Kawasaki is updating its Z650 and Z900 naked sport bikes for 2020, with the Z900 receiving the most significant changes that bring it up-to-date and closer to its competition technology-wise.
The Z900, which was first launched back in 2017, impressed us from the start with its smooth, tractable power and rider-friendly character, but we dinged it for its lack of electronic rider aids when compared with the competition. (Read our comparison shoot-out review of the 2017 Z900 and the Yamaha FZ-09 here.) Kawasaki has addressed that complaint for 2020, giving the Z900 updated electronics, plus some tweaks to the frame and suspension and a light facelift.
Ride and power modes are new for the 2020 Z900.
Kawasaki Traction Control (KTRC) includes three modes: Modes 1 and 2 control ignition timing to prevent wheel slippage in sport riding conditions, while Mode 3 has higher sensitivity and controls ignition timing, fuel and air for ultra-smooth operation. Two power modes operate independently, with full and low (approximately 55% of full with a milder throttle response) options.
Additionally, the Z900 also offers Integrated Riding Modes that link the KTRC and power modes for quick and easy adjustment to suit a giving riding situation. There are four modes, Sport, Road, Rain and Rider (manual).
The 2020 Z900 will be equipped with a 4.3-inch TFT display that incorporates Bluetooth smartphone connection via the Rideology app.
Other changes for 2020 include a new 4.3-inch TFT instrument that incorporates Bluetooth smartphone connection via Kawasaki’s Rideology app, a revised frame with added strength in the swingarm pivot area, updated suspension settings, slightly revised styling that includes an LED headlight and new Dunlop Sportmax Roadsport 2 tires.
The 2020 Kawasaki Z900 will be available in Metallic Spark Black/Metallic Flat Spark Black and Candy Plasma Blue/Metallic Matte Fusion Silver for $8,999 ($9,299 for ABS version).
2020 Kawasaki Z900 in Metallic Spark Black/Metallic Flat Spark Black.
Meanwhile, the 2020 Z650 gets a light style refresh that includes an LED headlight, TFT display with Rideology app connectivity and new Dunlop Sportmax Roadsport 2 tires. It will be available in Metallic Spark Black and Metallic Spark Black/Metallic Flat Spark Black starting at $7,249 ($7,649 for ABS version).
2020 Kawasaki Z650 in Metallic Spark Black.2020 Kawasaki Z650 in Metallic Spark Black/Metallic Flat Spark Black.The 2020 Z650 will be equipped with a TFT display that includes Bluetooth smartphone connectivity via the Rideology app.
Hold on tight. Kawasaki has announced it’s bringing its balanced supercharged 998cc inline four to its Z lineup of naked motorcycles with a new flagship model, the 2020 Z H2.
More detailed information will be made available at the Z H2’s U.S. debut later in November, but for now we know that it will feature a specially designed trellis frame, Showa suspension, Brembo Monobloc brake calipers, LED lighting, a full-color, switchable TFT display, smartphone connectivity and a full suite of IMU-based electronics (riding modes, power modes, KTRC, KCMF, KIBS, KLCM, KQS and cruise control) and an assist-and-slipper clutch.
The 2020 Kawasaki Z H2 will be available in Metallic Spark Black/Metallic Graphite Gray/Mirror Coated Spark Black at an MSRP of $17,000. Stay tuned for further details.
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This image shows the massive air intake feeding directly into the balanced supercharger.2020 Kawasaki Z H2.Full-color TFT display has a switchable background.
2020 Kawasaki W800 in Candy Cardinal Red. Photos courtesy Kawasaki.
When the sharp-looking W800 Cafe was announced for the U.S. market for 2019, reactions were predictably mixed. Yes, the cafe racer look was cool…but there was a vocal chorus of Boomers who yearned for the classic look and feel of Kawasaki’s latest “W” iteration, but could you please lose the drop-down handlebar and give us something with a “sensible” riding position? Perhaps the standard W800 the rest of the world gets?
Someone at Kawasaki must have been listening (even if it was just to sales figures), as for 2020 Team Green has announced the W800 is coming to America, with its bench seat, chrome fenders and — thank goodness! — standard handlebar.
2020 Kawasaki W800 in Candy Cardinal Red. Photos courtesy Kawasaki.
The 733cc air-cooled vertical twin with its distinctive exterior cam shaft-drive is unchanged except for the polished aluminum finish, as opposed to the blacked-out look on the W800 Cafe. Other parts are also less modernized, like the classic large, round turn signals with orange lens covers, silver spoked tube-type wheels (though now a 19-inch up front rather than the Cafe’s 18), aforementioned chrome fenders, chrome tank badging and polished finish on the gaitered fork tubes.
Other modern conveniences carry over: standard 2-channel ABS, an assist-and-slipper clutch and a bright LED headlight. Notably, the standard W800 gets a centerstand, which was missing on the Cafe.
Best of all, the W800 is priced a bit more competitively than its Cafe sibling, at $9,199. The 2020 Kawasaki W800 comes in Candy Cardinal Red and exact availability is TBD.
2020 Kawasaki W800 in Candy Cardinal Red. Photos courtesy Kawasaki.
This was a little cutie, and inexpensive, too. Just $430 ($3,200 today) would get you this minimalist high-piped single in 1967. Not that the bike was set up for quarter-mile times, but a real lightweight rider with a strong wind at his back might break 20 seconds. What do you expect from a 120?
Kawasaki was the last of the Japanese Big Four to get into the American market, when an American-owned subsidiary appeared in Chicago in 1963 offering a few two-stroke singles. Early ads promoted its connection with the Kawasaki Aircraft Co. Ltd., which was shut down following WWII but started building planes again in 1954. The big K soon saw the error of its ways and set up a Kawasaki-owned operation in Los Angeles in 1965, sensibly giving the Americans involved a good deal of say in what should be built for the U.S. market.
Two-stroke singles were the rage, cheap and simple, the essential engine having just three moving parts. In the home market Kawasaki knew that winning on Sunday meant selling on Monday, so it worked hard to score points in the racing world of Japan, using rotary valves instead of the old-fashioned piston-port design and applying the same sophistication to its street bikes.
In 1964 Kawasaki showed the C2SS (Street Scrambler) to the home market, an attractive little single intended for the pavement, with a stylish upswept exhaust pipe. It also offered the “trail kit,” an optional bundle of pieces that would turn this into a proper trail bike…of sorts. The kit had an adapter for raising the front fender, a luggage rack and a second rear sprocket mounted next to the stock one. The stock sprocket had 37 teeth and a first-gear ratio of 25:1. In a few minutes time the rider could loosen a few bolts and slide the new 59-tooth sprocket over the old one, giving a ratio of 40:1. Good for going up Mount Fuji!
In 1967 two very similar C2 120 models came to the U.S., the TR (Trail Rider) and the SS, both with street-scrambler styling. Obviously the word was that Americans thought that an upswept exhaust system was cool, and that occasionally leaving the pavement was great fun. The bikes were also given the Road Runner name. Most of us can remember the Road Runner cartoon character, a bird that was always being chased across the desert by Wile E. Coyote. The owner’s manual had an illustration of the bird. Obviously the California fellows thought this would be a great name for the bike, but there is no mention of whether the KMC execs ever asked “Looney Tunes” for permission.
The TR was slightly more off-road oriented, having knobbier tires, a smaller front fender mounted well above the wheel, slightly shortened saddle, bash plate and a big luggage rack — for carrying all that camping gear for the trip into the wilderness. Although the engine was a bit on the small side for anyone wanting to tackle rough, steep terrain.
The cylinder was aluminum with a cast iron liner and was almost square, with a 53mm bore, 52.5mm stroke for an actual 115cc and a compression ratio of 6.7:1. The factory was claiming 11.5 horses at 7,000 rpm, which was a small herd from a small paddock, with one pony for every 10cc; very neat. The advertised torque curve — what there was of it — was pleasantly flat, with 6.5 lb-ft at 2,000 rpm, maxing out at 9.1 lb-ft at 5,000 and dropping off to 7 lb-ft at an over-revved 8,000.
An 18mm Mikuni carburetor was coupled with an automatic lubrication system, called Superlube. The oil tank, easily accessible under the seat, delivered the lubricant (the amount being dependent on the throttle opening) to the front of the rotary valve, where it would mix with the gas. Fouling plugs was a thing pretty much of the past.
Oil-level viewing was on the left side panel.
The engine cases, made of aluminum alloy, held the cylinder up front, gearbox behind. Power ran back to a four-speed transmission of the rotary style, which meant the rider could go all the way around from fourth directly to neutral to first gear, or shift backwards through third and second. The shift lever was heel and toe so downshifting could be done without besmirching the rider’s white bucks. Remember those?
The chassis did have some off-road pretensions, the photo model having a curious optional brace bolted to the lower legs of the fork and looping over the wheel in front of the fender. It may also have fended off the brush that an enthusiastic rider might get into. The full double-cradle frame was made of mild steel and very strong by the swingarm pivot. The double-cradle aspect extended to a pair of tubes forming the backbone under the tank and then going farther back from the main cradle to support the saddle and the tops of the two shock absorbers. Even with the aforementioned bash plate, there was more than six inches of ground clearance. Suspension was, well, not competitive, but quite adequate for the college-aged fellow who liked having a coed pressed against his back as they cruised the city streets.
Wheels were 18 inches at both ends, with small drum brakes that worked OK considering the speeds the Road Runner went. Forty-five inches between the axles made for a short machine. With 1.7 gallons of gas in the tank, weight was a modest 186 pounds.
The C2 Road Runners went away late in 1969; did“Looney Tunes” have anything to do with that?
It’s no secret that supersports aren’t selling particularly well right now, at least here in the States. What are selling well, however, are bikes like the Ninja 650, which offer decent performance in a sporty, comfortable, affordable package. Manufacturers have figured this out, over the past several years endowing their smaller displacement and middleweight sport machines with aggressive styling and fit-and-finish details lifted directly from higher-end supersport models, and in the process continuing to attract new riders to our two-wheeled lifestyle.
Kawasaki’s Ninja 650, which received a complete redesign in 2017 that saw it shed 42 pounds and get a sportier facelift (read our First Ride Review here), is one of those well-balanced sport bikes that promises fun and easy handling at a very attractive price.
2020 Kawasaki Ninja 650.
For 2020, it’s been updated further with a more aggressive restyle that brings it inline with its Ninja 400 and Ninja ZX-6R/10R cousins, a full-color TFT display with smartphone connectivity, Dunlop Sportmax Roadsport 2 tires fitted as standard and a redesigned upper cowl, windshield and passenger seat.
The new upper cowl is wider than before, with the taller windscreen now flush-fit for a streamlined look. It also now features twin LED headlamps, each with a high and low beam (meaning both are on at any given time, addressing a major pet peeve of mine). A thicker, wider passenger seat should make for a happier ride if you carry a pillion, and an easier time fitting a tailbag if you don’t, and fairing bolts have been replaced by hooks for a more streamlined, high-value appearance.
Full-color 4.3-inch TFT display is now standard on the 2020 Ninja 650.
Another high-value add for the 2020 Ninja 650 is a full-color 4.3-inch TFT display, with a selectable background color (black or white) and automatic screen brightness that adjusts for ambient light. Display functions include a speedometer, bar-style tachometer, gear position indicator, shift lamp, fuel gauge, odometer, dual trip meters, current and average fuel consumption, remaining range, average speed, total riding time, coolant temperature, clock, battery voltage, Kawasaki service reminder, oil change reminder and Economical Riding Indicator.
Bluetooth connectivity is becoming more and more common, and now the Ninja 650 is no exception, as owners can connect to their bikes via Kawasaki’s Rideology The App to view vehicle info; a riding log that includes route, distance and time traveled, riding conditions, max lean angles and a playback function to relive the ride; telephone notifications on the TFT display; and changes to the TFT display settings.
The 2020 Kawasaki Ninja 650 is available in Pearl Blizzard White or Metallic Spark Black for $7,399 (non-ABS) or $7,799 (ABS), or in KRT livery for $7,599 (non-ABS) or $7,999 (ABS). For more information, visit kawasaki.com.
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2020 Kawasaki Ninja 650 in Pearl Blizzard White.2020 Kawasaki Ninja 650 in Metallic Spark Black.2020 Kawasaki Ninja 650 KRT Edition.
1976 Kawasaki KZ400D3. Owner: Michael Lane, Kansas City, Kansas.
Nice little bike. Great for commuting, but entirely capable of a cross-country trip. This model was an answer to problems in the global economy. The dollar was devalued in 1971, with President Nixon taking us off the gold standard, meaning we had less money to spend on foreign products. Also, Congress was upping the import tariffs on lots of things, trying to figure out how to pay for the war in Vietnam. In response, Kawasaki decided to build a factory in Lincoln, Nebraska. This was not a real manufacturing facility, but more of an assembly plant, as the import duties on bits and pieces of a motorcycle were a lot less than bringing in a whole one.
1976 Kawasaki KZ400.
Kawasaki had been looking at the success of Honda’s little four-stroke twin, the CB350, which had modest performance but all the amenities Americans seemed to like, including an electric starter. Kawasaki’s R&D backroom boys put their heads together, drew up plans and came forth with a very efficient, if rather uninspired, 398cc vertical twin, with a 360-degree crankshaft, an overhead camshaft and an electric leg. In June of 1974 the first KZ400 rolled off the assembly line in Akashi, Japan, and a number of them arrived in the United States. But that was just the beginning, as the factory was turning out a lot more parts than those assembly line workers could use. Crates of them were going to Nebraska. In January of 1975 a KZ400 rolled off the Lincoln line with “Made in the USA” on the ID plate.
One should add that the price of gas went up 45 percent between 1973 and 1975, from 39 cents per gallon to 57 cents. Could there be a better time for a 50-mpg econo-bike to hit the market?
1976 Kawasaki KZ400.
The frame was a simple double cradle having dual downtubes, with a big, fat backbone tube meeting up with the cradle at the swingarm pivot, a very solid affair that avoided any notion of flexiness. Front fork was by Kawasaki, very much like a Ceriani, and on the inexpensive, non-adjustable side. Five inches of travel was good, with a 27-degree rake and trail of approximately four inches offering a very middle-of-the-road stance. The swingarm ran out 20 inches, bouncing along on a cheap pair of Kawasaki shock absorbers having preload adjustability and three inches of travel. Too soft, reviewers said.
Spoked wheels were both 18 inchers, the front carrying a 3.25 tire, the rear, 3.50. Braking was done by a single 226mm (10.91-inch) disc on the front, a 180mm (7.09-inch) drum on the back. As a polite reviewer might say, adequate. But this was not intended for sporting riding like the Z-1, and the brakes worked fine for commuter use. Distance between the axles was 53.3 inches.
The wet-sump engine was straightforward, being slightly oversquare with a 64mm bore, 62mm stroke. Of minor note was the chain-driven counter-rotating balancer system down in the crankcase, called “harmonic” by one reviewer. It did not smooth out all vibrations, but for anyone happy to ride at two-thirds of redline (9,000 rpm) it was entirely adequate. Commuters, the intended buyers, were not known as rip-snorting riders.
1976 Kawasaki KZ400.
The four valves, two per cylinder, were pushed down by a single overhead camshaft, and 36mm Keihin CV carbs fed high-test gas (preferred) and air into the combustion chambers, where it was compressed 9:1. The engine was rated by the factory at 35 ponies, which was usually measured at the crankshaft, not the rear wheel; on a dyno it was closer to 29. Respectable; good for an honest 90 mph. In 1977, with the fuel crisis in the headlines, the carb size was reduced to 32mm to enhance mileage figures a little. And the compression was raised to 9.4:1, which served to create roughly the same power output. Ignition was by battery and single two-feed coil. Starting was by button, except a kickstarter was there as a backup, as many Americans did not yet fully trust electrically powered gizmos.
1976 Kawasaki KZ400.
Primary drive was via a Hy-Vo chain, and then through a wet clutch to a five-speed transmission and chain final drive. The long, flat saddle was great for one person, a bit crowded for two. Looks were OK, with shiny chrome fenders and nice paint on the 3.2-gallon gas tank and side panels. Curb weight was a shade more than 400 pounds. The only complaint seemed to be about occasional oil weepage coming from around the head.
The number of KZ400 models expanded. The D series, the essential KZ400 that we have here, went from ’74 to ’77 and cost $1,170 in ’74. The cheaper S series, with a drum front brake and no electric starter, went for $995 in ’75. And for one year, ’77, there was the A model, with small handlebar fairing, saddlebags and luggage rack.
1976 Kawasaki KZ400.
For ’78 the D designation became a B, with a redesign in the head, a slightly different gas tank and mufflers, an extra gear in the transmission and the fuel tap getting a diaphragm. The low-price version stayed with five speeds and had a two-into-one exhaust. And there was the stepped-saddle LTD “custom” model, with cast wheels.
This modest motorcycle was also a modest financial success. Kawasaki ran a lot of entertaining ads focused on the commuter, one saying, “More fun than any car I ever drove.” This ’76 model, in the same family since new, is quite stock except for the MAC mufflers.
For 1980 the engine was bored out to 67.5 mm, a 10 percent increase in size, and received a new KZ440 designation, giving the basic design four more years of life.
The 2019 Z400 ABS fills out Kawasaki’s Z lineup of naked bikes. Based on the Ninja 400 ABS, it’s truly a sport bike sans fairings. Photos by Kevin Wing.
In the 1960s, a term emerged among American motorcyclists: UJM, short for Universal Japanese Motorcycle, a not very enthusiastic characterization of the CB, KZ, GS and XS models flooding our shores. As a style, UJMs also birthed the equally unenthusiastically named motorcycle type known as the “standard.”
Simple, functional and stylish–in a “tank, seat, engine” sort of way–standards became, well, the standard motorcycle type for decades, as increasingly specialized niches evolved around them such as performance sport, sport touring, touring, cruisers, dual-sport, ADV…and lately factory custom, supermoto and flat track. There is a bike out there for every taste, but through it all standards, now known as slightly sexier “naked” bikes, have existed as cost-effective, fun options for those of us who just enjoy getting out and riding.
From 1974 to 1984, one of those UJM “standards” was the Kawasaki KZ400, built for the U.S. market in a new factory in Lincoln, Nebraska, the first foreign-owned motorcycle plant in the country. Thirty-five years later, Kawasaki is rounding out its modern-day “Z” lineup of naked bikes with the new 2019 Z400 ABS (made in Thailand, not Nebraska).
Based on past sales and research trends, Kawasaki expects the naked bike segment to continue to grow as buyers seek out the same magic balance of performance, comfort and price that drew riders to the standards of the ’60s, ’70s and beyond. In fact, its research has shown that naked bike buyers name cost as a major deciding factor when choosing a new bike. It’s not just the sticker price, but cost-of-ownership items like repairs, maintenance and insurance, all of which are typically less than that of a fully faired performance sportbike.
The Z400’s engine isn’t dumbed-down or de-tuned, it’s the same as that used in the Ninja 400, down to the throttle map and gearing.
Naked bikes have often been described as de-tuned, dumbed-down versions of a given sportbike model, but the Z400 ABS defies that label. In fact, it’s fair and quite accurate to describe the Z400 as a Ninja 400 with a flat handlebar and no fairings. Its steel trellis frame, 399cc, liquid-cooled, parallel twin engine, six-speed gearbox with assist-and-slipper clutch, 30.9-inch seat, 5-spoke cast wheels, Dunlop GPR-300 tires, front and rear ABS-equipped brakes, comfortably rearset footpegs, LCD instrument and Showa front/KYB rear suspension are all the same as the Ninja’s, with one exception: the springs both front and rear are roughly 10 percent lighter for a more comfortable street-oriented ride.
The low headlight and tall tail of the Z400 is characteristic of its Sugomi styling, which in Japanese roughly translates as something awe-inspiring, as a predator the moment before it strikes.
Otherwise, you’re riding a Ninja 400 ABS, and at an MSRP of $4,799 the Z400 ABS is $500 less expensive than its fully faired fraternal twin. Like the Ninja, my first impression upon swinging a leg over it at the press launch ride in the rolling terrain of Southern California was its impression of size. The Z400, despite weighing in at a claimed 364 pounds ready to ride, feels like a larger motorcycle, and with its wide, relaxed handlebar that’s 50mm higher than the Ninja’s I found it to be comfortable on our 120-mile ride. That said, if it were mine I would probably install Kawasaki’s accessory high seat ($199.95), which adds one inch to the seat height and would better fit my 34-inch-inseam legs.
Two-channel Nissin ABS is standard on the Z400, and overall we found the brakes worked well at a sporting pace.
Releasing the feather-light clutch lever (seriously, pull effort is so light we were warned not to rest our fingers on the lever for fear of unintentionally slipping the clutch as we rode), the 399cc parallel twin spools up quickly with plenty of torque down low and enough power at the higher end to make freeway cruising and high-speed passing a low-stress affair. I haven’t had an opportunity to do a long freeway slog yet, but on our initial ride I detected no annoying vibes in the grips, seat or pegs. Best of all, like the Ninja the Z400 gets the big 5.8-liter airbox designed to let the rider hear as much glorious intake noise as possible, part of what Kawasaki describes as the essential “rider experience.”
It’s not an electronic marvel, but for a rider looking for something fun and responsive that’s equally adept at city commuting and canyon carving, the Z400 deserves a look.
I was enjoying the heck out of my rider experience as we ascended famous Palomar Mountain, parallel twins howling. Staying at about 6,000 rpm seemed to keep me in the meat of the powerband, and chasing the pack up the mountain reminded me just how fun it is to ride in a group of smaller bikes. On the descent, it was the Z400’s brakes that shone; a two-piston Nissin caliper squeezes the big 310mm wave-style front disc, and the 220mm disc in the back also has a two-piston Nissin caliper. The combo, equipped as standard with Nissin ABS, worked quite well at our sporting pace.
LCD instrument looks familiar to anyone who’s ridden a Ninja 400 or Z650. It includes a gear indicator, clock, odometer and two tripmeters, fuel range, fuel level and fuel economy figures.
Suspension comprises a 41mm non-adjustable Showa fork at the front and a 5-preload-position KYB shock at the rear (adjustable with the included spanner; the Z400 still comes with a decent on-board tool kit). It also handled our sport ride with competence. Using a design borrowed from the Ninja H2 models, the swingarm mounts directly to the back of the engine, shaving weight and increasing stability. As expected, extremely bumpy corners could rattle the Z’s composure but overall its short wheelbase/long swingarm/steep rake design kept it feeling flickable yet reassuringly stable.
The six-LED headlight is bright and highly visible for daytime riding.
As much fun as the Z400 is to ride, it’s the little things that tend to win me over, and in this case there are two. One is the inclusion of hooks on the license plate/turn signal holder that facilitate attaching a tail bag or simply strapping something to the rear seat. It’s amazing how often this gets overlooked on a bike meant for everyday riding. The second is the headlight, which contains six bright LEDs within its Sugomi-style housing. Even with their low beams on (with four of the six illuminated), quick glances into my mirrors at the other journalists behind me proved how visible the Z400’s headlight is, something any rider should value. I’ve yet to ride it at night, but have high hopes for illumination functionality.
The Z400 ABS fills in the final gap in Kawasaki’s naked bike lineup, and with its sub-$5,000 price tag it’s an attractive option for today’s value-conscious buyer. It’s available in dealerships now in two color options, Candy Lime Green/Metallic Spark Black or Candy Cardinal Red/Metallic Flat Spark Black, for $4,799.
In addition to the classic Kawi green and black livery, the Z400 ABS is available in this red and matte black combo.
2019 Kawasaki Z400 ABS Specs
Website:kawasaki.com Base Price: $4,799 Engine Type: Liquid-cooled parallel twin, DOHC, 4 valves per cyl. Bore x Stroke: 70.0 x 51.8mm Displacement: 399cc Transmission: 6-speed w/positive neutral finder, cable-actuated assist-and-slipper clutch Final Drive: O-ring chain Wheelbase: 53.9 in. Rake/Trail: 24.7 degrees/3.6 in. Seat Height: 30.9 in. Claimed Wet Weight: 364 lbs. Fuel Capacity: 3.7 gals. Claimed MPG: NA
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.
New for 2019, the Kawasaki Versys 1000 SE LT+ gets many upgrades over the previous model, including a full suite of electronic riding aids, cruise control, LED headlights and cornering lights, new bodywork with Highly Durable Paint, a new TFT display and Bluetooth connectivity.
Thanks to their comfortable, sit-up ergonomics, generous suspension travel and do-it-all versatility, adventure tourers have been one of motorcycling’s few growth segments in recent years. But most adventure tourers are designed to be at least moderately capable off-road, which means they typically have a 19-inch front wheel and 90/10 adventure tires.
Kawasaki’s Versys 1000 LT, which debuted for 2015, blends the virtues of an adventure tourer with those of a traditional sport tourer. It has an upright seating position and longish legs, but it has nimble 17-inch wheels shod with grippy sport touring tires.
We liked the Versys 1000 LT so much that we named it Motorcycle of the Year for 2015, and we kept one in our long-term fleet for an extended evaluation.
A new look for the 2019 Kawasaski 1000 SE LT+ includes a manually adjustable windscreen, more aggressive styling and body panels with Kawasaki’s exclusive self-healing Highly Durable Paint.
For 2019, Kawasaki replaced the Versys 1000 LT with a higher-spec model called the Versys 1000 SE LT+. The SE LT+ gets an updated engine, integrated riding modes, cruise control, an updated suite of electronic rider aids, a TFT instrument panel, updated styling, Bluetooth connectivity and more.
Powered by a liquid-cooled, 1,043cc in-line four-cylinder engine that is exceptionally smooth and delivers power and torque in a linear fashion, the Versys 1000 SE LT+ gets throttle-by-wire, new fuel injection mapping and updates to its exhaust and catalytic converter design. As on the previous model, the SE LT+ has two power modes: Full (100 percent) and Low (75 percent). The 6-speed transmission, which is mated to an assist-and-slipper clutch, gets a new up/down quickshifter.
New Showa suspension has electronically controlled, semi-active compression and rebound damping and rear preload.
Returning unchanged are the five-piece cast-aluminum main frame and tubular-steel trellis subframe. With 5.9 inches of front/rear travel, the Versys rides on a new Showa 43mm upside-down cartridge fork and Showa BFRC Lite shock, both of which have Kawasaki Electronically Controlled Suspension (KECS) for semi-active compression and rebound damping and rear preload (front preload is adjusted manually).
Braking is handled by dual 4-piston radial-mount monoblock front calipers with a radial-pump master cylinder squeezing 310mm petal discs and a 1-piston rear caliper squeezing a 250mm petal disc. As before, traction control and ABS are standard, but the SE LT+ has been upgraded to the supersport-spec Kawasaki’s Intelligent anti-lock Brake System (KIBS). Also new are a Bosch Inertial Measurement Unit (IMU) and Kawasaki Cornering Management Function (KCMF), which “monitors engine and chassis parameters throughout the corner to assist riders in tracing their intended line through the corner.”
A new instrument panel includes a full-color TFT display, and a rider’s smartphone can be connected to the bike via Bluetooth. Kawasaki’s Rideology the App provides access to vehicle and trip information and control over certain electronic parameters.
The Versys 1000 SE LT+ has integrated riding modes that adjust power delivery, traction control sensitivity and suspension damping. Four modes are available: Sport, Road, Rain and a customizable Rider mode. Also, to enhance long-range comfort, electronic cruise control is standard.
Styling has been freshened up with LED headlights and cornering lights (see illustration below), a manually adjustable windscreen, new bodywork and Kawasaki’s new Highly Durable Paint and Highly Durable Matte Paint for high-touch areas such as the fuel tank and fairing panels. These paint finishes feature “a special coat that allows certain types of scratches to repair themselves, enabling the paint to maintain its high-quality finish. Soft and hard segments in the coat work together like a chemical spring, creating a trampoline effect that absorbs impacts.” Color-matched, removable, 28-liter Kawasaki Quick Release saddlebags are standard equipment.
This illustration shows how the IMU-controlled, sequential LED cornering lights (as lean angle increases, more lights turn on) provide more illumination while turning.
The Versys 1000 SE LT+ also gets a new full-color TFT instrument panel that’s paired with an analog tachometer. Riders can also connect their smartphones to the bike via Bluetooth, and using Kawasaki’s Rideology The App, they can view vehicle information and a detailed riding log as well as make adjustments to certain electronics parameters.
The 2019 Kawasaki Versys 1000 SE LT+ is available in Metallic Flat Spark Black/Pearl Flat Stardust White, and MSRP is $17,999.
