2006 KAWASAKI KLR 650 SPECS CRACKED CASE ON

In 1987 came a 50cc displacement increase, larger Dakar type tank, new shroud with windscreen, and a basic frame geometry change. In the early 1980s, Kawasaki introduced the KLR 600 series. They deliver excellent wear protection and engine cleanliness while promoting smooth. They resist the devastating effects of extreme heat, even in rally or parade traffic on hot days. AMSOIL synthetic lubricants are the solution for riders who want the most from their 2006 Kawasaki KLR. The Right Synthetic Motor Oil for Your 2006 Kawasaki KLR.

The KLR would place to the street side of center.However bulky, the KLR is a rugged bike and typically will withstand considerable abuse. Imagine a linear continuum depicting ride capabilities with off-road being one end of the scale and on-road being at the other. By contemporary standards, the KLR is an underperformer and responds poorly to attempts to improve power with aftermarket upgrades.Having owned one for years, I am qualified to say it reminds me of utility van handling. It's as large a machine as anyone would want to consider for trails. Credit:olive-drab Kawasakis venerable KLR650 is one.Weighing in at roughly 420 pounds, with seven-to-nine inches of suspended travel, the 34 horsepower, water-cooled single cylinder KLR 650 is a classic old school enduro machine.

The overall power and handling setup from the factory is well-balanced, though dated. Starting from a stop, lane changing, turning, and stopping are comfortably predictable. Though somewhat top heavy, the bike responds nimbly and quickly. Many today use it as a global tourer, and some bikes have lived beyond 200,000 miles.City driving with the KLR is a pleasure. While not leading edge, the KLR 650, when run moderately, might run forever.

Ironically, the same is not true of the shift lever which is prone to failure at the weld joint. By most reports the KLR transmission is indestructible. For whatever speed zone you seem to be traveling in on surface streets there seems to be a perfect gear for it. With a seat height of roughly 34 inches, the rider is eye level to SUV drivers, and can see beyond cars ahead.The five speed transmission allows the bike to move in and among traffic with fluidity.

In some cases, this leads to flickering head or taillights. Occasionally, factory connectors are poorly attached to wire ends. The electric harness wire gauge is minimal. In terms of illumination, turn signals, headlight, taillight, and brake lights on the bike are highly visible day or night.

It is heavy enough to remain acceptably well-planted. Furthermore, the battery needs to be in good shape and fully charged to appreciate the Kerr's convenient electric starter.In freeway conditions the KLR retains its poise relatively well. While adequate for normal daily operation, should a battery go dead, the charging coils and related wiring aren’t well-suited for recharging the battery. This means the cumulative load of aftermarket electrical add-ons (heated grips, vests, jackets, GPS, additional lights, etc.) must be carefully planned.

While admittedly not a sport bike, it will give canyon machines and cruisers a run for their money. Lastly, having wide handlebars and upright seating allows the rider to lock elbows and more effectively brace for impacts.It is the KLR's typical enduro qualities that make it fun in the twists. Also, with greater ground clearance, a KLR is capable of handling potholes and debris that will spell trouble for street only bikes. Having 7-9 inches of travel, both front and back, gives the KLR an advantage over most street bikes. One of these is its inherent long travel suspension.

Though top-heavy, in factory setup, the KLR's center of gravity has the illusion of moving a bit lower into the bike's frame. This is true on most grades both up and down hill. Predictable braking, wide spread gearing, and smooth low end roll on torque allow one to adjust to the variable undulations of curving roads.

Though acceleration is somewhat sluggish above 60 mph, with a little momentum, backwind, or a downhill a rider might experience 100 mph in short distances.A surprising aftermarket industry has grown to support KLR touring owners accessorize for long range by modifying items such as seat, windshield, suspension, and may add an array of hard or soft luggage components and protection devices. The bike's upright seating position promotes less fatigue and more positive handling. At low rpm in 5th, and with a large fuel tank the KLR can cover many comfortable miles in a day (stock fuel mileage is typically 35-so+ mpg). And as a tourer what bike was it set against? The renowned BMW GS series of course! The comparisons and contrast between these two machines would be a fun topic, for another story.The Kawasaki is a smooth ride at 70 mph. Over the last five years the bike has had unprecedented exposure as an adventure tourer.

To some degree moderate trail capability can be offset with mindful slower pace riding, but as off-road experiences increase so does the desire to avoid these conditions altogether.Still, when asked to, the KLR can traverse some of the roughest trails out there. It's not that the bike won't do it it's just a matter of it not being as fun as with a lighter counterpart. Even in relatively open conditions when this beast hits whoops or moguls it becomes an armful. These have been known to fail under extreme testing as well.On the trail the KLR is a beast. One weakness the KLR has revealed when rigged for touring are the sub-frame bolts up under the rear of the gas tank.

This is commonly remedied with lower countershaft gearing.On dirt roads or sweeping trails the KLR is much friendlier. It doesn't allow for slow speed grannying around, as would be desirable on some of the tightest of trails. Furthermore, in first gear the gear ratio is too high. While plenty of torque is on tap from the bike's motor with stock gearing, the bike lacks snappy throttle response. The wheel base of the KLR inhibits easily accomplishing the tightest of switchback turns.

2006 Kawasaki Klr 650 Specs Cracked Case On

Many KLR owners have trusted the flimsy plastic skid plate to their dismay when experienced a cracked case on rocks.As I mentioned earlier, transmission of the KLR is tough. This would include aggressive riders with above average weight, or being loaded with additional cargo. Though commendable for street, and adequate for dirt roads and light off-road duty, it is minimal when tackling serious conditions. But the suspension is not great either. Its bulky six-gallon fuel tank and high center of gravity don't help. Perhaps among all bikes currently manufactured no bike has the versatility to ride several hundred miles on asphalt and, nearly without a thought, be able to explore logging or other mountain roads on a whim.While the KLR's weight might be ideal for general asphalt riding, during general off-roading its weight becomes its greatest drawback.

In this situation the bike had been ridden on a downhill switchback road of moderate grade for several miles. Though no problems occurred during street testing, during off-roading the rear brake pads overheated with considerable fade. By contrast the brake system showed a soft spot. During our off-road test slippage or overheating of the clutch did not occur.

Most levers, though debatably having awkward feel, remain within tolerable amounts of slop. After many thousands of miles on a KLR of my own with factory pads as a regular choice, no such fade has occurred.Within the cockpit, controls on the KLR are easily visible and reachable. This may have been an anomaly.

One is the existence of blinds spots on left and right rear (8 and 4 o'clock).