In 1993, Japanese Honda introduced a new motorcycle for the American market. The model receives the index XR650L , is designed for off-road riding, but at the same time has the entire set of optics, mirrors, and most importantly, receives a title, which makes it possible to use the motorcycle on public roads.
The filling is quite simple, so the model is classified as soft-enduro . No special design changes are made, and the motorcycle is produced for 7 years - for export only to America .
XR650R and XR650L
Honda XR650L – air cooling.
Honda XR650R – liquid cooling.
In 2000, in response to user requests, the model received a modification - XR650R . At the same time, the sales market is expanding. The new product can now be purchased in Europe, Japan and Australia.
But at the same time, the new product receives a number of changes:
- the engine is a third more powerful;
- stock “evil” off-road tires;
- another carburetor,
- updated suspension ( Kayaba instead of Showa );
- and also reconfigure the gearbox.
But the main difference between this modification was something else. “The model is a sports equipment, and we do not issue PTS for them.”
On the L version - mirrors, a lamp, turn signals and a license plate frame - a complete set for driving on public roads.
The pair of modifications are assembled for another 7 years, after which production of the XR650R is closed. They also tried to stop the conveyor of the American version several times, but the unabating interest in this model forces us to collect new bikes even in 2019 .
Lifan LF200-5GY (editorial scrambler) and Honda XR650L.
Test drive HondaXR650L, SuzukiDRZ400S
Many who have tried the taste of enduro, starting with “quarters”, soon enough think about purchasing something more “cubature”, and, accordingly, more “bright” and dynamic. Moreover, we are not talking about professional cross-country athletes, they are too angry and uncomfortable. Usually, mental tosses snatch two volumes from the list of single-cylinder contenders: “400” and “600-650”.
We chose the two most attractive and popular medium-sized enduros, different in engine capacity, but similar in other parameters: suspension travel, weight and power of stock engines.
It was not by chance that two such different motorcycles came to us for testing. The stock Suzuki DRZ400S and Honda XR650L belong to the enduro class, which is where their similarities end - everything is simple and clear. Our “test subjects” were thoroughly tuned, from body kit elements to engines. I previously had the opportunity to ride an absolutely standard DRZ and evaluate the 650 cc “air” of the Suzuki DR, which is structurally and in character similar to the stock power unit of the Honda XR650L. Therefore, I dare say that the tuning turned the “sufferers” into real fighters, whose abilities we had to reveal on the cross-country track in Pirogovo.
Before proceeding directly to the test drive, we will traditionally familiarize ourselves with the motorcycles. Let's start with... Suzuki. The list of improvements is quite extensive. The stock rear shock absorber and front fork were replaced with tuning Showa ones with a full range of adjustments. To allow the engine to breathe freely, the muffler “bank” was freed from some of its internals, a low-resistance air filter was installed, and a Dynojet set was firmly installed in the carburetor. The stock cylinder head was replaced by another, providing a compression ratio of 12.8:1. In addition, the tank was replaced, giving way to a more capacious 16-liter brother - a completely worthwhile upgrade, given the improved appetite of the engine. On the upper yoke you can find a rotary-type steering damper - a rare attribute that recently appeared on off-road bikes. I’ll list the less significant tuning parts in a nutshell: aluminum-reinforced handlebar protection, solid aluminum crankcase protection, front (and rear) brake disc protection, carbon linings on the frame in the place where it is usually scratched by motorcycle boots, a thickened gel seat and a “muzzle” with a large and brighter optics. And, of course, more grippy cross-country tires are installed.
Honda does not boast such a grandiose amount of tuning, but it also has something to brag about. The stock exhaust system was replaced with a full titanium exhaust from FMF, and the intake received a low-resistance filter and a Dynojet kit in the carburetor, which significantly added power to the engine. Coupled with an enlarged rear sprocket (56 teeth instead of 44), this increased the dynamics so much that even from third gear the X-Erka is ready to go into a wheelie. Well, the fact that the appetite has improved (consumption in the city is 7 l/100 km) is not a problem - after all, the place of the standard 10-liter fuel tank is now taken by an enlarged one, by 16 liters. In general, the motorcycle gives a more “asphalt” impression due to the compromise (and somewhat worn) tires, less protection from various types of falls and the “Motard” front wing.
When wound up, the motorcycles emit a menacing bass sound, similar to the sound of the exhaust of cross-country 450s - the hoarse “voice” of standard exhaust systems is not audible at all.
The first one I came across was Honda. With impressive suspension travel and ground clearance, the manufacturer was able to keep the saddle height within reasonable limits, so even relatively short riders will not need to frantically look for a stepladder when meeting the XR650L. The seat here is traditionally positioned close to the wide and high handlebars, which creates a riding position typical of motocross bikes. I guess that I slightly tired the reader with a static description, so I’ll move on to the dynamics. It is worth saying that the engine is the main advantage (and the main attraction) of the tuned XR. Looking at the rider through the throttle suddenly wide open, he first asks: “Uh... buddy, are you sure?” And now, when he is convinced of your intentions, you will find out what a flag feels like, unwisely left on a flagpole after a storm warning. Yes, the 650 cc carburetor “single-barrel”, although it responds belatedly to turning the throttle and does not spin up as readily as “injection” engines, but it will not give an inexperienced rider a descent. In addition, this engine does not like ultra-low and ultra-high speeds. But all the shortcomings pale against the backdrop of the juiciest thrust that lives in the middle “working” range!
The XR's suspension, as I wrote above, is customizable. The fork has rebound adjustments, and preload is carried out by pumping air into the stays through the nipples to the desired pressure. The rear monoshock absorber has the same “immodest” set of adjustments. The motorcycle came to the test with a completely “loose” fork, and the rear end was by no means configured for multi-meter jumps, but this did not stop it from showing all its qualities.
When riding at an average pace, the suspensions eagerly swallowed bumps and bumps and absorbed landings from small jumps quite well, but the first attempt to accelerate was a fiasco - due to the soft settings, the wheels begin to live a “life of their own,” jumping like soccer balls and making the bike poorly controlled . This can be corrected by pumping a couple of atmospheres into the feathers, tightening the rebound hydraulics and tightening the monoshock. Of course, enduro will not become a “cross bike” after this, but handling it in these conditions will become much easier. But the maneuverability of the XR is what you would expect from it. In one phrase it sounds like this: a good balance between agility and directional stability. Considering the purpose of the motorcycle - neither take away nor add.
The gearbox works very quietly, does not upset the rider with crashes and problems (what am I talking about?), but the classic game of “find neutral” still requires some skill, although this is unusual for Honda, but it is still worth making allowances for the fact that in At the very beginning of the test, when I fell... I broke the clutch release lever. The first gear is ideal for enduro - without touching the clutch, you can climb steep slopes and force mud baths “with tension”, but the second gear is a little long. Approaching a steep ascent of a cross-country course and thoroughly (as it seemed to me) “unscrewing” the first one, I stuck the second one in and immediately heard the plaintive cackling of the engine, informing me that at such speeds smart people do not take a 45-degree slope. I had to agree.
Compromise (and, moreover, thoroughly worn) tires did not allow us to realize all the capabilities of the motorcycle off-road, but it did provide a chance to evaluate its crash resistance. As expected, contact with the ground for the XR is almost painless, with the exception of funny plastic petals that protect the steering handles only from the wind (and also from not very fat flies). The result of a slight fall in a turn is a broken left clutch. This is where the gearbox showed itself: does the clutch not work? No problem! Let's go without him. The box favorably allows you to shift “up” when you release the gas, and “down” when the speed drops to a certain level, without touching the left lever. This is an excellent insurance: if you are lucky enough to fall somewhere in the deserted steppes of Mongolia - with or without a clutch, you can get to civilization and welding. Of course, I can’t help but note that if there had been full protection for the handles, like the one the second test participant had (or at least levers with a programmed break point), then the unpleasant consequences of a fall would have been avoided. However, tuning is a profitable business.
Leaving the Honda to cool down to the sound of the “clicking” air vent, I approach the Suzuki. Even before the test, I studied the list of add-ons for this DRZ and therefore expected from it the behavior of a squirrel with a charge of salt in its buttocks. Jumping into the saddle, I slightly opened the gas and “jumped” towards the dirt road that bypassed the road to get used to the motorcycle. In motion, the Suzuki gives the feeling of a karateka's compact and compact body (unlike the Honda, which is compact and compact, like... an aspiring sumo wrestler). The engine, which is intimidating with the amount of tuning, turned out to be quite friendly and had an adequate increase in “newtonometers” in the operating range. It, too, due to its design and boost, does not like low speeds and “withers” at the very top. But, unlike the inexpressive stock engine, it has a distinctive character and much better performance at above-average speeds - with it you can really “fire through the pampas”.
Having become comfortable with the throttle, I returned to the cross-country course. Almost immediately, a gap was felt between the soft suspensions of the stock DRZ and the tuning Showa ones. Firstly, they are more energy intensive. Secondly, the basic damping settings are better suited to the Pirogovo track conditions. Well, thirdly, it is possible to completely reconfigure them to the weight of the rider or to the characteristics of the track - there is a lot to twist in them, believe me. That's why the DRZ can maintain a faster pace off-road than the XR. Let me make a reservation that this refers to high-speed off-road driving. In addition, the Suzuki is more nimble and would be less stable if it did not have an expensive steering damper - and this is a very useful thing for a light motorcycle in difficult terrain.
The gearbox as a whole did not cause any complaints, but the standard gear ratios no longer fit into the purpose of the motorcycle changed by tuning. The first gear is short - on the Honda I chalked this up as a plus, since the democratic seat height made it possible to help the engine with your feet and maintain balance in viscous “shit”. But on a tall Suzuki there is no need for such a short first one - with my height of 184 cm, I could barely reach the ground with my feet! Therefore, there is nothing to do on it in the windbreaks if you are below one meter or ninety. It would be much better suited to close gear ratios in the gearbox, like on motocross bikes. Or, at the very least, a not so long second one.
Equipped with the “correct” protection of vulnerable areas, the DRZ thereby tells the rider: “Drop me, I will forgive everything.” Unfortunately (or fortunately) it didn’t turn out to be more or less seriously decomposed, but in the category “crash resistance” I give this motorcycle a “5” in absentia - there’s simply nothing there to break off in a fall. Although no, I see mirrors and rear direction indicators... maybe I should remove them? All the same, these exclusively asphalt “gadgets” are not needed by a motorcycle that crosses roads mainly across...
I deliberately mention the brakes last, since this is the only system that has not undergone deep tuning. Their performance is quite sufficient on the ground, but given the new “fiery” nature of the bike, I would like to have reinforced lines to simplify the process of decelerating.
The next day the road part of the test was planned, so I stayed face-to-face with the Honda XR650L - after all, driving into the city on a Suzuki with its cross-country tires is simply dangerous.
Once again I am convinced that not a single vehicle gives such freedom of movement around the city as an enduro (a supermoto personal helicopter does not count). At the same time, you don’t have to drive on the roads at all! For example, what’s wrong with a flowerbed overgrown with weeds or a wide sidewalk? So, what else was this? Oh, the curbs... High, you say? Sorry, didn't notice. Having finally become insolent, I began to look with interest at the pedestrian bridge over the road (with a wonderful staircase), but I noticed that two valiant law enforcement officers were looking at me with exactly the same interest. However, after a second they simultaneously turned away, making it clear that they were looking for order, so they were not at all interested in disorder.
However, I considered it best to retreat to “pre-prepared” positions, that is, retreat and hide in traffic. The XR, thanks to its innate thinness, allows you to snoop around with ease even in heavy traffic, and the torquey engine is enough to move very dynamically. Acceleration begins to weaken only when the speedometer needle (which has the ergonomics of a Soviet alarm clock) crosses the 75 mph mark. By being patient and waiting for a tailwind, you can see how the needle tragically slowly creeps towards the 95 mile mark. But still, 150 km/h is not bad for enduro! At the start, this lightweight motorcycle can “punish” ANY “supertuning car”, including a 12-cylinder Brabus with two turbochargers, the driver of which, due to his moto-witness, may mistake it for a Chinese “sufferer”. When you open the throttle sharply in first gear (and the next two), the bike willingly lifts the front wheel off the ground. Having gotten used to it, otherwise than “in the back,” I didn’t leave the traffic lights.
I can’t help but make a lyrical digression. It’s a strange thing: if you’re calmly riding in your lane, everyone tries to cut you off or push you onto the bump stop - like, a sucker is riding a cheap “Chinese”, but as soon as you show that you’re a tough guy on a cool motorcycle, everyone respectfully makes way. (The forward flow from FMF also helps a lot in this “icebreaking” process). Well, and the mentality... It turns out that “getting out” is still safer? Fortunately, the motorcycle allows and welcomes this. What if I really were driving a “Chinese” car?
The mirrors here, oddly enough, are not rudimentary appendages, but are quite functional. In addition, the high seating position improves all-round visibility, allowing you to proudly look over the roofs of the jeeps.
The brakes are quite good for enduro. I was especially pleased with the good feedback, thanks to which I knew down to the centimeter where I would stop, and it was easy and pleasant to control the drift of the rear wheel on the ground - and yet the discs and calipers here are almost the same as on the Suzuki. Most likely the problem is in other hoses. It just so happens that I have a certain phobia for air-cooled engines: the heat dissipation is uneven, and it heats up in static conditions until I turn blue. But the 650 cc air vent, contrary to my fears, was not found to be overheating in two days. When the time came to return the motorcycle back to the salon (and the return journey seemed extremely short to me), I realized that despite all my criticism (this is my job...) I became friends with this motorcycle due to similar characters. But we parted with “Sir” DRZ without much regret, but with mutual respect from a mutual desire to get to know each other.
To summarize, it is worth talking about the subtleties of the complex characters of these motorcycles.
A Suzuki with such bells and whistles is not a bike for beginners; they simply will not be able to realize its considerable capabilities. Extensive tuning has brought it closer to hard enduro, turning the phlegmatic “dacha resident” into a good fighter who can “give pepper” to competitors during enduro races or rally raids. And the rider himself, after a couple of weeks of riding, will be surprised to discover that he has lost an extra five kilograms.
Honda is a different kind of motorcycle. Of course, if you tighten the pendants and the belt on your pants (so that they don’t fall down under the weight of the dramatically heavier diapers), you can try to play with Suzuki in an “extreme game” called: “I bet that I’ll get to that hill first.” ?. But this will not be a game on our own field. The XR650L is more suitable for simply driving beyond the horizon, not paying attention to the quality of the coating or its complete absence. Around the world? Why not? How many kilograms of luggage do you think a rider can take with him on the XR after minimal modifications? 50? So, you guessed wrong... Once again... 80? Already closer, but still past. Don’t you want 145 kg? And they load and go! We count: side bags, a central case, a backpack, a special saddle frame with a tank bag and a bag over the front fender - even to the Mongolian Gobi Desert you can bring your own “oasis”.
Text: Sergey Kuznetsov.
Photo: Andrey Shlenchak
Motorcycles for testing were provided by the ProMoto motorcycle dealership.
Specifications
The character of the engine is downright angry and explosive, typical for engines of this class.
Even though the R was liquid-cooled, the XR650L is still air-cooled. Sometimes information appears on the Internet that the American is a strangled version of the European version, but mechanics about
Both models have a 1-cylinder, 4-stroke engine, only the European version had a slightly larger volume (649 cm3 versus 644 cm3).
Transmission and clutch
The engine is equipped with a 5-speed gearbox . There are no positive or negative reviews for it.
It is separately noted that if greater dynamics/speed is needed, this can only be solved by replacing the stars
Based on this, the main drive is the chain .
Chain drive.
Front brakes.
Rear brakes.
Brakes
According to reviews, in most situations the brakes are sufficient. True, many note that when driving on asphalt, you need to master engine braking skills.
The stock wheels are a bit weak . In the stock configuration, the diameter is 240 mm (identical rotors), but in tuning centers you can install 280 mm or even 320 mm .
Support is standard - 2 pistons for the front wheel, 1 for the rear.
No additional systems such as ABS are provided.
Honda XR 650 (XR650L, XR650R) motorcycle review
Honda XR650R. After 3 years of piloting the CBR 1100 XX, it’s unclear what and why the guy pulled me to sell the blackbird and switch to the 2003 SUZUKI DRZ 400S endurik in very good condition. The bike pleased me with its all-passability in city traffic and fuel consumption of 5 liters. I was not happy with this bike for long. In the winter of 2009, it copied from a garage from a supposedly guarded parking lot. In those days, I wanted to tin a glass, but my health failed me, I wanted to sleep out another time, as luck would have it, the gas ran out in the bulb. Having come to my senses after such a blow of fate, having borrowed money, I bought a HONDA XR 650R 2004 at the Soyuzmoto motorcycle dealership. I can’t find the worst words about the motorcycle dealership - it’s a sodomy office. Having picked up the motorcycle from the motorcycle dealership at Kashira, I rode it home to the house in Strogono along the Moscow Ring Road, it was raining. I got wet like a beast, moreover, the motorcycle died halfway.C I couldn’t launch the kick from the pusher (alone) either. I caught the chaise, the two of them pushed it, and the motor rattled. 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 Suza DRZ 400S and the 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 suspensions, but there is an opinion that they are poorly tuned for me, because before me there was a dwarf who was a little taller than Putin or Medvedev smile.gif Now I’ll finish the wad and pick the suspensions….
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 smile.gif
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 endurkes, the same “direct” landing, quite loose as on the Doubel and KLX, and not “butt-to-tail” as on the “smaller brother” - the 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 DR650se and Kawasaki KLR650c 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 the 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 a 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.
Driving performance
The manufacturer named the maximum speed for the XR650L as 158 km/h . The owners note that with the stock configuration it will not be possible to squeeze more than 140. 160 or even more can be done only by installing other stars. Therefore, a comfortable cruiser is 120 km/h . (According to some opinions, if you stand on the footrests, then 140 km/h ).
Acceleration to hundreds (dynamics)
Acceleration from zero to 100 km/h in 5.83 seconds.
According to user reviews, “you can’t play catch-up at traffic lights, but this motorcycle only needs asphalt to get to some suburban dirt road.”
Fuel consumption
According to the manufacturer's documentation, consumption is 4.52 liters per 100 km . The owners notice that you are unlikely to see anything below 5. You need to be prepared for 5.5.
The final result depends on what is under the wheels, but with a small stock tank of 10 liters, the range will not exceed 150 km when fully refueled.
Modifications
Apart from the already mentioned XR650R, no other modifications were made based on the model.
Honda XR650R is a sports modification of the model.
and competitors
Competitors are presented in full. Each of the other 3 Japanese has the answer.
- The bike is usually compared to a Suzuki . Their model is called DR 650.
- Kawasaki offers the KLR 650 , company representatives emphasize that it should only be compared with the XR650L.
- Yamaha introduced the XT660R .
Advantages and disadvantages
The model does not have many distinctive features.
- consumables twice or three times more often than indicated in the instructions.
- The Showa suspension on the rear wheel has a full range of settings; the front fork can only be adjusted for compression.
- The seating position is in the usual enduro style, but users note that the motorcycle has footpegs for the rear passenger, and for the pilot they are located extremely conveniently - you can sit and stand with equal success.
- The model is in production - finding components if necessary will not be a problem.
- The light is, according to some reviews, downright weak.
- Availability of a PTS , which makes it possible to register a motorcycle and use it on public roads.
Good handling and maneuverability are also noted , but for the enduro class this is the rule rather than the exception.
Honda XR 650R Carreras - XR with seventy horses at the rear wheel!
Turning lead into gold isn't easy, but Alan Carrera did it when he applied his skills to the Honda XR 650R. Jewelry work!
Performance
Alan Carrera, renowned supermotard jeweler, needs no introduction. Monocylinders of all kinds passed through his atelier, located in the center of Cavalier-sur-Mer. Both road and sports - The Team Carreras works with many teams of the French championship.
But if there's one vehicle he's particularly attached to, it's the Honda XR. Alan was one of the first to ride it to competitions in the era of 600 aerial vehicles in the late eighties. And this attachment did not disappear with the advent of the 650R, on the contrary. In addition to the client motorcycles, Alan whipped up a special supermot, in which he wanted to combine aesthetics, pleasantness and power at once. And all at once!
Job
Thus, in 2000, Alan became interested in the Honda XR 650R, which had just appeared on the market. The racehorse, which has nothing in common with its predecessor, acquired an aluminum frame and water cooling. Enduro, which needs space to show its potential, has difficulty fitting into our roads. It is not surprising that many owners immediately transformed it into a supermotard. But Alan went much further than basic replacements, which most often consist of simply changing wheels and brakes, as you, of course, may have already noticed...
The titanium connecting rod, custom made in the States, is driven by a Tecnium double-ring piston. The timing shaft was replaced with one made by Technoprofil according to Alan Carrera’s own sketch.
The Keihin FCR 43 carburetor will soon give way to an injector...
The enlarged air filter box is also perforated on the sides.
The cross-type wing is made according to Orko's sketch.
This receiver collects excess oil from the ventilation duct.
Even though the XR is certified as a single-seater, Alan has fun installing passenger pegs.
The Racing Sector exhaust can be ordered from the studio.
Let's start with the engine. Even if the volume of 649 cm3 remains the same, the work done is noteworthy. The original connecting rod gives way to a titanium one made to order in the States. Alan says that he wanted to pamper himself, since the steel Falicon, which he usually installs on the converted devices, copes with its task, while the original one is not strong enough to withstand the force of a herd of 70 horses...
The Tecnium double ring piston increases compression from 10:1 to 12:1. The connecting rod, which grew by three millimeters, forced the piston to be shortened so as not to bend the valves in the head of the block. Thus, the kit lost 140 grams, which is why the crankshaft had to be rebalanced. At the same time, the flywheel/ignition magnet also lost weight, which allows the engine to gain speed faster.
Towards the injector
On the timing side, Alan calculated new clearances and valve opening times, and then ordered a rework of the timing shaft from Technoprofil. The steel valves were replaced with titanium ones, retaining all dimensions, which Alan found quite suitable. But the springs were replaced with stiffer ones. The intake and exhaust channels were machined just a little, since the stock sections are quite large.
The fuel mixture is supplied by a Keihin FCR carburetor with a cross-section of 43 millimeters, which represents almost the maximum diameter, since with such a cross-section the vacuum required to supply the mixture to the diffuser is not optimal. So Alan is working on an injection system that will allow the use of 50mm. Let's see…
Meanwhile, we note that the air filter box has been completely redesigned - enlarged and perforated on the sides. In the future, Alan would like to do more
a larger carbon box with the help of Orco, which works with composite materials.
Composites
With an engine capable of producing 70 horsepower at the wheel, the suspension must be at its best. And so it is... Öhlins rear shock absorber and upside-down fork from Yamaha YZF 450, prepared 4.42. To do this, I had to replace the XR steering column with a Yamaha one. By the way, it’s quite possible to leave the original bearings
Wheels. These are a classic, 3.5″x17″ Excel spoked wheels up front and 4.5″x17″ in the rear, wearing slimmed-down Talon hubs. As for the front brake, it is assembled from components from various manufacturers. Breaking Wave 320mm brake disc, Spiegler four-piston caliper (machined from a single piece of aluminum) and Brembo PR16 master cylinder.
Since the pressure in the converted engine sometimes provokes strong oil rises, Alan was forced to duplicate the ventilation hoses and install a home-made aluminum oil receiver in the ventilation duct. A necessary element on such a powerful single-barrel rifle... For more efficient cooling, aluminum radiators are used
larger volumes were replaced by relatives.
So there was nothing left to do but improve the outdated appearance of the production XR 650. Alan's old friend Orko worked on this, making a lot of parts from composites. For example, he gave the fat XR a racing edge by making a carbon-fiber fuel tank slightly smaller than stock. Radiator fins and a cross-type fiberglass wing completed the ensemble.
The tank is made of two parts, which were glued together after the aluminum plug and side protection fastenings were made. Good news for those owners who would like to acquire such a belly - for 600 euros you can buy it in the Carrera studio. You can note the funny headlight, concocted from the license plate of a Honda CRF 450, onto which xenon optics were stuck, usually installed on dirt roads in the States. Simple, but tasteful!
Impressive
With all these ingredients, all that remains is to determine whether the alchemy was successful. The conditions are perfect, a May day with a taste of summer and not a single cloud on the horizon. Let's note how the motorcycle starts - put the piston at the top point and just press the kick!
First wheel spins and first impressions: the riding position has nothing in common with the standard XR. The steering wheel, raised at the level of the handles, gives the position of the hands, allowing for more effective control of the device. The smaller gas tank allows you to sit higher and closer to the steering wheel, without forcing you to splay your legs. The combination of turns emphasizes the handling of this example with a very lively front suspension, even too much - if you sharply open the gas, you can see a tendency to yaw. It must be said that the Yamaha fork traverses have a very small offset, which does not lead to stability at high speed. But once you get used to it, this feature becomes a perfectly controlled advantage, and there is not a single thought left except - more gas!
Not a motor, but pure pleasure, and 67.3 horses on the wheel just beg to come out.
In addition to this, the performance of the engine is surprising, the power remains high and almost constant between 7000 and 9000 rpm, while usually on such motorcycles it quickly falls off as the rpm increases. Needless to say, such power is a lot for motorcycles of this class, and plus, the engine picks up all its speed very smoothly, without dips or jolts. I wonder what will happen to the reliability, otherwise it would be easier to just buy a Husaberg. High modes are more like the CRF 450 than the typical lazy behavior of large monocylinders. Corners literally jump out at you, and the brakes prove their effectiveness, sending the bike into a controlled slide with ease.
What you can’t help but like is the torque, which exceeds 6 mcg at speeds from 4500 to 800 rpm. This allows you to not jerk the gears so often, but, nevertheless, regularly get a kick in the ass. Again, it's hard to stay on two wheels in the first three gears as the motz is just waiting to sit proudly on its rear wheel. The torque is so great that by the end of the tests the clutch weakens, briskly slipping when turning the handle. This will be quickly cured by installing steel clutch discs from the 500 CR, which fit without any modifications and whose concept allows more torque and power to be transmitted. Reinforced springs complete the kit.
Pleasure
With a huge smile on our faces, we returned to Alan Carrera's studio. It's not every day that you get to try such a powerful supermotard. The impressions that this Honda XR 650 gives are so varied and grandiose that you don’t dare to imagine what the future has in store for us with the installation of an injector and additional horses! Alan continues his quest for perfection, to his satisfaction and ours. All in all, if you want to get the essence out of your supermot, then you know which door to knock on...
Contacts:
Atelier Carreras - 500 Allée des Manes 83240 Cavalaire Tel: 0494054684
Power curve
Just taking a look at the power measurements, you immediately notice that this XR 650 has great potential at high speeds. The power curve gives more than 60 hp starting from 6500 rpm and practically does not drop until the cutoff! The torque is more than 6 mcg between 4500 and 6500 rpm. Maximum installed power is 67.3 hp at 8200 rpm and torque is 6.6 μg at 6200 rpm. And all this is already on the wheel!
Honda XR 650R Carreras
Motor Type: Mono 4 bars, dropsy Timing: 1 overhead shaft Volume: 649 cm3 Boring x stroke length: 100 x 82.66 mm Compression: 12:1 Wheel power: 67.3 hp at 8200 rpm Wheel torque: 6.6 µg at 6200 rpm Nutrition: 1 Keihin FCR 43 carburetor Start: Kickstarter Box: 5 gears Chassis Frame: Split aluminum frame Front suspension: Kayaba inversion ∅ 47 mm, adjustable for compression and rebound Rear suspension: Öhlins shock absorber, adjustments: preload, compression, rebound Front brake: Disc ∅ 320 mm, Spiegler four-piston caliper Rear brake: Disc ∅ 240 mm, single-piston caliper Dimensions Base: 1481 mm Seat height: 885 mm Tank: 6 liters Dry weight: 115 kg Source: https://kickstarter.org/index.php?ind=reviews&op=entry_view&iden=15
