FuLL REVIEW: 2009 KLR 650

Want a fast motorcycle? Don't buy a KLR.

Want a nimble, sporty bike? Don't buy a KLR.

Want a bike that can do everything pretty well? Buy a KLR!

The Kawasaki KLR 650 has been around for so long that it has become a cult classic bike. A do it all, rough and tough machine that can conquer most any terrain. As this is being written I am a touch over 20 thousand miles, all but 4500 of which is my own. It has taken me to eight states and ten national parks so far. This may be a bit extensive but I will detail most everything that has been done and I might have to add more as time goes on. 

Overall: 

This is a great bike for those who don't want to drop the down payment on a house for a BMW or KTM. No, the KLR will never have the power, smoothness, or the bragging rights the more pricey bikes have, but what they lack in amenities they more than make up for in character and dependability. The KLR is a simple bike that most anyone can work on, do maintenance to, and if need be, fix on the side of the road. The single cylinder engine chugs along putting down an adequate amount of power to get you where you want to go, though you won't break the sound barrier on the way. The KLR is also an excellent candidate for modification; there is limitless options to what one can do to this bike and each way has awesome benefits.  

Price: 

New KLR's will run about 7k dollars with out any of the luggage but venturing off into the wide world of craigslist and they can be found for much less and with very few miles. Maintenance costs can see daunting when you are looking at the doohickey, thermobob, and standard oil changes but these modifications and standard maintenance will give the bike increased longevity and optimal performance. 

Farleability (ability to be modified): 

This bike is a full five stars in this category. There is literally nothing that cannot be done to this bike. The ability to add personal touches, preferences, and performance give this bike ultimate versatility in the dual sport world. Below I have listed most of the farkles done to my personl KLR.

Engine: 

The engine has been bored out to 685cc's with a light weight piston. The benefit of do this "big bore" kit is a reduction in vibration, oil consumption, and additional power. Theses are all symptoms my bike suffered from when first purchased. The standard 649cc piston is heavy and creates a lot of vibration at higher RPM's. Which, if you are riding on the highway to get from destination to destination you will have a lot of. This was less of an actual issue because the vibration isn't actually that bad but it gets much better with the big bore kit. The oil consumption is the big one; with these bikes it is recommended to carry extra oil every where you go, just in case. It is right around the 5 thousand RPM mark that this engine starts to burn oil in stock form. This is partly due to a poor cooling system that doesn't allow for even distribution of coolant through out the engine. This causes the head to expand rapidly and the block to stay cold, causing "warp" and therefor gap in the piston rings. This leads to oil consumption. This is solved through the "thermobob" which properly regulates the distribution of coolant. Combined with the 685 kit and the issues are all but solved. Other engine modifications include the "doohickey" which fixes timing chain tension problems, heavier clutch springs, FMF Q4 muffler, and the KLX jet kit to fuel the larger engine. 

Crash bars and protection:

I bought the bike with SW Motec crash bars already installed and they have been a life saver! These things are great! Not only do they make the bike look tough, they have proved to be durable if the bike gets laid over. They are a bit on the pricey side, but well worth it. To accompany these bars I run a set of BlackIBags crash bar bags that attach in the loop holes and provide great storage. The bike also has rear crash bars which I am less fond of in the aesthetics department, but very fond of in the storage department. I use these to attach a set of wolfman rollie bags and my tent to. Another great area of protection is the skid plate. I use the SW Motec skid plate to protect the under belly of the bike. It is made of thick aluminum and is a great addition to any bike you might take off road. The final area of protection is the hand guards. For this year I will be running the barkbuster storm hand guards with full wrap around aluminum bars. This gives me more protection if the bike goes over while still providing a fairly large hand guard.

Controls:

For this year I have added a set of riser bars and removed the riser blocks I have been running for the last couple of years. Primarily this was for my own comfort and to move the cockpit forward and up, giving me better control in tight trail sections and the option of wrap around hand guards. The foot pegs have been swapped for a pair of SW Motec pegs that have a removable rubber insert for added highway comfort. Personally, I find I have better control over the bike with the rubber inset removed but I gain a bit of vibration in doing so. The front suspension has progressive springs for better handling and the rear shock has raising links to stiffen the back end, effectively increasing the load that can be carried.  The brakes have been upgraded to stainless lines and performance pads front and rear to improve stopping, which is a must when touring fully loaded. Increasing the weight of the bike decreases the stopping ability significantly. 

Other Stuff:

Attached to my skid plate/crash bars are tool tubes. There are two up front and one in the rear. These are really handy for carrying tools, oil, fuel, or any heavy item that is durable enough to get rattled around. These tubes allow you to lower the center of gravity of the bike by putting your tools much closer to the ground. They are made from four inch PVC pipe and held on with hose clamps. One of the best ways to help packing!