Kawasaki KLR650 2022
Great news for dual sport fans: the Kawasaki KLR650 is back. Since its introduction in 1987, the cubic all-terrain motorcycle has become one of the most popular and sought-after Kawasaki models - and now the KLR650 goes on sale again in the 2021 calendar year as a 2022 model (I agree, it sounds strange, but this is not the first time this has happened and not only with Kawasaki).
Kawasaki KLR650
The popularity of the Kawasaki KLR650 can be explained by the versatility and utility of this model, so when Kawasaki announced that this motorcycle would not be in the 2022 lineup, it became curious how the Greens would close such a gap in their lineup. Just think: since 1987, the KLR650 experienced its only major update in 2008, and existed after that for another 10 years unchanged. Perhaps the next version of the Versys 650 was seen by Kawasaki as a successor to replace the KLR650, but a couple of years later it turned out that the KLR never really went anywhere - it was just sprucing up for a long time.
Fans of the Kawasaki KLR650 will instantly recognize the silhouette of the motorcycle, but underneath the updated design (of which more later) lies another characteristic detail - the engine. The 652cc single-cylinder liquid-cooled engine is simple and reliable as an axe, and the Keihin CVK-40 carburetor is rumored to have been designed back in the Stone Age.
Well, the era has changed, and carburetors are no longer in fashion: the 2022 Kawasaki KLR650 engine is equipped with a modern fuel injection system with a 10-jet nozzle. This can be treated differently, but the absolute superiority of the injector when changing altitude or weather is difficult to dispute, especially a system with an oxygen sensor, which allows you to achieve exhaust purity that meets modern requirements.
Kawasaki KLR650 2022
Apart from the transition to fuel injection, the engine remained the same: single-cylinder, with two overhead camshafts. Both camshaft profiles have been revised to improve mid-range thrust, while a stronger timing chain improves reliability. The cross-section of the exhaust tract was reduced by 7.7 mm, which also increased traction at medium speeds, making the engine character as convenient as possible for everyday driving.
A number of improvements were made to the Kawasaki KLR650 gearbox to reduce weight and improve shift clarity. The clutch ball bearings were replaced with needle bearings, the box clutches and shift fork were redesigned, plus a new finish was used on the fourth and fifth gears.
Due to the fact that Kawasaki KLR owners like to equip this model with a range of electrical accessories, including heated handlebars, fog lights, navigation and so on, Kawasaki increased the generator output from 17 amps to 26 amps. Thanks to the fact that the new LED headlight consumes less, About 80 watts of free power are available to external consumers. The new sealed battery is not only convenient, but also much lighter than the previous version. The starter, ignition coil and vapor trap have been updated and are lighter than on previous models.
Can.
But we must take into account that I am not a super expert on off-road. And SuTener was my first “enduro”. So the “you’re an ass” criticism goes right over my head. And where the chekushki drove with tension in some places, on one of the trips I managed to practically ride on a pimp without experience. But naturally it was easier for them. In fact, the difference is very big. I'll try to explain it briefly. Let me start by saying that I purchased xtz for long trips. Well, sometimes it’s okay to get out into nature. But life turned out that way that my trips this year were cancelled. I decided to take something easier so that at least on the weekend I could drive around the expanses of my family without thinking about whether the asphalt had run out, whether it would end in the near future or not. I found a KLR exchange, so I gave up.
Weight. Let me start with the fact that they are very different in size. I sat down on the kava after the suter - “yay, bike!” Their weight difference is about 60 kg. The xtz also has a higher center of gravity. I somehow flew into a ravine and lay down with my wheels up; two people couldn’t lift me up. They pulled one side down - more or less like that. It’s understandable, of course, that even after 15-20 falls it can be difficult to pick up the check, but with experience comes the ability to fall less. Accordingly, it’s obviously easier to control it off-road. Because it steers approximately like a 400k, adjusted for the greater weight. If you don’t go crazy, then where the XR400r and DRZ400 pass, I go with them and at about the same pace. On a more or less flat field it goes 70-80 km/h.
Long distance (I will say 700 km in one sitting) The Suter holds the road better. The large weight makes it possible not to goggle in strong side winds. On the cava I was noticeably rearranged several times. The standard windshield and the “lush” xtz body kit perfectly protect from the headwind, but with my height (181 cm) the wind blew directly onto the visor. Its dimensions also protect from rain. On the Cave you are always covered in flies and if it rains - be kind - take it as it is, and in general you have to experience all the delights of nature for yourself. I’ll finally keep quiet about the acceleration of the Yamaha. Hey! But Kava doesn’t give in if you want to go more than 110 km/h. The issue is workload. Load the Yamaha, don't load it - it's on its way! Kava - with a passenger weighing 70 kg plus some luggage, you’re already thinking, “Isn’t the owner crazy?!” and you have to downshift when overtaking quickly.
Driving in difficult conditions (loose sand, mud, etc...) They are very different in this. XTZ, as I already said, is much heavier than kava. Therefore, no matter what they say, you can unload the front so that you can splash around in the sand only after accelerating to at least 40-50 mph. I slowed down - the front wheel buried - hello sand! The fact is that the suter has a very loaded front. Kava itself is lighter and you can squirm in the sand. Fun It was hard for me on the Yamaha in the sand. Because I want to study, but how hard it is to raise it! On the asphalt it’s fine, but in the mud or sand... It’s just fucked up! Here I must say that this is all a matter of practice. There are people who can drive both Africa and Xtz on sand, not that I’m such a sucker :D. Dirt - it depends on the rider and the RUBBER. I already wrote above that I had KAROO on my suter. I climbed into such fucking things... They pulled me out because I only got in 2 times. Water, ford, puddles - you can calmly drive by shouting “banzai” at a little speed. Thanks to the weight, the water cannot stop the motorcycle and I passed calmly.
Fuel consumption. Well what can I say? Kava has 2 times less. 1 cylinder, 1 spark plug versus 2 cylinders, etc. Total costs per 100 km on the highway: almost 4 (slightly less) for the Cava, and slightly less than 8 for the XTZ.
The landing is more comfortable for me on the cava. Even though there was practically a sofa on the Yamaha, I couldn’t really crawl around on it (and I’m not a meter with a cap). On the KLR I can climb all over the seat.
Considering that my priorities and types of trips have changed, the KLR is much more suitable for me at the moment. And having ridden these kilometers on it, I realized that getting to know it is still getting to know it, and I still have to grow and grow. Would I buy the XTZ again? Don't know. I feel good on KLR too. And for the fun she gives, I forgive her the rotten (compared to the Yamaha) engine, the lack of wind protection and the “interesting” design, which, in principle, does not interfere with the pleasure of riding. I also realized that the KLR can and does fulfill the tasks that I set for the XTZ. Yes, maybe not in the same “quality”, but he regularly performs his duty.
Kawasaki KLR650 frame, suspension and wheels
As always, a subframe is integrated into the frame to improve torsional rigidity. The pendulum has become 30mm longer, and its axis is 2mm larger in diameter. The fork on the outside remains the same - a 41mm conventional type, but on the inside, according to Kawasaki:
Stiffer springs provide superior damping, reducing dive under heavy braking.
The fork travel remained the same - 20cm. The rear shock absorber also retained its 18.5cm travel and received new settings to increase resistance to breakdown and heavy loads.
The Kawasaki KLR650 has never been known for its fancy brakes, and while there was little reason to change anything, the new version received a 300mm front disc instead of a 254mm one , with a round edge instead of the wavy one found on most modern Kawasaki motorcycles. The rear disc has become thicker and also has a round edge. The wheel size is 21 inches in the front and 17 in the rear, and the rear one has become somewhat stronger. The tires are equipped with tubes, ABS is available as an option and is tuned for off-road driving, allowing for slight lock-up.
Kawasaki KLR650 vs BMW G650GS vs Suzuki V-Strom 650 ABS – COMPARISON OF 650 cc SUVs
As part of the “The Dream Lives” project, I started reading reviews of various off-road motorcycles. I decided to translate one of them, I hope it will be of interest to the Russian motorcycle community. The review examines the borderline 650-current class. Manufacturers make them either oversized endurics or midget tourers, respectively, everyone will find an option for their tasks.
For those who don’t have time to read a lot of letters, I inform you that BMW sucks (surprise, surprise), Suzuki wins on points, but all testers would buy a Kawasaki (apparently, it’s worth driving on the TAT). Those thirsty for details, please come under cat.
The whole truth about 650s
Off-road travel is perhaps the most obscure type of motorcycling activity. Each biker understands something differently by this and has his own opinion about which motorcycle is best suited. Some bid on a thoroughbred stallion for $30,000, others hit the road on a 250cc nag whose parts are held in place by numerous wires and ropes. The 650 cubic capacity is very popular here, because it can be considered both the upper limit of the enduro class and the lower limit of large-volume touring SUVs. At the same time, manufacturers are free to shift the qualities of a particular model in one direction or another. We've selected three bikes to cover the widest possible range of intended use. The features of these bikes differ quite a lot, but they all compete for the wallets of buyers from the same group.
Kawasaki can be considered the most authoritative participant in the test. The second generation was released in 2008, and since then the model has been produced unchanged. And the first generation, with minor changes, was produced for 20 years. The name of the model rarely appears on the covers of motorcycle magazines, however, over the years it has become a cult favorite among cool travelers and around the world. One of the reasons for such popularity is the low price. Can the savings outweigh the archaic design?
BMW fans have been making noise for a long time, trying to persuade the company to fill the void left by the discontinuation of the F650GS Dakar, and in 2012 the Bavarians launched the G650GS Sertao. The model is distinguished by enduro elements in its design, such as the 21st front wheel and long-travel suspensions. It is equipped with fuel injection, ABS and various electronics. It will be interesting to see whether the model on the ground will show the characteristics stated in the company brochures.
Suzuki V-Strom also has a loyal army of fans. Any comparison test that doesn't include the V-Strom is immediately flooded with comments along the lines of "why on earth?" and “what if.” In 2012, the model underwent a facelift and now looks much better. In the middle of the motorcycle there is a V-shaped twin, which is the main difference between the bike and its rivals in the test. At one time we liked the Adventure trim, equipped, among other things, with panniers, but for this test we took the regular V-Strom to equalize its chances off-road. Let's see how off-road traveling on a Suzuki can be if you leave your luggage at home.
We put the bikes on the dyno and scales. We monitored the consumption and found out the maximum mileage without refueling. But these numbers are only part of the truth, so we rode on asphalt and dirt to understand how the motorcycles behave in different conditions. We even drove many boring highway miles to find out how a driver feels crouched behind the glass. The Kawasaki and BMW were equipped with more off-road tires (Dunlop D606 on the KLR and Metzeler MCE Karoo on the BMW). When we picked up the Suzuki and rode it for a bit before testing, we realized it wouldn't do well with overly toothy tires, so we left it on the factory Bridgestone TW152 Trail Wing tires.
We had three driver's seats and we filled them with proven people. Contributing editor Bart Madson, a fan of small off-road bikes, was responsible for the aerial view, as he stands at over 183 cm. Off-road editor JC Hilderbrand, a lover of big-block tires, is responsible for writing the text. Dave Ryant proved his off-road expertise in our large-capacity SUV comparison test last year. He works in the forestry industry and has been riding the forested dirt roads of southern Oregon for decades, both for work and for personal enjoyment, so he was responsible for setting the routes on our team. Among other things, we know that Dave rides a 2008 KLR650, so he probably knows his way around this class.
Well, the team is assembled, the bikes are fueled, it's time to see what they are worth in the world of off-road travel.
BMW G650GS Sertao
The Bavarian concern has returned a single-cylinder SUV to its lineup, now it is called Sertao (in honor of the steppe in northeastern Brazil - Frank). The bike is an updated version of the well-known Dakar and can be considered the youngest brother of the GS family. German travelers report a decent amount of innovations, but nevertheless, the Sertao is the most affordable entry-level BMW.
But in our test it is the most expensive. For this money you will get a lot of things that other competitors do not have. For example, heated grips, hand and engine protection, and fuel injection. The Sertao differs from the standard G650GS with spoked wheels, long-travel suspension, a 21-inch front wheel and aggressive appearance. At first glance, it is clear that the bike is eager to go into the impassable mud.
The 652 cc engine is much more powerful than the KLR's, but loses to the Suzuki V-shape. Its head has two camshafts and four valves, dimensions 100 x 83 mm, and therefore it spins faster than the Cava and produces 41 hp. and 52 nm - not too much, but generally enough. The engine works better in the second half of the tachometer and produces thrust smoothly and predictably right up to the cutoff. Thanks to injection, the throttle response is linear. Our testers placed the motor in second place in the test, but did not fail to note its shortcomings. Thanks to two mufflers, it is very quiet, but vibrates a lot. Seat, footrests, steering wheel - vibrations attack the driver from all sides.
The Sertao's tank is located under the saddle, which reduces the height of the center of gravity, but limits the volume to 14 liters. As a result, the Sertao can travel the least on a tank - only 327 km, although it is the most economical - 4.3 liters per 100 km, better than the Suzuki and much better than the carbureted Kawasaki. The result could have been better if the box had six gears; by the way, then the vibrations would have been less annoying when driving on the highway. Our testers were not happy with the box. Sixth gear is so inviting that everyone, without exception, involuntarily tried to turn it on - unsuccessfully, of course. Gear shifts are not smooth, and false neutrals are hidden between all gears.
“The transmission is crude, not at all first grade,” says Madson. — “Between first and second you often find yourself in neutral, but at least this is a real neutral, unlike those that are hidden between other gears! The transmission is the worst part of this bike, I absolutely dislike it.”
But the suspensions, like the engine, love to be treated aggressively. The bike is equipped with a 41 mm non-adjustable fork, which is quite stiff in the second half of the stroke. As a result, when passing speed bumps or potholes, a hard blow comes to the steering wheel, and driving on a ridge can shake out the soul. At the rear you can adjust the spring preload, just like a real tourer. With 210mm of suspension travel front and rear, they easily soak up the worst bumps and do it with gusto. The more aggressively you drive, the better the suspension works. You can ride off-road faster than anyone else on a BMW, you just have to remember about the bike’s excessive agility.
The Beemer weighs 197 kg, less than the Suzuki and the same as the Kawasaki. However, the weight is distributed very differently than the KLR, and the wide handlebars make it easy to shift the bike. The high seat makes transitioning to and from the stance quite easy.
“Thanks to the narrow chassis, even a newbie like me can easily change our body position off-road,” says Madson. “The Sertao is the most off-road bike in the group, but thanks to its handling, it doesn’t fail in the city, although its knobby tires are not the best option for asphalt.”
In terms of comfort, Sertao is inferior to its rivals. The narrow body and wide handlebars work well for handling, but poorly for wind protection. The shields protect the hands and the handles keep them warm, but the head, shoulders and legs are open to all winds. It is common to see drivers riding the Sertao in a legs-spread position. It's simple - narrow footrests and lack of wind protection do not prevent the wind from bending the knees away from the body. Terribly annoying during long hauls.
“I don’t feel comfortable driving a BMW,” says Ryant. “The motorcycle is tall, the suspension is stiff, you can only ride it over bumps. It doesn’t hold its trajectory when turning, you have to steer, the whole thing shakes and vibrates, there is no wind protection. Very uncomfortable bike."
The bike is braked by a 300 mm floating disc at the front, equipped with a two-piston caliper, and a 240 mm disc at the rear, with a single-piston caliper. The problem is that ABS seems very archaic, it intervenes too harshly and unexpectedly for our taste. In theory, ABS instills a sense of confidence in the driver, but it works in the opposite way, especially on off-road tires. The usual downshift with the pedal pressed, and the wheel either spins or locks. Fortunately, the system can be easily turned off using a button on the steering wheel. In general, the motorcycle seems unfinished, not at all like the Bavarians.
“The front brake needs to be pressed hard, and still the braking will not be intense enough, especially during an emergency stop,” says the editor. — “ABS works too unceremoniously, it’s good that it can be turned off.”
The appearance of the motorcycle with the famous beak is typical of the GS family. The bike is poorly suited for touring, the cargo area is small, and there are few points for attaching luggage. Designers could have made do with a single muffler to leave more room for third-party luggage systems.
If you need an angry BMW all-rounder, take the Sertao. But, as our test showed, the bike is not fully developed. It ranks second in objective categories like weight and engine performance, but in all subjective categories, our testers ranked it near the bottom.
Kawasaki KLR650
If the KLR's history teaches us anything, it's that manufacturers don't necessarily need to update models every year. Before its 2008 refresh, the KLR remained largely unchanged for decades. The new generation is now four years old and may be considered an old nag by today's industry standards, but Kawasaki still boasts a great off-road platform and would laugh in the face of many of today's shiny bikes.
The single-cylinder twin-shaft engine is the weakest in this test. Its dimensions are the same as those of the BMW (100 x 83 mm), but the power system uses a Keihin CVK40 carburetor. Ancient technology doesn't have to be bad. At least the driver has hope of being repaired if something goes wrong in the Amazon jungle. Kawasaki claims consumption of 4.3 liters per 100 km, but the bike never comes close to this figure. We were able to achieve a minimum of 5.1 liters, and the average consumption was 6 liters per 100 km. Fortunately, the tank holds 23 liters, giving an impressive 380 km range between refueling. If you don’t over-gas it, adjust the carburetor properly and invest in a tuning exhaust, this value can be significantly increased.
The engine power is only 32 hp and the torque is 41 nm. The torque curve looks like a peak with a maximum at 3500 rpm, the power curve has a more traditional look, its maximum occurs at 6100 rpm, with a smooth decline until the red zone at eight thousand. For comparison, the V-Strom produces more than 60 hp.
“Singles are always weaker than twins,” says Ryan. - “Yes, KLR is the weakest here, but he is the softest and friendliest, not like that shaking Sertao.”
Yes, Kawasaki does not lift its hands when accelerating, but none of the testers complained about this, but everyone noted how the power delivery affects the handling.
“Yes, the motor is not impressive,” Madson confirms. — “Yes, and it starts up disgustingly, even with suction. But, oddly enough, despite everything, the KLR is very easy to drive. I love its grunty yet gentle character, especially off-road. I can crawl like a tractor at low speeds and easily drive over or around obstacles.”
The soft recoil harmonizes perfectly with the suspension. Kawasaki has managed to build a plump bike that handles like it weighs only half its 196kg. The large 23-liter tank is mounted high on the frame, but nevertheless the motorcycle steers literally with the power of thought. The excellent handling continues off-road, where the KLR feels more like a big enduro than a bulky SUV. The suspension copes with different types of off-road bumps without any problems. This is not a sports equipment, but the 41 mm fork and rear suspension with the Uni Track system are quite tough on rocks, holes and ridges. The bike behaves confidently on clearings and does not deviate from the straight line even when invisible obstacles suddenly break through the suspension. We pre-tensioned the spring (special tools are needed for this) so that the front would not play too much on the asphalt. Increasing the load on the 21-inch front wheel improved the bike's performance in asphalt corners, although one tester did experience high-speed wobbling.
“The KLR is the only bike in the test that is equally good on asphalt and dirt.” - says our oldest biker. “It does everything right on narrow, twisty and rough roads. He is the best in the “over an obstacle in first gear” category. A balanced, relaxed and carefree ride.”
The gear ratios in the box are selected so that the motor can easily carry the bike even on the most severe off-road conditions. However, the transmission cannot be called ideal. The clutch works mediocre, and the cable does not like rough handling. The Kava, like the Beemer, has five gears, but they shift much more clearly, and the driver always knows when he is driving in first or fifth gear. Sixth gear would be very useful on the highway, and in general - the overall impression is not nearly as rosy as from the Suzuki gearbox.
“The KLR gearbox was tuned better than the BMW gearbox, however, it’s not at all difficult to be better than the BMW,” Madson sums up. - “But it’s not ideal, and there’s a lot of mess in the clutch.”
The saddle height was chosen correctly; all our testers could reach the ground with their feet without any problems. The standard seat is very good from an ergonomic point of view; it is comfortable and does not interfere with off-road driving. Our drivers are all different sizes and ride differently, but everyone was happy with him. The steering wheel looks cheap, but is located where it should be. The footpegs sit low, giving tall drivers some semblance of comfort. Ground clearance (210 mm) is limited by the running boards both off-road and in asphalt corners. And the glass, hood and guards on the steering wheel provide decent wind protection.
“Everything is exactly where it needs to be, the handlebar-saddle-suspension triangle is perfect,” Dave assures. — “It’s easy to move forward and backward on the saddle, easy to stand up. The hood and glass perfectly protect the driver and make almost no noise.”
Kawasaki is the only motorcycle in the test without ABS. Considering its off-road focus, this can hardly be considered a serious drawback. On asphalt, the brakes (280 mm disc and 2 pistons at the front, 240 mm disc and 1 piston at the rear) operate predictably and smoothly.
We were confident that none of our testers would praise the KLR's looks. However, the combination of blue and pearl metallic paint, combined with black wheels and other hardware, sparked a spark of interest. The bike also suits aggressive Dunlop tires.
“The smooth engine, neutral handling and balanced suspension are suitable for most off-road situations,” says Ryan.
What cava lacks are bells and whistles, although for that kind of money it’s foolish to expect modern bells and whistles. The tidy is primitive, the settings are very basic. Function over form is the KLR motto. Despite the limited equipment, the motorcycle has everything necessary to be an effective tool for off-road travel. All testers were amazed by the price. Kawasaki sells this model year after year at this price and still makes a profit. As we see, there are all reasons for this. Our testers really liked the bike, and only the weak engine prevented it from taking first place.
Suzuki V-Strom 650 ABS
Suzuki updated its V-Strom 650 in 2012. Compared to other models in our test, the bike has more of an asphalt-oriented feel. A powerful V-twin engine defines the habitat in which the extra horsepower can be deployed. The total volume is only 645cc, but the second cylinder, rotated 90 degrees, gives the bike its special character.
The V-Strom easily beats its single-cylinder rivals with 64 well-fed horses that come into their own at 9,000 revs, just 700 revs short of redline. An ideal injection setting allows the driver to get exactly as much as needed at any time. Power increases evenly from the very bottom to the red line, the maximum torque of 58 nm is achieved at 6600 rpm. Moreover, the torque curve is practically flat and goes horizontally up to almost 8000 rpm. This return is good both on the street and on the ground; it allows you to switch less frequently and fully use the engine’s capabilities over a wide range.
“The V-Strom has a great engine,” says our guide. “I can’t name a single drawback. It pulls from idle, is responsive, revs easily and has no drop in response at any rpm.”
Madson completely agrees with him: “The V-Strom simply trampled the competition with its engine. Not only is it more powerful due to the extra cylinder, it is also smoother and better tuned. Compared to it, the engines of other motorcycles seem unfinished.”
And this applies not only to the engine, all V-Strom systems are tuned better than those of competitors, this is easy to notice in any conditions. The six-speed transmission is very smooth, complementing the engine perfectly and adding to the bike's good manners when cruising on the highway.
“It’s just that the clutch grabs a bit harshly,” notes Dave, “but otherwise the entire transmission—clutch, gearbox, chain—works in perfect harmony with the excellent engine, allowing the driver to have complete control over the response in any situation. The excellent six-speed gearbox is a huge advantage for Suzuki over the crude five-speed gearboxes of its competitors.”
Wind protection is also excellent, thanks to three-position adjustable glass. The footpegs are a bit high, which won't please tall riders, but on winding roads the bike can be tilted to a greater angle. Riding in a rack is uncomfortable, but sitting is very comfortable, you can even bend down and completely hide behind the glass. The steering wheel is a little far away, even tall drivers have to stretch, but it is narrow, which reduces the wind load on the shoulders. It is very easy to shift the bike in turns, despite its heaviest weight in the test - 214 kg. The 20-liter tank is located in its usual place, consumption is 4.7 liters per 100 km, that is, the tank is enough for more than 400 km.
Comfort and stability are excellent, thanks to the 43mm forks up front and adjustable shock at the rear, but unlike other bikes, we didn't feel like tweaking anything on the Suzuki. However, the fork still has no settings, but the factory spring characteristics and damping settings are excellent for asphalt and light off-road use. The motorcycle provides the driver with a lot of information, which allows him to pilot more confidently on the asphalt. It doesn’t turn as quickly as single-barrel models, but it does so more confidently and predictably. The bike remains stable in any conditions and forgives the pilot's mistakes. Excellent brakes make an important contribution to friendly behavior.
The V-Strom's electronic systems are the best of the trio, ABS is especially good. Powerful brakes allow you to easily control your effort in any conditions. There are two discs at the front with two-piston calipers, and one disc at the rear. You can't turn off ABS, but we never wanted to do it even off-road, due to its unobtrusive nature. The Suzuki performed well on the dirt, with the exception of a few muddy sections, where tires and an overly heavy nose prevented it from proving itself. But there was no need to complain about the brakes there either.
“Suzuki has excellent brakes,” says our round-the-world traveler. “They are powerful, progressive and have excellent feedback. The first ABS with which I feel comfortable on the ground. It opens the pads just a little when locked, and the pulsation on the lever is very soft, unlike the convulsions of other systems.”
The dashboard of the model has a large digital section that provides a lot of different information, but the tachometer is a pointer, as we like.
“Air temperature, gear number, fuel reserve - a lot of useful data,” says our production editor, who is greedy for technical gadgets. — “I like that I can select the desired indicators with a button on the left remote control. Even the backlight is adjustable, very nice.”
To be honest, we were initially hesitant to include the V-Strom in this test, but after reading forums, researching questions from motorcycle travelers and delving into the technical characteristics, we unanimously decided that Suzuki could rightfully compete in the same field as single-barrels. Yes, many refuse to recognize the V-Strom as a real SUV. Well, let’s face it, he is the most vulnerable and suffers more than others when he falls. The engine is not protected in any way, the uncovered filter sticks out from the front, and the exhaust pipe runs under it. This design is not suitable for overcoming large irregularities; even a curb can become an insurmountable obstacle. But let's also admit that most drivers do not see real off-road conditions, at most a well-rolled dirt road, and then only occasionally. As a result, Suzuki takes last place in the off-road disciplines, but at the same time wins in the touring category.
“The off-road qualities of the Suzuki are quite sufficient for off-road conditions where a motorcycle tourist is most likely to be taken, that is, for compacted soil and gravel.” Madson confirms.
“A smooth motor and excellent wind protection are all you need for a long day in the saddle,” says our discerning Ryan. “For a driver shorter than 6ft 1in who does 80% of his miles on pavement and 20% on dirt, the V-Strom is a great choice.”
Yes, the Suzuki is not a trials bike, but it can cope with moderate off-road conditions. In this sense, it is similar to its large-cube counterparts, whose owners must also take into account their limitations. But unlike them, the V-Strom offers the same capabilities in a much more affordable form. The bike proved to be a comfortable and pleasant companion. It may not be as good off-road as its rivals, but it is the only bike in the test that can be ridden comfortably by two. Our testers unanimously ranked the bike first in many categories, and its engine performance helped it win in objective metrics as well. The V-Strom won our hearts and won on points, so it is rightfully declared the winner of the test.
For your
There's no better way to get a tester's opinion of a motorcycle than to ask him which one he'd buy with his own money. Our tables take into account as much information as possible, but it often happens that the points winner does not turn out to be the desired purchase. The tables show objective indicators and take into account engineering achievements. However, when drivers must choose according to their driving preferences and bank account, they don't look at points. This is what they chose.
Dave Rayant, 56 years old, 180 cm, weight 73 kg, 41 years of experience - Kawasaki KLR650
I would really like to love the V-Strom. This is a great city bike that would be sufficient for me on most dirt roads. But I don't like him. I don't like the tight seating position, which is not suitable for long hauls. I don't like the vulnerability of the filter, exhaust pipe and alloy wheels, which are not suitable for rocky terrain. With the $2000 saved, I can buy cava accessories, new equipment, and still have money left over for travel.
Bart Madson, 35 years old, 183 cm, weight 90 kg, 6 years experience - Kawasaki KLR650
I’m not a beggar, but I think like them – the $2000 difference puts kava in first place in my personal standings. Admittedly, it does have a rough feel, but you still get a lot of motorcycle for the money.
JC Hilderbrand, 29 years old, 183 cm, weight 86 kg, 16 years of experience - Kawasaki KLR650
The Kawasaki is definitely the best bike for me. Especially if you look at the price. It's not perfect, especially when it comes to the engine and build. It seems to me that this bike will cope better than others with harsh off-road travel, although you will have to constantly tighten the lost bolts. Designers could make it easier to maintain the bike at the design stage, however, in this sense it is already closer to an enduro. I'm always ruthless with technology, be it 650 or 1200 cc. I won't mind tormenting the KLR, I can afford it.
Design of Kawasaki KLR650 2022
Kawasaki KLR650 2022
The Kawasaki KLR650 is difficult to confuse with anything else. There is a curved predatory beak of the front fender, a powerful silhouette, and a long single-level seat, under which the exhaust muffler is located. Despite the familiar features, the plastic has a new shape and now better protects the feet from water and wind. The new windshield is 5cm higher than the previous one and is adjustable using tools with a 3cm travel.
The Kawasaki KLR650's new bright LED headlight significantly improves visibility and uses less power, while longer mirror stems improve visibility of what's happening behind you. The digital instrument panel with white backlight and LCD display displays all the necessary information and is easy to read at a glance: there is a speedometer, odometer, two tripmeters, a fuel level scale, a clock and a turn signal indicator.
Review of the Kawasaki KLR 650 motorcycle
To be honest, this motorcycle is not the ultimate dream. It seems like enduro, but some of the “branded” features are surprising. Why couldn’t the chain tensioner be made like on Honda’s XRs? Why make a choke lever in a place so incomprehensible to me (under the left handlebar), as a result of which I dropped the motor on my leg and broke it (lever :))? Why do you have to scatter almost all the plastic to unscrew the spark plug? The cooling fan fuse is a different matter. And the travel of the front soft fork is most often not enough for me to drive “drivingly” on the ground. These and other little things sometimes perplex not only me, but also experienced motorcyclists.
BUT! Upon closer examination, it turns out that everything is not so bad. And pleasant emotions and impressions are no longer comparable to the “cons” (in quotes because the cons are relative) of the design. Tensioner? And to hell with it. Tolerable. The suction will be improved over the winter. Either I’ll change its location, or I’ll replace it with some kind of iron one. Unscrew the spark plug - I will shorten the spark plug wrench by 2 times and then you will only need to unscrew the 4 bolts of the front side plastic when replacing (well, what can you do? The plastic will have to be removed anyway). Place the fan fuse in the plastic casing into a rubber fingertip and then you can “bathe” the motorcycle for a long time. I'll add thicker oil to the front fork - maybe it will get better.
He spoke about the disadvantages. About the pros:
The motorcycle is not expensive. At the time of acquisition, there were about 4-5 offers in the region of 130-150 tyr.
650cc motorrrrr. Fuck these little checks. Boredom. Allows you to lift the front wheel while sitting, spinning the engine a little and releasing the clutch. I haven't tried it on the go yet.
I went with my wife, I went with friends, I went alone - there’s quite enough power on the highway. But without wind protection it’s kind of scary. I will be using some kind of removable windshield for the collective farm next season. I took it to the forest, and put it on long distance.
Relative simplicity of design. In Zelenodolsk it refused to start. I rolled it into the yard, changed the spark plug, and drove on. Business for 15 minutes with conversations and stories with fellow travelers.
Easy. I don’t know how much it weighs, but according to PTS it’s 180 kg. I do not believe. Kilov 160. Plus I have a Supertrap exhaust. Looks easy. Sibikha had a lower center of gravity and, according to her passport, 186 kg - she climbed heavier.
It falls - well, okay. “Flying” in the forest, on the sand (at different speeds), once he decomposed on the asphalt - he doesn’t care. I picked it up, started it, and drove on.
low end compared to the Honda XR650L . I think maybe this issue will be at least slightly corrected by a rear sprocket enlarged to 46 teeth. Again, regarding the suspension, where I was driving the XRL while sitting and basically didn’t care what kind of road there was under the wheels - I had to stand up on the KLR. And SuTener also taught me that it’s more efficient to drive a motorcycle while standing up off-road. In general, of course, although I would like to compare these two devices (it seems like they have the same cubic capacity :)), they are different motorcycles. It would be easier to say... the KLR is more asphalt... In my not big city, such a cubic capacity is amazing. Sports, road workers 600k, liters in the city are not able to get away from me. They can't really speed up, but they drive calmly on broken roads. And as I scalded, I continue to scald. On the highway they are leaving me anyway
