New for is a revised double-cradle frame made with high-tensile steel. The new frame design now features an integrated sub-frame which offers improved rigidity and increases load carrying capacity. This also eliminates the need to check your sub-frame bolts regularly, which had a tendency to loosen up. For , the KLR gets even stiffer springs and has its valving massaged to increase stability and performance. Unfortunately, the conventional type forks are still in place and are still non-adjustable.
A new 30mm longer swingarm with 2mm larger diameter pivot shaft, along with larger diameter wheel axles, are designed to increase stability. Although, suspension travel remains the same as the previous-gen KLR at 7. Because the KLR has very few buttons and no modes to speak of, the stand-out for is the Optional ABS and even that is pretty simplistic.
It keeps the rear wheel sliding but not entirely stopped, so you can initiate a slide while still having the safety net of ABS, especially when it comes to keeping the front wheel in line and spinning. With the Adventure and Travel trim levels, the KLR comes with a full-size volt power outlet just like you get in a car and, surprisingly, a USB charger port built into the left-hand side of the dash.
The cover that conceals the USB port looks like it could be a trailer hook-up socket cover at a campground. The stoppers on the KLR have always been lackluster but for they have been upgraded.
The rear brake rotor is thicker to handle more heat and help combat brake fade. The T7 comes with dual four-piston calipers up front. Slowing down from 80 mph lacks any urgency but off-road at slower speeds, the lack of initial bite is not only adequate but user friendly. Carving up a twisty-double-yellow-line mountain road on the KLR with other moto journalists can get dicey quickly. Although not one mention of the footpeg feelers touching down means the KLR had more to give.
Momentum is the name of the game if you want to ride quickly or keep up with larger Adventure Bikes on back roads. The updated suspension keeps the front end comfortable and planted, and the rear shock keeps the whole bike in check as you float over the asphalt. Should you ever feel squirming from the rear end, just increase the rear spring preload and dial in some more rebound damping. In town, the first gear is low enough to putt around without fear of stalling. Sliding on gravel and riding within close proximity to friends is where my idea of fun starts.
The KLR, though, has other ideas about fun. While plus horsepower high-tech Adventure Bikes telepathically break the rear end loose and make long sweeping corners feel tight, the KLR is the opposite kind of fun. Cruising along gravel high-desert mountain roads is the way it needs to be done with the big thumper.
Sitting or standing, the KLR chugs along at a smooth clip. Ham-fisted throttle inputs are not rewarded with anything other than some noise from the motor and a little slide from the rear maybe.
Sitting on the KLR feels just fine and stable offroad, where the larger and taller ADV bikes might wash the front end out if you were lazy in a sandier section. Both of these contribute to an anchored and forgiving off-road ride. The shortcoming of the KLR as tested in muddy or sandy conditions could be easily improved. It lacks some confidence in the front end due to the stock tires.
My other little niggle is testing motorcycles offroad with hard saddlebags installed on the bike. With its stiffer suspension, you get a more plush ride as the spring is able to operate properly. It also needs less preload, and the KLR is happy to ride in a higher portion of the stroke. To counteract the bounce of stiffer springs, Kawi has re-valved the suspension with more damping and the result is plush but not too soft even for me at pounds. The KLR returns to a level state quickly and without drama.
The front fork has a firm feeling at the very beginning of the stroke, then has a plusher feeling for the remainder. Both ends want to return to the top of the stroke quickly, and comfort over rocks is dramatically affected by rebound speed.
With its shorter travel than top-tier ADV Bikes, the KLR does a fantastic job of balancing comfort and performance with an emphasis on comfort. The KLR is still on the honor roll. I would never recommend the KLR to someone coming from a motocross or enduro racing background because they will find it as exciting as a John Deer tractor.
The BMW FGS is going to be more fragile with its cast wheels off-road and complex engineering but is arguably a better all-around motorcycle at nearly twice the price. How about the KTM Enduro? Plus there is no wind protection, half the fuel capacity and it costs more than twice as much once you get a comfortable seat and a rear rack to strap a gas can to it.
What about the Yamaha T7? This is where performance expectations, cost, value, and ease of use intersect. That calm and centered feeling knowing that no matter what we come across, the bike can handle it.
And knowing I had the option to leave society behind and never look back. While all other manufactures focus on smaller, lighter motorcycles, Kawasaki makes theirs bigger and heavier without increasing the power. Questionable business model in my opinion. They should have focused on building out a dual sport machine with the versys parallel twin that could compete with the T7 at a more reasonable price point.
It also makes the steering more direct and it stiffens up the front axle. Other than that, it sure looks great, especially in orange! Some would complain that by doing so KAW would have taken away their god-given farkle rights…. Why do you think Kawasaki can keep trotting out this rotten corpse of a motorcycle? It is a very good motorcycle. Agreed, an absolute crap bike. I have a riding buddy that had one and I rode. THE recipe for a crap bike.
The author has obviously never owned a Yamaha WR R! I saw one of these in Prescott AZ last week while visiting, but I did not know what I was looking at. Not sure, again did not know the moto.
I looked today at the USA distributor list today and there are now many dealers, and Prescott has one in stock. I found it was most comfortable around mph in the rougher stuff. Even with the improvements to the damping, you can find the limits of the suspension if you push it too hard. On some of the sandier two-track, we spaced our selves out to avoid eating one another's roost. It didn't work. We all ate a lot of dust on this trip. All of the changes to improve the stability and comfort of the bike made it a little slower to turn in.
Both on-road and off-, the new KLR prefers long sweeping turns as opposed to quick changes in direction. On the wide open stretches of dirt, the bike felt much more comfortable and planted than its predecessor and I found it possible to get up to speeds of 45 to 50 mph before things started getting squirrely.
I think a different set of tires could have helped immensely. The KLR proved to be a competent little touring companion. While I felt that it probably kicked in a bit earlier off-road than I would normally have liked, it was a nice addition to the street sections for heavy braking.
While there is no switch to just turn it off in the dirt, you can always pull the fuse. Overall, the brake feel is very similar to previous generations. I think that a set of aftermarket brake pads would go a long way here.
The brake lever was a little bit further away from the bar than I would like and the clutch lever was a bit too close. On long uphill sections, it's best to preemptively shift down a gear. Just leave plenty of room when attempting a pass. Overall, the bike feels planted and the rear tire rarely i. Not once. It holds up its reputation as being a loveable tractor that can get you through nearly anything as long as you take your time and navigate your line correctly.
The foot pegs were designed for on-road comfort, not off-road performance. Photo by Spurgeon Dunbar. My biggest disappointment with the bike off-road were the footpegs. Aimed at reducing vibration and improving comfort on the street, the new pegs made it extremely difficult to stand up while riding. While the pegs themselves provided little grip for my boots, the rubber mounts caused them to droop at a bit of an angle. These two things combined to make it feel like my feet were never quite planted and subsequently that made the bike harder to steer.
Back on the asphalt, we hit up the town of Cuba for lunch and some of the sweeping turns of the Valles Caldera National Preserve had me grinning ear to ear. With the tweaks made to the suspension, the bike planted itself in a turn and held the line nicely. As the launch came to an end, I opted to skip my flight home and ride it an additional two days, racking up a total of nearly 1, miles with the KLR The new headlight is amazing and the accessory lights that come on the Adventure model are a must have.
Honestly, this is probably the best stock headlight in recent memory. I just rode with the low beam and accessory lights on. While I can live without the former, the latter would have made a nice addition. I did a fuel range test and found that I was able to get miles out of a tank.
This equates to roughly 48 miles per gallon. I was very impressed with this touring range. The only thing to note here is that the fuel indicator began blinking at around miles, giving me roughly another 70 miles or so to go. The new windscreen worked great.
The screen itself is not a quick adjustment. All things considered, while I struggled on the first day, I had a blast riding this bike for the remaining three. But this little KLR proved to be a fun and entertaining travel companion. The flagship model, and the one I rode, is the Adventure. It adds liter side cases, "frame sliders" Kawi's name for crash bars , tank pads, accessory lights and outlets. But this new KLR has really moved away from those bikes as far as its direct competition.
It has been refocused on street comfort and touring chops. Despite everyone thinking I would pick "the orange one," I think the Pearl Sand Khaki was my favorite color. And while they both weigh the same, the KLR feels lighter and more manageable. And this new KLR is the perfect example of defying the numbers. The KLR is an approachable little dual-sport touring machine that wants to munch up miles, at a reasonable pace, over any type of terrain you put in front of it.
Over four days with the KLR, I tackled interstate, two-lane highways, back roads and dirt roads. Even with its weaknesses, it was an extremely comfortable and fun touring companion.
At no point during my extended tour with this bike did I find myself wishing I was on something bigger or more powerful. The ethos of this motorcycle was never meant to be high-end performance. Understanding that forced me to slow down and enjoy the simpler aspects of riding a motorcycle and enjoying the scenery. This iteration is definitely more focused on touring stability and all-day comfort.
Even though it might not win in any given category, as a whole, it adds up to a very impressive motorcycle. And with that, it carries on the KLR tradition. Navigation Menu. Wish List. Please reference our International Shipping Policy for details.
International Shipping Policy. Self-Service Returns. Doesn't fit? ABS is a bit of a polarizing system. For that reason, the new KLR remains available without the ABS, but new on the model-year is the addition of an available dual-purpose ABS, developed in collaboration with Bosch. This makes it the most affordable mid-size dual-sport bike currently on the market. Kawasaki offers buyers to add a few creature comforts with the Traveler, equipped with a top case, a USB port, and a power outlet to charge all your devices.
Sitting at the top of the range is the gnarly-looking KLR Adventure, armed with a crash bar and engine guard, auxiliary fog lamps, panniers, and power sockets USB and DC. Home Motorcycle Lists. Jan 27, at am ET. By : Sabrina Giacomini.
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