Accessible, inexpensive, cool looking and, of course, fun, the littlest member of Yamaha’s MT lineup of “hyper naked” sport bikes has a lot going for it. Photos by Joseph Agustin.
“Though she be but little, she be fierce!” — William Shakespeare
Consider for a moment that the best-selling Yamaha motorcycles for the past several years — across all categories — are the 321cc YZF-R3 sport bike and the 689cc MT-07 “hyper naked” sport standard, and you can understand why Yamaha is launching the newest (and smallest) member of the MT family with hopes for an army of future Yama-loyalists pinned to the MT-03’s pointy nose. The 2020 MT-03, essentially a YZF-R3 given the streetfighter treatment — no fairings, a flat handlebar and slightly revised front suspension — is an unapologetic gateway drug to the larger MT-07, MT-09 and beyond, a bike that will draw young, female and/or first-time buyers into dealerships, attracted to its aggressive styling, accessible size and $4,599 price tag.
At night, the MT-03’s LED turn signal/marker lights, headlight and position markers look like nothing else on the road.
Unlike some other naked sport bikes, there’s nothing dumbed-down about the MT-03. Its 321cc offset parallel-twin, DOHC engine with 180-degree crank and single counterbalance shaft, 6-speed gearbox, steel frame and swingarm, cast aluminum wheels, LCD display and single-disc front and rear brakes are all identical to the R3 (read the review here). Even its throttle mapping and gear ratios, with 5th and 6th both functioning as overdrives for comfortable freeway cruising, are unchanged. Apart from the flatter handlebar vs. the R3’s clip-ons and the lack of fairings, the biggest change to the MT-03 is its revised front suspension. Inside the 37mm inverted KYB fork is a slightly longer, softer spring with 6mm more preload and reduced compression damping (rebound is unchanged) that better suits the MT’s more upright riding position. The rear KYB shock is identical to the R3’s, with 7-step preload adjustment. Seat height remains a low 30.7 inches and wet weight is a claimed 373 pounds (our R3 tester weighed in at 379 pounds). Unlike the R3, all 2020 MT-03s have ABS as standard, making it $700 less expensive than the ABS-equipped YZF-R3.
Many MT-03s will see urban action, where their upright riding position and light weight make them easy to handle, maneuver and park.
Our first ride on the littlest MT took place at the press launch in Austin, Texas, which — despite the cancellation of the SXSW tech conference scheduled to take place concurrent to our event — was still choked with local commuter traffic as we made our way out of the city in search of curvy delights in the nearby Hill Country. The MT-03 lacks a slip and/or assist clutch, but lever pull is still fairly easy (though neither the clutch nor brake levers are adjustable) and the low first gear makes starting out a cinch. Around town the parallel twin, which generated 35 peak horsepower at 10,600 rpm and 19 lb-ft of torque at 9,200 when we last tested it in 2017, is pretty tame and drama-free, but those Jett Tuning dyno figures hint at the rest of the story: when the roads open up, spinning the little MT’s mill past 6,000 rpm rewards the rider with a noticeable boost. This equates to a need to maintain higher rpm through twisty, technical terrain, otherwise even a generous handful of throttle is only just enough to pull you out of the corner.
A compact wheelbase, low 30.7-inch seat and narrow waist make the MT-03 feel nimble and confidence inspiring.
The upshot of course is that the MT-03 is extremely forgiving, ideal for first-time riders. It also reduces the risk of overcooking it into a turn, where I found the 289mm/2-piston front disc and 220mm/1-piston rear disc brakes to be a bit on the vague side, requiring a solid pull on the lever and offering little feedback. This may have been by design, again aimed at a newer rider’s potential tendency to panic and squeeze/stomp a bit too hard; Yamaha says the MT-03’s brakes were tuned to feel “controllable,” but as an experienced rider I wished for a more aggressive bite. A pair of aftermarket sintered pads would likely solve the problem.
ABS comes standard on all 2020 MT-03 models. Two-piston front brake requires a solid pull on the lever, with little feedback; upgrading to sintered pads might
be recommended as riders gain experience and confidence.
Other than the brakes, I found little else to complain about as we transitioned from city to twisties and back to the city, now in the throes of the evening rush hour. Despite a low seat that folded my 34-inch-inseam legs into a sporty bend, I never felt cramped, although there were some grumbles from other, taller testers (I am 5 feet, 9 inches). The flat handlebar, which is some 1 ½ inches higher and ¾-inch farther back than the R3’s clip-ons, created a comfortable riding position, though the deeply-dished seat kept me feeling somewhat locked in place. And the slightly softer fork suited my size and riding style quite well, compliant enough to not jar my fillings loose over bumps but stiff enough to hold up to aggressive cornering.
Of course, for an entry-price-point machine like the MT-03, specs and performance are often not the primary focus for potential buyers — it’s important the bike looks the part, and the MT-03 delivers. Unlike its R3 cousin, the MT gets full LED lighting, including newly sleek turn signals and a futuristic-looking headlight with slanted position markers. When lit, the effect is something like an angry robotic Cyclops. Perhaps not everyone’s cup of tea, but I actually think it’s pretty cool. Whether in sinister Midnight Black or eye-catching Ice Fluo, the 2020 MT-03 is a shining example of how far today’s “entry level” bikes have come, proving once again that even little bikes can be big fun.
2020 Yamaha MT-03 in Midnight Black and Ice Fluo.
2020 Yamaha MT-03
Base Price: $4,599 Website:yamahamotorsports.com Engine Type: Liquid-cooled, transverse parallel twin, DOHC, 4 valves per cyl. Displacement: 321cc Bore x Stroke: 68.0mm x 44.1mm Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 54.3 in. Rake/Trail: 25 degrees/3.74 in. Seat Height: 30.7 in. Claimed Wet Weight: 373 lbs. Fuel Capacity: 3.7 gals., last 0.8 gal. warning light on MPG: 86 AKI min, NA
The 2020 Kawasaki Ninja 650 has finally come into its own, with a light restyle and TFT display capping off needed improvements introduced back in 2017. Photos by Kevin Wing.
What a difference a few years make. When we pitted the Ninja 650 against two rivals back in November 2016, we came away unimpressed — Kawasaki’s street-oriented sportbike felt overweight and uninspiring compared to its lithe sparring partners. But then Team Green put the Ninja on a diet and training regimen for 2017, shedding 43 pounds thanks to a new steel trellis frame, hollow-press aluminum swingarm, wheel assemblies and engine changes. The offset lay-down shock was replaced with a Ninja ZX-10R-derived horizontal back-link shock, and the new package was wrapped in sharper, sportier bodywork.
In addition to the significant weight loss, the Ninja’s 2017 training regimen included improvements to its engine, brakes and ergonomics. The liquid-cooled, DOHC, 4-valve-per-cylinder, 649cc parallel twin was retuned for better performance in the low- to midrange, where most street riders spend the majority of their time, and it got new injectors for more precise fueling, a mechanical gear position indicator, a revised airbox, a redesigned exhaust and smaller throttle bodies. A new 2-piston Nissin front brake caliper provided noticeably better performance and feel, and optional Bosch 9.1M ABS was said to be lighter and more responsive. (Read the complete details in our First Ride Review of the 2017 Ninja 650 here.) Suddenly this was a fighter to be reckoned with.
Included in the restyle are twin LED headlights that proved to be extremely bright for both daytime visibility and nighttime usefulness. Wide mirrors offer a good view of more than just the rider’s elbows. Photo by Kevin Wing.
For 2020, the Ninja 650 seems to have reached a milestone in its development, with refined styling that brings it inline with its ZX-6R and ZX-10R siblings, a new 4.3-inch full-color TFT display with switchable background color and ambient light sensor, connectivity to Kawasaki’s Rideology app and the latest Dunlop Sportmax Roadsport 2 tires. Specs and features only tell half the story of course; like a martial artist, mastering the movements is one thing — putting them to use is another. Since it was Senior Editor Drevenstedt who rode the revamped 2017 model, I haven’t been on a Ninja 650 since the 2016 comparo, and after spending five hundred or so miles on this newest version it’s clear this is a much improved motorcycle.
New for 2020 is a 4.3-inch TFT display, with an easy-to-read design and ambient light sensor that automatically adjusts brightness. It also allows the rider to connect the Ninja to their smartphone via Bluetooth and Kawasaki’s Rideology app. Photo by Kevin Wing.The display has two different background color options; I found the black background to be the easiest to read, even in direct sunlight. Photo by Kevin Wing.
Overall performance figures haven’t changed that much — peak horsepower is slightly down, mid-range power and torque are slightly up and peak torque is about the same — but with 43 fewer pounds to lug around, the 2020 Ninja 650 is now responsive, quick on its feet and quite fun to ride, emitting a rewarding intake howl as the rpms spin past 5,500. Its steering geometry has been sharpened, with the rake tightened up by a degree and the trail reduced by 0.4 inch, and ergonomics are small-frame-friendly — seat height is down more than half an inch to 31.1 inches, clip-ons are perched well above the triple clamp and the 4.0-gallon gas tank is narrow between the knees. So while my 34-inch-inseam legs got a bit cramped on longer rides and I found myself wishing for thicker seat padding (Kawasaki’s one-inch taller “extended reach” seat might solve both issues), I found the Ninja 650 to be comfortable enough for a 2½-hour-long freeway slog to Palm Springs or an afternoon ride on some favorite canyon roads.
The Ninja 650’s riding position is comfortably sporty, with tall, wide clip-ons, a low seat and reasonably placed footpegs. Photo by Kevin Wing.
Kawasaki says that about 60% of Ninja 650 owners primarily use it to commute and ride recreationally, but it’s on those sporty canyon roads that the Ninja’s newfound fighting spirit truly shines. It’s quick and flickable, with enough power to remain entertaining without demanding too much of its rider, nor requiring license-risking levels of speed. As is common in this category and price range, suspension is still rather basic, a bit underdamped and non-adjustable except for spring preload on the rear shock — the 41mm KYB fork has 4.9 inches of travel and the KYB shock 5.1 inches. Subsequently the bike can get pretty nervous when riding aggressively in rough corners, but on smoother roads the Ninja tracks through corners with confident stability, and the new Dunlop rubber offers predictable grip and feedback. An assist-and-slipper clutch mated to the six-speed gearbox also makes easy work of quick downshifts and commuter traffic alike.
Assist-and-slipper clutch makes easy work of stop-and-go traffic and quick downshifts. Both the brake and clutch levers are adjustable. Photo by Kevin Wing.
The 2020 updates are admittedly mostly cosmetic, but they’re like an outward representation of the Ninja 650’s forward progress — a black belt, to continue our martial arts analogy. The TFT display includes a slew of useful information, all easy to read even in direct sunlight, and new twin LED headlights not only look the business but also function extremely well, throwing bright white light far down the road as well as to each side. Overall this new Ninja 650 is at peak form, representing the new heights of performance and style we can now expect from today’s middleweight motorcycles.
Performance Fuel Capacity: 4.0 gals., last 1.0 gal. warning light on MPG: 87 AKI min. (low/avg/high) 59.9/60.9/62.0 Estimated Range: 244 miles Indicated RPM at 60 MPH: 4,400
2020 Suzuki V-Strom 1050XT in Orange and White. Images courtesy Suzuki.
Suzuki has announced updates for its lineup of big V-Stroms, including a nomenclature change from 1000 to 1050. The 2020 V-Strom 1050, V-Strom 1050XT and V-Strom 1050XT Adventure feature sharper styling with bold, bright paint schemes that reflect Suzuki’s historical race livery, and a few technological updates.
At the heart of each Strom is the tried-and-true 1037cc 90-degree V-twin that Suzuki says has been updated with more horsepower while still complying with worldwide emissions standards. Ride-by-wire with dual electronic throttle assemblies powers a revised traction control system with an additional ride mode (for a total of four), a new three-mode Drive Mode Selector that adjusts power delivery characteristics and the addition of Suzuki’s one-touch Easy Start System. There is also a new LCD instrument with mounting bar for a GPS and a new USB port.
2020 Suzuki V-Strom 1050 rolls on cast wheels and comes in Gray and Black.
The base V-Strom 1050 rolls on cast wheels, but the V-Strom 1050XT and 1050XT Adventure both include tubeless spoked wheels for more off-road endeavors. They also feature the Suzuki Intelligent Ride System (S.I.R.S.) with a new six-direction, three-axis IMU. The S.I.R.S. includes electronic cruise control and an updated cornering ABS and combined braking system that now includes Hill Hold Control and a Slope Dependent Control System that manages rear wheel lift when riding downhill.
Both the V-Strom 1050XT and 1050XT Adventure also come with a redesigned windscreen, hand guards and mirrors, a new height-adjustable two-piece seat, a centerstand, engine guards and more.
The 2020 V-Strom 1050XT will be available in two colors, Championship Yellow and Orange and White. The V-Strom 1050XT Adventure will be available in Glass Sparkle Black and includes quick-release aluminum panniers and heated grips. Pricing and availability on all three models is TBD.
Keep scrolling for more photos….
2020 Suzuki V-Strom 1050XT in Championship Yellow.2020 Suzuki V-Strom 1050XT Adventure in Glass Sparkle Black.
Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.
Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.
BMW F 750 GS
2019 BMW F 750 GS (Photo by Kevin Wing)
BMW F 750 GS
$10,395
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
493 lbs.
With its original livery reflecting the style of the late ’80s, the 1987 Kawasaki KLR650 looked like a big dirt bike but was also good on the street and on long-distance tours. (Photo courtesy Kawasaki)
Here we are, at the beginning of a new year and the end of an era. After a 32-year run (1987-2018), Kawasaki has ceased production of the KLR650. After tens of thousands of units sold and millions of miles ridden around the globe, the legendary dual-sport has been retired. A victim of ever-tightening emissions regulations, the KLR and its lone carburetor are being put out to pasture.
In its early days Kawasaki billed the KLR not as a dual-sport but as a “triple-sport,” a motorcycle good for street, dirt and touring. That aligned perfectly with Rider’s focus on touring, travel and adventure, and since the KLR has always been reasonably priced, even more so when purchased used, it also fit within the limited budgets of staffers and contributors. Editor-in-Chief Mark Tuttle, Managing Editor Jenny Smith and Senior Editor Yours Truly have owned, and loved, KLRs. And long-time dual-sport contributor Arden Kysely owned not one but two KLRs, racking up more than 65,000 miles.
Brochure for the 1987 Kawasaki KLR650.
In the October 2013 issue of Rider, Clement Salvadori wrote his Retrospective column about the 1993-1996 Kawasaki KLX650, a more powerful, more off-road-oriented spin-off of the KLR, and he summed up the icon’s early history:
“On the conservative end was the venerable KLR650, which began life as a 600 in 1984 and showed a very modern approach to dual-sporting as it had the first liquid-cooled engine, with a kickstarter and a smallish gas tank holding just three gallons. For 1985, the engine-starting procedure got an electric leg, and sales showed that customers liked this innovation, the first in the single-cylinder dual-sport world. This 600 grew into a 650 in ’87, and the gas tank grew to 6.1 gallons. This was followed by the brief one-year appearance of the Tengai version in 1990, essentially a restyling of the standard KLR with a Paris-Dakar look and a bigger fairing. These bikes were directed at riders of modest accomplishments who liked to ride 50 miles to a national forest and then potter along dirt roads for half a day.”
Rider’s first test of the Kawasaki KLR650 was a three-bike tour test comparison published in the April 1989 issue.
Salvadori was on hand for the KLR650’s first test in Rider, a three-bike tour test comparison with the Honda Transalp and BMW R100GS published in the April 1989 issue, two years after the KLR650 was introduced. (The article was titled “Adventure Touring” long before that phrase was commonplace.) With Editor Mark Tuttle and Technical Editor Bob Price in tow, Clem led the gang through Death Valley–up Goler Wash, out to Aguereberry Point and through Emigrant Canyon–back when the area was still a national monument (it became a national park in 1994). The KLR proved to be the best off-road bike of the three thanks to its generous low-end torque, 9.1 inches of suspension travel and comparatively low weight. On the road, however, its 651cc single was buzzy (despite having dual counterbalancers) and its front brake was woefully underpowered. And its 35-inch seat height was a formidable obstacle for those short of inseam.
In the years that followed, Rider selected the KL650 Tengai as the “Top Adventure Touring Motorcycle” (May 1990 issue) and published touring features in which the KLR650 played a leading role (“Dirty Duo,” August 1993; “A KLR in Color Country,” May 1995). The KLR soldiered on, selling well and building a loyal following.
Rider published its first solo test of the KLR in the November 1997 issue, written by Arden Kysely. Having gotten the formula right out of the gate, the KLR underwent few changes during its first two decades. A rare round of updates for the 1997 model year were limited to a lighter flywheel, an extra clutch plate and a more conservative color/graphics package. About the KLR’s brakes, Kysely penned this memorable line: “…the front and rear discs muster all the enthusiasm of a teenager cleaning his room.” Weak brakes aside, he praised the KLR for its affordable price, good midrange power and torque, nimble handling, ample range, comfortable seat and ability to carry lots of gear.
Arden Kysely poses with his 1987 KLR650 among the rocks of California’s Mojave Desert on his way home from a 1995 Utah adventure ride.
With fond memories of his years, miles and adventures on KLRs (he put 40,000 miles on his 1989 KLR and 25,000 on his 1997 KLR), Kysely had this to say: “The KLR is no beauty queen, lacks modern electronic rider aids and won’t win many drag races, but there’s no better bike for newbies and veterans on a budget to take exploring. The KLR is for riders who want to enjoy the country they’re riding through, not just blast through to check another route off the list. And it’s the ultimate workhorse–just keep it shod and fed and a KLR will be your faithful companion on many adventures. Compared to more modern bikes, this one-lung adventurer may seem lacking, but it’s simplicity and ruggedness are virtues not found in the high-dollar machines.”
With so many KLRs on (and off) the road–by some estimates, nearly 150,000 were produced–the venerable dual-sport fueled a veritable cottage industry in the aftermarket. In the May 1999 issue of Rider, EIC Tuttle wrote a project bike feature called “King KLR.” Starting with a stock 1998 KLR650, he upgraded the suspension (including an Öhlins shock), handlebar, seat, exhaust, clutch, tires and various odds-and-ends, such as the infamous “doohickey,” the name the KLR community gave to the notoriously failure-prone “balancer chain adjuster lever.” He also swapped the steel gas tank for a lighter plastic one (being translucent, it also provided a low-tech fuel “gauge”) and added hand guards, a taller windscreen, cleated footpegs, a centerstand, a skid plate and soft luggage.
EIC Tuttle’s extensive KLR650 upgrade project was summarized in his feature “King KLR” in the May 1999 issue of Rider.
Having turned the KLR into a more comfortable and versatile adventure tourer, he bought the bike from Kawasaki and kept it in his garage for more than a decade, occasionally using it for two-up camping trips with his wife, Genie. Looking back, Tuttle muses: “Since 1987 the primary benefit of the KLR650 has also been its biggest weakness: size and comfort. Though far lighter than contemporary liter-class ADV bikes, compared to most dual-sport 650 singles the KLR is heavy and has less ground clearance, so it can be a handful in sand and on big hills. At a Jeep-like pace it tackles moderate single-track trails and fire roads just fine, though, and its bigger seat, road-hugging weight and liquid-cooling make it a far better companion on long road rides than its air-cooled competitors.”
Rider EIC Mark Tuttle and wife Genie embarking on a camping trip on the 1998 “King KLR” replete with Acerbis front disc and hand guards, IMS tank and Happy Trails panniers. No one ever told said you can’t ride off-road two-up, so they often did on that trusty KLR, though sometimes Mark asked Genie to dismount and hike some of the gnarlier bits.
Tuttle continued: “My most memorable KLR650 experience was road-racing one on a 150-mile white-knuckled sprint from Ensenada to San Felipe in Baja, Mexico, a La Carrera homage probably put on by the late great Loyal Truesdale. Even though the road was closed and the bike topped out at the ton, I lost count of the close calls after the fifth burro encounter….”
When I joined the Rider staff in 2008, I convinced EIC Tuttle to let me borrow his kitted-out KLR for an adventure-bike ride with a group organized by our local BMW dealer. After borrowing it a couple more times, scratching it up and developing a genuine fondness for the KLR, I pestered Tuttle for months to sell it to me. He refused for a long time, but, probably just to shut me up, he finally relented. Most of my buddies rode expensive BMW GSs, but I loved my low-tech KLR.
Senior Editor Greg Drevenstedt is all smiles during his first ride on King KLR in California’s Los Padres National Forest.
Thanks to the KLR, I learned how to ride a big dual-sport/adventure bike, tackling sand washes and technical hill climbs, crashing more times than I’d care to admit. I referred to my KLR as the Mountain Goat because it would go just about anywhere…not particularly fast, but it was a trooper. And riding the KLR wasn’t “work.” I didn’t have to worry about damaging a test bike or evaluating the bike I was on, so I could just ride for riding’s sake. Riding the KLR on national forest roads and trails throughout the Angeles, Los Padres and Sequoia national forests and all over the Mojave Desert reminded me of my high school days, when I would explore trails on my mountain bike. And I met a lot of great people on group rides, several of whom are some of my best friends to this day.
Providing access to views like this, from atop Cameusa Peak in California’s Los Padres National Forest, is what makes the KLR650 such an endearing motorcycle.
King KLR and I had eight good years together, but the reality was that it spent much more time parked in the garage than it did out on adventures, and today’s ethanol-blended gas (and my neglect) took its toll on the fuel petcock and the tiny jets in the carburetor. With a twinge of sadness, I sold it to a good friend–the very same guy who led the first and many of the best rides I had on the KLR. It’s still in the family, so to speak, and I think of that bike every morning when I drink coffee out of my KLR650 mug.
The KLR got its first and only major update for the 2008 model year, with engine tweaks for smoother and stronger power delivery, better suspension and brakes, a more supportive seat and new switchgear and bodywork. Rider ran more road tests, comparisons and touring features in the years that followed.
This tricked-out 2009 KLR650 carried Managing Editor Jenny Smith (in her pre-Rider days) on many adventures, including two trips to the Overland Expo outside Flagstaff, Arizona (shown here). As Marketing Director for Twisted Throttle, she outfitted it with full crash protection, soft waterproof luggage, auxiliary LED lights and a custom seat by Steve Gowing.
Managing Editor Jenny Smith, who joined the Rider staff in 2016, owned a second-gen KLR: “As a dedicated sport rider, dual-sport motorcycles were never on my radar–until I moved to Colorado. Suddenly I found myself and my Honda RC51 left behind while my new group of friends hit the myriad of forest roads and trails on weekends. When I expressed interest, they were nearly unanimous: buy a KLR650. I found a bone-stock, low-mileage 2009 at the local dealership and will never forget my first foray off-pavement. We pulled to a stop at the open gate to ‘air down’ (what in the world??), then I followed them into the forest and onto a rollercoaster of a jeep trail, laughing in amazed, unbridled joy as we splashed through puddles, clawed up rocky hills and paused regularly to soak in the scenery. I was hooked, and for the next four years the KLR (soon outfitted thoroughly with crash protection, lights and luggage) was my ticket to some of the most challenging and beautiful rides I’ve ever experienced. I saw what was at the end of those dirt roads, camped in the wilderness, fell down (a lot), picked the bike back up, learned to carry a quart of oil on any long trip and fell back in love with motorcycling.”
Playing around in Death Valley on the 2014 Kawasaki KLR650 New Edition. (Photo by Alfonse Palaima)
One of my fondest memories of the KLR was a two-day ride through Death Valley for the press launch of the 2014 KLR650 New Edition, which got firmer suspension, a new seat and new color options. Twenty-five years after the KLR first appeared in Rider, a group of us covered some of the same terrain on bikes that, apart from minor updates, had essentially the same liquid-cooled 651cc single, same frame, same 35-inch seat height and same 6.1-gallon fuel tank. KLRs made in the final years of the production run were certainly better than the early models, but in some ways the KLR has been timeless. And it’s even cheaper now than it was three decades ago.
Back in 1989, when we published our first comparison test featuring the KLR650, its MSRP was $3,499 ($7,164 in 2018 dollars). MSRP for 2018 KLR650s that remain on dealer floors is $6,699, a savings of $465 in current dollars from the 1989 model. But on the Cycle Trader website there are scads of new, 0-mile KLR650s going for less than $6,000, with some even listed for less than $5,000. And if you’re in the market for a used KLR, the possibilities are nearly as limitless as the aftermarket products designed specifically for the crowd-pleasing dual-, er, triple-sport.
Officially it may be the end of the KLR, but the adventures will continue for many years to come.
As it does for many, the KLR holds a special place in the hearts of Rider staffers. Hearing the distinctive tweet from the exhaust of a KLR riding by immediately transports us back to memorable adventures, carefree days and campfire nights.
Will we see the KLR return in a year or two, minimally updated with fuel injection and an emissions-compliant exhaust system (like the KLX250 did)? Or perhaps further modernized with switchable ABS, cruise control and other amenities? Whether or not Kawasaki revives the venerable KLR, its legend is secure as one of the most affordable, reliable, versatile and enjoyable motorcycles ever produced.
