The legendary dual-sport lineup returns better than ever and now features seven different model configurations. ENVY.Īfter the return of the widely popular and all-new KLR650 last year, Kawasaki expands its KLR650 motorcycle lineup by introducing the KLR650 S model. Kawasaki Press Release: 2023 KAWASAKI KLR650 S ESCAPE. But leaving off the new-fangled brakes drops the price to $6,899 and opens up the Candy Lime Green color option. We’d go for the ABS version if it were us, in Pearl Storm Gray, for $7,199. That takes the seat down to 32.1 inches, says Kawasaki, on a 460-pound moto ready to ride including 6.1 gallons of gas. Its price and performance always assured the KLR was widely available to a huge swath of dual-sport enthusiasts (along with just plain motorcycle enthusiasts): Now it’s even more broadband, thanks to a seat height that’s 2.3 inches lower via shortened and revalved suspension front and rear, combined with a resculpted seat: S for short. for valve guides, incidentals, occasional advice, and ! bought my Podtronics off the shelf Old Motorcycle Shop here in Calgary.Is the Killer 650 the longest-running Japanese motorcycle? I think it is, and it doesn’t count that Kawasaki dropped it from the line-up for a year or two. I like British Isles Motorcycles in Duncan B.C. Q: What about parts availability for a 40+ year old machine ?Ī:Engine parts are not hard to find – I have dealt with Waldridge Motors for the barrels and pistons when they were on sale as well as a bunch of rebuild supplies. I also want to change it to an electronic speedo as I’ve had trouble with the speedometer gear box failing over the years. And I’m presently re-wiring it, changing it to a negative ground. It now has new barrels and pistons, valves, guides and springs. I finally burnt out the piston and had catastrophic cylinder damage. I was in a denial as I knew it had a slightly bent push rod, but I rode it for a few years anyway. I’ve had to have the cases welded after throwing a chain once. I’ve added tapered roller bearings in the steering neck, chrome swing arm and engine mounts, Morgo plunger oil pump, Boyer ingnition, Podtronic voltage regulator and rectifier. I have not always been able to accomplish this.Ī:This is the third engine rebuild. Even 20 years later on trip back to Kenora an enthusiast who knew the bike stopped when driving by to reenforce the fact. The bike was known locally as the only Triumph that did not leak oil. It did not sell until a year later, at an abridged price. The original dealer was the fellow I bought it from, and he told me that it was imported as a natural fit for that neighbourhood. I had a couple of issues early on, and he did come to my house and help explain things. That was in 1974 I think.Ī:I knew the original owner and approached him about whether he still had the pre-mod parts – no luck. I went to the bank the next day and bought it.
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I enjoyed sitting on this bike as it fit me, and the shop owner talked me into trying it, so…I started it (he showed me how to tickle the carbs), revved it up and rode the clutch as per the Honda, it moved forward a bit and then the clutch caught ….6 feet sideways.then 4 then 2, then stop just short of the chain link fence in the gravel parking lot !! Whew …I loved it and did not fall down. I was on my way to Kenora when it blew in Moosomin, Sask.Ī:I had an ill handling 350/4 Honda ,and used to visit the bike shop nearby outside Kenora, Ont. Over the years I have ridden this bike from Kenora to Calgary a few times, once straight through. Then a large tank with wide valence fender, and finally painted deep red and silver like a 1967 Bonnie. I’ve done it up with flames on a blue tank, with a Harley rim on a Triumph hub with a sissy bar. I’ve had it for 30 years and it seems it needs to be rebuilt/restyled about every 10 years. Q:Perhaps a bit of background to begin with ?Ī:This bike was not very original when bought and had ape hangers, a rattle can grey paint job and TT pipes. The original tank colours were Spring Gold (really a green) with a black centre stripe. 1970 was the last year before the ‘oil in frame’ models came into production. It had a 4 speed gear box and drum brakes front and rear and in the USA was marketed as the ‘Desert Sled”. Displacement was 649cc in a parallel twin producing about 46 HP at 6500 rpm. The 1970 model originally would have had high pipes – a low pipe version called the TR6R Sport was also offered. The Triumph TR6C Trophy Special was produced between 19.
2018 – Stanley Park European Classic Car and Vintage Motorcycle Showįeatured this month is Robin’s 1970, 650cc TR6C Triumph.
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