For over thirty years, the KLR 650’s simplicity and longevity had been the adventure touring bike of choice for budget-conscious adventurists seeking to travel the world over. Introduced in 1987 and built using a carbureted single cylinder, 652cc water-cooled engine and fully analog speedo and trip meter, the KLR 650 remained virtually unchanged during the first generation’s lifespan with only a minor aesthetic makeover in 2008 before the bike took a hiatus from Kawasaki’s line-up in 2018.
For me, the KLR 650 was the first bike I ever owned, a 2012 model, and it opened up a world of possibilities on two-wheels. Like many fellow KLR owners, the bike’s function and price point made it hugely appealing; however, one constant has been the desire for a bike with a few modern upgrades including electronic fuel injection, mechanics of which have been offered on virtually every other bike in its class.
Fast forward to January 2021. Kawasaki began a new chapter with the introduction of the KLR 650’s third iteration featuring a robust design upgrade that would include, you guessed it…a fuel-injected 652cc single-cylinder engine. Additionally, the new KLR 650 would include digital instrumentation, an LED headlight, larger front disc with optional ABS, a myriad of frame enhancements, and much more. All of this sounded great but how would the new KLR compare to KLRs of old? I’d have my chance to answer this question over three days of riding in southern California.
For 2023, Kawasaki has four models of the KLR 650 to choose from, each available with ABS including: Base, S, Traveler, and Adventure. The Base model is a no-frills bike and shares the same engine, chassis, seat height, and braking capabilities of each model. The S model is the same as the Base model but features a decreased seat height of 32.1” from the 34.3” that comes standard with the other models. The Traveler version includes a top case and adjustable height windscreen, and the Adventure model is the crème-de-la-crème with side luggage and fog lights standard.
The first thing I noticed when riding the bike for an hour on pavement en route to the Adventure Rally & Camp, held annually near the town of Julian, CA, was how much more responsive the fuel-injected 652cc single-cylinder engine is compared to its predecessor. While you won’t win a speed race on the KLR 650, the dramatically improved throttle response at speed coupled with the bike’s low-end torque of 39.1lb-ft at 4,500rpm when off-pavement is more than adequate and provides for a well-rounded platform across any terrain. At 5’9” tall, I found the KLR’s seat height of 34.3” to be a bit high for me, forcing me to reach to get my toes to the ground. As such, the S model was undoubtedly my favorite with its reduced seat height that compensated nicely for my lack of vertical range. The digital instrumentation is about as simple as one can get on a bike, maintaining Kawasaki’s tradition of simplicity and function. As for ride quality, both the front and rear suspension settings complement the new frame to help provide a more planted feel, and the front fork’s 200mm of suspension travel add rigidity when needed and also provide excellent compliance when navigating off-pavement. My 2012 KLR 650, which I upgraded with an aftermarket fork and tunable rear suspension, had a comparable ride quality but only because I upgraded the OEM suspension. This makes the newest iteration KLR significantly better than its predecessor.
As much as the new KLR 650 has improved, it’s not without a few minor complaints. First, the Base model is nearly 24lbs. heavier than the second generation KLR. Once you add ABS, you’re in at nearly 30lbs. heavier than the previous gen. If you choose the Adventure model with its side luggage and fog lights, along with ABS, you’re 55lbs. heavier. That’s a substantial weight gain that I noticed quite a bit when riding in sand. The bike felt substantially more top heavy than its predecessor. Additionally, the ABS system can’t be turned off when riding off-pavement. Granted, Kawasaki claims the ABS offers additional reassurance when riding on low-friction surfaces. However, I’d still like to be able to switch off ABS depending on terrain. I also had problems getting the bike to switch from first to second gear my entire time while traveling off-pavement during my three-day excursion with the bike. This could have been the boots I was wearing and given I didn’t have another pair of boots to wear, I’m inclined to blame this on my gear and not the bike. However, it’s still worth noting.
So, the big question is whether this new version of the venerable KLR 650 is a hit or a miss. As a previous KLR owner, I can say unequivocally this bike is qualitatively better than it’s ever been. Improved throttle response, better feel on and off-pavement and modernized equipment with ABS makes the 2023 Kawasaki KLR 650 a bike worthy of consideration. With pricing ranging from $6,899 for the Base model to $8,199 for the Adventure model, you’ll be hard pressed to find a bike in this class that can go from showroom to around the world with nothing more than the desire to get out there.