2005 Kawasaki KLR650: Do-it-all Dual Sport

Kawasaki’s Alaska adventure-tourer

by Grant Parsons

Alaska is not the kind of place where you want something that isn’t up for the job.

Which is why, when we learned that we’d be riding Kawasaki KLR650s for our most ambitious Ride Guide ever (see “Ride Guide: Alaska,” page 24), we were thrilled.

Yeah, we know. The big KLR isn’t exactly the newest or flashiest bike on the market. But it’s developed a cult following as an incredibly competent gravel-road machine, an excellent commuter, and, with soft luggage, a capable adventure-tourer.

We know all that because we, too, have been captivated by Kawasaki’s do-it-all dual-sport. Bill Wood and I each have one in our personal fleets, as do two other AMA staffers.

We bought them for many of the same reasons they’re perfect for Alaska.

First off, this bike is about as proven a motorcycle as you’ll find. The ’05 model is officially a “KLR650 A19.” In Kawasaki-speak, the “A” means it’s the first iteration of a design, while the “19” designates the number of years this same model has been in production.

On one hand, that means you get some old-school touches, like the square headlight and old-style switchgear (there’s no push-to-cancel capability on the turn-signal switch, for instance).

On the other hand, that “A19” means there are no surprises when it comes to maintenance and reliability. Others have been riding this same bike for decades, so they know what works and what doesn’t. Plus, there’s a whole cottage industry that’s built up around the KLR, offering accessories to suit your riding.

The heart of the machine is a liquid-cooled 651cc single with four valves per cylinder and dual counterbalancers. With horsepower output in the mid-40s, it’s hardly going to yank your arms out, but it’s enough to cruise all day at freeway speeds.

In stock form, the bike is geared for about 4,500 rpm on the freeway, which results in some buzziness through the bars, but a smooth ride everywhere else.

The suspension offers 9.1 inches of travel front and rear. The fork is air-adjustable, while the rear shock is adjustable for preload and rebound damping.

The 38mm front fork is long, and you’ll notice a bit of flex under braking or when riding off-road. You’ll also need a full four fingers to get the most out of the front brake, which is a single-disc system.

Definitely appreciated in Alaska was the bike’s impressive range. The 6.1-gallon gas tank, combined with the stock jetting’s thriftiness, means you don’t hit reserve until you’ve racked up 220 miles or more, and we’ve gone more than 270 miles without running dry.

The ergonomics won’t hold you back from long days on the road, either. The seating position is upright, with plenty of room for riders over 6 feet tall. Smaller riders may be put off by the 35-inch seat height, but there are lowering kits on the market.

That riding position makes a KLR a near-perfect urban assault vehicle, allowing you to see over and around cars, and to place the narrow KLR just where you want in heavy traffic.

Other issues are well-known on KLR message boards: the exhaust system starts to make a distinctive sound at about 1,500 miles that you can fix or not, depending on your taste. And some riders say that the cam-chain tensioner can be a problem over the long haul, with an aftermarket fix available.

The entire package, though, is definitely greater than the sum of its parts. The KLR is the Swiss Army knife of motorcycles, able to handle just about anything you can throw at it.

And thanks to its long production life, you can get all that versatility for $5,099, which makes the KLR650 one of the best values in motorcycling.—Grant Parsons

SPEC SHEET

2005 Kawasaki KLR650

Engine
Liquid-cooled
four-valve DOHC 651cc single

Bore x Stroke
100mm x 83mm

Transmission
Five-speed

Brakes
Single disc front and rear

Seat Height
35.0 inches

Dry Weight
337 pounds (claimed)

Price
$5,099

2005 Kawasaki KLR650