2023 Kawasaki KLR650 S First Ride

[Hugh Janus]

For 2023, the Kawasaki KLR650 S is available in Candy Lime Green (non-ABS only) and Pearl Storm Gray (ABS and non-ABS). MSRP for non-ABS is $6,899. MSRP for ABS is $7,199. (Jeff Allen/)

Before multicylinder adventure bikes with supersport power became status quo in the ADV world, motorcyclists who wanted comfort and accommodation similar to a touring bike and the ground clearance and long travel suspension capabilities of an enduro had limited options, most of which featured a single-cylinder engine. The Kawasaki KLR650, tried and true as a hammer, developed a huge cult following because of its unfailing ability to conquer long days in the saddle over varied terrain.

Barreling down winding mountain roads on the 2023 Kawasaki KLR650 S. (Jeff Allen/)

In 2023, even if the KLR650 isn’t the fastest or sexiest adventure machine, the cult rolls on. The KLR is still smaller, simpler, and lighter than many of the bikes in the class, particularly the honking twin techno-flagships with loads of electronics. It’s also a bargain price compared to a lot of the players.

Related: Kawasaki KLR650 - BEST USED BIKES

The 652cc engine produces 36.86 hp at 6,080 rpm and 35.42 lb.-ft. of torque at 4,590 rpm on the <i>Cycle World</i> in-house dyno. (Jeff Allen/)

Of the four trim levels the KLR650 comes in for ‘23—KLR650, KLR650 Traveler, KLR650 Adventure, and KLR650 S—the one the ADV world has been calling out for the most is the newest trim level, the S, its key feature being a significantly lowered seat height. One pass through the comments on almost any adventure bike test on cycleworld.com will show that there is a large and vocal contingent who bemoan the proliferation of high seats.

When pigs do fly, it’s not very high. (Jeff Allen/)

The lower KLR650 S model is at its core essentially the same as the other KLRs offered, but uses shortened versions of the same suspension components as well as a 35mm-thinner seat to achieve a substantial 2.2-inch seat-height reduction vs. the other models for a 32.1-inch seat height. Up front, the 41mm nonadjustable conventional fork is shortened 1.2 inches, now offering 6.7 inches of travel vs. the 7.9 inches of the other models. The spring-preload and rebound-damping adjustable Uni-Trak shock is shortened 1 inch, reducing the suspension travel to 7 inches instead of the 8 offered in the other KLRs.

Specific to the S model, the Uni-Trak tie-rod length has been increased by 4mm to optimize the swingarm’s initial down angle, according to Kawasaki. (Jeff Allen/)

The KLR650 S also receives model-specific spring rates and valving to make better use of available travel and improve bottoming resistance. Kawasaki says it also achievies the same rear-grip level as the standard-height models becaust the Uni-Trak shock’s tie-rod length has been increased by 4mm to optimize the swingarm’s downward angle.

The digital dash is nothing fancy, but the gear indicator is a nice touch. In neutral it displays nothing, but in gear a numerical value appears in the blank box on the right side. (Jeff Allen/)

Initially the Kawasaki KLR650 S feels exactly like a KLR650 just with a lower seat height—as expected. Utilizing all the same components and controls, the cockpit of the S model is very familiar, but I can firmly plant both feet on the ground despite my 5-foot-7-inch height and 28-inch inseam. Once the bike is in motion, the suspension changes are instantly noticeable. Unexpectedly, the shortened suspension travel with its S-model-specific valving provides a sporty ride. The stiffer suspension settings are instantly apparent both front and rear. The fork resists dive under braking and the shock stays up in the stroke under hard acceleration.

The 650 S’ slender midsection provides a great canvas to grip the bike under acceleration. (Jeff Allen/)

In the dirt this translates to a more planted feel, aided by a lower center of gravity. When riding aggressively, the bike is less susceptible to being bounced around by rough terrain. Charging through bumpy trail sections, the KLR650 S isn’t reactive or unsettled. Not once did the bike need adjustment. The rear does bottom out, but that’s to be expected when jumping the KLR to a flat landing or charging sand whoops with too much ambition (hey, it’s our job…). But when riding the Kawasaki KLR650 S as intended, it performs great in nearly every scenario. Sliding corners and blasting berms, the shock uses up the available suspension travel fluidly, progressively becoming stiffer as it gets deeper into the stroke before rebounding predictably.

Shortened suspension naturally reduces ground clearance 1 inch to a claimed 7.3 inches. This also reduces cornering clearance, which leads to dragging footpegs just a bit sooner when hauling on backroads. (Jeff Allen/)

On the road, the KLR650 S carries its weight very well. This Kawasaki has a low center of gravity and is surprisingly nimble for a bike that weighs 464 pounds wet on the Cycle World digital racing scales. On canyon roads the KLR offers sharp, nimble handling and the reworked suspension provided plenty of holdup when seeking apexes or braking deep into corners. The chassis is tighter and crisper than its longer-travel brethren. A little dual-sport-tire squirming is present from the stock Dunlop K750 rubber, but otherwise the KLR650 S is capable and enjoyable when the pavement gets twisty. And when the tarmac straightens out the Kawasaki easily slays highway miles north of 80 mph without buzzing or strain.

The KLR prefers the road less traveled. (Jeff Allen/)

Both the 41mm KYB conventional fork and piggyback shock perform with surprising refinement. Suspension action is plush in the initial part of the stroke before progressing into the firm middle part of the stroke with plenty of bottoming resistance; this translates into a planted front end feel. At slow speeds the suspension action is plush, fluid, and smooth. Hit a bump at faster speeds and the suspension absorbs it without drama.

The KLR S' quick-revving nature and low-end torque are a great recipe for wheelies. (Jeff Allen/)

The KLR650 S uses the same fuel-injected liquid-cooled 652cc single-cylinder engine and five-speed transmission as the other models. Regarding that transmission, each gear is well spaced, noticeably different, and usable for the varied duty and terrain the KLR is expected to encounter. Top gear is an overdrive that easily handles any remaining work above 50 mph. Hardcore KLR fans decry it the omission of a sixth gear but having five ratios was not a dealbreaker during our testing.

With plenty of low-end torque, lifting the front wheel up and over obstacles is easy. (Jeff Allen/)

Off-road, second and third gear is where the KLR does its best work. Impressively, the Kawasaki KLR650 S can be ridden at extremely low speeds in second gear without bogging or stalling. Only a couple of times was first gear utilized on a technical hillclimb. The 652cc powerplant offers many tractorlike qualities with strong low-end grunt and an ability to chug or “diesel” through sections, however, the engine is also quick-revving and responsive. And the electronic throttle-by-wire system operates flawlessly. Right off idle to redline, power delivery and throttle response is predictable and in sync.

A 300mm front rotor and twin piston caliper provide a strong initial bite when shedding speed. (Jeff Allen/)

Shedding speed via the 300mm front rotor with a twin-piston caliper and 240mm rear rotor and single-piston caliper is accomplished with authority. Providing a strong initial bite, there is no uncertainty when squeezing on the lever. A firm and progressive pull provides strong braking capabilities, further increasing a rider’s confidence when operating the KLR650 S with aggression. The added safety of a basic, non-switchable ABS system ($300 upcharge over the standard model) is a good option.

The large back panel can be fitted with a Kawasaki accessories 43L top case ($239.95). (Jeff Allen/)

Kawasaki’s KLR650 S checks a lot of boxes as an adventure bike. The big single is torquey and long-legged, and fourth and fifth gears are both overdrive. There is plenty of wind protection from its large fairing, oversize handguards, and a two-way-adjustable windscreen (the windscreen requires unscrewing two Allen heads to adjust). Its supple and forgiving suspension provides solid performance on and off-road, while a 6.1-gallon fuel capacity means impressive 268-mile range, given our recorded 43.94 mpg. It’s not ultra-light, but it is relatively light in the adventure class, and now with the lower 32.1-inch seat height, it is one of the most approachable and easy-to-handle adventure bikes on the market.

Large, oversize hand guards offer great protection from sharp foreign objects. (Jeff Allen/)

The ADV class is filled with faster, bigger and, it must be admitted, more capable motorcycles. But they are typically also bigger, more expensive, and harder to extract maximum performance from. In this class, you have to ask yourself, “How fast do I really want to go?” On the road and trail, we are quickly reminded of what makes the KLR a legend in the ADV world: its ability to perform the tasks the bike was intended to accomplish without the need for the latest tech or the most power. It is a usable, affordable motorcycle that everyone can appreciate regardless of seat height, and with a $7,199 MSRP for the ABS model, the not just the seat height is low.

A plastic skid plate will help protect the precious under bits. Fortunately, it received zero action during my time on the bike. (Jeff Allen/)
Enjoying an average of 24 smiles per mile. And with a 6.1-gallon fuel capacity, there were lots of miles. (Jeff Allen/)

2023 Kawasaki KLR650 S ABS Specs

MSRP:	$7,199
Engine	DOHC, liquid-cooled single-cylinder
Displacement:	652cc
Bore x Stroke:	100.0 x 83.0mm
Compression Ratio:	9.8:1
Transmission/Final Drive:	5-speed/sealed chain
Cycle World Measured Horsepower:	36.86 @ 6,080 rpm
Cycle World Measured Torque:	35.42 @ 4,590 rpm
Fuel System:	DFI w/ 40mm throttle body
Clutch:	Wet, multiplate
Engine Management/Ignition:	CDI
Frame:	Tubular, semi-double cradle
Front Suspension:	41mm telescopic fork; 6.7 in. travel
Rear Suspension:	Uni-Trak single shock, rebound damping and adjustable spring preload adjustable; 7.0 in. travel
Front Brake:	2-piston calipers, 300mm disc w/ ABS
Rear Brake:	1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	21 in./17 in.
Tires, Front/Rear:	90/90-21 / 130/80-17
Rake/Trail:	29.5°/4.6 in.
Wheelbase:	59.6 in.
Ground Clearance:	7.3 in.
Seat Height:	32.1 in.
Fuel Capacity:	6.1 gal.
Cycle World Measured Wet Weight:	464 lb.
Contact:	kawasaki.com

Source

[Buckster]

Lowering the seat height has left it looking broken, like one of those riding school ponies that has had too many fat kids on its back and now has a bent spine.