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Kawasaki Announces More New and Updated 2023 Models

2023 Kawasaki
The all-new Kawasaki KLX230SM

Kawasaki has announced a slew of new and updated models to its 2023 lineup. New models include three additions to the KLX230 family and the new KLR650 S. Updated models include the Ninja 650, the Z650, and the KX450SR.

2023 Kawasaki KLX230

2023 Kawasaki
2023 Kawasaki KLX230 in Battle Gray

New for 2023 is the dual-purpose KLX230. Designed to be lightweight and easily maneuverable for both trail and street riding, the KLX230 features a 4-stroke 233cc air-cooled engine with electric start and compact steel perimeter frame. The short 54.3-inch wheelbase along with the high 10.4-inch ground clearance adds to the maneuverability of the bike. The KLX230 also features front and rear disc brakes, a 21-inch front and 18-inch rear wheel, a front fork with 8.7 inches of travel suspension, and a rear suspension with 8.8 inches of wheel travel. Available for $4,999 in Battle Gray.

Read all of Rider‘s Kawasaki reviews

2023 Kawasaki KLX230 S

2023 Kawasaki
2023 Kawasaki KLX230 S in Lime Green

The 2023 KLX230 S is a more approachable version of the KLX230 and features a lower seat height of 32.7 inches (compared to 34.8 inches on the KLX230). The lower seat height is due to the shorter wheel travel, with 6.2 inches of travel in the front and 6.6 inches of travel in the rear.

2023 Kawasaki
2023 Kawasaki KLX230 S in Battle Gray

ABS is optional, and riders have the ability to turn the ABS function on and off. The non-ABS option is available for $4,999 in Lime Green and Battle Gray while the ABS option is available for $5,299 in Battle Gray.

2023 Kawasaki KLX230SM

2023 Kawasaki
2023 Kawasaki KLX230SM in Oriental Blue

The KLX230 family grows with the new KLX230SM supermoto, designed for a more comfortable ride on pavement. Featuring the same 233cc air-cooled engine and electric start as the KLX230 and KLX230 S, the KLX230SM comes with 17-inch front and rear wheels that are wider than the wheels on the KLX230. The 37mm inverted forks add front-end rigidity and give the bike a sportier look.

2023 Kawasaki
2023 Kawasaki KLX230SM in Lime Green

The compact LED headlight and blacked-out engine, frame, swingarm, handlebars, and rims add to the street-ready appearance. The non-ABS option is available in Lime Green and Oriental Blue for $5,299 while the ABS option is available in Lime Green for $5,599.

2023 Kawasaki KLR650 S

2023 Kawasaki
2023 Kawasaki KLR650 S in Pearl Storm Gray

Following the release of the all-new KLR650 last year, Kawasaki adds the KLR650 S to the 2023 lineup. It shares the 652cc single-cylinder engine, the digital instrumentation panel, high-tensile double-cradle frame, and the LED headlight with last year’s KLR650. New to the KLR650 S is the model configurations for added versatility.

Related Story: 2022 Kawasaki KLR650 Adventure | Road Test Review

2023 Kawasaki
2023 Kawasaki KLR650 S in Candy Lime Green

The KLR650 S also features a lower front and rear suspension. The 41mm fork offer 6.7 inches of suspension travel while the rear suspension sits at 7.0 inches of travel. The 21-inch front wheel and 17-inch rear wheels allow riders to enjoy this bike both on and off the roads. The standard KLR650 S is available for $6,899 in Pearl Storm Gray and Candy Lime Green, and the KLR650 S with ABS is available in Pearl Storm Gray for $7,199.

2023 Kawasaki Ninja 650

2023 Kawasaki
2023 Kawasaki Ninja 650 in Metallic Matte Graphensteel Gray / Ebony

The Ninja 650 has been updated for model year 2023. Like previous models, the 2023 Ninja 650 features a 649cc parallel-Twin engine, a 4.3 -inch TFT display, twin LED headlights, and smartphone connectivity.

Related Story: 2020 Kawasaki Ninja 650 | Road Test Review

What sets the 2023 model apart from past iterations is the Kawasaki TRaction Control (KTRC). The KTRC assesses several parameters to get a real-time picture of the riding conditions. It also allows riders to select between two modes. Mode 1 facilitates acceleration out of corners by maximizing forward drive from the rear wheel, making it ideal for sport riding. Mode 2 reduces engine output when excessive wheel-spin is detected to help riders navigate wet pavement. Riders also have the option to turn the system off.

2023 Kawasaki
2023 Kawasaki Ninja 650 in Pearl Robotic White / Metallic Matte Flat Raw Graystone / Ebony

The 2023 Ninja 650 is available for $7,999 in Metallic Matte Graphensteel Gray / Ebony or Pearl Robotic White / Metallic Matte Flat Raw Graystone / Ebony.

2023 Kawasaki Z650

2023 Kawasaki
2023 Kawasaki Z650 in Metallic Spark Black / Metallic Flat Spark Black

The naked Z650 returns in 2023 with the 649cc parallel-Twin engine, a 4.3-inch TRT display, LED headlight, a thick passenger seat, and smartphone connectivity.

Related Story: 2017 Kawasaki Z650 | First Ride Review

New for 2023 is the Kawasaki TRaction Control (KTRC) system, the same system equipped in the updated 2023 Ninja 650. The KTRC assesses several parameters to get a real-time picture of the riding conditions. It also allows riders to select between two modes. Mode 1 facilitates acceleration out of corners by maximizing forward drive from the rear wheel, making it ideal for sport riding. Mode 2 reduces engine output when excessive wheel-spin is detected to help riders navigate wet pavement. Riders also have the option to turn the system off.

2023 Kawasaki
2023 Kawasaki Z650 in Metallic Matte Graphenesteel Gray / Ebony

The 2023 Z650 is available in Metallic Spark Black / Metallic Flat Spark Black or Metallic Matte Graphenesteel Gray / Ebony for $7,749.

2023 Kawasaki KX450SR

2023 Kawasaki
2023 Kawasaki KX450SR in Lime Green

The race-ready KX450SR returns in 2023 with new Showa front and rear suspension components. The KX450 debuted in 2022 with a 449cc engine with electric start, a close-ratio 5-speed transmission, and a slim aluminum perimeter frame. The new Showa front and rear suspension components on the 2023 KX450SR feature a titanium-oxide inner fork tube that improves wear resistance and reduces friction. The rear shock offers dual compression adjustability so that high speed and low speed damping can be tuned separately. The handlebar can also be adjusted in 12 different positions for rider customization.

The 2023 KX450SR will be available in late fall in Lime Green for $12,699.

Other Models in the 2023 Kawasaki Lineup

2023 Kawasaki

Ninja H2R

Ninja H2

Ninja H2 Carbon

Ninja ZX-14R ABS

Ninja ZX-10R

Ninja ZX-10R KRT Edition

Ninja ZX-10RR

Ninja ZX-6R KRT Edition

Z125 PRO

Z650 RS

Z900 ABS

Z900 SE

Versys 650 LT

Versys 1000 SE LT+

W800

Vulcan 1700 Vaquero ABS

The post Kawasaki Announces More New and Updated 2023 Models first appeared on Rider Magazine.
Source: RiderMagazine.com

Kawasaki Announces More 2023 Returning Models

Kawasaki announced the return of several sport, retro sport, naked, cruiser, adventure touring, and dual-sport models to its motorcycle lineup. These 2023 motorcycles are set to arrive in Kawasaki dealerships during the summer months.

Models included in this announcement are the Ninja 1000SX, Ninja 400 and 400 ABS, Z H2 and H2 SE, Z900RS and Z900RS Cafe, Z400 ABS, the Vulcan S and Vulcan 900 lineups, 1700 Voyager ABS, Versys-X300 and Versys-X300 ABS, and the KLR650 lineup.

To read about the 2023 KLX300 dual-sport, KLX300SM supermoto, Ninja ZX-6R sportbike, and new Elektrode electric balance bike, click here.

2023 Kawasaki Ninja 1000SX

Kawasaki 2023 returning models
2023 Kawasaki Ninja 1000SX in Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Gray

The Kawasaki Ninja 1000SX is back with its refined sport-touring capabilities, combining the power of a supersport with the feel of an upright sportbike and familiar Ninja styling.

The Ninja 1000SX features a 1,043cc liquid-cooled inline-Four, Kawasaki Traction Control, Kawasaki Intelligent anti-lock Braking System (KIBS), Kawasaki Quick Shifter, 4.3-inch all-digital TFT color instrumentation, and electronic cruise control.

Related Story: 2020 Kawasaki Ninja 1000SX | Road Test Review

The Ninja 1000SX includes rider aides such as electronic cruise control and integrated riding modes that combine traction control and Power Modes, and it is compatible with the Kawasaki RIDEOLOGY THE APP.

This 2023 model will be offered in Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Gray starting at $13,199

2023 Kawasaki Ninja 400 and Ninja 400 ABS

Kawasaki 2023 returning models
2023 Kawasaki Ninja 400 in Metallic Magnetic Dark Gray/ Metallic Matte Twilight Blue

Ideal for both experienced riders and newer riders looking to step up from a lower displacement bike, the 2023 Ninja 400 sport motorcycle offers the largest displacement in its category.

The 2023 Ninja 400 features a 399cc liquid-cooled parallel-Twin, a slip/assist clutch, a lightweight trellis frame, Uni-Trak rear suspension, a 310mm semi-floating petal disc brake and 2-piston caliper in the front, and 220mm petal disc brake and 1-piston caliper in the rear.

Related Story: 2018 Kawasaki Ninja 400 ABS | First Ride Review

A low seat height (30.9 in.), twin LED headlights, and high-grade multifunction dash instrumentation make the Ninja 400 the ideal choice for riders looking to enter the sport-riding scene.

Kawasaki 2023 returning models
2023 Kawasaki Ninja 400 in Pearl Blizzard White / Metallic Carbon Gray
Kawasaki 2023 returning models
2023 Kawasaki Ninja 400 in Metallic Carbon Gray / Metallic Matte Carbon Gray

For 2023, the Ninja 400 and the Ninja 400 ABS are available in Metallic Carbon Gray / Metallic Matte Carbon Gray, Pearl Blizzard White / Metallic Carbon Gray, and Metallic Magnetic Dark Gray/ Metallic Matte Twilight Blue. The Ninja 400 starts at $5,299, and the Ninja 400 ABS starts at $5,699.

Kawasaki 2023 returning models
2023 Ninja 400 ABS KRT Edition in Lime Green / Ebony

The Ninja 400 ABS KRT Edition is painted in a Lime Green / Ebony color scheme and starts at $5,899. The Ninja 400 KRT Edition without ABS will come in the same color scheme starting at $5,499.

2023 Kawasaki Z H2 and Z H2 SE

Kawasaki 2023 returning models
2023 Kawasaki Z H2 in Metallic Phantom Silver / Metallic Carbon Gray

The flagship model of the Kawasaki Z lineup, the 2023 Z H2 features a balanced supercharged 998cc liquid-cooled inline-Four, a 6-speed dog-ring gearbox, a slip/assist clutch, a lightweight trellis frame, high-performance Showa suspension components, and Brembo monoblock brake calipers.

Related Story: 2020 Kawasaki Z H2 | First Look Preview

The bike also offers an IMU-based electronics package, Kawasaki Quick Shifter (KQS), Kawasaki Launch Control Mode (KLCM), Kawasaki Cornering Management Function (KCMF), electronic cruise control, integrated riding modes, all-digital TFT color instrumentation, smartphone connectivity via RIDEOLOGY THE APP, and LED lighting.

For 2023, the Z H2 comes in Metallic Phantom Silver / Metallic Carbon Gray and starts at $18,500.

The Z H2 SE offers the same features that come standard on the Z H2, with the addition of the Kawasaki Electronic Control Suspension (KECS) with Skyhook EERA Technology, which adapts to road and riding conditions in real-time, providing the ideal amount of damping by combining high-level mechanical components with the latest electronic control technology and reportedly giving the rider a smoother ride as it continually adapts to the road surface in real-time.

For braking power, the 2023 Z H2 SE will once again feature Brembo Stylema monoblock brake calipers, a Brembo front brake master cylinder, and steel-braided lines.

Kawasaki 2023 returning models
2023 Kawasaki Z H2 SE in Metallic Matte Graphenesteel Gray / Ebony / Mirror Coated Black

The 2023 Z H2 SE will be offered in Metallic Matte Graphenesteel Gray / Ebony / Mirror Coated Black starting at $20,700.

2023 Kawasaki Z900RS and Z900RS Cafe

Kawasaki 2023 returning models
2023 Kawasaki Z900RS in Metallic Diablo Black / Metallic Imperial Red

The Kawasaki Z900RS retro-sportbikes reignites the classic style of the original Z1 900 motorcycle.

The 2023 Z900RS and Z900RS Cafe feature a 948cc liquid-cooled inline-Four, a slip/assist clutch, horizontal back-link rear suspension, authentic retro styling, an iconic teardrop fuel tank, a tuned stainless steel exhaust system, a round LED headlight, and bullet-shaped analog dials.

Kawasaki 2023 returning models
2023 Kawasaki Z900RS Cafe in Metallic Diablo Black

For 2023, the Z900RS comes in a Metallic Diablo Black / Metallic Imperial Red paint scheme starting at $11,949. The Z900RS Cafe adds cafe-racer styling with a front cowl, a special seat, and a drop handlebar, and is available in Metallic Diablo Black starting at $12,399.

2023 Kawasaki Z400 ABS

Kawasaki 2023 returning models
2023 Kawasaki Z400 ABS in Metallic Matte Graphenesteel Gray / Metallic Spark Black

Described in a 2018 Rider First Ride Review as a “Ninja 400 with a flat handlebar and no fairing,” the Kawasaki Z400 ABS naked sportbike features a 399cc liquid-cooled parallel-Twin, a slip/assist clutch, streetfighter styling, a lightweight chassis, an upright riding position, a low seat height (30.9 in.), and standard ABS.

Kawasaki 2023 returning models
2023 Kawasaki Z400 ABS in Pearl Robotic White /Metallic Matte Graphenesteel Gray

For 2023, the Z400 ABS is available in Metallic Matte Graphenesteel Gray / Metallic Spark Black and Pearl Robotic White /Metallic Matte Graphenesteel Gray starting at $5,399.

2023 Kawasaki Vulcan S, Vulcan S ABS, and Vulcan S Cafe

Kawasaki 2023 returning models
2023 Kawasaki Vulcan S in Metallic Flat Spark Black

The Kawasaki Vulcan S sport cruisers are geared to fit a wide range of riders as a result of not only the bikes’ reported starting curb weight just shy of 492 lb but also the exclusive Ergo-Fit sizing system, which includes 18 possible configurations for the handlebar, footpegs, and seat.

Related Story: 2016 Kawasaki Vulcan S Cafe Road Test Review

Both bikes feature a 649cc liquid-cooled DOHC parallel-Twin and sportbike-derived chassis and suspension. The 2023 Vulcan S Cafe also comes equipped with three-tone paint, signature tank badging, sport striping, and a dark-tinted windshield deflector.

Kawasaki 2023 returning models
2023 Kawasaki Vulcan S in Cafe Pearl Storm Gray / Ebony

For 2023, the Vulcan S is available in a Metallic Flat Spark Black colorway starting at $7,349, the Vulcan S ABS is offered in Pearl Matte Sage Green / Metallic Flat Spark Black starting at $7,899, and the Vulcan S Cafe is available in Pearl Storm Gray / Ebony starting at $8,099.

2023 Kawasaki Vulcan 900 Classic, Vulcan 900 Classic LT, and Vulcan 900 Custom

Kawasaki 2023 returning models
2023 Kawasaki Vulcan 900 Classic in Metallic Spark Black /Metallic Magnesium Gray

In our “Middleweight Touring Cruisers” comparison test, which included the Vulcan 900 Classic LT, Rider EIC Greg Drevendstedt wrote: “Cruisers are about style and sensation. How a cruiser looks is just as important as how it sounds and feels.”

All three of the 2023 Vulcan 900 cruiser models feature a 903cc liquid-cooled, fuel-injected V-Twin and a low seat height (26.8 in.).

The Vulcan 900 Classic features rider footboards with a heel/toe shifter, tank-mounted instrumentation, and a 180mm rear tire. The Vulcan 900 Classic LT features a studded seat with standard passenger backrest, leather saddlebags, and a height-adjustable windscreen. The Vulcan 900 Custom features wide drag bars and forward-mounted footpegs, a low center of gravity for easy handling, custom styling with a teardrop tank, parallel slash-cut pipes, and pinstripe wheels.

Kawasaki 2023 returning models
2023 Kawasaki Vulcan 900 Classic LT in Pearl Storm Gray / Ebony
Kawasaki 2023 returning models
2023 Kawasaki Vulcan 900 Custom in Pearl Matte Sage Green / Flat Ebony

For 2023, the Vulcan 900 Classic is available in Metallic Spark Black /Metallic Magnesium Gray starting at $8,999. The Vulcan 900 Classic LT is available in Pearl Storm Gray / Ebony starting at $9,999 with a 24-month limited warranty, and the Vulcan 900 Custom is available in Pearl Matte Sage Green / Flat Ebony starting at $9,499.

2023 Kawasaki Vulcan 1700 Voyager ABS

Kawasaki 2023 returning models
2023 Kawasaki Vulcan 1700 Voyager ABS in Pearl Storm Gray / Ebony

The 2023 Vulcan 1700 Voyager ABS touring cruiser features a 1,700cc liquid-cooled, fuel-injected, transverse 52-degree V-Twin, Kawasaki Advanced Coactive-braking Technology (K-ACT II) ABS, throttle-by-wire, and electronic cruise control.

Related Story: 2012 Kawasaki Vulcan 1700 Voyager ABS | Road Test Review

The bike has a frame-mounted fairing, an intercom-headset compatible audio system, and integrated luggage. For 2023, the Vulcan 1700 Voyager is available in Pearl Storm Gray / Ebony starting at $19,299.

2023 Kawasaki Versys-X 300 and Versys-X300 ABS

Kawasaki 2023 returning models
2023 Kawasaki Versys-X 300 in Pearl Matte Sage Green / Metallic Matte Carbon Gray

With a compact Ninja-derived 296cc liquid-cooled DOHC Twin, the Kawasaki Versys-X 300 is a nimble, lightweight motorcycle that’s suitable for commuting or touring.

Related Story: 2018 BMW G 310 GS vs. Kawasaki Versys-X 300 vs. Royal Enfield Himalayan

The Versys-X 300 has a lightweight chassis, long-travel suspension, a low seat height (32.1 in.), front cowling with a tall windscreen, and a rear carrier.

The 2023 Versys-X 300 is available in Pearl Matte Sage Green / Metallic Matte Carbon Gray starting at $5,899, while the ABS model comes in the same color scheme starting at $6,199.

2023 Kawasaki KLR650 and KLR650 ABS

Kawasaki 2023 returning models
2023 Kawasaki KLR650 in Pearl Storm Gray

The KLR650 sports a 652cc liquid-cooled Single nestled in a recently redesigned high-tensile double-cradle frame. In 2022, the bike was upgraded with new improved ergonomics, bodywork, a taller two-position adjustable windscreen, a larger aluminum rear carrier, increased generator capacity, and an LED headlight. It features all-digital multifunction instrumentation, an optional ABS system, and 7.9 inches of front travel coupled with 7.3 inches of rear travel.

Kawasaki 2023 returning models
2023 Kawasaki KLR650 in Pearl Solar Yellow
Kawasaki 2023 returning models
2023 Kawasaki KLR650 in Candy Lime Green

The 2023 KLR650 is available in three colorways – Pearl Storm Gray, Pearl Solar Yellow, and Candy Lime Green – and starts at $6,899. The KLR650 ABS is offered in Pearl Storm Gray starting at $7,199.

2023 Kawasaki KLR650 Adventure and KLR650 Adventure ABS

Kawasaki 2023 returning models
2023 Kawasaki KLR650 Adventure in Cypher Camo Gray

The KLR650 Adventure model is built off of the standard KLR650 platform and designed for the rider who is looking for increased carrying capacity and convenience. It comes equipped with factory-installed side cases, LED auxiliary lights, engine guards, a tank pad, and both a DC power outlet and USB socket. It’s available both with and without ABS.

The 2023 KLR650 Adventure is available in Cypher Camo Gray starting at $7,899, while the KLR650 Adventure ABS also comes in Cypher Camo Gray starting at $8,199.

2023 Kawasaki KLR650 Traveler ABS

Kawasaki 2023 returning models
2023 Kawasaki KLR650 Traveler ABS in Pearl Solar Yellow

The KLR650 Traveler model consists of the same features found on the standard KLR650 as well as a factory-installed top case and both a DC power outlet and USB socket. It comes equipped with ABS.

The KLR650 Traveler ABS is offered in Pearl Solar Yellow starting at $7,599.

For more information, visit the Kawasaki website.

The post Kawasaki Announces More 2023 Returning Models first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Kawasaki Versys 650 | First Ride Review

2022 Kawasaki Versys 650
Kawasaki’s venerable Versys 650 sport-tourer has been updated for 2022 with traction control, updated styling with an adjustable windscreen, and a new TFT display with Bluetooth connectivity. Photos by Kevin Wing.

My 2009 Kawasaki Versys 650 was one of the best utilitarian two-wheelers I’ve owned, but since I’m always putting miles on test bikes, I hardly ever rode it. When I realized I’d added only 500 miles to the odometer in five years, a deep sense of shame prompted me to sell it. After listing it on Facebook Marketplace, it was gone in a flash. Due to the high prices for used motorcycles right now, I earned a small profit – about a dollar for every mile I put on it.

2022 Kawasaki Versys 650
The only colorway for the 2022 Kawasaki Versys 650 LT is Metallic Spark Black/Metallic Flat Spark Black.

Flash forward a few months and I’m wending my way through the twisty interior of San Diego County aboard a 2022 Kawasaki Versys 650. It’s the $9,999 LT version with hard saddlebags and handguards, which only comes in Metallic Spark Black/Metallic Flat Spark Black this year. The base model is available in the same color for $8,899, or in Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099.

Check out Rider‘s 2022 Motorcycle Buyers Guide

2022 Kawasaki Versys 650

Not surprisingly, the 2022 upgrade is a much better motorcycle than my just-sold 2009 model, but they still have a lot in common despite 13 years of separation. The seating position, performance, and overall essence of the motorcycle remain virtually unchanged, but a few key aspects go a long way toward improving the bike’s desirability.

2022 Kawasaki Versys 650
The new TFT display is a welcome upgrade. The screen is bright and easy to read.

New for ’22 is a full-color 4.3-inch TFT display that is a major improvement over the previous instrument panel, and light-years beyond the one on my ’09 model. The layout of information is modern and clean, blending everything – the gear position indicator, fuel gauge, tach, speedo, clock, tripmeter, etc. –  into a centrally located format. A rider can choose between a black or white background, and the screen brightness automatically adjusts to ambient light levels.

2022 Kawasaki Versys 650

Gear Up:
Helmet: Sena Impulse
Jacket: Spidi H2Out
Gloves: Spidi TX-2
Pants: Rev’It Campo
Boots: Alpinestars SMX-1 R

Simultaneously depressing two analog buttons on the display allows a Bluetooth connection to be established between the Versys and Kawasaki’s Rideology smartphone app. The app features a useful and handy maintenance log, general bike info, and the ability to record rides as well as share them with others.

2022 Kawasaki Versys 650

During the ride, when the bike and app are talking to one another, the TFT display will notify the rider when a new call or email has been received. The part of my ride recorded with the Rideology app showed that I traveled 79 miles for 1.34 hours from Orange to San Diego counties at an average speed of 54 mph. The map, however, displayed a straight line from point A to point B, not an accurate GPS mapping of the twists and turns.

2022 Kawasaki Versys 650

My old Versys’ windscreen was adjustable only if I were willing to remove the four bolts necessary to position it differently, which rarely, if ever, happened. The inefficiency of the process meant a rider found a likable position for the windscreen and that’s where it stayed. The new Versys features an easily adjustable windscreen that can be raised and lowered to four different settings over a 3-inch range. It’s a two-handed affair with one hand depressing the lock button while the other moves the windscreen, but it’s worth the small effort. The upper position deflects wind quite well while the low position puts the rider more in the wind stream.

The new windscreen is the cherry atop a redesigned upper fairing that shares a family resemblance with its liter-bike counterpart, the Versys 1000. The sides of the new cowling are ducted to move air around the rider while the dual headlights are now bright, low-wattage LEDs. The rear of the Versys matches the front with aggressively pointy style and a new LED taillight.

2022 Kawasaki Versys 650

Anti-lock brakes now come standard on all Versys 650 models, as does traction control. The 649cc liquid-cooled parallel-Twin powering the Versys isn’t a tire shredder – when we dyno tested a 2020 Versys 650, it sent 63 hp and 43 lb-ft of torque to the rear wheel – but it can certainly break traction given enough throttle when leaned over. TC has two settings, with the first being less intrusive and the second providing a more conservative safety net that should prove beneficial to newer riders or experienced ones caught in low-traction conditions. If desired, traction control can be switched off entirely via a switch located on the left switchpod.

2022 Kawasaki Versys 650

Kickstand up and traveling south on Interstate 5 toward San Diego, the Versys felt like a comfortable and familiar old shoe. Exiting the slab and venturing into the twisties, it soon becomes apparent the Showa suspension’s stock settings were a tad soft for my taste. Once stopped, a few stiffening clicks of preload on top of the left fork leg, a few clicks of tensioning rebound on top of the right fork leg, and a few stiffening twists of the remote preload adjuster on the rear shock dialed things in for tackling the road ahead.

The 28-liter saddlebags are large enough to accommodate a full-face helmet, though without much room to spare. There is also a helmet lock if you need to secure your lid when the saddlebags are full of other incidentals. The ignition key unlocks the saddlebags and allow them to be removed from the motorcycle. For those requiring more storage, Kawasaki offers a matching 47-liter top case along with other accessories, such as heated grips and a GPS mount.

2022 Kawasaki Versys 650

The bike’s peppy midrange thrusts its 503-lb claimed curb weight forward in enthusiastically manageable fashion. Dual 2-piston calipers grip 300mm petal discs to slow the party down with equal efficiency. When leaned over, the Versys holds its line effectively and transitions to and fro confidently.

The 5.5-gallon fuel tank combined with efficient fuel consumption allows for extended mileage between fuel stops. (During our 2020 test, we averaged 46 mpg for 253 miles of range.) That’s great news for commuters or anyone wanting to incorporate longer trips into their Versys ownership. Complementing the Versys’ fuel range is an ergonomically neutral riding position that is one of the things I loved most about my old Versys as well as the new one.

2022 Kawasaki Versys 650

Like my old Versys, the new version is a modern, solid, middleweight jack-of-all-trades that’s as steadfast as a motorcycle can be. It responds dutifully to what’s asked of it, whether that be cruising around the city, commuting to work, or taking off on long weekends or longer tours. During my Versys ownership never once did it fail to start, or run badly once started, even though it spent most of its time languishing in my garage.

My old Versys didn’t have ABS, traction control, a remote preload adjusting shock, TFT display, a slip/assist clutch, LED lights, or an easily adjustable windscreen, and it didn’t look nearly as good as the ’22 Versys. In 2009, the MSRP of a base-model Versys was $7,099, which is just over $9,700 in today’s dollars. The new bike offers much more for less money, and the touring-ready LT is a fantastic bargain.

2022 Kawasaki Versys 650

2022 Kawasaki Versys 650

Base Price: $8,899
Price as Tested: $9,999 (LT model)
Website: Kawasaki.com
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 649cc
Bore x Stroke: 83 x 60mm
Horsepower: 63 hp @ 8,700 rpm (rear-wheel dyno, 2020 model)
Torque: 43 lb-ft @ 7,300 rpm (rear-wheel dyno, 2020 model)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 55.7 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 33.3 in.
Wet Weight: 503 lb (as tested)
Fuel Capacity: 5.5 gals.
Fuel Consumption: 46 mpg


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The post 2022 Kawasaki Versys 650 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Riding the Motorcycle Century

Riding the Motorcycle Century
Child of the ’60s meets Bud Ekins’ 1915 Harley-Davidson in 1978. (Photo by Robin Riggs)

Looking through a file folder named “Cars & Bikes” on my computer the other day, I noticed that in 50 years of riding, I’ve experienced nearly the entirety of motorcycle history. From 1915 Indian board-track racers to a 2022 KTM 1290 Super Duke R Evo, that’s 108 model years’ worth. And in between were tests, rides, or races on more machines from every decade. Hardly planned, this all resulted from simply loving to ride, being curious, and, most of all, saying yes at every chance. Here are some of my favorite moto memories, one apiece covering 12 decades.

1915 Harley-Davidson Model 11-F

In 1978, Cycle magazine gave me an assignment after I joined the staff: Write a feature about anything I wanted. Interested in the history of our sport, I replied that I’d like to ride a really old bike. “Call this guy,” the editor said, handing me the number of Bud Ekins, an ISDT gold medalist and the stuntman in the epic The Great Escape jump scene.

Riding the Motorcycle Century
More than a century after its manufacture, this modified 1915 Harley-Davidson 11-F completed the cross-country Motorcycle Cannonball. (Photo by SFO Museum)

In his enormous shop, Ekins reviewed the starting drill for his 1915 Harley-Davidson Model 11-F: Flood the carb, set the timing and compression release, crack the throttle, and then swing the bicycle-style pedals hard to get the V-Twin’s big crankshaft spinning. When it lit off, working the throttle, foot clutch, and tank-mounted shifter – and steering via the long tiller handlebar – were foreign to a rider used to contemporary bikes. But coordination gradually built, and after making our way to the old Grapevine north of Los Angeles, I found the 998cc engine willing and friendly, with lots of flywheel effect and ample low-rpm torque to accelerate the machine to a satisfying cruising speed of about 45 mph. And its rider to another time and place.

RELATED: Early American Motorcycles at SFO Museum

1927 Norton Model 18 TT Replica

On a lucky trip to New Zealand, McIntosh Racing founder Ken McIntosh let me race his special Norton Model 18 in the Pukekohe Classic Festival. Unlike the exotic Norton CS1 overhead-camshaft model that likewise debuted in 1927 – a big advancement at the time – the Model 18 TT Replica used a tuned version of the company’s existing 490cc pushrod Single engine. Its name was derived, fittingly, from the sterling Model 18 racebike’s multiple Isle of Man TT wins. As such, the production TT Replica had as much racing provenance as you could buy at the time.

Riding the Motorcycle Century
The author aboard New Zealander Ken McIntosh’s 1927 Norton Model 18 TT Replica, which reached 80 mph on track. (Photo by Geoff Osborne)

I found it surprisingly capable, delivering a blend of strong power (a digital bicycle speedometer showed a top track speed of80 mph) and predictable, confident handling – despite the girder-style fork and hardtail frame. However, lacking gear stops in its selector mechanism, the 3-speed gearbox required careful indexing to catch the correct gear. But once I got the process down, the bike was steady, swift, and utterly magical, like the Millennium Falcon of Singles in its time.

RELATED: Retrospective: 1974 Norton Commando 850 John Player Replica

1936 Nimbus Type C

When a friend handed me his 4-cylinder Nimbus, it had big problems. The engine was locked solid, and my buddy wanted to get it running and saleable. Built in Denmark, the Nimbus is unique for several reasons. One is its 746cc inline-Four engine. Rather than being mounted transversely like modern multis, it was positioned longitudinally in the frame, with power flowing rearward via shaft drive. Interestingly, the rocker-arm ends and valve stems were exposed and, when the engine was running, danced a jig like eight jolly leprechauns. The frame was equally curious, comprised of flat steel bars instead of tubing, and riveted together. With a hacksaw, hammer, and some steel, you could practically duplicate a Nimbus frame under the apple tree on a Calvin and Hobbes Lazy Sunday.

Riding the Motorcycle Century
Bob Sinclair, former CEO of Saab Cars USA, loved motorcycles. He’s riding a Nimbus Type C sidecar rig with a furry friend as co-pilot. (Sinclair Family Archives)

Anyway, the seized engine refused to budge – until I attempted a fabled fix by pouring boiling olive oil through the spark-plug holes to expand the cylinder walls and free up the rings. Additionally, I judiciously added heat from a propane torch to the iron block. Eventually, the engine unstuck and, with tuning, ran well. But the infusion of olive oil created a hot mist that emanated from the exposed valvetrain, covering my gear and leaving behind an olfactory wake like baking Italian bread.

1949 Vincent Black Shadow

One blissful time, years before Black Shadows cost six figures, I was lucky enough to ride one. Seemingly all engine, the Black Shadow was long and low, with its black stove-enamel cases glistening menacingly, and its sweeping exhaust headers adding a sensual element to an otherwise purely mechanical look.

Riding the Motorcycle Century
Unquestionably the superbike of its day, Vincent’s 998cc Black Shadow was simultaneously elegant and menacing, and a big 150-mph speedometer let the rider know it. This is a 1952 model. (Photo by Clement Salvadori)

Thanks to the big, heavy flywheels and twin 499cc cylinders, starting the Vincent took forethought and commitment. And once the beast was running, so did riding it. A rude surprise came as I selected 1st gear and slipped the clutch near the busy Los Angeles International Airport. Unexpectedly, the clutch grabbed hard, sending the Shadow lurching ahead. The rest of the controls seemed heavy and slow compared to the Japanese and Italian bikes I knew at the time – especially the dual front brakes. The bike was clearly fast, but glancing at the famous 150-mph speedometer, I was chagrined to find that I’d only scratched the surface of the Black Shadow’s performance at 38 mph.

1955 Matchless G80CS

Despite not being a Brit-bike fan in particular, I’ve owned five Matchlesses, including three G80CSs. Known as a “competition scrambler,” in reality the CS denotes it as a “competition” (scrambles) version of the “sprung” (rear-suspension equipped) streetbike. Power comes from a 498cc long-stroke 4-stroke pushrod Single of the approximate dimensions of a giant garden gnome. Starting a G80CS requires knowing “the drill” – retarding the ignition, pushing the big piston to top-dead-center on compression, and giving the kickstart lever a strong, smooth kick all the way through. This gets the crank turning some 540 degrees before the piston begins the compression stroke again.

Riding the Motorcycle Century
A true garage find, this 1955 Matchless G80CS hadn’t been used since 1966. Now resurrected, the long-stroke 498cc pushrod Single shoves the desert sled ahead like the rapid-fire blasts of a big tommy gun. (Photo by John L. Stein)

Once going, the engine fires the G80CS down the road with unhurried explosions. Then at 50 mph or so, the Matchless feels delightfully relaxed; vibration is low-frequency and quite tolerable, and the note emanating from the muffler is a pleasant bark –powerful but not threatening. It is here, at speeds just right for country roads, that the G80CS feels most in its element as a friendly, agreeable companion. With such a steady countenance, it’s no wonder that G80CS engines powered tons of desert sleds. I just wouldn’t want to be stuck in a sand wash on a 100-degree day with one that required more than three kicks to start.

RELATED: Retrospective: 1958-1966 Matchless G12/CS/CSR 650

1961 Ducati Diana 250

During Ducati’s infancy, the Italian firm concocted a249cc overhead-cam roadster named the Diana. Featuring a precision-built unit-construction engine like Japanese bikes, it offered an essential difference: being Italian. And that meant all sorts of wonderful learning, as I discovered when, as a teen, I bought a “basket-case” Diana. The term isn’t used much anymore, but it means something has been disassembled so thoroughly that its parts can be literally dumped into a basket. In the case of this poor ex-racer, literally everything that could be unscrewed or pried apart was. The engine was in pieces, the wheels were unspoked, the frame and fork were separated, and many parts were missing.

Riding the Motorcycle Century
The author aboard his basket-case 1961 Ducati Diana. (John L. Stein archives)

Its distress repelled my friends but inspired me. Upon acquiring it, a year of trial-and-error work included rebuilding the scattered engine, designing and welding brackets onto the frame for a centerstand and footpegs, assembling the steering, fabricating a wiring harness, and ultimately tuning and sorting. This basket-case Ducati literally taught me the fundamentals of motorcycle mechanics, by necessity. And due to the racy rear-set controls I’d crafted, the machine had no kickstarter, necessitating bump-starting everywhere, every time.

The bike was never gloriously fast, but it carried me through my first roadrace at the Ontario Motor Speedway. After selling it, I never saw it again. Rest in peace, fair Diana. And by the way, the California blue plate was 4C3670. Write if you’ve seen it!

1971 Kawasaki Mach III

Stepping from an 8-hp Honda 90 onto a friend’s Mach III, which was rated at 60 hp when new, was the biggest shock of my young motorcycling life. I knew enough to be careful, not only because of the 410-lb heft of the Kawasaki compared to the Honda’s feathery 202 lb, but because the Mach III had a reputation as a barn-burner. It was true. Turning the throttle grip induced the moaning wail from three dramatic 2-stroke cylinders, and propelled the Kawasaki ahead with a ferocity I’d never come close to feeling before.

Riding the Motorcycle Century
Rated at 60 horsepower, the Kawasaki Mach III (officially known as the H1) was the quickest-accelerating production motorcycle of its time. (Photo by John L. Stein)

In those first moments of augmented g-forces, I distinctly felt that the acceleration was trying to dislocate my hips. In reality, it was probably just taxing the gluteus muscles. But regardless, I remember thinking, “I’ll never be able to ride one of these.” That clearly wasn’t true, but the memory of the Mach III’s savage acceleration and whooping sound remains indelible. Additionally, the engine vibration was incessant – there was simply no escaping it – and in those pre-hydraulic disc days for Kawasaki, the drum brakes seemed heavy and reluctant, even to a big-bike novice. Glad I found out early that the Mach III’s mad-dog reputation was real.

1985 KTM 500 MXC

If Paul Bunyan designed a motorcycle, this KTM 2-stroke would be it. For its day, the 500 MXC was extraordinary at everything, such as extraordinarily hard to start; the kickstart shaft was a mile high and the lever arm even higher. At over6 feet tall in MX boots, I still needed a curb, boulder, or log handy to effectively use the left-side kickstarter. The motor had so much compression (12.0:1) that this Austrian Ditch Witch practically needed a starter engine to fire the main one. Once, I was stuck on a desert trail with the MXC’s engine reluctant to re-fire. Not so brilliantly, I attached a tow line to my friend’s Kawasaki KX250 and he pulled me to perhaps 25 mph on a nearby two-lane road. Before I could release the line and drop the clutch, my buddy slowed for unknown reasons. Instantly the rope drooped, caught on the KTM’s front knobby, and locked the wheel, slamming the bike and its idiot rider onto the asphalt. The crash should have broken my wrist, but an afternoon spent icing it in the cooler put things right.

Riding the Motorcycle Century
A beast to start and a blast to ride, this 1985 KTM 500 MXC 2-stroke was also comically and maddeningly tall. So was the desk-high kickstart arm. But, oh my, how the Austrian Ditch Witch could fly. (Photo by John L. Stein.)

When running, though, the MXC was spectacular. Capable of interstate speeds down sand washes and across open terrain, the liquid-cooled 485cc engine was a maniacal off-road overlord. The suspension included a WP inverted fork and linked monoshock with an insane 13.5 inches of travel out back. I bought the 500 MXC used for $500, and I had to practically give it away later. But now, I wish I had kept it, because it was fully street-plated – ideal for Grom hunting in the hills today.

1998 Yamaha YZF-R1

On a deserted, bucolic section of Pacific coastal backroads, I loosened the new Yamaha R1’s reins, kicked it in the ribs, and let it gallop. And gallop it did, at a breathtaking rate up to and beyond 130 mph. That’s not all that fast in the overall world of high performance, but on a little two-lane road edged by prickly cattle fences and thick oaks, it ignited all my senses. What had been a mild-mannered tomcat moments before turned into a marlin on meth, but it wasn’t the velocity that was alarming.

Riding the Motorcycle Century
Superbike tech leapt ahead with Yamaha’s YZF-R1. Its performance rang every alarm bell in the author’s head. (Photos by Yamaha)

No, the point seared into my amygdala was how hard the R1 was still accelerating at 130 mph. Rocketing past this speed with a ratio or two still remaining in the 6-speed gearbox sounded every alarm bell in my head, so I backed down. Simply, the R1 rearranged my understanding of performance. But simultaneously, it made every superbike of the 1970s, including the King Kong 1973 Kawasaki Z1 – the elite on the street in its era – seem lame by comparison.

2008 Yamaha YZ250F

After 25 years away from motocross, in 2008 I bought a new YZ250F and went to the track. Oh, my word. The dream bikes of my competitive youth – Huskys, Maicos, Ossas, and their ilk – faded to complete irrelevance after one lap at Pala Raceway on the modern 4-stroke. Naturally it was light, fast, and responsive, but the party drug was its fully tunable suspension. By comparison, everything else I’d ridden in the dirt seemed like a pogo stick. Together, the awesome suspension and aluminum perimeter frame turned motocross into an entirely different sport, and I loved it anew.

Riding the Motorcycle Century
Contemporary technology turned riding motocross from torture in the sport’s early years to the best workout – like simultaneously using every machine in the gym at maximum effort. Training and racing this 2008 Yamaha YZ250F produced heartrates just shy of running a 10k race. (John L. Stein Archives)

In retrospect, the glorious old MX bikes were dodgy because real skill was required to keep them from bucking their riders into the ditch. But, surprisingly, I found motocross aboard this new machine still merited hazard pay, for two reasons: 1) Thanks to the bike’s excellent manners, I found myself going much faster; and 2) Tracks had evolved to include lots of jumps, sometimes big ones. Doubles, step-ups, table-tops – I later paced one off at Milestone MX and realized the YZ was soaring more than 70 feet through the air.

2017 Yamaha TW200

There’s something about flying low and slow that’s just innately fun. Just ask the Super Cub pilots, lowrider guys, or Honda Monkey owners. After a day in the Mojave, plowing through sand, sliding on dry lake beds, and dodging rocks and creosote bushes, Yamaha’s TW200 proved equally enamoring. Yes, it’s molasses-slow, inhaling hard through the airbox for enough oxygen to power it along. And it’s built to a price, with an old-school carburetor and middling suspension and brakes.

Riding the Motorcycle Century
For flying low and slow on a dry lake bed, the fat-tire Yamaha TW200 is righteous. Learn to dirt-track early in life, and the skills last forever. (Photo by Bill Masho)

Nonetheless, its fat, high-profile tires somehow make it way more than alright, kind of like riding a marshmallow soaked in Red Bull. Curbs? Loading docks? Roots, ruts, and bumps? Scarcely matters at 16 mph when you’re laughing your head off. Top speed noted that day was a bit over 70 mph – good enough for freeway work, but just barely. So, actually, no. But throttling the TW all over the desert and on city streets reminded me just how joyous being on two wheels is.

RELATED: Small Bikes Rule! Honda CRF250L Rally, Suzuki GSX250R and Yamaha TW200 Reviews

2020 Kawasaki Z H2

Building from its supercharged Ninja H2 hyperbike, Kawasaki launched the naked Z H2 for 2020. Lucky to attend the press launch for the bike that year, I got to experience this 197-hp missile on a road course, freeways, backroads, and even a banked NASCAR oval. The latter was, despite its daunting concrete walls, an apropos vessel to exploit the bike’s reported power. Weighing 527 lbs wet, the Z H2 has a 2.7:1 power-to-weight ratio – nearly twice as potent as the 2023 Corvette Z06.

Riding the Motorcycle Century
Exploiting Kawasaki’s 197-horsepower Z H2 definitely required a racetrack. (Photo by Kawasaki)

Supercharged engines are known for their low-end grunt, and the Z H2 motor was happy to pull at any rpm and in any gear. But it fully awakened above 8,000 rpm, as the aerospace-grade supercharger began delivering useful boost. From here on, the job description read: Hang on and steer. Free to pin it on the road course and oval, I did. And not for bravado’s sake – I really wanted to discover the payoff of having so much power. As it turns out, a supercharged liter bike dramatically shrinks time and space, making it a total blast on the track – and absolute overkill on the road. Watch where you aim this one.

Based in Southern California, John L. Stein is an internationally known automotive and motorcycle journalist. He was a charter editor of Automobile Magazine, Road Test Editor at Cycle, and served as the Editor of Corvette Quarterly. He has written for Autoweek, Car and Driver, Motor Trend, Cycle World, Motorcyclist, Outside, and other publications in the U.S. and abroad.

The post Riding the Motorcycle Century first appeared on Rider Magazine.
Source: RiderMagazine.com

Kawasaki Announces 2023 Returning Models, New Electric Balance Bike

2023 Kawasaki Ninja ZX-6R in Metallic Matte Twilight Blue / Metallic Diablo Black
2023 Kawasaki Ninja ZX-6R in Metallic Matte Twilight Blue / Metallic Diablo Black (MSRP $10,699 non-ABS only)

The whole family will be able to take their turn on two wheels following  the recent announcement from Kawasaki of the return of three models for the 2023 model year – the KLX300 dual-sport, KLX300SM supermoto, and Ninja ZX-6R sportbike – as well as a new electric balance bike for the kiddos called the Elektrode. Read on to learn more about these bikes, then don your gear and follow Kawasaki’s advice to “let the good times roll.”

2023 Kawasaki KLX300

2023 Kawasaki KLX300 Lime Green
2023 Kawasaki KLX300 in Lime Green (MSRP $5,899)

The Kawasaki KLX300 dual-sport returns for 2023 with all the features riders have grown to love, whether off-roading or on the street. Starting at $5,899 for the familiar Lime Green ($6,099 for the Fragment Camo Gray), the KLX300 is still a financially friendly entry point for new motorcycle riders. It features a 292cc DOHC liquid-cooled 4-valve Single with its powerband, electric starter, cam profiles sourced from the KLX300R off-road model, and a 6-speed gearbox. We did a first ride review on the KLX300 in March 2021 and reported solid bottom-end torque and midrange power.

2023 Kawasaki KLX300 in Fragment Camo Gray
2023 Kawasaki KLX300 in Fragment Camo Gray (MSRP $6,099)

The bike has a steel perimeter frame and aluminum swingarm, a 21-inch front and 18-inch rear wheel combo, and dual-sport tuned long-travel suspension for optimal ground clearance. The 43mm inverted fork with adjustable compression damping and the fully adjustable gas-charged Uni-Trak shock provide 10 inches of travel in the front and 9.1 inches in the rear, meaning the KLX300 can dish out whatever the trail (or asphalt) throws at you. When it comes to braking, the dual-sport comes with a 2-piston caliper and 250mm disc up front and a 1-piston caliper and a 240mm disc in back.

2023 Kawasaki KLX300SM

2023 Kawasaki KLX300SM in Neon Green
2023 Kawasaki KLX300SM in Neon Green (MSRP $6,299)

First introduced for the 2021 model year and developed alongside the KLX300 dual-sport, the KLX300SM shares a similar engine and chassis with its stablemate. However, the SM features a host of supermoto-inspired components, including 17-inch front and rear wheels paired with IRC Road Winner RX-01 street tires, supermoto-tuned suspension, and a larger 300mm disc and 2-piston caliper up front for braking.

2023 Kawasaki KLX300SM in Ebony
2023 Kawasaki KLX300SM in Ebony (MSRP $6,299)

Priced at $6,299 for both Neon Green and Ebony, the KLX300SM is still a great entry-level supermoto bike but with the credentials that make it attractive to more skilled riders as well.

2023 Kawasaki Ninja ZX-6R

2023 Kawasaki Ninja ZX-6R in Metallic Matte Graphenesteel Gray / Metallic Diablo Black
2023 Kawasaki Ninja ZX-6R in Metallic Matte Graphenesteel Gray / Metallic Diablo Black (MSRP $10,999 non-ABS or $11,999 with ABS)

In order to meet growing consumer demand, Kawasaki has reportedly moved up the production and introduction of its 2023 model Ninja ZX-6R supersport motorcycle, featuring a 636cc 4-cylinder DOHC engine optimized for both the street and the track. The Ninja ZX-6R has the Kawasaki QuickShifter, Kawasaki Intelligent anti-lock Brake System (KIBS), selectable power modes combined with Kawasaki Traction Control, Showa suspension with a SFF-BP fork, slip/assist clutch, adjustable clutch lever, multifunction LCD screen, and a pressed-aluminum perimeter frame.

The 2023 Kawasaki Ninja ZX-6R is available in Metallic Matte Twilight Blue / Metallic Diablo Black without ABS for $10,699, or in Metallic Matte Graphenesteel Gray / Metallic Diablo Black for $10,999 without ABS or $11,999 with ABS.

2023 Kawasaki Elektrode Electric Balance Bike

2023 Kawasaki Elektrode electric balance bike
2023 Kawasaki Elektrode electric balance bike (MSRP $1,099)

From the brand behind the KX motocross powerhouse comes the new Elektrode electric balance bike. Little rippers can now start their journey on two wheels as early as 3 years old, putting them on the path to the podium earlier than ever.

Since engine noise and exhaust can often be intimidating to young children learning to ride, the Elektrode should help encourage those who might otherwise be nervous to see how much fun riding can be. The Elektrode is lightweight and compact in size to allow for easy transportation in the back seat or trunk of a car.

2023 Kawasaki Elektrode electric balance bike

The 2023 Elektrode electric balance bike features an air-cooled, brushless, in-wheel electric motor producing 250 watts of acceleration at the rear wheel. Power is said to be delivered in a smooth, linear fashion, getting the bike moving in a predictable way and gradually building the rider’s comfort with power and control. The motor positioning contributes to the Elektrode’s low center of gravity, which should create a light steering feel and easy turning and leaning.

The Kawasaki Elektrode’s in-frame lithium-ion battery is said to provide up to 2.5 hours of riding (or approximately 9 miles) depending on battery and rider conditions. The battery takes 2.5 hours to fully recharge from any home outlet, car, camper, or side-by-side vehicle, and the bike features an auto-sleep feature that shuts off the power after 10 minutes of inactivity. The battery’s location in the aluminum frame provides protection from dirt, debris, and potential impact damage that could occur during hard use.

2023 Kawasaki Elektrode electric balance bike

Three speed modes allow young riders to grow and adapt as their abilities increase. Modes can be selected using the LCD screen located on the handlebars – but only when the bike is at a complete stop. Each mode caps the electric bike at a specific speed: low at 5 mph, mid at 7.5 mph, and high at 13 mph. A special parental lock requires a unique passcode to deter unauthorized changing of power levels. Or turn off the power entirely, fold up the rubber-padded steel footpegs, and use the Elektrode as a standard balance bike.

The Elektrode’s lightweight aluminum frame and 32.8-inch wheelbase provide durability while remaining light for kids to handle. A highly rigid steel front fork on the front of the bike should grant young riders a solid feel for steering, and a 160mm rear-mounted mechanical disc brake provides ample stopping power at the pull of a lever.

2023 Kawasaki Elektrode electric balance bike

To add to the lightweight, sturdy nature of the Elektrode, Kawasaki designed special 16-inch cast-aluminum wheels with 16- x 2.125-inch HE-type knobby tires for use on several different types of terrain and tubes with Schrader valves.

The Elekrode is designed to accommodate riders from ages 3 to 8. The 16-inch wheels and adjustable components make it suitable for growing riders, including over 4 inches of adjustability in the seat, meaning the Elektrode can fit children 37-55 inches tall. The handlebar design promotes an upright riding position without compromising knee space, providing the extra room as kids grow, and with a common-sized handlebar and seat, parents will have the ability to change and customize their child’s bike as they see fit.

And when it comes to looking cool, Kawasaki designed the Elektrode to look like a full-fledged off-road machine. A KX-inspired front number plate adorns the front of the Elektrode, and the bike comes in the iconic Kawasaki Lime-Green coloring and racing graphics.

The 2023 Elektrode electric balance bike will be available in Lime Green with for $1,099.

For more information or to find a Kawasaki dealer near you, visit Kawasaki.com.


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The post Kawasaki Announces 2023 Returning Models, New Electric Balance Bike first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Kawasaki Z650RS | First Ride Review

2022 Kawasaki Z650RS review
The all-new 2022 Kawasaki Z650RS brings retro style to Team Green’s middleweight Z lineup. Photos by Kevin Wing.

The last bike I rode before swinging a leg over the 2022 Kawasaki Z650RS was a 1975 Honda CB400F SuperSport. I’ve owned this Honda for more than 30 years and, having just come back from Moto41 motorcycle restorations in Santa Ana, California, it’s as new as a 47-year-old bike can be. While not a Kawasaki, there’s an interesting juxtaposition comparing a modern retro throwback to an OG member of the era.

Check out Rider’s 2022 Motorcycle Buyers Guide

2022 Kawasaki Z650RS review
The 2022 Kawasaki Z650RS is available in Candy Emerald Green or Metallic Moondust Gray/Ebony for $8,999. The 50th anniversary edition in Candy Diamond Brown (not shown) is $9,249.

Joining the Z900RS in Kawasaki’s lineup, the Z650RS in Candy Emerald Green or Metallic Moondust Gray/Ebony retails for $8,999, while the 50th anniversary edition in Candy Diamond Brown is $9,249. When the CB400F was new in 1975, it retailed for $1,433, or $7,818 in 2022 dollars. The Z costs more but, considering its performance and technological advancements over the CB, it’s a bargain.

The price of the Z650RS becomes a little harder to justify when compared to its half-brother stablemate, the non-RS Z650 ABS model, retails for $8,049. Considering the Z650RS and Z650 share the same engine and chassis, the retro styling of the RS comes at a $950 premium.

2022 Kawasaki Z650RS review
The retro-styled Kawasaki Z650RS is built on the same solid, reliable platform as the Z650, Ninja 650, and Versys 650.

Producing an extra 21 hp while weighing just 5 lbs more than the AARP-eligible Honda, the Ninja-derived 649cc parallel-Twin scuttles the Z650RS through a tight set of twisties with fervor. The motorcycle’s chassis is solid and up to the task, but depending on rider weight and aggression level, the non-adjustable fork and preload-only adjustable shock can get overwhelmed. Nothing a skilled rider can’t compensate for, but it’s clear the RS is suspended to meet a price point as well as the needs of a variety of riders in a variety of situations, which has baked-in limitations.

2022 Kawasaki Z650RS review
The 659cc parallel-Twin in the Z650RS makes 67 hp at 8,000 rpm and 48.5 lb-ft of torque at 6,500 rpm.

The fuel system of the Z650RS features a dual throttle valve configuration, with the main valves directly attached to the cable extending back from the twistgrip and the secondary valves controlled by the bike’s ECU. The two-step process, according to Kawasaki, endeavors to “precisely regulate intake airflow to ensure a natural, linear response.” However, in lower gears at around-town speeds, throttle application felt abrupt. No matter how smoothly I attempted to modulate a steady throttle, the Z650RS responded by light-switching between acceleration and deceleration. At higher speeds in higher gears, however, there was a more rheostatic throttle response. Given such inconsistent behavior, I wouldn’t swap the Kawi’s EFI for the Honda’s carburetors. But ask me again when it comes time to clean those four carbs.

2022 Kawasaki Z650RS review
Classic round headlight is powered by a modern LED. Bullet-shaped gauges add to throwback style.

Sometimes you just don’t realize how good you have it until you’re physically reminded. Clutch pull on the Honda is hastening arthritis in my left hand. Working the clutch lever in stop-and-go city traffic has the muscles and tendons in my hand and forearm pleading for respite after an hour of riding. The Z, in contrast, features a slip/assist clutch that offers a feather-light pull. Not only does it lessen the amount of strength required to operate the clutch, it also reduces the amount of engine braking at the rear wheel during downshifts – a modern luxury that has spoiled us.

With no other motorcycling option, I drove a cage from my home in Long Beach, California, to attend the Z650RS press launch that began in downtown Hollywood. The notion of navigating the Honda through LA’s rush-hour traffic was outweighed by my desire to survive. The CB400F’s ancient brakes seem to be carved from balsa wood.

2022 Kawasaki Z650RS review
Cast wheels are designed to mimic spoked rims. They’re shod with Dunlop Sportmax Roadsport 2 tires.

The retro-styled Kawi employs fully modern dual 300mm front discs squeezed by two-piston Nissin calipers, which providing all the braking performance I needed. There was good feel at the lever, allowing me to increase or decrease pressure as warranted. The single rear disc was equally praiseworthy, and the whole package gets an added level of safety with standard ABS.

The seating position and rider-machine interface of the Z650RS is everything you’d expect of a sport standard – comfy and user-friendly. From the reach to the handlebars, bend in the knees, positioning of the footrests, and width of the seat, the RS just feels right. Whether around town, in the canyons, or on the freeway, I struggled to find something ergonomic to complain about.

2022 Kawasaki Z650RS review
The 2022 Kawasaki Z650RS has the agreeable ergonomics of a sport standard, with a modest seat height and a user-friendly riding position.

Just over a yard (31.5 inches) separates the top of the seat from the pavement, keeping the Z650RS manageable for the inseams of most riders. Combined with the bike’s low curb weight of 412 pounds, the Z650RS is lightweight and feels even lighter once in motion. A rubber-mounted handlebar helps nullify the already minimal amount of engine buzz, while 5-way adjustable clutch and brake levers allow for customization of settings between hands big and small.

There’s no reason why I should fixate on the fact that the Z650RS has a helmet lock, other than it being one of those useful and inexpensive conveniences that many modern motorcycles now lack. Don’t get me started on what passes for toolkits these days.

2022 Kawasaki Z650RS review
The round analog gauges are handsome, and the LCD screen in the center is useful and discreet.

Instrumentation is a matter of old-school clocks meeting new-school multi-functionality. The analog speedo and tach are era-appropriate and nicely outfitted with chrome bezels, while the LCD screen features easy-to-read white letters on a black background and includes a gear-position indicator, clock, and fuel gauge. Eat your heart out, 1975!

Styling of the Z650RS is a mash-up of new meets old, which will most likely spark unresolved arguments of a subjective nature. While not an inherently smooth inline-Four like my CB, the Kawi’s parallel-Twin is a better engine choice for reducing cost, complexity, maintenance, and weight. It’s bulletproof, too, getting its neck wrung out on bikes ranging from the Versys 650 to flat-track racebikes. The cast wheels resemble the spoked wheels of distant-past KZ650 models, though later KZs were outfitted with cast wheels.

2022 Kawasaki Z650RS review
Reminiscent of the old-school UJMs, the Z650RS brings modern performance and technology to the table while delivering solid value.

Then there’s the exhaust. What first attracted me to the 400 Four was its unmistakably beautiful exhaust system. While the Z900RS holds true to its ’70s era roots with a long-swept pipe ending in a chrome muffler, Kawasaki chose to equip the Z650RS with the same stubby Versys-esque muffler found on the Z650. Another visual eyesore is the parts-bin radiator made obvious by its unused mounting tabs and too-wide width forcing the ugly routing of the return and overflow tubes. When you’re paying a premium for style, details matter.

Available color schemes are spot-on for the era, especially for the Candy Emerald Green version with its use of pinstripes and raised Kawasaki tank emblem. Blinkers on all the RS models are modern with transparent lenses encasing colored LED lights, not the saucer-shaped disco-age variety. A must-have upgrade is the chrome grab bar available as an accessory from the Kawasaki parts catalog.

2022 Kawasaki Z650RS review
Fuel capacity of the Z650RS is just 3.2 gallons.

For now, I’ll keep my Honda. I’ve owned it for so long, it’d be like an itchy phantom limb if it weren’t in my garage. But, given the choice between buying one today (clean examples will set you back anywhere from $5,000 to $7,000) and buying a brand-new Z650RS, the decision would hinge on riding intentions and wrenching ability.

The Honda holds the upper hand in the coolness factor by way of its authenticity, but it is seriously compromised in the harsh light of modern transportation and pales in comparison to the performance and ability of the Z650RS. A daily commuter in La La Land the Honda is not. There are also mechanical concerns such as adjusting points, syncing carburetors, and a host of other woes old bike ownership demands.

2022 Kawasaki Z650RS review
2022 Kawasaki Z650RS in Metallic Moondust Gray/Ebony

The Kawasaki has the ability to be whatever a rider wants it to be: commuter, sportbike, sport-tourer, or weekend runabout. The Z650RS, like many of the old standards, is built to conquer it all. Throw in all its wonderful modern conveniences and reliability, there’s little to worry about. Lube and adjust the chain, change the oil regularly, keep the battery charged, and just ride. If you’re attracted to old-school cool styling but want to avoid old-school bike ownership, you can get the best of both worlds with the Z650RS.

2022 Kawasaki Z650RS Specs

Base Price: $8,999
Website: kawasaki.com
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 649cc
Bore x Stroke: 83.0 x 60.0mm
Horsepower: 67 hp @ 8,000 rpm
Torque: 48.5 lb-ft @ 6,500 rpm
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: O-ring chain
Wheelbase: 55.3 in.
Rake/Trail: 24.0 degrees/3.9 in.
Seat Height: 31.5 in.
Wet Weight: 419 lbs
Fuel Capacity: 3.2 gals.

The post 2022 Kawasaki Z650RS | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Kawasaki Z 50th Anniversary | First Look Review

Kawasaki Z 50th Anniversary Z900RS
2022 Kawasaki Z900RS 50th Anniversary

To challenge the dominance of Honda’s CB750, Kawasaki unleashed the Z1 in 1972. At the time, Team Green didn’t just produce the most powerful Japanese inline-Four, it also beat its rivals to the punch with a double overhead cam valvetrain. That innovative engine configuration may have impressed gearheads, but the Z1’s ultra-attractive Fireball paint scheme turned heads as well. Fifty years later, the Z1’s DNA is still found in its Z Series descendants. Celebrating the milestone are 2022 Kawasaki Z 50th Anniversary editions of the retro-style Z650RS and Z900RS as well as the more modern Z650 and Z900.

Kawasaki Z 50th Anniversary Z650RS
2022 Kawasaki Z650RS 50th Anniversary

The retro-styled RS line borrows most from the Z1, donning the legendary Fireball livery. As many Kawi fans know, the original 2018 Z900RS paid tribute to the Z1 in a similar colorway. However, Kawasaki reproduces the Candy Diamond Brown and Orange of the 1972 model with a special multi-layer painting process on the 2022 Z900RS and Z650RS.

Kawasaki Z 50th Anniversary Z650RS
2022 Kawasaki Z650RS 50th Anniversary

A gold wheelset alludes to the Z Series’ golden anniversary, while Z 50th branding on the front fender and engine case covers take a more literal approach. The nostalgia only ramps up from there. Both variants bear Double Overhead Camshaft badges on the side panels, and the classically styled seats come wrapped in new textured material. Despite the absence of a center stand, a grab rail offers peak vintage styling.

Kawasaki Z 50th Anniversary Z900RS
2022 Kawasaki Z900RS 50th Anniversary

While the RS trims harken back to the Z1, the 2022 Z650 and Z900 draw inspiration from the 1982 Kawasaki Z1100GP. Draped in Firecracker Red, the modern-day naked bikes honor the 40-year-old GP while retaining their aggressive appearance. The sporty silver and dark blue graphics toe the line of classic and contemporary while a commemorative logo adorns the front fender.

Kawasaki Z 50th Anniversary Z900
2022 Kawasaki Z900 50th Anniversary

The RS line may tout a gold wheelset, but the 50th Anniversary Z650 and Z900 take a different route with gold tank emblems, Z logos, and fork tubes, and they roll on red wheels. Similar to the Z650RS and Z900RS, however, the two modern nakeds tout a new textured seat.

Kawasaki Z 50th Anniversary Z650
2022 Kawasaki Z650 50th Anniversary

Despite the cosmetic revisions, the 50th Anniversary Z editions are mechanically identical to their base model counterparts. Kawasaki will produce all four special-edition motorcycles in a limited capacity and each customer will receive a coffee table book celebrating the iconic Z Series. The 50th Anniversary are available now and priced as follows:

  • 2022 Kawasaki Z650RS 50th Anniversary: $9,249
  • 2022 Kawasaki Z900RS 50th Anniversary: $12,049
  • 2022 Kawasaki Z650 50th Anniversary: $8,299
  • 2022 Kawasaki Z900 50th Anniversary: $9,499

For more information or to find a dealer near you, visit kawasaki.com.

The post 2022 Kawasaki Z 50th Anniversary | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Kawasaki KLR650 Adventure | Road Test Review

2022 Kawasaki KLR650 Adventure
After spending two years on the bench, the Kawasaki KLR650 is back where it belongs, exploring the boondocks. Now equipped with fuel injection, optional ABS, and other updates, it’s the same rock-solid KLR, only better. (Photos by Drew Ruiz)

The word legend is overused, especially by cliché-loving motojournalists, but when it comes to the world of adventure riding, the Kawasaki KLR650 can lay a credible claim to the title. With its second major update since being introduced in 1987, the 2022 Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.

First released as the KLR600 in 1984, the model was upgraded to a 650 in 1987. The high fender, tall stance, and elevated ground clearance left no doubt as to its dual on-and off-road purpose. Powered by a single-cylinder, liquid-cooled, DOHC, 4-valve engine, with fueling managed by a Keihin carburetor, the KLR also had a 5-speed transmission and front disc brake. Cutting-edge stuff for the time, and the bike quickly gained a reputation for steady reliability and go-anywhere capability.

2022 Kawasaki KLR650 Adventure
The KLR’s updated styling includes more aggressive bodywork. The Adventure model we tested is equipped with 21-liter saddlebags, auxiliary lights, and crash bars.

Almost nothing changed for two decades, which gives some indication as to the KLR’s intrinsic qualities and its popularity. You don’t mess with success, and if it ain’t broke, don’t fix it. Even after the first major update in 2008, which included a longer fork, a new swingarm, better brake calipers, and a redesigned fairing, the Keihin carburetor and just about everything else remained unchanged. But the world has moved on, and as with many long-in-the-tooth motorcycles, satisfying the latest regulations is a major driving factor behind the updates to the new model.

So, what has Kawasaki done to the KLR? To calm the nerves of the faithful, I’ll start with what hasn’t changed. The short answer: most of it. Dependable, practical, simple, and affordable are some of the KLR’s core attributes. For 2022, there are still no rider modes, throttle-by-wire, TFT display, or other complexities (and related costs), and the base model is still priced well under $7,000. The KLR has a reputation for field reliability, where everything can be fixed with a wrench and a rock; even the Marine Corps has a fleet modified to run on diesel. The new KLR stays true to that formula.

2022 Kawasaki KLR650 Adventure
Although much of the new KLR remains faithful to previous models, some of the key enhancements include a taller adjustable windscreen and improved ergonomics for a more comfortable upright riding position.

Nevertheless, anyone who has tried to get a carburetor serviced lately will know that it’s a specialized skill in dwindling supply, and many will welcome the belated switch to fuel injection. Yes, the old Keihin carb was rock-solid, but EFI has proven its worth on motorcycles for decades. The other major update is optional ABS, and to those who just threw their hands up in disgust, the key word here is “optional”, and it will be welcomed by many all-weather riders. There’s also a long list of tweaks and enhancements to this new KLR, all of which should appeal to fans new and old. It has been made stronger and more reliable, and offers more comfort, wind protection, load-carrying ability, and versatility.

2022 Kawasaki KLR650
The KLR has built an enviable reputation for being simple, reliable, and economical. The new KLR aims to maintain that reputation, and updates for 2022 add practicality without unnecessary complexity.

The old thumper has been updated to improve efficiency and meet the latest regulatory requirements, at the heart of which lies the new EFI system. Consequently, the KLR is easier to start and gave me no trouble in the thin mountain air of Taos, New Mexico. By making the subframe an integrated part of the main frame, the entire chassis is stiffer, which improves stability and increases load capacity. Stability also gets a boost from more rake (30 degrees, up from 28), more trail (4.7 inches, up from 4.4), a 1.2-inch-longer swingarm, and a longer wheelbase (60.6 inches, up from 58.3), and key load-bearing areas have all been strengthened. The front suspension has been adjusted to accommodate frame updates and a 28-pound increase in curb weight, while the rear shock is now adjustable for rebound in addition to spring preload.

2022 Kawasaki KLR650
The optional ABS has been tuned for dual-sport duty and has just enough intervention to add safety without compromising off-road thrills.

A larger 300mm front disc has increased braking power, and a thicker rear disc is less prone to fade on steep descents. ABS is a $300 upgrade. Kawasaki did a good job tuning the ABS to suit the dual-sport nature of the KLR, but it can’t be turned off. Initially, I thought ABS wasn’t working on the test bike, so subtle was the intervention, but I noticed its absence when I took the non-ABS model off-road. Given the price, I expect a lot of buyers will opt for it; I know I would.

2022 Kawasaki KLR650
Auxiliary LED lights are part of the Adventure model trim package.

Both the battery and generator have been updated to provide more power for accessories such as auxiliary lights and heated grips. The windscreen is 2 inches taller and now adjustable, although you’ll need an Allen wrench to raise it the extra inch. A nifty half-inch bar has been added above the dash for mounting accessories, and the updated LCD is clear, easy to read, and now has a fuel gauge. All-round LED lights are now standard, and the Adventure model I tested comes equipped with useful auxiliary lights and crash bars for the cowling and engine, adding to its off-road credentials. The new seat, still a dirtbike-style single unit, has been redesigned to improve comfort, although I wished for more cushion over long distances.

2022 Kawasaki KLR650
The new digital display works well, and the fuel gauge is a welcome addition on a bike that will be pushed to its range limits.

Our test ride began at the RFD-TV Ranch, where the sprawling Rocky Mountains descend into the high New Mexico plains. Pulling onto the highway, the KLR rides like a middleweight Single; that is to say, the pace is leisurely. Kawasaki has done a good job of balancing the old thumper, so there is very little in the way of vibration. Although the KLR is not a highway bike per se, it happily cruises at 75 mph. But at higher speeds, it would really benefit from a 6th gear.

Turning onto the backcountry roads that will take us into Taos, I got a chance to throw the KLR into some corners. At slower speeds, the 21-inch front wheel and tall stance result in a bit of steering flop, but once adjusted to its characteristics, the KLR’s road handling exceeded expectations. The semi-knobby tires squirm a bit on pavement, but the bike is composed when accelerating through tight corners.

2022 Kawasaki KLR650
New adjustable rear suspension contributes to the KLR’s better handling, whether loaded or unloaded.

The afternoon took us into the dirt, and another characteristic I had to adjust to is the gear shift position. I couldn’t get my motocross boot under the lever easily, especially when standing on the pegs. Upshifting was a struggle, particularly from 1st to 2nd. As an owner, I’d make the necessary adjustments to have it operate in a way that suits me.

Gear shifting aside, the KLR’s supple suspension comes into its own off-road, and riding the rocky trails is fantastic fun. The new KLR is still equipped with Dunlop K750 tires, a road/trail compromise with an emphasis on compromise. Nonetheless, tractor-like low-end torque enables the KLR to maintain traction in sandy, loose terrain. It’s almost impossible to stall, and the moment I get bogged down, a slip of the clutch is all that’s required to churn my way through.

2022 Kawasaki KLR650 Adventure
Backcountry trails are the KLR’s preferred domain, where the supple suspension and tractor-like torque combine for fun, confident, carefree cruising.

Working our way down from Taos the following day, there were plenty of opportunities to test the KLR on gravel tracks, sandy trails, and the dreaded silt. The silt track might as well have been a road of marbles, and it’s at times like these when even the most experienced riders risk falling off that a lone traveler will be particularly thankful they’re on a simple, relatively lightweight adventure bike. Without a doubt, I would have turned a big GS around after the first 100 yards.

Early the next morning, the KLR now loaded with gear, I set off solo for Arizona. Route 60 rolls across the plain and into the Gila National Forest, where a massive thunderstorm provided an opportunity to test handling in the rain and the waterproofness of the hard saddlebags that come standard on the Adventure model. I was on the non-ABS version, which coped admirably, as did the side bags, which remained bone dry inside.

2022 Kawasaki KLR650
Loaded up for the long ride home.

Trails in the Coconino National Forest provided the perfect opportunity to test the loaded KLR. No matter where I’ve ridden in the world, I always seem to end up on tracks like these, with a mix of sand, rubble, and gravel. The seated ergonomics are excellent. My body position is upright with a comfortable bend at the knee and arm, but standing up, the peg position is a little too far forward, bringing the handlebar too close to my body. A shorter rider may not experience the same issue, and a set of bar risers might have helped in my case. Putting that aside, the KLR is a breeze to ride on tracks like these, and even with the old-school tires, it is only the deeper sandy sections that force me to slow down to crawling speeds.

2022 Kawasaki KLR650
Updates to the frame and swingarm have increased the load capacity, and the KLR sports a larger, aluminum rear rack.

Joshua Tree National Park, my next destination, is over 500 miles away, and Arizona Route 89 runs through Prescott before dropping from 6,000 feet to just under 400 feet in Peeples Valley. An amazing winding descent, where over a distance of just 10 miles the temperature climbs from a cool 68 degrees to 115. It feels like riding into a hairdryer. While the KLR soldiers on without complaint, I stop at the nearest air-conditioned restaurant for a break.

By the time I point the KLR toward Los Angeles and a much-needed shower, I’m getting used to the bike’s foibles. Yes, there are some things I would change, but when you consider the bigger picture, they seem trivial. I’ve done long-distance adventure tours on BMW’s venerable R 1200 GS in several countries. But for the same price as a GS, you can buy a KLR650, all the gear you need, and still have enough left over to fund a substantial tour.

2022 Kawasaki KLR650
What the KLR lacks in on-road performance, it makes up for in traction, and the thumper will plow its way through loose, uneven terrain.

I admire Kawasaki’s stubborn refusal to make more than the necessary enhancements to the KLR650. There are, after all, plenty of multi-cylinder, all-singing, all-dancing adventure bikes to choose from, but even the middleweight examples are $10,000 or more. The KLR650 Adventure model I tested, with auxiliary lights and saddlebags, costs just $7,699. Adding ABS raises the price to one dollar shy of $8,000.

The Kawasaki KLR650 is the rescue mutt of the dual-sport motorcycle world. No, it’s not perfect, but you’ll end up falling in love with it, and you know it will be a dependable, loyal, eager companion on any adventure, and for a lot less money than fancy breeds.

2022 Kawasaki KLR650
The new-and-improved Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.

2022 Kawasaki KLR650 Specs

Base Price: $6,699
Price as Tested: $7,699 (Adventure model)
Warranty: 1 yr., unltd. miles
Website: kawasaki.com

ENGINE
Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves
Displacement: 652cc
Bore x Stroke: 100.0 x 83.0mm
Compression Ratio: 9.8:1
Valve Insp. Interval: 15,000 miles
Fuel Delivery: DFI w/ 40mm throttle body
Lubrication System: Wet sump, 2.2 qt. cap.
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: O-ring chain

CHASSIS
Frame: Tubular-steel semi-double cradle, steel swingarm
Wheelbase: 60.6 in.
Rake/Trail: 30 degrees/4.8 in.
Seat Height: 34.3 in.
Suspension, Front: 41mm fork, no adj., 7.9 in. travel
Rear: Single shock, adj. rebound & spring preload, 7.3 in. travel
Brakes, Front: Single 300mm disc w/ 2-piston caliper
Rear: Single 240mm disc w/ 1-piston caliper
Wheels, Front: Spoked aluminum, 1.60 x 21 in.
Rear: Spoked aluminum, 2.50 x 17 in.
Tires, Front: 90/90-21, tube-type
Rear: 130/80-17, tube-type
Wet Weight: 487 lbs. (as tested)
Load Capacity: 316 lbs. (as tested)
GVWR: 803 lbs.

PERFORMANCE
Horsepower: 36.5 hp @ 6,100 rpm (rear-wheel dyno)
Torque: 35.2 lb-ft @ 4,600 rpm (rear-wheel dyno)
Fuel Capacity: 6.1 gals.
Fuel Consumption: 47 mpg
Estimated Range: 287 miles

2022 Kawasaki KLR650 Adventure Specs

The post 2022 Kawasaki KLR650 Adventure | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Kawasaki KLR650 Adventure Review | Motorcycle Test

2021 Kawasaki KLR650 Adventure Review

Words by Kris Hodgson, Images by D. Hodgson


I spent a couple of weeks with the new KLR650 recently and despite a decidely modest specification sheet, that by design does keep the bike in the LAMS approved list, I came away quite impressed. For the full run down of changes see: Kawasaki KLR650 gains EFI/ABS, and a few more kilos… (link).

The 2021 Kawasaki KLR650 Adventure boasts a host of extras for a small premium
The 2021 Kawasaki KLR650 Adventure boasts a host of extras for a small premium

A host of compliance updates have taken place to legally allow the KLR650 to continue to be sold despite increasing emissions restrictions, however some unfortunate side-effects have seen weight increase and power decrease. But is that really the end of the world?

EFI is a big new inclusion but comes at the cost of power, with Euro5 likely also adding weight

Here in Australia people have been derestricting the KLR for quite a while, and I get the feeling that’s going to continue. That ultra-restrictive Euro5 exhaust is no doubt to blame for much of the added weight and also probably some of that loss of power. Whoever is on the market first with a decent aftermarket exhaust system at a competitive price is sure going to sell a lot of them…

An ugly, restrictive exhaust looks a likely culprit for the areas of the KLR650 spec sheet which raised an eyebrow
An ugly, large, restrictive exhaust looks a likely culprit for the areas of the KLR650 spec sheet which raised an eyebrow

At its core, the KLR650 is all about value and a certain utilitarian factor. Rugged, no bells and whistles, reliable by all accounts, really a no-nonsense machine which at a smidge over $10k on the road is capable of the lot. The version tested here is the Adventure, which according to the Kawasaki website is available for $11,324 ride-away for a Sydney postcode, inclusive of extras which will cost far more than that difference if bought separately. Those extras include power outlets (DC/USB), crash bars, fog-lights and hard panniers with matched locks to the ignition.

The KLR650 retains the title as great value adventure however, especially as tested
The KLR650 retains the title as great value adventure however, especially as tested

The powerplant is a 652 cc liquid-cooled single with 51.5 Nm at 4500 rpm, while peak power is 38.5 hp at 6000 rpm. A 40 mm throttle-body injects the go juice while the five-speed gearbox is one area left without what would have seemed to be an obvious upgrade. To be fair, apart from the annoyance of quite often trying to find another gear, the KLR is plenty capable of highway speeds.

Forks offer long travel, as does the monoshock, which adds some adjustability, with a fairly general do-all setup on the KLR650
Forks offer long travel, as does the monoshock, which adds some adjustability, with a fairly general do-all setup on the KLR650

Forks are 41 mm units and the shock offers both rebound and preload damping. Travel is 228 mm at the front and 185 mm at the rear. Accessibility of adjustment isn’t a strong point at the rear.

The rear brake offered the balance of stopping power on the KL650

A 21-inch front and 17-inch rear is an adventurous set-up, with a single 300 mm front rotor and two-piston caliper backed up by a smaller 240 mm rear rotor and single piston caliper. ABS is standard while Dunlop provide the K750s which has been the case for quite some time.

Weighing in at 222 kg in Adventure form at the kerb (210 kg standard), with 23L of fuel, the KLR650 is a hefty beast, especially if you’re wheeling it around on uneven terrain or up an incline. But when jumping on board, apart from kicking the panniers, the bike feels very manageable.

The weight of the KLR650 drops away once you've moving, even at very low speeds
The weight of the KLR650 drops away once you’ve moving, even at very low speeds

At 180 cm with a 32 inch inseam I can reach the ground with a foot securely, while the reach to the bars is easy and getting boots onto pegs reveals a fairly compact rider triangle for an adventure machine, especially between seat and ‘pegs. Lowering the seat height 20 mm for 2021 no doubt helped there.

There’s an expanse of bike in front of you including a screen, LCD display and on this version those power outlets. The KLR650 also starts up easily and idles a little more actively than I’m used to – but then I haven’t owned a big single (just a small one) – just click into gear and off you go.

A simple LCD dash is run, with wide and tall bars
A simple LCD dash is run, with wide and tall bars

‘Bars are wide, there’s good vision from the mirrors, with minimal vibes through the bars – as long as you keep your grip relaxed – and while the clutch isn’t light, it’s no bear trap either.

Under power the KLR650 is also a lighter feeling, well balanced machine, with the first test being Sydney traffic which it handled with ease. I wasn’t filtering to be honest – not with those panniers fitted  – however the suspension is well supported in general use for my 70 kg or so, with no real major dive during heavy braking.

Suspension was well tuned for my 70 kg weight and a variety of conditions
Suspension was well tuned for my 70 kg weight and a variety of conditions

That’s no doubt partially due to the rear brake feeling more powerful than the front, but the two combined offer decent stopping power one-up and the ride is smooth and controlled, swallowing road inconsistencies easily without wallowing, and that would prove true everywhere.

There was a little hunting at times, as the revs moved around even without a hand on the throttle, but in later testing in mixed conditions the bike proved very stall resistant.

The seat is narrow at the tank, but widens out at the rear for comfort, and an hour in the saddle had me ready for a quick break
The seat is narrow at the tank, but widens out at the rear for comfort, and an hour in the saddle had me ready for a quick break

The big test came in the form of a 400 km trip to visit family out of Sydney with an equal distance return, offering plenty of highway miles, some crawling past an accident and all mainly done through torrential rain, much of which was in the dark. Those additional lights certainly came in handy.

All of which was handled with ease by the KLR650. Sure the seat got uncomfortable after an hour and painful at about two, and I wouldn’t have minded a front tyre with a bit more feel in the wet, however the KLR650 was happy cruising anywhere between 100 and 130 km/h. Fuel consumption did seem to bump up at the higher end of that spectrum, but that may have coincided with my low speed off-road shenanigans which aren’t well represented on the trip meter.

The KLR650 will easily cruise at highway speeds with good wind protection from the screen, which can be adjusted with an Allen key via four bolts

I would note too that the KLR650 felt a little flat in the low to mid-range at times, especially accelerating and picking up revs after cruising along in a higher gear, where keeping the bike more on the boil higher up in the revs was more rewarding if you wanted a bit of fun. Stirring the gearbox with intent seemed the way to go and letting the engine venture higher into the rev range. It’s not a bad compromise, as the bike pulls smoothly even from low revs and I’d hazard a guess this isn’t the machine people buy to race their mate’s 890 Adventure.

The KLR650 is definitely more the all-terrain tractor that will handle essentially anything thrown at it
The KLR650 is definitely more the all-terrain tractor that will handle essentially anything thrown at it

Suspension remained compliant, the bodywork and screen offered good wind protection and even that five-speed gearbox was hard to criticise. The KLR650 will easily gobble up the boring highway miles on the way to somewhere more interesting, and passing riders on more off-road orientated machines sitting at 90 or 100 km/h was common and did carry a little satisfaction. They’ll have the advantage on the dirt, so you take the wins where you can.

Handling is also typical of the taller adventure or touring style machines, with narrow wheels and tyres as well as wide ‘bars making for fairly nimble road manners all things considered, with lean angle easily added but generally not all that necessary except when properly fanging through the twisties.

The tall adventure/touring style ergo offers relaxed and upright controls
The tall adventure/touring style ergo offers relaxed and upright controls

Make no mistake, the KLR650 isn’t a lounge chair style tourer you could sit on without breaks, regular breaks are very much required to get some bloodflow back into your behind. However the bike is a capable steed for long distances, at the speed limit, or just over it at common relaxed cruising speeds. I’d just be inclined to look for a comfort seat if I was doing long days.

The trip also provided an opportunity to test the KLR650 out in some farm-like conditions, where it really excelled in mixed terrain, tractoring up steep, staggered slopes, easily traversing uneven grassy areas and just generally being very capable.

The suspension was well suited to my 70 kg weight, particularly the off-road bits
The suspension was well suited to my 70 kg weight, particularly the light off-road challenges

We’re not talking the Erzbergrodeo here, but we are talking conditions you definitely wouldn’t want to do on road machines.  I tend to think that if I can do it on the KLR650, it’s also going to be a fairly forgiving machine for new riders or those branching out into adventure riding while on a budget.

While heavy, the KLR650 remains manageable in all these conditions, whether it was wrangling it through a narrow piece of rock scattered dirt across a creek, or running up and down fairly steep inclines with loose dirt. The stability afforded by that 21-inch front made the going much simpler than it would otherwise have been. Granted I didn’t throwing the bike over to see how easy it was to lift, which may be a big concern if you’re doing gnarly single-tracks solo, but as a more general do-anything bike it certainly delivered.

Brakes are more suited to one-up riding or unsealed roads, with relatively gentle bite at the front
Brakes are more suited to one-up riding or unsealed roads, with relatively gentle bite at the front

Again that suspension set-up for me at 70 kg handled the mixed conditions well and while I wouldn’t say no to more braking prowess on the road, for grass, dirt and similar, the light bite and more limited power, especially at the front was well suited off-road. With a pillion and fully loaded with gear it would require more management of stopping distances I’d say…

Back on the Sydney end of the ride I took the KLR650 up to St Albans to see how it handled the dirt road up towards Kulnura from there, which is an easy but decent stretch of fairly well surfaced dirt, sweeping through some nice bends.

Harsh corrugations are a challenge to the KLR650s shock, but most other surfaces are handled with ease
Harsh corrugations are a challenge to the KLR650s shock, but most other surfaces are handled with ease

After being passed by a huge group of KTMs along with a lonely CRF Rally, I toddled up and along the road and enjoyed a rare day of sunshine and perfect riding weather. Again the weight wasn’t anywhere near as noticeable as I expected, standing on the pegs made things easy – and also helped provide better air flow through my jacket.

Over the corrugated sections it was just a matter of opening the throttle and shaking my way through (I can’t really think of a bike I’ve taken through here that’s been otherwise), but the KLR650 really just tractors along and over essentially anything. Add the Adventure loadout and the bike is particularly well decked out from the factory to go exploring where ever a mind might take you.

Features on the Adventure KLR650 include the dual lockable hard panniers, which are too narrow for a helmet but quite deep

Coming back to competitors, I think the KLR650 is very well placed to compete against machines like the Royal Enfield Himalayan, offering a bit more off-road cred, significantly more performance and highway capability; and in this Adventure model a more complete load-out, even if a heavier and taller machine overall.

The DC and USB sockets are also standard on the Adventure
The DC and USB sockets are also standard on the Adventure

Against Benelli’s TRK502X it’s again much more off-road orientated and lighter, but falls behind in the braking department, while the TRK502X’s more road orientated bent may be an advantage to many, depending what you’re after.

Crash bars and fog-lights are also standard, offering additional protection and lighting for the KLR650
Crash bars and fog-lights are also standard, offering additional protection and lighting for the KLR650

The Suzuki DR650 is another obvious competitor, but is more big dirt bike to the KRL650’s  more comfortable adventure-themed style. The Suzuki is significantly lighter and similarly priced but doesn’t come as fully featured as the KLR.

Overall the updated Kawasaki KLR650 and Adventure continue to offer exceptional value
Overall the updated Kawasaki KLR650 and Adventure continue to offer exceptional value

The KLR650 certainly won’t be for everyone, but Kawasaki are sticking to the bike’s strengths for now, with competitive pricing and a great standard feature list in the Adventure, while keeping things relatively simple. With the Versys 650 also available for the sporty more road orientated riders, Kawasaki have obviously decided to keep the KLR650 in this more rugged, off-road form.

The question that remains is whether riders are still interested in a machine which does without the likes of traction control, ride modes, high end brakes and suspenders and more...
The question that remains is whether riders are still interested in a machine which does without the likes of traction control, ride modes, high end brakes and suspenders…

2021 Kawasaki KLR650 Specifications

2021 Kawasaki KLR650 Specifications
Engine Four-Stroke, single cylinder, DOHC, 652 cc
Bore x Stroke 100.0 x 83.0 mm
Compression Ratio 9.8:1
Claimed Power 38.5 hp at 6000 rpm
Claimed Torque 51.5 Nm @ 4500 rpm
Induction DFI w/ 40 mm Throttle Body, CDI
Gears Five-speed, return shift with wet multi-disc manual clutch
Frame Tubular, Semi-Double Cradle
Forks 41 mm telescopic fork / 228 mm
Shock Uni-Trak gas charged shock with piggyback reservoir with adjustable rebound damping and spring preload / 185 mm
Tyres 90/90-21 (F), 130/80-17 (R)
Front Brakes Single 300 mm disc with two-piston calipers, ABS
Rear Brake Single 240 mm disc with single-piston caliper, ABS
Instrumentation LCD display
Kerb Weight 210 kg (base bike) – 222 kg in Adventure
Seat Height 870 mm
Wheelbase 1540 mm
Rake / Trail 30.0°/ 122 mm
Fuel Capacity 23 L

Source: MCNews.com.au

2022 Kawasaki Versys 650 | First Look Review

2022 Kawasaki Versys 650
The 2022 Kawasaki Versys 650 gets new traction control, updated styling with an adjustable windscreen, and a new TFT display with Bluetooth connectivity.

Since its introduction in 2008, the 650cc Versys – the name is derived from “versatile” and “system” – has been a popular adventure-style streetbike with a tall stance and 17-inch wheels. The 2022 Kawasaki Versys 650 gets new traction control, a TFT display with smartphone connectivity, and updated styling with an adjustable windscreen.

At the heart of the Versys 650 is liquid-cooled 649cc parallel-Twin tuned for a broad range of usable torque. When we tested the 2020 Kawasaki Versys 650 LT, an up-spec model with standard handguards and key-matched, quick-release 28-liter hard saddlebags, it sent 63 horsepower at 8,700 rpm and 43 lb-ft of torque at 7,300 rpm to the rear wheel.

2022 Kawasaki Versys 650
2022 Kawasaki Versys 650 LT in Metallic Spark Black/Metallic Flat Spark Black

Keeping rear wheel spin in check is a new Kawasaki TRaction Control (KTRC) system with two modes. Mode 1, which is the least intrusive, helps manage traction during cornering and facilitates acceleration out of corners. Mode 2 allows for earlier intervention and reduces engine output when excessive wheel spin is detected, allowing for the tire to get maximum grip. KTRC can also be turned off using the switch located on the handlebar.

The Versys 650 has a 6-speed transmission, a cable-actuated wet clutch, and chain final drive. Its chassis consists of a tubular-steel double pipe diamond frame with a box-section aluminum swingarm. It has a 41mm telescopic fork with adjustable rebound and spring preload and a single offset laydown rear shock with adjustable preload. Suspension travel is 5.9 inches in front and 5.7 inches out back.

Up front, dual 300mm petal-style discs are squeezed by 2-piston calipers, and out back a single 250mm petal disc has a 1-piston caliper. ABS is standard.

The 2022 Versys 650 also gets updated styling, taking cues from its Versys 1000 stablemate. The upper fairing has a sharper and more flowing look, complemented by new LED headlights. A new windscreen is said to improve wind protection, and it can be adjusted among four positions over a 3-inch range using a release near the dash.

2022 Kawasaki Versys 650
The 2022 Kawasaki Versys 650 gets a new TFT display with Bluetooth connectivity.

Instrumentation has been updated with a new 4.3-inch full-color TFT (thin-film transistor) display that provides a high level of visibility during both day or night with selectable background colors (black or white) and automatic screen brightness adjustment. The TFT provides detailed info about the bike, and a smartphone can be connected via Bluetooth using Kawasaki’s RIDEOLOGY THE APP.

The Versys 650 has a 33.3-inch seat height, 5.5 gallons of fuel capacity, and a claimed curb weight of 483 pounds.

2022 Kawasaki Versys 650
A 2022 Kawasaki Versys 650 LT with a full complement of factory accessories.

The 2022 Kawasaki Versys 650 is available in Metallic Spark Black/Metallic Flat Spark Black for $8,899 or Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099. The 2022 Versys 650 LT with handguards and saddlebags is available in Metallic Spark Black/Metallic Flat Spark Black for $9,999.

For more information or to find a Kawasaki dealer near you, visit kawasaki.com.

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Source: RiderMagazine.com