2022 Kawasaki KLR650 Adventure Review

The Kawasaki KLR650 has won a legion of devotees over the years, riders united in prioritising rugged utility, simplicity, and value above all else. 

However, since the venerable model’s debut in 1987, it’s a formula that has left the KLR as something of an outlier, as more mainstream adventure bikes morphed into high-tech, big-dollar affairs. Even the KLR’s age-old adversary, the Suzuki DR650SE, has fallen on its sword, the model phasing out here in Australia due to the introduction of mandatory anti-lock braking system (ABS) regulations... 

So the KLR army rejoiced when Kawasaki announced it was updating its veteran dual-sport model, albeit with a hint of trepidation. Would Kawasaki go too far, and – in loading on the tech and features – push the machine far from its humble origins? 

Now the 2022 Kawasaki KLR650 is here, and we’re about to find out... 

What’s new?  

For what is essentially a big trail bike, this is a pretty comprehensive update. While the same basic engine, chassis and suspension format continues, Kawasaki has made some important tweaks both mechanically and cosmetically, and in terms of its features. 

Here in Australia, we get the base-spec KLR650 and the up-spec KLR650 Adventure (as reviewed here). Mechanically identical, the Adventure also scores hard panniers, fog lights, frame sliders and DC/USB charging sockets as standard. 

The Kawasaki KLR650 is priced from $8999 plus ORC ($800 more than its predecessor), while the Kawasaki KLR650 Adventure is priced from $9999 plus ORC. 

Headlining this update is the arrival of Keihin electronic fuel injection for the KLR’s 652cc, liquid-cooled, four-stroke, four-valve, DOHC, single-cylinder engine. 

Purists may decry the swapping of needles, jets and float bowls for laptops and diagnostic software, but the reality is EFI is a fuss-free solution and, as Kawasaki points out, spells easier starting in cold conditions or at altitude, and better fuel economy. 

Kawasaki also says it produces “stronger midrange performance”, while stopping short of claiming any specific output gains. Historically Kawasaki was a bit coy when it came to quoting horsepower and torque for this model, but in any case the official claim now is 39hp (28.5kW) at 6000rpm and 51.5Nm at 4500rpm. 

Other tinkering includes revised cam profiles, some minor clutch revisions, a boosted electrical output of 26A (up from 17A) to better cater for electric/electronic accessories, a smaller exhaust pipe diameter and a new fuel catalyst that sees the bike meet Euro 4 emissions standards. 

Elsewhere, the steel semi-double cradle frame now has an integrated subframe for added strength and the swingarm is 30mm longer, while the suspension (41mm non-adjustable fork and a rear monoshock adjustable for preload and rebound) continues but with revised settings. There’s 200mm of travel up front and 185mm at the rear. 

The 21-inch front/17-inch rear wheel format continues too, but the spoked rims are now said to be sturdier, while the brakes have come in for some love. 

While the front single disc is 20mm larger in diameter (now 300mm) and the rear disc is 1mm thicker, the big news is the arrival of ABS. This allows the model to push on in Aussie showrooms but, sadly, the system is not switchable, which will frustrate those who regularly head off-road. 

The ergonomics have been massaged a little and the handlebars, seat and footpegs incorporate rubber pads for reduced vibration, while the seat features a new cover and urethane padding of an “optimised thickness”. 

The seat height has dropped by 20mm to 870mm, by our reckoning, while a new fuel tank sees capacity increase from 22.1 litres to 23 litres. 

There’s a new screen with two-position manual adjustment (requiring an Allen key), a 30mm shorter sidestand, and revised pillion grab rails, plus new bodywork and new colour schemes, with the KLR650 Adventure reviewed here sporting Cypher Camo Grey (the only option for this variant). 

The update is capped off with new digital LCD instrumentation, a new LED headlight, a revised taillight and indicators, and a new and larger aluminium rear carrier. 

But all these changes have added weight too, with the base-spec KLR650 an appreciable 16kg heavier than its predecessor, while the KLR650 Adventure adds a further 12kg on top of that. That sees the Kawasaki KLR650 Adventure tested here weigh in at 222kg (wet). 

On the road (and off) 

For anyone concerned that Kawasaki may have gone and fiddled too far, let me say from the outset this isn’t the case. 

Hopping aboard the Kawasaki KLR650 Adventure is like slipping on your favourite trainers – it's familiar and it fits. And while the seat height is up there, the bike settles readily on its plush suspension and it’s narrow through its mid-section, so it’s not too big a task to get your foot down for anyone of average height.

The big single fires up with a quick stab of the starter and immediately settles into that familiar ‘dof dof dof’ beat; ease out the super-light cable clutch and you’re away, the commanding and roomy upright riding position and broad handlebar delivering easy handling around town and out on the trails.

I pushed the KLR650 Adventure into service in both theatres, spending time on the fire trails and some single-track in a local state forest, before heading off on a decent sealed loop through Victoria's High Country, taking in Mount Hotham and Mount Bogong, and a heap of great roads in between. All up I covered about 1200km in three days, so I got a pretty decent idea of what this KLR650 Adventure is all about.

The LCD instrumentation is easy to read and offers all the staples, but there’s no longer a tacho and what looks like a gear indicator is actually a battery voltage warning indicator. Still, there’s only five cogs to choose from, so no big deal. But there’s a neat little bar that sits over the dash that's ideal for attaching things like a phone or sat-nav. 

Performance is modest, but entirely adequate for the genre. There’s a nice band of torque through the midrange and harnessing this is the key to faster progress. You'll be swapping cogs regularly, but the gearbox has a nice, light, positive action, and the big single bops along from way down low in the rev range without a worry.

Highway overtakes require some forward planning but this bike was never intended to deliver blistering performance – getting there in your own time, and enjoying the journey, is the KLR mantra... 

Vibration is nicely tamed. Yes, it's clearly a big single, but the rubber isolation measures help and the vibes are really only noticed at higher revs. Importantly, you barely notice them when wafting along at the open-road limit, which the KLR attains with ease.

The basic suspension and braking packages also fall into the ‘get the job done’ category. Each does what it needs to do, while allowing the KLR650 to maintain its keen pricing. Actually, the braking performance is quite strong when both ends are used together; it's not too difficult to find the limits of the chunky Dunlop K750 rubber, and see the ABS spring into action.

The Kawasaki KLR650 Adventure is stable enough at speed on the road, at least as stable as you'd expect of a bike like this. The new screen works well but it requires an Allen key to adjust; about a seven-to-eight-minute job. Still, most owners will set it at the best position for their height and then stick with it.

The suspension is plush and soaks up our typically crappy country roads really well. Even on tighter ribbons of blacktop, like the superb run from Anglers Rest to Omeo or over Mount Hotham, there's not as much pitching back and forth as you get on and off the brakes as you might expect.

With that big 21-inch front wheel and dirt bike geometry the steering is docile – there are no surprises on this bike, and even when the rear reaches the limits of its adhesion, it's no big cause for concern. But there's still enough bend-swinging fun to be had to keep things entertaining.

But it's off-road, or at least on faster dirt roads, where the KLR's suspension and general set-up really shine. The KLR is more about pushing on over long distances on dirt roads, rather than threading your way through tight single-track, where its weight comes into play.

Still, it’s way lighter than most big-bore adventure bikes these days and you won't need to remortgage the house if you drop it – it's a rugged bit of gear that should stand up well to some rough treatment. 

The extras on this Kawasaki KLR650 Adventure add up to a solid package for the extra grand, making this a great little turn-key option for someone who wants to simply hop on and head for the horizon. 

Others will opt for the base model and accessorise as they please, but it’s great to have the choice. 

The top-opening and lockable panniers aren’t huge but seem quite sturdy and weatherproof, and they're easy to mount and detach. A matching topbox is offered as a genuine accessory, with each case able to handle up to 5kg. And the larger rear carrier is a welcome addition, providing a bigger platform for tying down gear (or the ever-popular KLR milk crate!). 

And the new lighting setup is a decent step up. The LED headlight throws a good beam of clear white light, and the fog lights are a great complement when conditions dictate (as they did briefly, when mist enshrouded the top of Mount Hotham).

Fuel economy? Over a mix of road and dirt, highway and winding High Country roads, and I ended up with an average figure of 5.9L/100km. That’s a safe range of around 360km from the bigger 23-litre tank, which can be pushed to in excess of 400km with a restrained right hand.

The verdict 

In an era when technology is rocketing along at a dizzying pace through nearly all aspects of our life, there’s an endearing charm to the Kawasaki KLR650. It’s a bike that reminds us that motorcycling is, in essence, a simple pleasure, and also one of the best ways to travel.

Despite its numerous thoughtful updates and improvements, and a general lift in tech, Kawasaki has retained the overarching themes of simplicity and utility that underpin the 2022 Kawasaki KLR650 and KLR650 Adventure. Yes, the KLR is now both a bit heavier and a little bit dearer, but for intrepid travellers on a budget, this is still a rock-solid dual-sport option. Long may its reign continue. 

Specs: 2022 Kawasaki KLR650 Adventure 

ENGINE 
Type: Liquid-cooled, four-stroke, DOHC, single-cylinder 
Displacement: 652cc 
Bore x stroke: 100.0mm x 83.0mm 
Compression Ratio: 9.8:1 
Fuel system: Keihin electronic fuel injection 

PERFORMANCE 
Claimed maximum power: 39hp (28.5kW) at 6000rpm 
Claimed maximum torque: 51.5Nm at 4500rpm 

TRANSMISSION 
Type: Five-speed 
Final drive: Chain 
Clutch type: Wet, multi-disc 

CHASSIS AND RUNNING GEAR 
Frame: Steel semi double cradle 
Subframe: Integrated 
Front suspension: 41mm telescopic fork, non-adjustable, 200mm travel 
Rear suspension: Monoshock, adjustable for preload and rebound, 185mm travel 
Front brake: Single 300mm disc with twin-piston caliper, ABS equipped 
Rear brakes: 240mm disc with twin-piston caliper, ABS equipped 
Tyres: Dunlop K750, 90/90-21 front, 130/80-17 rear 

DIMENSIONS AND CAPACITIES 
Claimed wet weight: 222kg 
Seat height: 870mm 
Wheelbase: 1540mm 
Ground clearance: 210mm 
Fuel capacity: 23 litres 

OTHER STUFF  
Price: $9999 plus ORC 
Bike supplied by: Kawasaki Australia 
Warranty: 24 months/unlimited kilometres