After chugging along with few changes and a distinctive tweet from its exhaust pipe for 21 years, Kawasaki’s legendary KLR650 dual-sport got a major update for 2008. Engine tweaks, suspension improvements, stronger brakes, new styling with better aerodynamics and a comfier seat are the major items on an even longer list of changes that improved the KLR’s on-road manners at the expense of some off-road worthiness. Though updated, the KLR650, which still uses a Keihin CVK-40 constant-velocity carburetor, has remained fairly old-school, with a low price to match.
Read our 2008 Kawasaki KLR650 road test
Quietly, with little fanfare, Kawasaki slipped a mid-year addition into its lineup. The 2014 Kawasaki KLR650 New Edition has more robust suspension and a better seat, and it comes in two new colors: Metallic Flat Raw Graystone/Ebony and Pearl Stardust White/Ebony. Comparing specs side-by-side for the KLR650 and KLR650 New Edition, they’re virtually identical. Same liquid-cooled 651cc single-cylinder DOHC 4-valve engine, same claimed curb weight (432 pounds), same fuel capacity (6.1 gallons), same seat height (35 inches) and so on.
One of the KLR650’s weakest links has been its too-soft suspension, which reflects the bike’s old design and low price. The New Edition attempts to remedy the situation with a 41mm fork—in the same size and with the same 7.9 inches of travel as the base model—that’s filled with 40-percent firmer springs and has 28-percent firmer rebound damping rates. The Uni-Trak linkage-equipped rear shock still has 7.3 inches of travel, but the New Edition has a 63-percent higher spring rate and 83-percent firmer rebound damping. All that extra firmness should reduce brake dive, sag (especially when loaded) and overall mushiness, offering better control in most riding conditions. As with the base model, the fork offers no adjustment but the shock has five-level spring preload and four-level rebound adjustment.
Even after its 2008 update, the KLR’s seat remained a sore point, literally. The foam is too soft and crushes down easily, leaving the rider’s bum on the seat pan. The New Edition’s seat features a narrower front section with a more rounded profile that Kawasaki says will make it easier to reach the ground and enhance off-road maneuverability. It is more than an inch wider and features a flatter, less tapered profile, offering a more stable and comfortable platform. Whether it offers more support is an open question.
MSRP for the 2014 Kawasaki KLR650 New Edition is $6,599—just a Ben Franklin more than the base model gets you better suspension, a better seat and more color options with revised graphics. The KLR has long been one of the best deals on two wheels, and the New Edition is even better. We’ll get a chance to ride the new KLR soon, and they should be arriving at dealerships any day now.
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Hum. How about a melding of the KLR with the non-US larger Versys? The adventure bike niche is booming, and one would expect the new V-Strom Adventure to do well for Suzuki. Perhaps Kawasaki can do a cross-platform design, since the KHI doesn’t have a large vertical or v-twin to use? It’s not unheard of. The Mean Streak and Marauder shared platforms.
I thought the same thing about adding parts from the Verysys. The six speed trans would lower the rpm on the hwy, and the tubeless tires and wheels would be a plus also.
I’ve seen a few posts on ADV Rider and other sites where people took a 2008+ KLR frame and swapped in a Versys engine to make a really damn good adventure bike. If people can hack that together in their garage and have it be reliable, I’m sure Kawasaki could figure out a way to do it in their factories. The KLR has awesome wind protection, highway manners, and handling. With the Versys/Ninja 650R engine in there, it really has the power to get out and pass people on the highway and gets way better highway mileage.
I’m riding a 2013 KLR 650, my second E bike. I love the bike and have nothing but praise for it, but, if Kawasaki came out with a KLR 800 – I would be first in line. Make heated grips standard and offer ABS as an option (I’ll buy it). I think it would be hot hot hot in the sales department. A 1200cc is more than we need out in the sticks – 800cc is the perfect size. Get with it, Kawasaki, come up to the 21st century.
ya i rode a 2010 klr all over alaska did the dempster dalton denally top of the wold hiway it was great but was riding with 2twin cylinder bikes would love an 800in it so come on kawasaki doug
a i road a 2010 klr to alaska did the demster the dalton the denally top of the world highway loved the bike but sure would like more power was with 2 twin cylinder bikes so come on kawy make an 800 dougy
Follow Honda and Yamaha’s lead…How about upgrading the fuel delivery to fuel injection?? No more choke & better performance…
I just got my KLR 650 new edition a few months ago. I love it but I’m always looking for a 6th gear. So far I haven’t taken it off road and I don’t plan on it right now because I don’t want to get it dirty. It handles great on the twisties and I have no problem keeping up with highway traffic. The wind is not a big issue but I will eventually put a bigger windscreen on it. Overall I love the bike and I got a great deal only paid 5987 for it.
Uku, I’m not trying to bash your riding whatsoever, but you really should try that baby out on a dirt road or two. The KLR is a shockingly capable bike when the pavement ends, and some of the best sights are to be had when you venture off the beaten path. Glad you love the bike, and no matter what people say, there’s no wrong way to use one of those.
I just rode my 2013 KLR to Ciudad de Guatemala from Kansas and back. 6000 miles and only lost my low beam bulb ($14.95 at local auto parts). The KLR is a joy right out of the box. Don’t hesitate – get one today.