2025 Kawasaki KLR 650 Adventure ABS Review

I owe my father an apology for not recommending the Kawasaki KLR 650 Adventure ABS ($8,099). When I moved back to the States about a decade ago, we were both in the market for motorcycles. He started riding as a kid and still rips. I didn’t start until I was an adult. (Wait, maybe he owes me an apology?!) We both like riding dirt more than road and ended up with matching Suzuki DRZ400s.

But, here’s the catch: I’m 3 inches taller than him, so I could easily put my whole foot down to steady myself off-road. My dad often found himself on his tiptoes fighting to keep the bike upright in technical terrain. And at my age, I could tolerate the discomfort from sitting on a 2×4 for hours on end, while he wasn’t too thrilled. 

What he should have gotten was a KLR. With its low, couch-like seat, torquey engine, legendary reliability, and all-day-comfort geometry, this would have been the perfect bike for him. Fast forward, and the 2025 KLR Adventure ABS has a few more bells and whistles thanks to the 2022 redesign, but it’s not that different than when it launched back in ’87 — and that’s a good thing. 

In short: The 2025 Kawasaki KLR 650 Adventure ABS is way more fun and capable than it has any business being. It goes wherever you want with a poised adequacy. In the age of more, more, more, the KLR is a stalwart motorcycle that should not be overlooked. I can’t wait to have my old man swing his leg over the latest version of Kawasaki’s legendary bike the next time he’s in town.

2025 KLR 650 Adventure ABS Review

We’re in the third generation of the mighty KLR that was launched back in ’87. Kawasaki’s 652cc single-cylinder thumper takes a need versus want approach that pays dividends in reliability — and cost savings — while admittedly lacking in power and technology compared to more modern offerings.

Over the last 3 months, I’ve spent a lot of time riding three bikes: a 2017 KTM 500 EXC-F, a 2025 (and a 2021) Ténéré 700, and the 2025 KLR. Obviously, these are all very different motorcycles, but they are all dual-sport (or midweight ADV) bikes designed to go anywhere you could feasibly want to ride a motorcycle.

The spec sheet and technology would suggest that the KLR is the least capable of the bunch — and this is true. But here’s the thing: The KLR has an intangible quality that is hard to describe. There’s a reason this is the most common bike I see here in Central Oregon, too. It just … works.

Allow me to go on a brief tangent: A few years ago, I rode down the bottom half of the African continent on a 2021 Royal Enfield Himalayan. This is another bike that, according to the spec sheet, is underpowered, too heavy, and has subpar suspension. And, objectively, this is all true. But after a month living on it and riding it harder than it was designed for, I fell in love with these ugly ducklings.

The KLR 650 gives me a similar feeling, but it’s far more capable. It’s a motorcycle that wins you over each time you ride it, surprises you with what it can do, and challenges you to stop worrying about what people on the internet (like me) say you need. And, it lets you get out and ride with a smile on your face and more money in your bank account.

KLR Adventure Version

I tested the premium Adventure spec of the KLR. Here’s what an extra $1,000 will get you above the standard ABS model:

• Fog lights with a simple on/off switch
• Rear rack
• Panniers (lockable and removable, single key)
• Crash bars
• USB charging port (in addition to a 12V DC)
• Unique color options (my Metallic Matte Twilight Blue test model looks fantastic)

On the Road

The 652cc liquid-cooled engine is a reliable workhorse. It’s got plenty of power to handle highway speeds, and since the bike was overhauled in 2022, it is stable at speeds where previous generations had some wobbly characteristics on the highway. You have to time your passes a bit more carefully than on a dual-cylinder ADV bike. But you don’t buy a KLR for its speed — you buy it for its utility. 

Though the KLR doesn’t exactly dive into corners like some other mid-weight ADV bikes and dual-sports, it feels shockingly nimble at slow speeds. This was something that really stood out to me while navigating the roundabouts here in Bend, Ore., and weaving in and out of traffic while running errands.

The 6.1-gallon tank is a welcome feature on the KLR — allowing for impressive range while traveling. The tank feels huge when you first sit on the bike, but as mentioned above, this bike carries weight super well.

In the Dirt

I was shocked at how often I told my riding partners during testing about how much fun I was having — grinning ear to ear while pushing this bike way beyond what it was designed to do. The bike just kept exceeding my expectations on everything from single track to gravel roads. It’s a little tractor that will just keep on going.

Some reviewers have noted that the footpegs are curiously far forward, but I didn’t really notice it, and I think this is intentional from Kawasaki. The name of the game here is comfort while in the seated position. Because of this, the bars feel a bit low for my 6’1’’ frame when standing — but bar risers would be an easy solution here.

If you are ADV- or off-road-curious, this would be a great bike to start your transition to the dirt. Its low seat height is great to get your feet down when things get dicey, and the seat itself is basically a couch. This is another area where the spec sheet doesn’t tell the full story — the seat height is only 0.1 inches lower than a Ténéré 700, but it feels way lower because the foam is so soft.

The suspension is totally sufficient for most situations that KLR riders will find themselves in. And, though it is on the soft side for aggressive riding, it exceeded my expectations for a bike this heavy at this price point. I was pretty biased when I started testing the KLR, but other than a few times I found sand, it’s really hard for me to believe it actually weighs 487 pounds.

What’s Lacking

These critiques need to be filtered through the $8K price point for a brand-new, ABS-equipped motorcycle. But even still, the KLR is far from perfect. For example, it’s hard to imagine the plastic panniers not breaking if you lay this bike down off-road — but they are convenient for tame terrain.

My biggest critique is that you can’t switch the ABS off. Well, you can, but it requires cutting some wires — which isn’t really realistic for me to do on a test bike. Kawasaki markets this as off-road ABS — but after riding this thing pretty hard off-road, I’m not sold.

It works well enough on mellow gravel roads and forest roads, but when pushing hard, having ABS always on scared me a few times. I come from an off-road background and rely on my rear brake to steer and skid into tight turns. And, with the ABS, it just makes you feel like you’re on ice because it won’t lock up versus having instant stopping power. Same deal on steeper technical descents — engine braking is your friend here, and I’d opt for the non-ABS and non-adventure version ($6,900) if I were going to purchase a KLR.

Like many of its peers, the KLR could really benefit from a sixth gear at highway speeds. You can feel the vibrations of the single-cylinder thumper, and I found myself searching for a taller gear.

Lastly, the footpegs are awful. They are way too small for an off-road motorcycle and should be immediately replaced. Obviously so far from being a deal breaker, there are many aftermarket options for an easy upgrade.

Who’s It For

The KLR is the first bike I recommend for people who are transitioning to ADV or dual-sport riding on a budget. If you want a motorcycle that you can buy and ride without worrying, this might be the bike for you. There’s an extensive aftermarket part market for these bikes, too, so things like the flimsy hand guards and terrible footpegs can easily be upgraded.

Part of my motorcycling philosophy includes the idea that you should earn the bike you’re on. Here’s what I mean: I stubbornly rode my DRZ400S until I could keep up with and pass my buddies on KTM 500s.

Sure, I wanted to save money, but I wanted to get to the point where my skill outpaced the bike I was on, versus being over-biked. When I did buy a 500, my skills were on par with the bike, and the vastly “better” bike actually allowed me to continue progressing.

Similarly, I think the KLR is a great bike for folks who want a bargain deal on a fantastic motorcycle that will help them explore and build skills, versus running out and getting the latest and greatest. And, chances are, they’ll stick with the KLR because it’s such a stress-free owner experience. You aren’t going to be stranded because some phantom faulty sensor shuts your whole motorcycle down.

2025 KLR 650 Adventure ABS: Better Than It Should Be

I have a buddy who’s an incredibly talented guy — he’s good at everything he does, and he does it with an ease that is enviable. A few years ago, we were scrambling up a mountain together and chatting about the values that were most important to us.

His number one pick? Adequacy. He aims to be the type of person who is reliable across all areas of his life, rather than sacrificing one area to be the best in another. I think about this quite a bit because adequacy is kind of an underwhelming term — but my friend Mike is proof that this perspective is a powerful one.

The KLR isn’t a KTM 690 or a Ténéré 700, but I actually think it might be the best bike for a lot of folks who are in the market for a simple do-everything motorcycle. It’s absolutely adequate across all disciplines of motorcycling.

This bike will take you wherever you want to go, leave you with plenty of money left over when you get there, and put a smile on your face. And, admittedly, we all kinda want to be like Mike.