Cycle News - Archive Issues - 1990's

almost falling over backward in a chair and just catching yourself, except that it goes on all day. The best results (adequate) were had with tire pressures in the midteens. lf you will be doing anything more than just casual fire-road duty, get real knobbies. One aspect of the bike you won't be disappointed with is the suspension. Twisty pavement is a blast on the XR. Surprising lean angles can be attained, and if you brake hard and late to compress the front suspension, the tall bike will turn in very 'quickly. But where the 650 really shines, as it should be, is in the dirt - this is real dirt bike suspension made just civil enough to be used on the street. Big hits are not a problem - no swapping and little front-end deflection on only the sharpest of obstacles. Suspension action is a bit harsh at times, transmitting some of the more jarring hits to the rider, but neither end will do anything untoward that would leave you in the weeds - you might end up there, but it will probably be your fault. The 43mrn conventional fork is adjustable for compression damping while the rear does it all: preload, compression, rebound. Power from the four-valve single is broad and reasonably smooth. The 650cc motor features a counterbalancer that eliminates the most numbing vibrations, but it isn't quite as smooth as the '96 DR650 Suzuki, for instance. At low rpm, you feel every power stroke - it doesn't misfire when you lug the motor, but you really get the impression of punishing the driveline as all the pieces bounce around from the lash. Midrange torque is perfect for power-on slides and makes the XR easy to control in those circumstances. Despite the machine weighing a claimed 324 pounds dry, the front wheel is easy to loft over obstacles. Throttle response was fairly quick and even with the stock rubber the rear end hooked up well in the dirt. Though surging wasn't a problem, the 42.5mm carburetor is set on the lean side as evidenced by the popping from the exhaust on overrun. Since tampering with intake and exhaust systems on emission-controlled vehicles is illegal, we really can't recommend making changes, but all it takes- is a little shim under the needle to set things right... One really nice feature is the quick air-filter access; only three dzus fasteners on the left sidecover stand in your way. The sidepanel itself is the airbox wall, so once it's off, you're there. Shifting the XR's five-speed gearbox is aided by a light (one finger pull), precise clutch, and positive throws from the shift lever. Good thing, too, because offroad, you'll be shifting. First gear is too low for anything but the steepest and slowest of going, and the step to second is rather wide, making it just a little too tall for tighter, medium-speed trails or exiting slower comers. Though not common practice on large-displacement four-strokes, working the clutch on the exit of such comers gets the revs where they need to be. With the stock gearing you often find yourself going in to a tum faster than you otherwise might to compensate. Going one tooth larger on the countershaft sprocket might make first gear more usable for slower corners, with the added benefit of dropping the rpm at highway speeds. The frame is XR600-based (same 27° rake and general layout), with only a minutely altered trail figure, and as such doubles as the oil reservoir for the drysump lubrication system. The frame's heritage also means it works very well off-road. Ergonomics are good and place the pilot aggressively over the front wheel, with plenty of room for tall riders. And you had better be tall; seat height is a towering (for the street) 37 inches. The benefit comes in terms of ground clearance, which is 13 inches, and allows the bike to clear most obstacles with ease. The seat is fairly wide and easy to move around on as well as being comfortable for long rides. Overall the bike is narrow, but if you move well back on the seat the wide (Above) The conventional 43mm fork features adjustable compression damping and works well under most conditions. (Above right) Four valves work In the 1DOmm bore, and power from the air-cooled 644cc unit Is broad and linear. (Below) The small speedo unit features a trip meter. A highlight of the rear end Is the quickdetach wheel with snailcam chain adjuste... A lowtlght Is the wtde sidepanels, necessary to accommodate the battery and exhaust. 1996 Honda XR650L SpecilicaIions Ust PrIce : DispIlIc:ement EngIne sidepanels do get in the way. And there is no changing them either, since the left side makes room for the battery and th.e right side the large silencer / sparkarrestor. Mounted in the box-section aluminum swingarm is an XR600-type quick-detach rear wheel. Combine this with the snail-cam chain adjusters and you've got an easy (well, easier) time ahead of you in the case of a flat tire. The controls are excellent and work ho~ you expect them to, making even your first experience with the machine seem natural. There is no reason to change the stock bars except as a weight-saving measure. The disc brakes continue Honda's tradition of excellence in this department. Overall finish on the bike is typical Honda, which is to say, exceptional. But the real beauty of the XR650L is that it's fun in any realm. With the agility of a dirt bike, around-town manners are great and it even serves well on the open highway. And with its off-road pedigree (even with all the extra weight) the XR will take you most anyplace a civilized person would like to go. Dual sport is an inherent compromise, but with the XR650L you'l! rarely have to. .While Cycle News believes the foregoing test reliable, it is the opinion of the reviewers only and should not be relied upon in determining the perforrtuJnce or safety of the vehicle(s). The reader should make his or her own investigation. $5299 644cc Air-cooled, single-cylinder four-stroke Bore x stroIcl! 100 x 82mm CompressIon ndIo ....•..............8.3:1 CarburelIon 42.5mm CV Ignillon SoIid-state CD wI electronic advance Transml8slon speeds 5 StarlIng systent Electric Rna! drive Chain Suspentlon Front 43mm air-adjustable leading-axIe Showa cartridge fOl1< with 16-position compression-damng ~U5lmenl; 11.6 inches travel FIeIr Pro-link single ftlck with spring-pIeIoad, 2O-posilIon COIUPh,Siiilr.. and I9bwld-damping ~ 11.0 inches travel RaIrIIInlII ...........•.........27"/102mm FI'OIllIIrt ...........•..•.•....•.. .3.00-21 "-1Irt ................•........4.60-18 Front bI'IIre : Disc RIll' Ilr1IiQ ........•.•...•.••......• .Disc WMeIII_ .57.3 In. SlIt IlIIlIbt .37.0 In• o..-I~IDCI Full ~ .....•...........13.0111. .2.8f1l1l.1Alidng o.6-gIl.~dIy_ _ 321&.1'" ~ 0\ 'u-) ""' '""' l-< Q) S Q) 5 z 13

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