XR650R Dual Sport Project & Travels

Bikes That I Considered for This Project

The XR650R was in the back of my mind from the beginning, but initially I only considered factory dual-sports.  Most would have required $2,000+ in modifications, weighing to 340 lbs or more with the added parts.  The capacity of the OEM tank, or the availability of aftermarket ones, was an issue for most models.  All the factory dual-sports have the magic button.  Were it not for the XR650R, I'd probably have chosen a Honda XR650L.


Kawasaki KLR650
The KLR650, as popular as it has become, is not enough of a departure from my GSPD to merit serious consideration.  Even with a new suspension the fork tubes would still be skinny, and I wondered if I'd have to replace the whole front end.  Visibility is poor over the huge instrument cluster and shroud, and I'd probably have wanted to strip it off.  I also wanted an 18 inch rear wheel and the KLR has a 17 incher.  I didn't think the bike would get much lighter after modifying it.  It does have a large gas tank, but still, scratch the KLR.


Suzuki DR650
The Suzuki is considered more dirt-worthy than the KLR650, but less so than the Honda XR650L.  Again, expensive suspension upgrades would be needed.  Most important, all the gas tanks that are available for this bike are too small, and aftermarket support is limited in general.  Scratch the DR650.


Husqvarna TE610E
The Husky might have been a good choice if it had more aftermarket support, in my opinion.  Its reputed to have a strong and reliable engine, its water cooled, it has excellent brake and suspension components, and it weighs about the same as the XR650L.  I couldn't find many parts for it though, including the all-important large gas tank.


KTM LC4 Adventure
The KTM was a serious contender because its practicaly ready in stock form.  It has an excellent suspension and powerplant, an 18 inch rear wheel, and a large gas tank giving more than adequate range.  Considering the upgrades that the other bikes would require, the price wasn't a turn off.  Ultimately, it was rejected because of servicability concerns and the limited aftermarket.  The majority of hard-part accessories for this model are available only from KTM.  Most importantly, I couldn't find any dealers that had one in stock, or could even remember selling one.  This caused a concern about breakdown, which, if it happens, will do so when I'm 2000 miles from home and in the middle of my vacation.  I can hear it now......I'm sorry sir, we can't get you back on the road until this part arrives from Europe.  Scratch the KTM.  The KTM would have required DOT knobbies and a better seat than stock, but the same is true of most of the other bikes.


Honda XR650L
The XR650L came in second-place, and might be the first choice for many riders.  It has the desired 18 inch rear wheel, and it weighs 20 lbs less than the KLR and LC4.  Another positive for the XRL is the availability of a Corbin seat.  On the negative side, the suspension has a reputation of being inadequate for heavy riders, and that means an expensive upgrade front and rear.  Second, there are reports that the bike can become over heated when pushed.  That could be mitigated by the additiion of an oil cooler and other mods, but it was still a decision factor.  Third, the largest gas tank available for the XRL is 5.2 gallons.  That's good, but not good enough for a 200 mile range without an auxilliary gas tank.  I figure the finished XLR would have weighed about 340 lbs.  My project, if based on the XR650L, would have required $2,500 not counting suspension upgrades.  For those who may be considering the XR650L, here is the parts list I assembled.  I relied heavily on the advisements of XRs Only and Summers Racing for choosing the requirements.


Honda XR650R
I was almost willing to overlook the range limitation of the XR650L with a 5 gallon tank, but as a final step I took a look at the XR650R.  I'm glad I did, because it has everything going for it.  It weighs 284 lbs stock, so I figured it would be lighter than the other bikes even after adding parts.  Acerbis makes a 6 gallon tank for this model so range is not a problem, and 3.3 gallons more can be added in the form of an integrated gas tank/seat.  The fork tubes are hefty and the stock suspension is good, although later I did give it a heavier shock spring.  Its water cooled, making it less susceptable to overheating, and it makes enough power with the stock exhaust (a concession to keeping it quiet).  On the down side, it requires a dual-sport kit costing at least $435, or more if you need a high-output stator.  It also needs roomier handlebars, and considering my application, some extra durability parts and a custom seat.  The XR650R required $2,799 to bring it to the desired state, including unplanned items like the Honda turn signals, GPR stabilzer, heavy duty tubes, and Eibach spring.  The luggage add-ons, excluding custom saddlebag brackets, brought the total to $3158.  I figure I've come as close to a no-compromises dual sport as one can get.