Vehicles : Page 5 of 10 : American Adventurist

February 2nd, 2021January 12th, 2022

Return of the Thumper: The new 2022 Kawasaki KLR650

When I heard the news that Kawasaki had discontinued the venerable KLR650, I was pretty bummed. As a KLR rider myself, I was always a big fan of the platform but it seemed that time and emissions standards had finally caught up with my favorite old school thumper. Honestly, it had been in production virtually unchanged since 1987 (with a mid-lifecycle refresh in 2008) so an overhaul and redesign was long overdue in my opinion.

Thankfully, after a two year hiatus, they’ve redesigned it and much to my surprise, they didn’t ruin the original recipe. Luddites will malign changes like EFI, ABS and heated grips, but it’s still a basic, affordable adventure bike with a reliable 652cc thumper engine – and that’s a GOOD thing.

Changes are numerous in this redesign, while mostly subtle and well thought out. But make no mistake, this bike is still all about durability and ease of maintenance in the field.

Whether it’s traveling long distances or making the daily commute, this adventure-hungry, on-and off-road machine has a long history of versatility and toughness required for most any adventure. My 2008 was a beast (see it HERE) and this remix of an old favorite has me SERIOUSLY thinking about getting another KLR!

There will be two standard 2022 KLR650 models, one with ABS and one without, as well as two travel-ready models with some cool factory options, the KLR650 Traveler and the fully loaded KLR650 Adventure.

The all-new 2022 KLR650 receives the addition of a tried and true Keihin fuel injection system to the 652cc single-cylinder engine which results in increased reliability in cold weather and at altitude along with better fuel efficiency. A new multi-functional digital instrumentation panel with a fuel gauge is paired with a new fuel tank design with greater useable volume. Numerous parts have been updated for increased riding confidence when carrying luggage, reduced vibrations, and increased generator capacity, contributing to the improved performance and ride comfort that riders will appreciate.

The all-new KLR650 features a new LED headlight, is available with optional ABS, provides a terrific riding position for all-day riding comfort and boasts plenty of carrying capacity. For 2022 the KLR650 motorcycle will also be available in two new special editions featuring a number of Kawasaki Genuine Accessories including side cases, engine guards, LED auxililary light set, and more.

2022 KLR650 HIGHLIGHTS

NEW Fuel Injected 652 cc Single-Cylinder Engine
NEW Multi-Functional Digital Instrumentation With Fuel Gauge
NEW LED Headlight
NEW Bodywork including fuel tank
NEW Larger Front Disc And Optional ABS
NEW Greater Wind Protection
NEW Increased Carrying Capacity

ENGINE UPGRADES

NEW Fuel Injection
NEW Revised Cam Profiles
NEW Exhaust Pipe Diameter
NEW Updated Clutch
NEW Increased ACG Output
NEW Low Maintenance Battery
NEW Lightweight Starter, Ignition Coil, And Evaporator Canister
NEW Honeycomb Catalyzer

The KLR650 is powered by one of the most well-known, reliable, and trusted engines in the motorcycle industry. Its liquid cooled, four-stroke, 652 cc single-cylinder engine features a DOHC cylinder head and produces a flat power curve that lets you navigate challenging roads and cruise at freeway speeds . As stated earlier, the 2022 model is now equipped with Keihin fuel injection, which, combined with the fuel tank’s greater useable volume, contributes to an increased range between fuel stops, an important consideration for us long range nomads.

Starting the KLR650 has never been easier thanks to EFI, especially at high altitude or in cold conditions, and its reliability and performance have been increased. A 10-hole fine-atomizing injector sprays 60 µm droplets, which contributes to efficient air-fuel mixing for efficient combustion. Revised intake and exhaust cam profiles improve mid-range power and torque characteristics. A stronger cam chain guide material and shape add to the increased reliability.

The exhaust pipe diameter has been reduced by 7.7 mm to improve mid-range torque characteristics to better suit everyday riding. An oxygen sensor provides feedback to the fuel injection system, contributing to cleaner exhaust emissions and increased fuel efficiency.

Several updates have been made to improve shifting feel and reduce weight. In the clutch and transmission, the clutch release bearings were changed from ball to thrust-needle bearings, the gear dogs and shift fork have been revised on third gear, and a new finishing treatment is now used for fourth and fifth gears.

A new sealed battery adds to the convenience and is significantly lighter than the previous battery. The starter, ignition coil, and evaporator canister have all been revised and are now lighter than on previous models.

CHASSIS

NEW Rear Frame
NEW Swingarm
NEW Larger Swingarm Pivot Shaft

The motorcycle’s proven, high tensile, semi-double-cradle frame receives several updates on the 2022 model. The updates now include a rear frame that is integrated with the main frame to increase torsional rigidity for a more composed ride and a 30mm longer swingarm with a 2mm larger diameter swingarm pivot shaft that also contributes to better handling.

SUSPENSION & WHEEL UPGRADES

NEW Front and Rear Suspension Settings
NEW Larger Front Brake Disc
NEW Thicker Rear Brake Disc
NEW Optional ABS Models
NEW Stronger Rear Wheel Rim Material
NEW Larger-Diameter Axle Shafts

Both front and rear suspension settings complement the new frame to help provide a more planted feel. In order to meet the demands of both on and off-road riding, 41 mm front forks with 200 mm of suspension travel handle the suspension duties up front and add the rigidity needed for superb performance. Firm fork springs provide excellent bump compliance and bottoming resistance while also reducing front-end dive under heavy braking.

An adjustable Uni-Trak system with 185 mm of suspension travel can be found on the rear and complements the front fork settings,offering progressive rear suspension action while contributing to a low center of gravity. Firm rear shock settings help resist bottoming in rough terrain and accommodate heavy loads. Rear spring preload and rebound damping adjustments allow riders to fine-tune suspension settings to suit the riding conditions and rider’s preference. The front fork and rear shock settings complement each other for light, sharp handling on smooth roads while providing the capability needed off-road.

Complementing the KLR650 motorcycle’s more powerful engine is a larger 300mm front brake disc that delivers more substantial braking power. The disc shape has been changed from a petal-type disc to a round disc. On the rear brakes, the disc has been thickened to provide better heat dissipation when under heavy braking. Similar to the front, the back disc shape is now round. Models with and without ABS are now available and the ABS offers additional rider reassurance when riding on low-friction surfaces.

The KLR650 comes equipped with a 21” front wheel and 17” rear wheel that allows riding to be continued even when the pavement turns to dirt. A stronger material can now be found on the rear wheel rim, delivering improved torsional rigidity and increased durability. The front and rear tires are tube types, making it possible for the rider to carry out any necessary roadside repairs. A larger-diameter front and rear wheel axle contribute to both durability and handling.

EVOLVED ERGONOMICS

NEW Fine-Tuned Handlebar And Footpeg Positions
NEW Rubber Mounts On Handlebars And Footpegs
NEW Fuel Tank Design With More Useable Volume
NEW Taller Windshield For Increased Wind Protection
NEW Seat Design And Materials For Improved Comfort
NEW Pillion Grab Bars For Passenger Comfort
NEW 30 mm Shorter Side Stand

The KLR650 has long been known for its comfortable, upright riding position, and for 2022 it has been fine-tuned to deliver a stress-free position for a longer adventure. One significant improvement has been the reduction of vibration from parts that come in contact with the rider, further contributing to comfort when on long rides.

Fine-tuned handlebar and footpeg positions have each been moved 10 mm outwards to provide adjustability and put the rider in a slightly more relaxed position, to support longer hours in the saddle for those “Iron Butt” rides across state lines. The handlebars and footpegs are now rubber-mounted, reducing vibration for improved comfort. A new fuel tank design has been fitted to the KLR650 chassis, offering a natural fit with the rider’s knees for comfort and increased controllability. While the volume of the new fuel tank remains the same, the useable volume has been increased through redesign and a new fuel pump that draws from the very bottom of the tank, contributing to a longer cruising range.

Aiding the rider up front, a new windshield can be found, which is now 50 mm taller for better wind protection and features two-position bolt-on adjustability that allows windshield height to be conveniently increased a further 30 mm. The seat shape and cover have been revised and the optimized urethane thickness and firmness all contribute to increased ride comfort. Under the seat, rubber dampers have been added to further isolate vibrations and aid in rider comfort. Passenger grab bars have been reshaped, improving passenger comfort for the occasional two-up ride. The side stand has been shortened 30 mm, making it easier to deploy when on the bike.

BODYWORK & STYLING

NEW Shroud, Side Cover, And Tail Cowl
NEW Bright LED Headlight
NEW Tail light And Turn Signal
NEW All-Digital Instrument Panel
NEW Longer Mirror Arms

The KLR650’s robust design reflects the bike’s capabilities for a no-nonsense adventure. New colors and modern styling includes a protector-equipped shroud design that contributes to a functional and rugged look, while a new side cover design and tail cowl tie the new package together.

A new bright LED headlight illuminates the way when the ride continues past sunset and also contributes to the intended adventure styling makeover. In the back, a revised taillight and turn signal design can be seen while rearward field of vision has been improved thanks to longer mirror arms.

An all-digital instrument panel offers information at-a-glance through a large display and easy-to-read LCD screen with white backlighting. The instrument panel features a speedometer, odometer, dual trip meters, fuel gauge, clock, and indicator lamps. The narrowed-down display list prioritizes visibility of the speedometer and fuel gauge. Imagine, a KLR with a fuel gauge!

ACCESSORIES

A number of Kawasaki Genuine Accessories (KGA) will allow riders to personalize the looks of their KLR650 and offer added comfort and convenience. Kawasaki accessory side cases and top case were developed to provide a clean look with their well-matched design.

The side cases feature a top-opening design that makes it easy to add and remove items when they are mounted on the bike. The side cases easily clip onto their mounting brackets for a secure fit. The top case is large enough to accommodate an off-road style helmet. Improving convenience, side cases and the top case can be fitted with a one-key system. Complementing the accessory luggage, a larger aluminum rear carrier offers improved carrying capacity. In addition to its exclusive luggage, accessories include grip heater set, LED auxiliary light set, engine guards, DC power outlet, and USB socket.

SPECIAL EDITIONS

Also new for the 2022 KLR650 are two model variations that feature factory-equipped accessories and both come standard with ABS. The KLR® 650 ADVENTURE model comes equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, and both DC power outlet and USB socket and is available in the Cypher Camo Gray colorway. This model is designed for the adventurer who is looking for increased carry capacity and convenience. The KLR® 650 TRAVELER model features a factory-installed top case and both DC power outlet and USB socket and comes in Pearl Lava Orange colorway.

COLORS

The 2022 KLR650 base model is available in Pearl Sand Khaki and Pearl Lava Orange. The KLR650 ABS is available in Pearl Sand Khaki. The KLR650 TRAVELER model is available in Pearl Lava Orange, and the KLR650 ADVENTURE model is available in Cypher Camo Gray.

I WANT ONE! HOW MUCH WILL IT COST TO RIDE A KLR?

KLR650 – $6,699

KLR650 ABS – $6,999

KLR650 TRAVELER – $7,399

KLR650 ADVENTURE – $7,999

ABOUT THE BRAND

Kawasaki Heavy Industries, Ltd. (KHI) started full-scale production of motorcycles over a half century ago. The first Kawasaki motorcycle engine was designed based on technical know-how garnered from the development and production of aircraft engines, and Kawasaki’s entry into the motorcycle industry was driven by the company’s constant effort to develop new technologies. Numerous new Kawasaki models introduced over the years have helped shape the market, and in the process have created enduring legends based on their unique engineering, power, design and riding pleasure. In the future, Kawasaki’s commitment to maintaining and furthering these strengths guarantees new legends like the reborn 2022 KLR650.

Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, side x sides, and JET SKI® watercraft through a network of approximately 1,100 independent retailers, with close to an additional 7,700 retailers specializing in general purpose engines. KMC and its affiliates employ nearly 3,100 people in the United States, with approximately 260 of them located at KMC’s Foothill Ranch, California headquarters.

Kawasaki’s tagline, “Let the good times roll®”, is recognized worldwide. The Kawasaki brand is synonymous with powerful, stylish and category-leading vehicles. Information about Kawasaki’s complete line of powersports products and Kawasaki affiliates can be found on the Internet at www.kawasaki.com.

FULL DISCLOSURE: American Adventurist is not affiliated with or sponsored by Kawasaki. We just like motorcycles!

January 21st, 2021January 12th, 2022

Rebuilding Icon Vehicle Dynamics Shocks

Along with good tires, your suspension is THE single most significant upgrade that you can make to a vehicle, and ICON Vehicle Dynamics (IVD) makes some of the best rebuildable off-road shocks around. Compared to the non-rebuildable OEM shocks on most vehicles, or from other aftermarket manufactures, ICON’s fully rebuildable shocks offer a number of big benefits. They provide significantly more performance, adjustability and durability thanks to the fact that they’re rebuildable which enables a much longer service life. But these rebuildable shocks fit into the same locations on many applications as non-rebuildable shocks, how can they really be so much better? To see what is inside an ICON shock that makes them work so well, and to see exactly what it’s like to rebuild an ICON shock I sought out ICON’s master shock builder, Adrian Aldama. He graciously allowed me to take a ton of photos of his hands while he worked his magic rebuilding the IVD shocks from our Project Tundra.

The first part of any shock rebuild is getting the shocks removed and off the vehicle. While you’re pulling the suspension apart, take the time to make note of any observed wear and the general condition of things. How are your bushings or rod ends holding up? Are your shock shafts or lower eyes showing signs of rock pitting or other damage? How are the hoses and shock bodies looking? Are there any visible cracks in anything, especially springs? Now is also the time to check out all of the other parts of your vehicle’s suspension too. Bushings, ball joints, rod ends, links, control arms – inspect all of the parts in your suspension system for visible wear, play, or damage. Even the best shocks in the world can fail, and will be hamstrung by other worn out suspension components. All of these parts work together as your suspension system, so whether you’re pulling your shocks for a rebuild, or doing a fresh install, make sure every part in the system is in good shape.

Once you have your shocks out, you have two paths you can pursue for your rebuild. You can take the rebuild on by yourself at home, or your can have an ICON service center handle the rebuild for you. Doing the rebuild yourself will take a number of specialized tools, like a coil compressor, special hand tools, and a nitrogen charging setup, so you should know that it’s not something you’re going to knock out without some some costs incurred for special kit, and knowledge. That being said, if you knowledge, tools and skills, ICON does sell full service kits with oil and replacement parts as needed. On the other hand, an ICON shock service center will have all of these tools and more, and the vast experience of rebuilding hundreds of these shocks. All you have to do is hand them your old shocks, and they’ll hand you back fully serviced shocks for a service fee. Here’s what happens behind the scenes when your shocks show up at ICON for a rebuild.

Step one is to remove the springs from any coilovers, and to thoroughly clean your shocks prior to disassembly. As a shock technician disassembles your shocks, they’ll make note of any parts that are damaged, worn or that should be replaced. In the case of the 3.0 coilovers on my Tundra, my shock shafts were starting to wear slightly where the oil seal sits on the shock shafts at ride height. If you look closely, you can see a difference in the chrome finish of the shock shaft. A non-rebuildable shock would just be permanently worn out, with a worn shaft and seal close to leaking your precious oil out. Yet on a rebuildable shock, simply replacing the seal extends the service life for quite some time, and you can go all the way back to like new performance by installing a new shock shaft if needed. The same goes for literally any other seal or part on the shock. If it’s wearing, it can be replaced. If it wears on a non-rebuildable shock, chances are you won’t know about it until the shock fails, breaks, or starts leaking oil everywhere and then it’s time to throw it out and buy a new one.

In the case of ICON shocks, a rebuild is also a great time to make upgrades to your shocks. Depending on the model of shock and vehicle application that you’re working with, there may be a number of performance upgrades that you can add to your shocks. For example, you can upgrade your remote reservoirs to finned reservoirs which significantly enhance oil cooling. More oil cooling capacity means that you can push your suspension harder and for a longer period of time before you start to experience shock fade. These finned reseviors also happen to look very good at cars and coffee too. You can also add ICON’s awesome Compression Damping Control (CDC) Valves to your reservoirs if they don’t already have CDC valves. This little adjuster can make a world of difference in your suspension’s performance by providing an externally adjustable clicker that allows you to make a very noticeable compression damping change.

Left photo: New CDC Valve assembly on the left next to the old generation on the right. The silver barrel on the CDC Valve in the photo on the right shows the different sized ports that allow the knob to meter oil flow. This barrel is turned upside down for photo purposes, as the knob attaches to the other end.

Both CDC Valves are set in the H position, which uses the smallest port to flow the least amount of oil which provides the greatest amount of compression damping.

Both CDC Valves are set in the S position, which uses the largest port to flow the greatest amount oil which provides the least amount of compression damping.

To explain the value of the CDC valve in real world use, this valve allows you to adjust your suspension to match the damping needed with the type of surface you’re driving on. For example, say you’re going to be spending a long time on a dirt road with a bunch of gravel and small embedded rock. You can back your CDC valves off toward the soft end of the adjuster to allow for more small bump compliance. Now lets say you’re going to go play in the sand dunes, which means you’re going to be spending time smashing whoops and experiencing big G-outs in bowls. You can add in a bunch of compression damping to keep your shocks from blowing through all their travel, which will allow you to carry more speed in the sand. The CDC Valve works by metering the flow of oil through a part that looks like the cylinder (the part that holds the bullets) of a 10-shot revolver. As you adjust the CDC Valve from soft you hard, you line up a port that restricts more and more oil, which increases compression damping with each click. The CDC Valve allows you to tune your suspension to match the load you’re carrying and the surface you’re driving on, and I would absolutely recommend adding them to your setup if you don’t have them.

Shims laid out for inspection and cleaning.

Yet with or without a CDC Valve, both the compression and rebound of an ICON shock can be adjusted during a rebuild. By changing the valve shim stack that allows oil to flow through the piston attached to the end of your shock shaft, you can adjust the amount of compression and rebound damping that your shocks have. This is yet another thing that can’t be done with non-rebuildable shocks, where you’re just stuck with the shock manufacturer’s generic setting. In many cases, non-rebuildable shocks are valved much too soft for Adventure Travel use, and the loads these vehicles carry while traveling “overland”. ICON spends a great deal of time coming up with vehicle specific tunes for a number of their shocks, but additional performance can be obtained by tweaking the valving if you’ve modified your vehicle significantly from it’s stock form. You need more damping to control a heavier load, so if you’re regularly packing around several hundred pounds of payload, you could stand to adjust your valving to help better control that load. Likewise, if you’ve identified that your vehicle’s suspension is doing something that you don’t like, talking with a shock expert like Adrian can help your shock technician recommend valving changes that will correct any problems you may be experiencing.

Once any upgrades, replacement parts, and valving changes have been identified it’s time to get into rebuilding the shock. New O-Rings and seals are installed along with any replacement parts. Speaking of parts, just take a minute to check out these pictures to appreciate how much stronger ICON shocks are than OEM shocks. As a point of reference, the 3.0 shafts are 1.0 inches in diameter which is more than twice the diameter of the factory Toyota TRD units. Other parts like seal heads, lower eyes, really put it all into prospective just how much these shocks can hold up to. As we go through this assembly process, Adrian shares with me how some of the unique features of ICON shocks work.

Bump piston and bump cylinder. Note the two sets of ports which meter oil flow out of the bump cylinder.

In the case of 3.0 coilovers, like those found on the Tundra, the shock actually has a second internal piston that works as an internal bump stop. In the first 60% of the stroke, the bump piston isn’t engaged, and therefore has no impact on damping. Yet once the shock is more than 60% compressed, the bump piston enters its own cylinder with two sets of bleed ports that significantly restrict the rate at which oil can escape the cylinder, which causes a significant increase in damping. Should the bump piston move past 80% of the stroke, the number of bleed ports is reduced even further, providing an additional level of damping to help soak up even the biggest of hits. Speaking from first hand experience, this internal bump system works quite well. It never gets old hearing passengers start to cringe for an upcoming bump only for the truck to soak it up like it’s hardly even there. Thanks ICON!

Top out washers unloaded. Note the two thicknesses.

On the other end of the shock stroke (top out) ICON has another unique feature in place that helps prevent the harsh bang that can be experienced on other shocks when they reach full extension. By using two Belleville washers, which are conical washers and a cup similar to the bump cylinder on the 3.0, ICON has created a system that works much like a limit strap. As the shock starts to top out, the washers enter the cup which restricts oil flow and starts to slow the shaft. Then the thinner of the washers is compressed to a flat state, which is second level of additional damping. And finally, the thicker of the two washers compresses to a flat state, which combined with the oil displacement between the two washers creates a progressive top out damper. In use, this system works so well that you have to recalibrate yourself to recognize when your wheels aren’t on the ground as you no longer have the telltale bang, or feeling of suspension topping out harshly. This top out system is just one example of the little details that make running ICONs such a leap forward in trail performance.

With everything rebuilt, its time to bleed the shocks with fresh oil and then charge them with nitrogen. Shock oil is like anything else in that it breaks down and loses performance as its used, so having fresh oil in your shock is just like fresh motor oil in your engine – a fresh serving of performance and protection. Once this is complete, the shocks are functionally like-new shocks, and their performance and feel should be quite close to brand new shocks. To help the rebuilds look as fresh on the outside as they are on the inside, Adrian adds new stickers as a finishing touch. Now all that’s left to do is install the shocks back in the truck and enjoy some more years of top shelf performance.

This level of suspension performance does come with a bit of extra maintenance, compared to running an OEM or non-rebuildable shock, but this trade off is a small price to pay for all of the performance you pick up. Really all that ICON shocks need is to be kept clean, and that’s as simple as using a pressure washer that’s just powerful enough to get the dirt and mud off. If you live where it snows, coil covers are a great way to keep the crap that melts ice from eating your suspension. Again, keep things clean and they’ll last you a long time. Three and a half years into running ICON suspension on the Tundra and I’ve experienced no failures. Tearing my shocks down did reveal signs of wear, but nothing was in imminent risk of failing. After the rebuild, all of my shocks are freshened up and ready to go for another few years. Were I running some kind of OEM shock, I would simply be stuck dealing with continually decreasing levels of performance until I finally caved and shelled out for new shocks, or had something fail on me that forced my hand.

If you’re running any brand of rebuildable shocks on your vehicle that haven’t been serviced in a few years, it might be time to consider getting your suspension freshened up. Rebuildable shocks should not be used like they’re a consumable product where performance starts new at 100% and then slowly ticks down towards 0%, or a failure sooner. Get your shocks rebuilt when you notice a change in performance, or you start to notice signs of wear. Something as simple as new bushings and fresh oil and seals can ensure that you never see performance levels fall more than a few points from new, and having shocks that are operating at 80% – 100% sounds much better than running non-rebuildable shocks from 100% down to 40% or so before you get sick of crappy performance and replace them.

A good shop can help you identify any changes you want to make to your valving and spot any internal parts that may need replacing – so even if you’re an accomplished wrench, there is value in working with a shock service shop. Either way, servicing a rebuildable shock is an easy way to ensure that the rad suspension that you invested in continues it’s optimal performance year after year. We all change our oil when we’re supposed to, so there is no reason that we shouldn’t be changing our suspension oil and other bits on the recommended intervals too. Not doing so is quite literally leaving performance on the table, and given how good a properly setup and tuned suspension can make a vehicle – it’s a shame not to have it running at it’s peak.

FULL DISCLOSURE: Icon Vehicle Dynamics provided suspension rebuild services at no charge to the author for the purposes of this article.