First Ride: 2008 Kawasaki KLR650

We’re all looking for the perfect motorcycle, right? One that’s comfortable, easy to ride, fun on winding roads and affordable to purchase and maintain. For the last two decades, savvy enthusiasts have enjoyed the versatility and cheese-grater simplicity of Kawasaki’s KLR650 dual-sport, the Dick Clark of motorcycles. It’s a bike that’s happy taking you a few miles to work or a few thousand miles to someplace you’ve never been. However, after 20 model years, the old girl’s teeth aren’t just long; they’re yellow with age.

Fortunately, Kawasaki announced a new KLR650 for 2008, and it will soon be available at dealers. The new bike aims to update the old machine while retaining its tough, rugged and versatile nature and still being affordable. To do this, some basic components were left almost unchanged, and the bike will continue to be assembled in Thailand.

The important changes are in the engine and chassis. The 651cc dohc mill gets a new cylinder head, cams and ignition mapping for more top-end power. It also gets a lighter, thinner radiator and higher-output alternator to power all your gizmos. The steel-tube frame looks like the old one but is new, along with a D-section steel swingarm and rear shock linkage. The fork legs are now 41mm—a big change from the old 37mm units—and also have stiffer springs to lessen static sag, eliminating that soggy feeling the old KLR’s suspenders used to have. The rear shock also has less sag, and is adjustable for preload and rebound damping. Suspension travel at both ends is reduced almost 2 inches to 7.9 inches in front and 7.3 inches out back, although useable travel is about the same because of the reduced sag. Front brake rotor is now 20mm-larger (280mm) and petal-style. It’s grasped by a new two-piston caliper, and the rear brake gets the two-piston caliper upgrade as well.

There are plenty of other changes. Most apparent is curvy 21st-century bodywork, with a frame-mounted fairing and higher windscreen. The seat gets a new shape and firmer foam (but the same height at a rather lofty 35 inches), and the 22-pound-capacity luggage rack is wider. The fuel tank is still the same 6.1-gallon steel unit from before—good for an easy 250 miles between fill-ups—partially hidden behind larger shrouds. Even the wheels are improved with .5mm-thicker spokes.

The motor starts easily, despite using relics like a choke and carburetor. I thought it was noticeably smoother than the old bike, and while not exactly fast, it has useable torque and will cruise without complaints at 80 mph, running out of steam somewhere around the century mark.

At highways speeds there’s plenty of comfort. The new seat foam is better and doesn’t pack down as quickly as the old bike’s, though I still had a sore bum after a couple of hours of saddle time. The windscreen is an improvement over the flimsy little thing it’s replacing (which actually fell off the last time I tested a KLR). But this is no Gold Wing; the wind hit me just at mid-chest, and I’m 5-foot-6. I also noticed some buffeting, so taller riders may want a higher screen for extended freeway riding.

On a dual-sport Thumper road—spotted with pothole repairs, more curve-warning signs than mailboxes—the KLR is really a joy. Compared to a standard streetbike, it feels light and nimble, even if it has a somewhat porcine (for a dual-sport) 386-pound claimed dry weight. The motor is responsive and peppy, and high-speed stability was impressive.

The old KLR was a great commuter and adventure-bike for those on a budget, priced at $5199. The 2008 KLR will be just $150 more, and that truly makes it a bargain. Is it good enough to keep selling for another 20 years? Check back with us in 2027.

You're just itching to let us know all about how you feel about the new KLR, aren't you? Discuss it here “2008 KLR650: We Ride it!”