When it was introduced in 1987, the Kawasaki KLR650 was an adventure bike before the category had been named. While it was considered a dual-sport motorcycle, it had a fairing and weighed quite a bit. Buyers were dual-sport fans attracted to the liquid-cooled DOHC motor and exploration-friendly six-gallon fuel tank. In 2008, the second-generation KLR650 debuted, with upgrades to the suspension (shorter, firmer travel and larger-diameter fork), swingarm, braking, fairing, and instrumentation. Also, the motor received a few helpful updates. However, 2018 looked to be the end of the line for the KLR650, which had three decades of service under its belt.
The KLR650 returned in 2022 with fuel injection, optional ABS, an improved front brake, new bodywork, and an upgraded dash. Still, there was grumbling from the faithful that the weight of the KLR had ballooned to 461 pounds, with the tank carrying 37 pounds of fuel. Regardless, it was a step forward, and it was good to have the adventure bike pioneer back on showroom floors.
Concurrently, Kawasaki has been working to make its off-road and dual-sport motorcycles more accessible to riders with shorter inseams. The KLX230R dirt bike and KLX230 dual-sport bike have shorter-seat-height “S” variants, and the smaller KLX140R dirt bikes come in three seat heights to accommodate a wide range of riders.
Undoubtedly, adventure rider surveys noted some riders’ difficulty with tall seats. That spurred the new 2023 Kawasaki KLR650 S, which combines shorter suspension and a thinner seat to drop the seat height to 32.1 inches—an impressive 2.2 inches lower than the standard KLR650, and nearly three inches lower than the original KLR650. That’s a huge difference.
Okay, so that’s enough of a delay in getting to the Fast Facts of the matter. We had to find out if Kawasaki could lower the seat of the KLR650 while retaining its dual-sport and adventure capability.
- The seat on the 2023 Kawasaki KLR650 S is truly low. It’s a strange feeling for someone with a 30-inch inseam to get on a faired adventure motorcycle and have both boots flat on the ground. It’s reassuring, making a fairly large motorcycle feel considerably smaller and more manageable. While I was concerned that the grips and pegs would feel too high with the lower seat, that wasn’t an issue.
- With these changes, the KLR650 S puts itself firmly in the adventure camp. With seven inches of rear wheel travel and three-tenths less from the fork, the 461-pound motorcycle is no longer in the dual-sport category. There’s nothing wrong with that, of course, as the single-cylinder 650cc adventure class is under-served.
- The great news is the 2023 Kawasaki KLR650 S is a fine adventure motorcycle. The shorter travel is also firmer, though still seriously plush. It doesn’t wallow, fortunately, and that makes it an agreeable off-pavement companion. Note that I said off-pavement rather than off-road. This is a motorcycle for dirt roads, and it can even take on less-improved dirt roads.
- The power delivery of the thumper is extraordinarily soft, making for a notably forgiving ride. The 652cc engine is in no hurry to gain revs. Instead, it relies on gobs of torque handed out gently. The motor makes near its maximum torque output from right off idle to its 7000 rpm rev limit (there is no tach, and you don’t need one). Torque peaks around 4500 rpm—not that you can tell—so there’s no reason to rev the engine out.
- Dirt roads are a natural terrain for the KLR650 S. The low chassis gives the rider plenty of confidence in the dirt, and the motor offers no surprises. The rear tire can be spun up to steer around corners, but that requires an aggressive throttle hand; if you’re willing, so is the KLR650 S. It’s a friendly ride that welcomes newer riders and gives experienced riders a drama-free encounter. The KLR650 S inspired me to explore a USFS road I had never noticed, and it rewarded me with an easy ride that made it possible to enjoy the new vistas I took in as I rode.
- When the road gets rough and rocky, the KLR650’s weight and the limitations of the Dunlop K750 tires become apparent. While you can’t do much about the weight—other than run less fuel in the tank when you know where your gas stops will be—swapping to something like Dunlop D606s will make an enormous difference in the dirt. Remember, your dirt-focused tire choices will be limited by the 17-inch rear hoop on the KLR650—the 21-inch front wheel gives you virtually unlimited rubber options. Dirt-oriented tires will also help the KLR650 in the sand, where the front end struggles with the stock K750, though the drive is fine.
- Ergonomically, the 2023 Kawasaki KLR650 S is a sit-and-enjoy ride, rather than a stand-and-deliver mount. The KLR650 is fairly girthy, and the rubber-covered footpegs are a tiny, unreliable platform for standing. The rubber covers are spongy and make the footpegs feel like they’re bending when you stand up. While the pegs are structurally fine, the flex of the rubber causes your boot soles to move downward and outward—not a reassuring feeling. If the pegs get wet, they become slippery, making them unsteady even when you’re sitting. Really, if you’re buying the KLR650 S, put aftermarket pegs in the budget—lots of companies offer them, with good reason. Oh, and the passenger pegs are rubber-covered and nubby.
- When you hit the street, it’s steady as she goes. The slow-revving motor can be frustrating on the pavement if you’re trying to make time. You’ll want to shift early, though at some point you’ll wish the KLR650 had a six-speed gearbox instead of its five-cog cluster. It’s all about managing expectations.
- The KLR650 is an easy and enjoyable ride. You can plunk yourself down on the seat for a spell, if you like—the reduction in the padding didn’t turn out to be a pain (literally). Fatigue won’t quickly set in, allowing you to ride long enough to empty the six-gallon tank without a break. The EFI is excellent, and we tested the bike from sea level to elevations over 6000 feet without a hiccup, though the motor does seem to like to idle high.
- Street handling is deliberate. In the canyons, you’ll be reminded that the 2023 Kawasaki KLR650 S is a motorcycle with a very relaxed 30 degrees of rake and wheelbase just shy of five feet. Add in the 462-pound weight of the ABS version we tested, and direction changes don’t happen quickly. Instead, the KLR650 S is extraordinarily forgiving, and doesn’t react badly if you make a mistake when manhandling it in the corners. Remember, you aren’t racing—you’re on an adventure.
- Wind protection is good at high speed, and the KLR650 S will happily cruise all day in the 70s. Part of the world of adventure is time on the superslab, tying together enticing routes. The KLR650 S does this nicely, and the lower seat means the windscreen is relatively higher, resulting in more wind protection. The windshield can be raised about an inch, though it requires tools—not convenient if you’re constantly switching between dirt and pavement. If you’re wondering how fast the KLR650 will go, we can report that we saw three digits on the LCD dash, though it took a while to get there—and maybe it was a bit downhill.
- The 2023 Kawasaki KLR650 S makes for an outstanding urban motorcycle. Along with our long excursions through the Mojave Desert and Angeles National Forest, we found some dirt roads and trails near downtown Los Angeles to ride. With the low seat height, exploring urban roads and trails is a piece of cake. If you see some dirt you like, go for it—the KLR650 S is quiet, and the Pearl Storm Gray graphics are not flashy. If there’s no driveway, the KLR is happy to go right up the curb. Sure, there were gates here and there. Thoughtfully, the authorities left room for motorcycles to get around the gates so we could have some fun.
- Commuting on the KLR650 S is a fun way to get to work. It is freeway-capable, comfortable, and gets around great on surface streets. You will arrive at your desk relaxed, rather than exhausted.
- In concert with the rest of the motorcycle, the braking on the KLR650 S ABS is gentle. There’s plenty of room for error when actuating either brake, and the initial bite is nice and buttery. Kawasaki calibrated the ABS for off-road use, christening it Kawasaki Dual Purpose ABS. The late-engaging ABS is impressively inobtrusive most of the time, though it seemed to kick in at the oddest moments on the pavement.
- The short seat is a success on the KLR650. Suspension travel isn’t what stops the standard KLR650 off-road—it’s weight and tires. The lower-slung KLR650 S gives the rider more confidence in the dirt and on the pavement, making the 2023 Kawasaki KLR650 S ABS a legitimate member of the KLR650 oeuvre, rather than a specialized variant for a narrow constituency.
Photography by Kelly Callan
RIDING STYLE
• Helmet Arai XD4
• Jacket + pants: Rev’It Stratum GTX
• Gloves: Tourmaster Switchback
• Boots: TCX Infinity 3 GTX
2023 Kawasaki KLR650 S ABS Specs
ENGINE
Type: Single cylinder
Displacement: 652cc
Bore x stroke: 100 x 83mm
Compression ratio: 9.8:1
Valvetrain: DOHC; 4 valves
Fueling: Keihin EFI w/ 40mm throttle body
Transmission: 5-speed
Final drive: Chain
CHASSIS
Front suspension; travel: Non-adjustable 41mm fork; 6.7 inches
Rear suspension; travel: Linkage-assisted rebound-damping and spring-preload adjustable shock; 7.0 inches
Tires: Dunlop K750
Front tire: 90/90 x 21
Rear tire: 130/80 x 17
Front brake: 300mm disc
Rear brake: 240mm disc
ABS: Kawasaki Dual Purpose standard
DIMENSIONS and CAPACITIES
Wheelbase: 59.6 inches
Rake: 30 degrees
Trail: 4.8 inches
Seat height: 32.1 inches
Fuel capacity: 6.1 gallons
Curb weight: 461 pounds
Colors: Pearl Storm Gray
2023 Kawasaki KLR650 S ABS Price: $7199 MSRP
2023 Kawasaki KLR650 S ABS Review Photo Gallery
