Where is the 650 forum? (TR650 in the house...)

[firecrotch]

So I have read this bike is just fine on the road. Yet when I was considering A ktm 690 people told me I wouldn't want to ride it on the open freeway or a lot of roads very long. What's the difference?

 

[Xpat]

So I have read this bike is just fine on the road. Yet when I was considering A ktm 690 people told me I wouldn't want to ride it on the open freeway or a lot of roads very long. What's the difference?

Without ever ridden TR650, I would say the key difference is weight. 690 is just too light for long hauls on tar or gravel - even with the long range tanks and rally fairings, which I have ridden. And also gearing on 690 is just weird for me - the gears are just way too close to each other so you find yourself all the time chasing different gear - and running out of them.

While I understand the moaning around how heavy TR650, I believe the weight (within reason) is an advantage for tar and gravel duty - what I would call adventure riding, compared to more focused dual sporting. I have TE630 and Yamaha XT660Z Tenere (which is even heavier than TR650). And while Tenere is still a dog compared to TE630 performance-wise (both of them with probably all possible performance upgrades available), I would never pick TE630 over Tenere for a trip majority of which is tar or good gravel roads.

For a shorter more focused multi-day camping trips including lots of riverbeds and/or rock (e.g. Kaokoland in Namibia, or Lesotho mountains) TE630 wins hands down.

 

[Toyboy]

The issue of singles not being good road bikes is a matter of prospective. If you have been riding an R1200GS or similar machine, I am sure it will take some getting used to. People also say that the KTM 990 is not as good on the road as the GS. True but ask the guy with the KLR what he thinks....I think it will be a matter of what you get used to. Weight could be an issue for some serious off road but as will all bikes, shed the stock exhaust and I bet you lose a net 18-25 pounds. Rims look heavy in comparison the excels. I am sure with little effort you could put this thing on a good diet and have a great machine. I am interested in hearing about a good remap, airbox and exhaust mods and I bet you can get 65 out of her easy without effecting reliability. Sky will be the limit.
I mentioned it earlier in the thread that the coolest thing about this is finding out what will interchange as BMW is really good about using what they have. For example, the steering head length is the same on the X challenge as it is on an R80GS. With that in mind, you could graft some x challenge forks and wheel to it easily (I have that stuff and can't wait...) THey are a slightly better grade of forks, wheel is lighter etc. I am looking forward to finding out what fits what on it and having one heck of a bike.
Fuel wise, google MAXCOOL tank for the X CHallenge and that will give you a great way to add 1.7-9 to the bike. Touratech also has a tank of of 4 gal that won't retro fit but I am sure smeone will have one in short order.
All in all, I think BMW's are going to go the way of the Multistrada and the Husky's will take on the more dirt oriented role. Looking at the new water cooled GS, I think I am right. Has street tires on it. Writing on the wall I am afraid....
Picking up the TR650 Demo today or tomorrow morning. Plan on putting a as many miles as I can on her this weekend. Ride safe....

 

[Motosportz]

Saw one today at Tasky's. Impressive at first glance. My biggest hope for the bike while looking at photos would be a low seat height and a lower weight than reported. It sounds like 406 pounds is about right and I can live with that. How is the seat height? It looks nice and low? I didn't buy an XR-650L last summer as the seat is just too tall. My 2011 DR650 is perfect in this regard. If this bike were available last summer I would have bought it over the DR650. Now I have a choice to make. But since I am only seven days out of reconstructive shoulder surgery a new bike will have to wait until 2013.

Faster than the V-strom Suzuki? Hate to doubt first hand experience but I'd like to see a dyno run for each bike. V-twin should easily out-rev a 650 single and produce way more top end power. Certainly if this new Husky was a 650 twin instead of 58 hp it would be 68 or so.

NC

Also, when everyone says adventure bike, I assume technically less off-road worthy than a dual sport but by how much?

Edit: Found a dyno for the V-strom 650. 62.1 hp at the rear wheel. Flame me Ride but I don't buy that the Husky with 58 crank hp can out accelerate the V-strom unless the Suzuki is way taller in the gearing department.

http://www.motorcyclistonline.com/c...ersys_vs_2012_suzuki_v_strom_650/viewall.html

bike is not as low as I had hoped. Still slightly tall.

Well i don't know what to tell you, the TR is 80 pounds lighter and feels more powerful when riding, the V-strom owner agrees. In several examples i walked away from buddy Adam whom i have been riding with since middle school (I am 48). I could get him to come post here if that would satisfy you. I would not say I beat him in a drag race and roll on race and every time we got it on if it did not happen. His bike has 30K, a top case, and otherwise a very good running stock V-strom. The TR650 was for sure faster every time we tested it. Not way faster but noticeably and feels far faster seat of the pants when riding it. Those are the facts the V-strom rider / owner will totally agree with. He wants a TR650 bad now. Will have one beginning of next summer. The TR650 is no slouch and runs real hard box stock period.

 

[Motosportz]

Without ever ridden TR650, I would say the key difference is weight. 690 is just too light for long hauls on tar or gravel - even with the long range tanks and rally fairings, which I have ridden. And also gearing on 690 is just weird for me - the gears are just way too close to each other so you find yourself all the time chasing different gear - and running out of them.

In contrast the TR650 is very wide geared and super flexible motor means you hardly ever have to shift. I was joking that it needs a 3 speed.

While I understand the moaning around how heavy TR650, I believe the weight (within reason) is an advantage for tar and gravel duty - what I would call adventure riding, compared to more focused dual sporting. I have TE630 and Yamaha XT660Z Tenere (which is even heavier than TR650). And while Tenere is still a dog compared to TE630 performance-wise (both of them with probably all possible performance upgrades available), I would never pick TE630 over Tenere for a trip majority of which is tar or good gravel roads.

totally agree.

BTW i have owned a lot of bikes and this one is one of my favorite canyon carvers. Handles nice, feels light on the road, GREAT motor makes it all EZ and fun. Curvy choppy back roads are devoured by this machine.

 

[Ogre_fl]

With that in mind, you could graft some x challenge forks and wheel to it easily (I have that stuff and can't wait...)
They are a slightly better grade of forks, wheel is lighter etc. ....

Really? The X-Challenge forks are better grade than the TR650.
I know they are longer travel, wouldnt doubt lighter, but that is real disapointing to hear they are better grade.

I didnt think that highly of the forks nor wheels on my X-Challenge.

 

[NumberCruncher]

bike is not as low as I had hoped. Still slightly tall.

Well i don't know what to tell you, the TR is 80 pounds lighter and feels more powerful when riding, the V-strom owner agrees. In several examples i walked away from buddy Adam whom i have been riding with since middle school (I am 48). I could get him to come post here if that would satisfy you. I would not say I beat him in a drag race and roll on race and every time we got it on if it did not happen. His bike has 30K, a top case, and otherwise a very good running stock V-strom. The TR650 was for sure faster every time we tested it. Not way faster but noticeably and feels far faster seat of the pants when riding it. Those are the facts the V-strom rider / owner will totally agree with. He wants a TR650 bad now. Will have one beginning of next summer. The TR650 is no slouch and runs real hard box stock period.

I did not know the weight difference was that great. That makes up for a lot.

Sorry to hear the bike is not lower. I'll sit on one once my shoulder get's better.

NC

 

[Motosportz]

I did not know the weight difference was that great. That makes up for a lot.

Sorry to hear the bike is not lower. I'll sit on one once my shoulder get's better.

NC

Factory fresh suspension and HUGE 140 rear tire don't help the height. Once it breaks in and put a normal sized tire on it it will be better. Several people have ridden it and no one commented on the height so it is not bad just slightly taller than i figured it would be.

 

[SamM]

What tire and size will you go with? I already have a set of Heidenau K60 50/50 tires ready to go on one. Never thought of going to a smaller size.

 

[chiefrider]

A week ago today I went to Bill's Husky. Bill was just rolling out a 2013 TR650 Husqvarna, and invited me to take a test ride. Since I just stepped off my TE630, I took the opportunity to compare my bike with the new BMW-motored kid on the block.

A walkaround revealed that the TR is a more of a street bike than the TE, with a plusher, wider and longer saddle. The instrument package is larger and easier to read...the TE is bare minimum. A cush hub probably means more unsprung weight out back, but also better chain life. This bike, unadorned, weighs about 60 lbs. more than the TE similarly equipt, but with the 6.6 gallon Safari tank topped, full bash plate, reinforced rear frame, complete rack system with Pelican cases, handlebar guards, centerstand, and windshield with brackets, my TE approaches the TR's heft.

The TR has a more standard frame than it's BMW cousin. The fuel filler is up near the steering head, rather near the rear of the saddle.

The factory claims 58 horsepower goes through the 5 speed box. Bill says my TE would likely be a bit quicker.

Fired up, she's quiet chuffing through twin exhausts. On the street, she's very smooth, more so than my not-too-bad TE. In 3rd gear, she pull cleanly from a little over 2000 RPM. She feels lighter than the 410 lbs. with 3.5 gallons onboard.

I think this would be a great ride-to-Alaska bike. Accessories from Husky, and I'm sure the aftermarket, will be available before summer.

I was impressed. Do I have buyers remorse for the TE630? No, but for what I like to do, this TR650 may be a better foundation for an adventure bike than it's predecessor.
Tom in Salem

 

[Goldentaco]

Terry et all, are those true dual exhaust cans or is one a CAT (normally used on the Rotax)?

Yes. Exhaust comes out of both.

J

 

[Goldentaco]

I got a chance to test ride one today. I currently have a 97 F650 with a reworked rear suspension and taller seat. I had just finished a 300 mile loop on my bike and got a chance to hop on the Terra for 13 miles in Modesto, CA. Motosportz'/Kelly's assessment previously is spot on. The demo bike suspension felt really stiff. With only 100 miles on it and the fact it had only been in the dealership for about 4days I figure they haven't had time to adjust the rear preload. Coming off my bike with suspension reworked by Sasquatch the Terra felt like a sport bike. That all can be easily corrected with less preload and adjusted rebound setting I suppose.

The seat height was taller than I expected too. At 6'3" having crammed myself onto my F650 ( now with taller seat) I was concerned the ergonomics would not be too great. I was wrong. Seating position was good if not about the same as mi current ride ( measured 34"). Pictures make the Terra look narrow and after riding my buddy's TE630 I was concerned the skinny tank wouldn't be easy to grip when riding hard twisties or standing. The Terra tank flares just right so squeeze away. Standing up, yep...need risers.

The engine has a Wiiide powerband. You can ride 5th from 40mph at about 2800 rpm and accelerate away with no protests from the engine. WHen RPM's hit 5000 get ready as this is where the power kicks in...and it's nice. Exhaust note is quiet when cruising but sounds good when you pin it.

Seat is hard as a brick, but that can be fixed. It is actually wider than you think it would be.

Tailrack it plastic and feels cheap. My 650 also has a plastic tail rack but feels much higher quality. There are holes on the Terra's rack for mounting a box?...but I wouldn't trust it.

Fuel injection was great. Not as snatchy as my buddy's F800 GS and TE630...in fact I'd say it wasn't snatchy at all. It is reactive though...small movements and you feel the change.

Exhaust comes out of both cans

Brake pedal> Yeah that's a stupid design. Funny thing, I walked around the shop ( Cyclespecialties in Modesto) all the Husky's ( TE310, 449, 511) and BMW R1200GS, F800GS, F700GS etc all had brake pedal the looped over the peg. Why the change? The Terra at least looked like it used a similar peg mount layout to maybe use brake pedal from one of the other bikes.

I was impressed with the bike almost as much as I though I would be. It looks Sexy, and has the power to back it up. But, I was expecting it to be more of a difference from my 1997 F650. Granted I have a 15/49 sprocket combo ( taller geared from stock), Aftermarket exhaust, and a worn back tire all giving my bike benefits in acceleration...the TR650 is still faster and has much wider power band so when my beast stops pulling at 6000 RPM, the Terra felt like it would pull to its redline of 8000 (I took it easy with only 100 miles on it). The stiff suspension with no adjust on the fly preload was kind of a bummer. I guess I was expecting to be blown away, and I wasn't and that's my fault partly but given the chance I would pick one of these up.

Acessories: Dealer said they wer held up in customs so not sure what is actually available for it off the shelf.

Bottom line, these will sell like hotcakes and I hope they keep em coming because I want one.


J

 

[Motosportz]

Nice report and comparison to the BMW 650, thanks.

 

[Coffee]

Excellent report, thanks!

..You can ride 5th from 40mph at about 2800 rpm...

Could anyone say about what the speeds are in 1st & 5th (top gear) at a particular rpm? For instance at 2500 rpm in 1st gear it goes ___mph, and 2500 rpm in top gear it goes ___ mph?

...Exhaust comes out of both cans..

I'm not sure I understand. Is there a bmw bike that has 2 exhausts but one of them has nothing coming out of it?

 

[Goldentaco]

Excellent report, thanks!

Could anyone say about what the speeds are in 1st & 5th (top gear) at a particular rpm? For instance at 2500 rpm in 1st gear it goes ___mph, and 2500 rpm in top gear it goes ___ mph?

I'm not sure I understand. Is there a bmw bike that has 2 exhausts but one of them has nothing coming out of it?

From my short time on the bike :
1st>25 or 30@5000
2nd>not real sure at 5500
3rd> not real sure
4th> 55mph @4000
5th> if I recall 2800rpm was 45mph.


BMW Early F650's 1999-200 had one exhaust can. This is what I have. The F650 GS 2001-2007 had two cans with one being the cat. I believe there was a noticeable difference between the two cans with regard to how much of the exhaust exited the left vs right can or nothing came out of the right can, it circulated through it and had a crosover tube tucked under the rear subframe. Looking from the back, I believe the BMW left can was the primary and the cat is on the right. F800 GS, F650 GS ( 08-12) and F700GS ( 13) all have one exhaust can on the left.

On the Husky, I couldn't get a good look at where the cat was, but the two exhausts "Y" just in front of the rear wheel just above the very nice "crapFlap" protecting the rear shock. It didn't look like ther was a crossover like on the BMW GS's and the exhaust on the Terra puffed out of both cans equally. The exhaust canse appeared to have a removeable baffle held in place by a Circlip on each can...maybe free up a pony or two here?

An addition to above. I have kind of big feet size 12, 46 euro and many foot controls are not big feet friendly. The Terra felt very accommodating here. I had no "learning curve" to shift or place my feet.

Shifting, there is very little clunk from N>1st while stopped. No notchiness while approaching a stop sign and downshifting. I couldn't blip and downshift smoothly like on my F but the Terra I just clutch in, downshift, clutch out and it was sooooth. That was very nice.
J

 

[Pepe]

Hello everyone!
I'm new to the Husky world and just got the Terra last Wednesday. I love the bike!!! Thanks to Kelly's report who made it very easy decision for me to get it! I've put around 300 miles on the bike mostly in the canyons and a little bit in the city. Not very experience off-road - will wait until I get a skid plate and maybe other guards until I go offroading. I also have a 1200GS and wanted something lighter and a bike that I can easily ride in the city.
Kelly already said all the great things about the bike! The seat for me is pretty good but after 100 mile ride yesterday,my butt was a bit sore. So today I wore some cycling shorts and it worked. I feel that as I ride it more, that won't be a problem anymore. Everything else for me is great - love the engine! Test rode the Sertao before buying the Terra and no comparison...

I didn't go over 4.5K RPMs. In 5th gear at 4.5K RPMs the bike is at 70mph.

 

[Toyboy]

Picked up my bike today. Got mine from Toytech in Grantville PA. Great great shop. Can't say enough about them there. Bike was a demo bike from the Atlantic city dealer show and had 150 miles on it. Bike was perfect, no scars, scratches or other wise. Everything about the bike is BMW excluding the forks and bodywork. All the switchgear, wheels, brakes, handlebar controls, handlebars down the the bar end weights. The kicker about this is, all the parts are quality proven parts so no growing pains that I can think of. Spare parts are out there in abundance already via the F/G650GS. Already got a rear spare wheel from a 2010 GS in a 17. If I can score a 19 G650GS wheel, I can have a good street set of wheels and some dual sport wheels.
Put 262 miles on her. Really like it. It is light yet has enough weight to her that it road very comfortable and felt steady. My other prime mover is a Yamaha Super Tenere so I am used to a bigger feel etc but did not feel like I was going backwards to a dirt bike. Power is really good, really comes on as noted at 4500 RPM. about 250 RPM is 5 mph so I was cruising at 75 miles per hour in 5th gear at about 5000 RPM. Brakes are really strong, suspension feels really nice on the road. The bike overall feels like a street bike but still dirt enough to feel dirt bike-ish. It is by no means a TE anything but i thing it will do dirt as good if not better than anything else in its class. It is no KTM 690 either but I know i am not going anywhere far on the KTM street wise, I would on this with no worries. I would go anywhere dirt wise the KTM will go too. I think it is a perfect mixture.
Couple of things I noted about it. I do not like the bars, too low for me. I plan on installing Pro Tapers. The handle bar mounts are in 2 pieces that will remove easily and i can have them machined easily to accommodate. Seat is a tad stiff but oddly enough felt fine, not hot spots at 3 plus hours and I am going to leave it alone. The tach is fairly large and visible but they used white lettering on a light gray back ground. A better contrast in colors would have been better served. There is going to be a windscreen from Husky, just a small one that mounts to the four screws above the headlight and I think anything would help. I like a windscreen, even a small one.
I think for me and my style of riding the gears are a tad tall and I plan on going down 1 tooth on the counter shaft sprocket. Had to down shift just a few times so I think the gearing change will be perfect for my style.
Too new to check the mileage so will wait to get about 1000 miles on it before i start checking mpg. Does seem quite good thus far. Does have a air temp gauge that seemed very accurate, a clock, trip meter and a I think it is a top or average speed. Need to look at that. Did note that it starts the trip meter when fuel light comes on. Did take what seemed to be longer than normal for low fuel light to go out when driving after refueled but it came on when it should have and that is all that matters really.
All in all, I needed this bike like I needed hemorrhoids but I just could not pass it up. You get a BMW for about 1700 less with better components by way of suspension and better performance stats. This bike is a hell of a bargain at the retail price of 6999.00. (Believe it or not, the dealer cost on this i think is about 6400 hundred so not a ton of mark up on it.) Husky has put together a real winner at a bargain price. There will be no left overs of this thing. If you are thinking about getting one, better do it soon. Toytech has already sold the 2 he had and i don't think there will be an abundance of them.

 

[rickcj7]

Did you see my poor te engine in pieces?

 

[Goldentaco]

Couple of things I noted about it. I do not like the bars, too low for me. I plan on installing Pro Tapers. The handle bar mounts are in 2 pieces that will remove easily and i can have them machined easily to accommodate.

Really? I was looking at them before and after my ride and the Demo I had looked like the upper tripple clamp has the lower bar perch/mount molded into it...upper tripple clamp and lower bar mount were one piece. What I saw was the only removable part of the handlebar perch was the clamp. Maybe the machining was good enough that it looked like one piece. Can you post a pic?

After going through bar riser modifications on my Funduro ( only found two suppliers with products that worked none of them were actually designed for my bike) This among other things was of concern.


J

 

[Toyboy]

I will make it a point to disassemble and verify. I noted a distinct seam between the bottom of the the lower portion of the handlebar mount and the top triple tree. Was actually wondering if the ones off the G450X would fit it bolt on and would not have to have anything machined. Will check tonite to be sure and post results.