a bit but I've never found it to be objectionable.
Any street-legal "dirt bike" will have compromises and the KLR is no exception. The gearing is a bit tall for off-roading but not quite tall enough for running 75 on the freeway for extended periods. A simple sprocket-swap in one direction or the other will optimize the bike for your type of riding. The KLR650 is big enough to be a good choice for adventure touring but it's a little unwieldy on the trails. Also, remember that this bike weighs about 340 pounds (dry) -- It cannot be tossed around like an air-cooled two-stroke. The charging system is good for about 12 amps, which seriously limits your ability to use high-consumption gadgets like electric vests and bazillion candlepower lighting systems.
The bike is easy to work on and is fairly easy to maintain. There are plenty of free resources on the web to help the owner with the common and some not-so-common tasks. The only service manual available for this bike is from Kawasaki, so you might want to place an order for one while you're picking up your new bike. The KLR650 does need a valve clearance check and adjustment at 500-700 miles and every 6,000 miles thereafter. It uses a shim-in-bucket style valvetrain, which complicates the adjustment somewhat.
The KLR650 is not without fault, but nearly every problem that an owner might have with the bike is a simple one that's been experienced many times before and is well-documented on the web or on the KLR YahooGroups discussion list. The most common issues are the clutch and sidestand safety-switches and the placement of the license plate. Ride off-road and you're almost guaranteed to mangle or lose your plate unless you move it higher and away from the rear wheel.
Many owners upgrade the front brake line to reduce the soft and spongy lever feel for which the factory braking system is known.
The original equipment tires are good enough for most people to keep around until they wear out. However, they have a limited dirt capability and are nearly useless in snow. Kawasaki recommends 21 psi for a lightly-loaded KLR650. In actual practice, 18-21 is a good number for mild-to-moderate off-roading and 30-32 is much better on the pavement. 21psi on a twisty road is downright scary!
If you're looking for a used KLR, you might want to limit your search to 1996 models and later, as an important revision to the engine counterbalancer system was implemented by Kawasaki. The newer parts can be retrofitted to earlier models but this involves internal engine work and about $200 in parts.
Recommended:
Yes
Amount Paid (US$): 5000
Condition: New
Model Year: 2000
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Epinions.com ID:
richard612
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Location: Orange County, CA
Reviews written: 1
Trusted by: 1 member
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