Honda XR650l motorcycle: photos, review, technical specifications and owner reviews

XR 650

- Honda motorcycle model

The Honda XR650L enduro motorcycle model appeared in 1993 on the North American market. The model belonged to the class of so-called “soft-enduro” - off-road civilian motorcycles adapted for use on public roads. The motorcycle became a follower of the Honda XR600, inheriting the air-cooled engine from the Honda NX650 Dominator model and receiving fairly simple equipment - a steel frame, simple suspension, 5-speed gearbox and electric starter.

In 2000, Honda expanded the series by offering the market a new modification - the Honda XR650R. This model could not be used on public roads; it did not have an electric starter, battery, lighting equipment (in particular, direction indicators), mirrors and license plate mounts. However, the model received a number of technical differences:

Aluminum frame.

New liquid-cooled engine (50% more powerful).

Kayaba suspension (thicker fork, different settings, additional adjustments).

Off-road wheels.

Other gearbox settings.

Another carburetor (flat throttle instead of vacuum).

Lighter weight (142 kg curb weight versus 157 kg for the XR650L).

The sports modification of the Honda XR650R was available until 2007 inclusive and was sold not only in North America, but also in the markets of Europe and Australia.

As of 2022, the Honda XR650L is still in production and available in the North American market.

Review

The Honda XR650L motorcycle belongs to the enduro class and is equipped with a four-stroke single-cylinder engine with an air-oil cooling system. The stroke of the 100 mm piston is 82 mm, the engine displacement is 644 cubic centimeters. The engine is started using an electric starter. The stock version of the motorcycle is equipped with a 10.6-liter fuel tank with a reserve of 2.3 liters. The engine is paired with a five-speed manual transmission. The brake system is hydraulic, represented by disc mechanisms and is highly efficient. The suspension of the motorcycle is adjustable in terms of stiffness and allows you to overcome uneven roads; the rear suspension is equipped with a monoshock absorber with 279 mm of travel. The enduro wheelbase is 1455 millimeters, the ground clearance is 330 millimeters, which allows you to overcome uneven terrain. The curb weight of the motorcycle is 157 kilograms.

The characteristics of the Honda XR650L allow it to be operated in harsh conditions without engine overheating and failure of the power system.

Characteristics:

Specifications of Honda XR 650 (XR650L, XR650R):

Transmission

The transmission installed on the Honda XR650L significantly outperforms its main competitors in terms of technical characteristics, providing smooth gear shifting. The only nuance of the gearbox is the difficulty in finding the neutral position of the lever, which can be eliminated by filling in high-quality gear oil. The special rubber fitted to the motorcycle allows for riding on sandy conditions, but the high seat position may make the XR650L difficult to control at low speeds. The high ground clearance does not allow the enduro to be placed on its belly in mud or sand.

Honda XR650L: test drive from Motorreview

Honda XR650L
It would seem that what could be special about an ordinary enduro, born in 1992 by “crossing” the Honda NX650 Dominator engine and the Honda XR600R chassis? My advice to you is - don’t even think about asking this question on one of the many forums for XR650L lovers - otherwise you risk finding out such details about your sexual preferences and personal life that even the most outrageous German porn will seem like an innocent childish prank...

How can you produce one motorcycle model almost unchanged for 18 years and still find buyers for it? Yes, gentlemen from Milwaukee or Irbit can only smile wryly, but there is a completely different story: monster choppers and boxers from the Second World War are just a different world... But the popular enduro Honda XR650L is still competitive and has a lot of advantages even against the background of the latest generations of its classmates.

The word that most accurately characterizes the model and explains its timeless popularity is reliability. Using the XR650L as an example, you will never know how and why the liquid cooling system pump leaks somewhere in a deserted and uninhabited area of ​​Africa - simply because the XR does not have this very pump, just as there is no radiator... The XR650L engine is as primitive as a concrete block: air cooling and... no overheating even in the most hellish conditions! By the way, about the engine, which, logically, given its advanced age, should cough like an old man and be ashamed in every possible way to show itself against the backdrop of powerful and modern competitors... Theoretically, this is how it should be. But in fact, almost no one produces “live” “air balloons” of this volume today! Yamaha XT600E, like the TT600R, have sunk into oblivion, Kawasaki is completely “watery”, as are European manufacturers... Perhaps the only worthy competitor to the Honda XR650L, which is still “in service” is the Suzuki DR650, which, by the way, is also very interesting car.

The Honda XR650L power unit also has weaknesses, which are caused not by the designers’ miscalculations, but by the strict requirements of environmentalists and the specifics of the carburetor power system. Numerous ecosystems entwine the engine like poison ivy... Naturally, the first thing the owners of the XR650L do is remove all the “parasites,” simultaneously endowing them with caustic definitions—the mildest version of the name I’ve come across for the air supply system to the cylinder for more complete combustion of the mixture is “foreign anomaly.”

Otherwise, the XR650L engine is devoid of any significant shortcomings. And it’s worth talking about the advantages separately.

If you look closely at the engine, you will notice on its “head” the abbreviation RFVC, which stands for Radial Four-Valve Combustion Chamber, or, if without Americanism, a radial four-valve combustion chamber. How much of this valve arrangement is actually “radial” can be left to the conscience of marketers. Without throwing around big names, it’s just a four-valve “head” engine architecture that provides the XR650L with not only excellent “low-end” but also a rather “fat” “mid-range”.

Another feature of the power unit is the hydraulic camshaft drive chain tensioner and a dry sump lubrication system. The first assumes that you will almost never have to adjust the tension of the camshaft drive chain, and the second means that it is almost impossible to overheat the engine, not to mention the fact that such a system completely eliminates oil starvation, regardless of the position of the motorcycle in space.

The Honda XR650L engine has a fairly low compression ratio by modern standards (8.3:1) - a feature that allows the engine to easily “digest” even AI-80 without any consequences. What, where did I find such gasoline? Here they are - the voices of the city's children, who consider a trip to the Moscow region with an overnight stay in a tent a terrible adventure and an incredible achievement! For the information of “severe” travelers: for example, in 90% of the territory of Mongolia this kind of fuel is sold, sometimes from three-liter cans... And besides Mongolia, there are a number of African countries with no less “high-quality” gasoline - and even in the endless expanses of our homeland there is an inscription “Ai-92” at a gas station doesn’t mean anything... Are you planning to travel that far? So, you don't need this bike because the Honda XR650L is one of the last Mohicans that can cross continents and countries in any direction, not just where there are authorized dealers and five-star hotels. But, unfortunately, in addition to sweet dates and paradise, there will always be some kind of nasty thing like a tempting snake or another tax on fuel and power - the Honda XR650L also has disadvantages.

For example, the seat height of the XR650L model is almost a record 940 mm for motorcycles in this class, which seriously complicates life for short riders, but, on the other hand, provides the car with an impressive 330 mm of ground clearance. Many XR owners complain about the first and second gears being too “short”, which, however, is easily “treated” by other stars. The design of the rear subframe, which sometimes breaks under heavy travel gear, cannot also be called successful. And the solution to this problem is no longer as simple as in the case of a “short” transmission: some owners of the XR650L treat the subframe radically and harshly - they strengthen it with additional “kerchiefs” and stretchers, for which, as you understand, you cannot do without a welding machine. The motorcycle seat can hardly be called a full-fledged two-seater, although a lot depends on the build of the “first number”. On the highway, the Honda XR650L maintains a quite decent cruising speed of 120-130 km/h and is capable of reaching a top speed of 170 km/h. True, riding this enduro in such modes will not bring much joy.

It’s another matter if, instead of ideal highway asphalt, there is a bad road under the XR’s wheels or, even better, a gravel section - it is in such conditions that the motorcycle will show its best qualities. Of course, the XR650L is overweight for serious off-roading, and not enough power for “clean” asphalt. But, as I already wrote above, this is primarily a touring car, and not a racing machine...

The modern world is changing rapidly and irrevocably, and the places where the phenomenal reliability and “omnivorous” XR650L are needed are becoming fewer and fewer every year. For example, one of the longest and most difficult routes in the world, Moscow - Vladivostok, just ten years ago, out of 9600 km, there were 2000 km of dirt roads, fords and a complete absence of any service or gas stations - and today almost all of it is paved... And ten years It was really difficult to go back this route, and by car it was simply impossible. For such desperate trips, the Honda XR650L was needed, which in just a couple of years will be impossible to buy new - after all, this dinosaur simply has nowhere to turn around! The history of the Honda XR650L is a bit reminiscent of the evolution of frame SUVs, which gradually mutated into crossovers with a frame integrated into the body, and then acquired a monocoque body, like ordinary passenger cars... Although in this world there are still real frame fossils, albeit covered head to toe with electronics . But, like the ancient lizards, such machines are gradually dying out - they simply do not fit into modern conditions. But those who are disgusted by “polished” directions and numerous electronic spies can still have time to buy a real legend...

Honda tried to “fit” the NX650 Dominator engine into several more models - however, even the most notorious Hondaphile would not dare to call these projects successful. In 2005, at an exhibition in Munich, the company presented to the world its vision of a factory supermoto, the Honda FMX650 - a controversial device with a rather aggressive design and for some reason a derated 650 cc engine, which was never famous for its outstanding power characteristics, but in the FMX version “dropped” to a completely ridiculous 37 hp. It’s funny that even at the moment the car entered the market, the Honda concern understood that it was simply a shame to appear in the world of supermoto with such dismal performance, so they tried to cleverly “jump off the topic” and came up with their own class, Funmoto... It didn’t help. It is not surprising that the FMX650 stayed afloat for only a few years, after which it ingloriously sank into oblivion.

Another humpbacked horse with the same powertrain is the Honda SLR650, which debuted in 1997. In the body of this road bike with the secondary sexual characteristics of a medium-sized enduro, the XR engine produced a “terrible” 39 hp. Both in appearance and in essence it was a much cheaper, “stripped” Dominator - in general, a pitiful sight. Sales of the model were rapidly falling, and in 1999 the SLR650 was replaced by an even more road-oriented modification - the Honda FX650 Vigor, which also failed to stay afloat for long and ended its inglorious existence in 2001.

Tuning

It will not be possible to make large-scale changes to the design of the motorcycle, however, it can also be subject to tuning. The Honda XR650L is often equipped with an FMF titanium exhaust system, a low resistance filter and a Dynojet carburetor kit to increase engine power. The dynamics of the bike after installing an enlarged rear sprocket increases so much that it can be reared up from third gear. The standard fuel tank can be replaced with an analogue enlarged to 16 liters, which is very practical and timely, since the engine with increased power begins to consume more fuel - about 7 liters in the urban cycle.

Brief history of the model

1993 - start of production and sales of the Honda XR650L model. Model: Honda XR650L (North America). Frame number: JH2RD06X*PM. Factory designation: XR650LP

1994 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*RM. Factory designation: XR650LR

1995 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*SM. Factory designation: XR650LS

1996 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*TM. Factory designation: XR650LT

1997 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*VM. Factory designation: XR650LV

1998 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*WM. Factory designation: XR650LW

1999 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*XK. Factory designation: XR650LX

2000 - appearance of the Honda XR650R modification. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650LY; XR650RY.

2001 - no significant changes. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L1; XR650R1.

2002 - no significant changes. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L2; XR650R2.

2003 - no significant changes. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L3; XR650R3.

2004 - no significant changes. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L4; XR650R4.

2005 - no significant changes. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L5; XR650R5.

2006 - no significant changes. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L6; XR650R6.

2007 is the last year of production of the Honda XR650R modification. Model: Honda XR650L; Honda XR650R (North America, Europe, Australia). Factory designation: XR650L7; XR650R7.

2008 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*8K6. Factory designation: XR650L8.

2009 - no significant changes. Model: Honda XR650L (North America). Frame number: JH2RD06X*9K7. Factory designation: XR650L9.

2010 - model not produced. 2011 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LB.

2012 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LC.

2013 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LD.

2014 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LE.

2015 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LF.

2016 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LG.

2017 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LH.

2018 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LJ.

2019 - no significant changes. Model: Honda XR650L (North America). Factory designation: XR650LK.

Test Drive

Owners of the Honda XR650L in their reviews note the optimal seat height, which allows small pilots to sit comfortably on the motorcycle. The handlebars are high and wide, the seat is located as close to it as possible, which imitates the seating position typical of cross-country bike models.

The main advantage of the Honda XR650L is its engine. The carburetor single-cylinder unit with a displacement of 650 cubic centimeters provides excellent dynamics, although it responds somewhat late to turning the throttle. At low and high speeds, traction drops somewhat, which, however, is more than compensated for in the middle range.

Suspension operation

The suspension of the Honda XR650L easily hides all the unevenness of the track and absorbs jumps from small jumps, but driving at high speeds off-road is contraindicated for it - the bike almost immediately loses control due to soft wheel settings. This is corrected by increasing the pressure in the stays, clamping the monoshock absorber and tightening the hydraulics. Of course, such settings will not raise the handling of an enduro to the level of a cross bike, but they will significantly facilitate it. In terms of agility, the Honda XR650L fully lives up to expectations, striking a balance between directional stability and agility.

Transmission and chassis

The technical characteristics of the Honda XR650L motorcycle, despite all their thoughtfulness, require the owner to have some skill in finding a neutral gear. The transmission works almost perfectly: in first gear you can push through muddy areas and climb steep slopes, in second it is a little long. When trying to climb a 45-degree slope at second speed, the engine makes itself known with a plaintive knock, which, however, is quite natural, since enduro is by no means intended for such feats.

Compromise tires do not allow the Honda XR650L to realize its full off-road potential, while providing a chance to evaluate the crash resistance of the motorcycle. The enduro comes into contact with open ground without much harm to itself. A fall while turning can result in damage to the plastic paddles of the steering wheel grips and the clutch being released. However, such a breakdown does not affect the transmission: gear shifting can be done by resetting and increasing speed. This feature is a real salvation, allowing you to get to civilization and a repair shop in the event of a fall in deserted places. Of course, the presence of programmed break points or full protection of the handles would help to avoid such troubles, but such nuances are not provided for by the design.

Hi guys. After a long silence, I would like to tell you about one wonderful motorcycle. Honda XR650R. In reality, a lot has been said about this motorcycle, but also a lot remains “behind the scenes”. What motivates me to write this post is, first of all, some inherent “myths” about choosing an enduro motorcycle. I'll try to explain without confusion.

So, imagine - you and a crowd of friends approach an old, incomprehensible motorcycle of the ... enduro sport class. If there were no headlights and steps, perhaps its width would hint to us that this is not a cross-country vehicle. No electric starter buttons, no mirrors or remote controls on the steering wheel, no tidy, no battery! there is no key and there is not even a brake sensor so that the light on the back lights up when the foot is clamped.... Yeah, it’s not exactly a city motorcycle, is it? )) Therefore, we won’t even compare with tourists weighing 150+ kg - this is a completely different case.

Next, you meet the owner of this motorcycle there and the standard intimate conversation begins, about the volume, why you need it, whether it’s convenient to start it with a kick and how often to service it. The conversation will most likely end with one of your friends saying that he rode an XR650L and has an idea of ​​what we’re talking about...... So, the trouble is that it’s just not there. Since I had both of these motorcycles, I’m ready to give all the examples to prove that the motorcycles are completely different and, moreover, the 650R has absolutely no direct competitors in some characteristics.

So let's go: 1. On the engine. There is no need to scare children and grandmothers with this motorcycle. It’s quite good, in terms of traction characteristics it’s like a real fancy hard enduro like the RMX450, CRF450X, Haska 510 or Wrka Fka - only on the XR the gears are more stretched, so you don’t have to click them so often. The carburetor does not have a pump, so the response on the handle is not hellish at all, but rather a bit dull. If you don’t want to break in, don’t turn on the gas and that’s it, there’s a sufficient supply from the bottom. Comparing with 650L - there is air, there is dropsy. The engine is noticeably richer and does not burn your knees as much in the heat. If we compare it with not very boosted engines like the KTM EXC500, then we can say that the XR650R is an order of magnitude richer and faster. The KTM EXC500 is simply the kindest children's motorcycle compared to the HerEr. But due to the layout and weight of the EXC, you can safely race on a cross-country track for the first time

2. Suspensions and layout. This is where the main difference lies. If all the nuances with the engine and gearbox are completely changeable by the ratio of the sprockets and boosting the engine in terms of compression ratio, then changing the length of the motorcycle base is not so easy. Dick R is long - and that’s his strong point. Having oak non-inverted forks, which in hard enduro conditions leave you exhausted and do not want to work at all, on high-speed straights they begin to feel right. It is on high-speed off-road straights that you begin to understand why this motak was made and there you understand that this is not an Xr650L at all, which on such straights sucks “Mama don’t worry” almost like sand. Here the difference in the extra 25 kg and the CG of the motorcycle becomes obvious, the Xr650R is lower and lighter than Lka - because where L forces you to kick the ground, Rka will fly by and not notice... Using my own example, I will say that when I took this motorcycle I thought, following the example of the 650L, the first thing I should do is install a damper. But when I drove it, I realized that it wasn’t really needed there, if I hadn’t made it for rallying, the damper would never have existed. For me, it is very comfortable, with a height of 183 cm, I can stand perfectly without bending over, placing the steering wheel a little higher. But, of course, taxiing is not quite cross-country. You’ll have to break down a couple of times to understand the nuances, if you ride parallel 250 cross, for example, and are used to it. )) But on a cross bike or hard enduro on their bases you can’t push 140-150 on country roads as confidently)))

3. Service and tourism. It's a shame to travel on this motorcycle. In this regard, it is better to travel on the L version. Maintenance according to the manual (oil change, valve adjustment) every 1000 km. Maybe, of course, in grandfather’s tourism mode you can serve every 2-3 thousand, but this is not my case. You can hear everything as the engine works and when it’s time to look inside. There is a huge selection of spare parts and tuning, you can of course make a tourist, but it’s a lot of work... and where can I find an electric starter? You will struggle with installing a strong generator so that there is enough for light and appliances and similar things. If you want to have everything, save up your money for the KTM 690 Enduro R, although for me personally this motorcycle is too stuffed with unnecessary crap, which in sports, I’m afraid, will play a cruel joke at the wrong time. A standard tank with the right jets is enough for 120 km +-. There is enough for sports, but not for tourism. Getting used to kick is a matter of several hours of riding and the ability to use a manual decompressor. By the way, for those who don’t know, it helps a lot in some cases, for example, starting a motorcycle from a pusher or from a slope without using the clutch

4. Price of the motorcycle. From the states it’s not rolled if you bother less than 200 thousand rubles and you have a motorcycle. In Russia, there are usually 200+ live and fresh options. But you need to understand that by today’s standards this is just a blank, a blank motorcycle from which you can make an interesting device specifically for your needs. To begin with, at least put them in order, because they stopped producing them 7 years ago. I myself do it for Rally Raids and so far I have never regretted it. This motorcycle is exactly what I was looking for for myself personally for enduring rides without swamps and mud and amateur rallies. And for Hard Enduro you need Hard Enduro, which the 650Her is not by any stretch of the imagination

Conclusions: the motorcycle is not for everyone, of course, for those who have a problem in the ass, but in its advantages it is very strong. It's a pity that they don't make these anymore and you can't buy them from scratch... There is no direct replacement for it.

Management within the city

The compact dimensions of the Honda XR650L make it possible to quickly and easily integrate into the dense traffic flow of city streets, and the engine power and thrust are sufficient to ensure good dynamics and excellent maneuverability. At around 120 km/h, acceleration begins to weaken, while the peak speed for enduro is quite good and is 150 km/h. At the start, the XR650L model is capable of outperforming any, even the most powerful and modern car thanks to its excellent acceleration dynamics. In the first three gears, the sharp opening of the throttle makes it easy to lift the front wheel off the ground.

Brake system

Considering that the Honda XR650L belongs to the enduro class, the motorcycle is equipped with an effective and reliable braking system with excellent feedback, thanks to which the driver accurately determines the stopping point and can easily control the motorcycle while braking on unpaved roads. The brake discs and calipers installed on Honda are identical to those on Suzuki motorcycles.

Over several days of active use, the 650 cc air engine does not overheat, and the cooling system does its job perfectly, easily removing excess heat.

Summary

The many years of experience of Japanese engineers in the field of motorcycle construction, coupled with the efforts of designers and constructors, was embodied in the Honda XR650L enduro motorcycle. The model is by no means intended for high-speed rally racing on open off-road terrain, but it is capable of delivering a lot of pleasure to its owner during long trips along difficult routes. Motorcycle maintenance is minimal and boils down to regular replacement of engine and transmission oil, adjustment of valves and rear wheel chain drive. Among other things, the owner is responsible for replacing the sprockets, chain and air filter as they wear out.

Compared to other motorcycles of the same class, the Japanese enduro is strikingly different, and not only in the photo. The Honda XR650L allows you to play extreme speed games, but this does not mean that the motorcycle is designed for this. The model is ideal for thoughtful trips on almost any road surface, regardless of the quality of its surface. Minimal retrofitting of the motorcycle allows it to increase its load capacity to 145 kilograms, with which it can easily cover considerable distances. Installing a central case, side bags, a saddle frame with a bag for the fuel tank, a backpack and a bag over the front fender allows you to load up with the necessary things and components and calmly set off on a long journey. Honda's good autonomy, coupled with a large fuel tank, only contributes to such long-distance trips.

Review of the Honda XR 650 (XR650L, XR650R) motorcycle

Honda XR650R. After 3 years of piloting a Honda CBR 1100 XX, it’s unclear what and why the hell pulled me to sell the blackbird and switch to a 2003 SUZUKI DRZ 400S for a long time. In the winter of 2009, it was taken out of the garage from a supposedly guarded parking lot. In those days, I wanted to tin a glass, but my health failed me. Having recovered from such a blow of fate, having borrowed money, I bought a HONDA XR 650R 2004 at the Soyuzmoto motorcycle dealership. About the motorcycle dealership of the worst I can’t find words - it’s a sodomy office. Having picked up the moto from the motorcycle dealership at Kashira, I drove it home to the hut in Strogono along the Moscow Ring Road. It was pouring rain. I got wet like a beast, moreover, the moto stalled halfway there. I couldn’t start it from the kick with the pusher( alone) too. I caught the chaise, they pushed me into the two of them, and the motor began to rattle. The next day I rushed to Chekushev’s motorcycle service center. Halfway along the ring, the motorcycle suddenly stalled. All attempts to start the engine were unsuccessful even with a kick. As it turned out later, the candle was stuck. I caught a Lada 11 model and for 1000 rubles the conversation became more substantive with the driver of the car. The subsequent mileage to the service I was shaking on a rope behind the Lada. The service center adjusted the valves and carburetor. The engine started up normally. Comparing the Suzuki DRZ 400S and HONDA XR 650R in terms of acceleration dynamics, Suza nervously smokes on the sidelines. The weak light of the headlights and the twitching of the kick bothered me and I sold it without regret and re-seated it back into the sport saddle.

I’ll also insert my 5 cents, because the XR650R itself is from 2001.

The motorcycle is specific, but I like it. I like the fact that when used skillfully, it is capable of much. And there are really no alternatives, sports enduras need to be regularly serviced (valves, piston, timing belt), with this I except changing the oil (although it is advisable to change it every 2 thousand, and not 6, as indicated in the manual), replacing bearings, wheel seals , I did nothing to edit or change the steering wheel. I don’t even know what kind of candle it is. True, I’m lying, there were problems - the spokes pulled out of the rear wheels, and the clutch ran out, but maybe I forced him a little. The 650 has a lot of tuning - you can install a dynojet, a big Boryu, some kind of clever carb and much more. I have forward flow and an enlarged jet. The tank again does not rust, it is plastic.

The weight is 10 kg more than that of the 250-current type XRR, TTR, Djebel due to the aluminum frame, plastic tank, lack of unnecessary parts in the form of a starter, again, the heavy silencer is almost all replaced with direct flow, in order to make it even lighter I removed it license plate mount, turn signals, passenger footrests, in principle it turned out not particularly heavier than the 250. The suspensions are of course rather weak, if you jump more than a meter, it goes almost all the way through, I’m thinking of installing the CRF shock absorber, try it, it’s much stiffer and the fork is upside down. Starting is annoying only for the first month, then you can start it with slates, but you are not dependent on the battery. I drove it 300 km off-road without any problems, never got tired, and in the first week after purchase I drove more than 1000 km.

Let me summarize

Pros - indestructible engine, good power, smooth torque, relatively low consumption for such volume and power, can be used for light riding, and for enduro competitions, for rallies and trophy raids, to jump a little on a cross-country track, for tourism, for supermoto (if you remake it, in my opinion this is the most redesignable motorcycle for supermoto)

The downsides are the suspension, but there is an opinion that they are poorly tuned for me, because before me there was a dwarf a little taller than Putin or Medvedev. Now I’ll finish the wad and pick out the pendants….

Take it, you won't go wrong. By the way, before the 650 I had holes, for some reason the suspension is better, but everything else is worse. The engine is broken (the generator, the clutch, the timing chain broke, the valves were not bent, the camshafts rubbed the head). It weighs the same, has one and a half times less power, costs almost the same, it makes no sense in one word.

Only sportenduras are better, but you will hesitate to service them...

Honda XR650R. I'm riding this motorcycle now. There are several modifications of it. The one for the American market has almost nothing electrical. There is no stop, only markers, turn signals, normal headlights. There's not even a key. This version is strangled. To ventilate, you need to change the jet, do some magic with the air vent and the muffler. Yes, this modification does not have part of the subframe under the rear wing. Versions for Australia and Japan are not strangled and have a full set of electrics for moving around extra.

The tank is enough for one and a half hundred km. There are several types of enlarged tanks for sale on eBay.

The motorcycle has a high seating position, so it is not suitable for people who are used to shuffling their feet, trying to go around a log. My height is 182. I reach the ground with part of both feet. You can install a lowering link in the suspension. It will be 4 cm lower.

As for driving, the moto is much more composed than the 250 ki. The weight, of course, will be felt in difficult areas, but when you get used to it, this parameter becomes not critical. The pendants are adjustable. There are plenty of them to move through fields and forests. There are enough brakes for off-road use, but almost to the point.

There are no problems with handling on asphalt. But the brakes are clearly not enough here. There are two solutions: engine braking and the installation of numerous tunings in the form of 280 or 320 mm brake discs and the list goes on.

To transport travel luggage, you need to build a subframe amplifier. And for lovers of long trips, several types of foam pads are sold to replace the standard one. They cost approx. 50 ue.

Problems with starting only arise if you do not know the appropriate algorithm. In general, it starts without problems when cold with 1-2 kicks. You don’t need to have any extraordinary power to do this.

Oil is poured approx. 2 liters and is changed every 1000 km along with the filter. Same interval for valve adjustment. There are no problems or difficulties with this action. Everything is convenient.

The moped is very popular in the states, so there are a lot of spare parts for it there in bulk.

In general, the moto brings a lot of pleasure and positivity) If you like it and have experience, then you can take it) But if this is your first enduro, then definitely refuse.

By the way, for 300 sput+ it makes sense to look at the new husqvarnas. They are lighter. There is an e-starter and a guarantee;)

Finally I drove it to the forest. I will describe the sensations in comparison with the jebel, because someone is looking in its direction as a replacement for the jebel. To begin with, I will describe my specifications. I’m 189 tall and weigh 75, when I eat a lot, but I’ve been involved in sports all my life, so I’m damn hardy and, as people say, wiry. Around town the xr650r is a song. I can’t compare the feeling from the moment with anything, except perhaps the Kawasaki z1000 , but this is the only liter that I drove. The phaser, ruff and v-storm feel weak and do not work subjectively. In terms of maneuverability, they are the same, the jab feels lighter, and generally like a bicycle.

Now the most interesting part is the forest. As you understand, the forest is not his element, and everyone scared me. But what was my surprise that even on oak, worn-out tires it rides well. Yes, his rear wheel constantly breaks off when skidding, but in a stance it is not difficult to control, and when accelerating, he evens out the movement. On the second one, it also wears its ass off when opening the gas, but here the tires are still crappy and the ground is all soggy. So keeping the trajectory and straightening out if something happens is much easier than a jebel. I always drove in idle mode or opening the throttle to 1/6, but then the satellites made their own adjustments. Riding in a stance is very comfortable, more comfortable than riding a jab. It’s simply impossible to ride it while sitting with your legs twisted, the moto immediately turns around and starts to wear terribly.

I also rode on small logs, everything was within normal limits, I was afraid to attack large ones. Regarding the ravines, this is a song, I drive off at idle in the rear pillar, give the gas up to 2000 rpm and roll up to the top, loading the front end, but the ravines were dry. I tried to drive through a ravine with wet soil, but because I was riding sitting and kicking my legs, I ended up getting stuck. I also drove through sand next to a river, when the motorcycle gets buried on a third of the wheel, it rides normally, but you have to work carefully with the gas. I also stopped at the second stick (cm 7 stick) with my rear wheel, but then I couldn’t move, so it quickly dug up.

About the kick. I started it specifically on a slope and didn’t experience any problems. In the end, I just got tired and problems started with the plant, but this is still due to lack of skill and a rubber attachment is needed on the kick, since after the forest the motorboat slips off. Look like that's it.

Honda XR650L. I bought my horse in March 2009. At the moment, I have driven about 11 thousand kilometers on it per season, of which three thousand in the winter. Compared to Doubel, and even to other endurike chekushkas, the motorcycle is a little larger in size - wider, higher on the saddle and a little longer. Due to the greater weight and longer wheelbase, the XR650L is noticeably more stable and stable on various sections of roads; when driving on asphalt roads, comfortable (cruising) speed is limited more by the wind pressure, and not by the capabilities of the engine - therefore, some kind of windbreaker is more than appropriate. The motorcycle has a completely different character of the engine - it is noticeably more powerful than the Dyubelevsky, and its character is completely different - a tractor, with powerful traction from the very bottom, if you first shift the gears up with a short squeeze of the clutch without releasing the gas, as I did out of habit on the Dyubel - the motorcycle “fired” “Jump forward at a level from under the rider, and when starting from traffic lights, when out of habit I turned off the gas, the motorcycle often raised the wheel to the sky.

At first, in city driving mode, especially when maneuvering in heavy traffic, in traffic jams and riding between rows, the motorcycle seemed clumsy and had poor braking - the large mass and dimensions made themselves felt, and even more so the “energetic” character of the engine - when the engine continued to “pull” even when the gas was closed. But all this was only at the beginning, now I understand that both during maneuvers “between the rows” and on winding forest paths, there is more benefit from the smooth, “steamy” traction already at idle than from the “agility and torque” of high-speed engines. And besides, despite the high acceleration dynamics, during everyday city driving the motorcycle does not provoke “burning out” or “misbehavior”; even just moving in traffic you feel calm and “solid”, because of the confidence that, if necessary, you can how to dashingly jump onto the curb and “let the black soil burn,” and “beautifully” seep into the aisles.

But the greatest potential of a motorcycle is revealed not in the city, but during everyday use, on long multi-day trips and “light” off-road rides. The ergonomics of the XR are almost the same as on the 250cc endurance bikes, the same “direct” landing, quite loose as on Doubel and KLX, and not “butt-to-tail” as on the “smaller brother” - XR250 , and thanks to the larger width, wide, By enduro standards, the saddle is much more suitable for long and long trips.

The chassis on the XR650L is inherited from the Dakar participant and winner of all sorts of Rally-Bachs - the XR600, and does not cause any complaints. And what a thrill it is to rush “for a hundred” along a wide and straight dirt road somewhere in the Tver province - standing on the steps and peering into the distance of the road... you just need to try to avoid especially large stones and holes - after such rally rides the front wheel began to resemble a figure eight - oval, I had to take the wheel to the “extractor”.

When driving in difficult conditions, in mud, in snowdrifts, in “shit and poop” - the XR reveals its strengths and weaknesses - the high-torque power of the engine allows you to calmly, like a tractor, drive through mud, puddles, climb slopes and leisurely taxi along winding paths, it is also relatively easy to “jump over” logs - just unload the front and load the rear by “flopping” on the seat and at the same time “give gas” and then still have time to stand up on the pegs... Disadvantages of the motorcycle such as being an order of magnitude larger compared to the “checks” "Weight, high saddle height and dimensions also manifest themselves "in the rough" and on difficult terrain - just drop/lift the bike a couple of times while standing on a slippery slope or in a clay puddle, when the soil under the motorcycle boots moves away, and now you are almost "without strength." However, this is a matter of habit; after a year I got used to it and lifting it on a slope is no longer difficult and pulling it out of a hole/puddle by the trunk is no problem.

90% of my XR's mileage is on roads, most often asphalt, although I prefer dirt roads and forest/field roads. Based on this, I choose summer tires suitable as “50/50” - currently I have Mitas E-09 in the rear and Dunlop D-605 in the front. The tires will last for another couple of months; in the future I want to try the Pirelli MT-21 “rally raid”. Over the past year, I “demolished” the Uralshina in the rear and a little Dunlop D-604 in the front. In winter I used petroshins studded with autospikes - “five” in the rear, Kendu 760 Trackmaster and IRC m1a in the front.

During operation, I changed the oil and oil filters five times, the oil in the fork is now 5W, brake fluid, air filter, pads front and rear, chain twice, sprockets - drive twice, driven once (there are two sets - summer/speed and winter/traction ), well, burnt-out light bulbs and broken turn signals don’t count... There was one serious repair - with replacing the piston, halving the engine, putting the valves in order, etc. The cylinder is bored to the first repair size, it has a “tuned” Wiseco piston. Mileage after repair - 6t.km, incl. in winter. Everything is in order.

Honda XR650L. I will say this as the owner, and already a more or less “experienced” user of this unit. The motorcycle is excellent and universal, but only for those “who need it” and more or less experienced ones. For me, this is the third moto after Jobrik and Jebel, and I have ridden most other 250-400cc enduros, so in comparison I mean other 250-650cc enduros.

Pros.

1. Power and especially torque. (43 hp and 51 Nm at 5000 rpm) for comparison, the torque value of the XR650L is almost twice as high as that of the XR250 , and at 5000 rpm. against 7000rpm at the checkbox. Conclusion - tractor! In practice, the engine's thrust is such that it easily allows movement at idle, incl. on off-road, you only need to open the gas slightly at the start. Because of this, all kinds of climbs/slides, even “extremely” steep ones, can be driven with ease, at medium speeds.

2. Comfortable speed on the highway is 120-140 km/h, depending more on the presence/absence of a windshield and the appropriate equipment. Maximum speed is 145-160 km/h, depending on the stars and tires.

3. More stable due to greater weight and long base, somewhat more comfortable than chekushki. The ergonomics are classic, the seat is somewhat wider than that of endurics 250-400cc. The power reserve makes the ride more confident.

4. The motorcycle is reliable and unpretentious. Oil change after 3500-5000km, check/adjustment after 5-7t.km (done in 10-15 minutes in field conditions), the rear suspension has an oiler press, which makes maintenance easier.

Minuses.

1. The motorcycle is heavy (dry 147 kg, 162 kg equipped) in comparison with soft enduro 250cc and hard enduro 400-650cc. But much lighter than any enduro-tourist. This way it goes everywhere where smaller and lighter brothers go, but if it falls or gets stuck, it will require much more physical effort.

2. The dimensions, although slightly higher than those of the “smaller brothers”, and if the length/width does not cause any difficulties, the higher seat height (990mm) requires more experience and skill from the pilot.

3. A small standard tank (11.5 l), with a fuel consumption of 5-6.5 l per 100 km, is not enough. A tuned plastic one is just asking for it (for 17-21 liters, for long-distance driving), but with such a gas tank (full) you won’t envy lifting the bike - the weight of the bike will be about 170 kg, it will be hard.

Consider the positives and don't be too scared by the negatives. For experienced 250-400cc enduro pilots, controlling/handling it will not be difficult - everything is the same, it’s just that the bike is a little heavier, but more powerful and much more torquey. It will be difficult for beginners - due to the greater height of the saddle and greater mass. Personally, I'm still delighted with the XR650L, it's a tough, trouble-free bike. I drive it every day (almost every day) to work/on business, occasionally go on mini-long trips (200-500 km), ride on the roads with non-endurist friends and go off-road with endurist friends. I also drive it in winter. I even take part in competitions - at the endurocross on May 8 in Dmitrov I took an honorable 13th place, although I was thoroughly tired, but I really could have come closer to the favorites - the moto’s capabilities allow it. All in all, a truly versatile, unique motorcycle. Motorcycle friend!

But this is just my IMHO, although many of my endurist friends share it, it is necessary to take into account that the purchase of this motorcycle will be justified only with similar, universal use. If you need a motorcycle mainly for off-road use, then look for something lighter/smaller, but if you don’t plan to climb into shit at all, then it’s better to look at a tourist all-terrain vehicle, but if you really need ONE, universal motorcycle, both for “every day” and for long-distance driving, and “get rowdy in poop” - then the XR650L is still almost out of competition. Apparently this is why there is a stable demand for it and the motorcycle has been produced from 1993 to this day almost without changes, 17 years on the assembly line! that in itself says a lot.

In its class, it competes with the Suzuki DR650 SE and Kawasaki KLR650 C and KLX650 , but does not lose to them in any way, and in terms of reliability, unpretentiousness, ease of maintenance and strength, the chassis also has a head start. There is so far only one motorcycle that is seriously “better” than the XR650L - this is the KTM690 , even more powerful and high-torque but at the same time lighter and with impeccable handling. But the KTM is much more expensive, more demanding to maintain, and is still quite rare among “mere mortal” endurists. Also, the competition is Suzuki DR-Z400C , the purpose of the motorcycles is identical, and although the Suzuki is less high-torque, it is almost as powerful and ten kilograms lighter.

Honda XR650L . Good day everyone. My acquaintance with motorcycles began with the Kawasaki ZZR 400 . I got it for a thousand dollars with a removed rear caliper with holes in the carburetor membranes. Without docks and with broken plastic. I didn’t know how to ride))) but I fell in love with the bike.

During the season I drove about 30 thousand without docks and licenses. At that time I was about 30 years old. I sold it because there was a financial crisis. The second bike was a Honda Magna 750 chopper. But it wasn’t mine.

I sold it and took the monster Ducati 900ie. It didn't go down well either. I stood there almost the entire time. And then somehow fate brought me to Africa, I rented a 200cc endurik and amba))). I've been looking for you for so long. Endurik 200 cc in total and Everest enjoyed it.

But the weight in me under 100 and 200 cubes is clearly not enough for me))) I chose between 400 and 650. Now the Gods of two wheels are smiling at me again. I currently own an XR650l motor. I picked it up from a showroom in Moscow in the spring.

I can compare the first impressions of the transfer to Voronezh. compared to the Ducati Monster 900. My back hurt after 200 km on the monster and I barely made it to Voronezh. Xr actually carried me the same distance on the sofa)))) I didn’t feel tired.

I walked along Volgogradka from Moscow on broken asphalt, walked 100 where the cars were 40))) and this is not extreme for the suspension of a moto, but just a small thing.

Consumption 5.3 per hundred, original tank 10 is a minus. The speed of the cruiser on the highway is 100-110 and not because it can’t anymore, it’s just not comfortable without wind protection. Yes, it’s faster for me and it’s stressful to drive, I can’t see the beauty))) From 100 to 130, acceleration is easy enough for overtaking. Yes, this is not a sport bike, but it brought me so much pleasure))). Outwardly, the spendthrift is ugly (((a kind of little hunchbacked horse. But as much as he is not cute, he is just as much and even more comfortable and friendly.

I write all its “disadvantages” in quotation marks because this moto is a universal preparation for your desires. Easy to fix - the tank is set to 22 litas, the seat is touring, the light is from a jebel, the trunk is from Wright Moto. And the tourist is ready))), he took everything off into the forest fields along the gullies and the engine and suspension easily allow this. The brakes are a bit weak for the city, but not critical. If you don’t burn 150%, then it’s quite enough.

This AK-47 motorcycle is easy to repair. I REALLY liked the motorcycle, I wish you to find your motorcycle. And it doesn’t matter whether it’s chopper, sport or enduro. Ride, have fun, help each other. See you on the roads. Thanks to all.

Go to motorcycle Honda XR 650 (XR650L, XR650R)

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