Goodbye KLR 650

My 2007 Kawasaki KLR650

A few months ago, I sold my 2007 KLR.   After several years of bliss,  it was time to move on.    Here's a few summary thoughts.

1.  Age Doesn't Matter.  Introduced by Kawasaki in 1987,  few modifications were made during the 20 year production run of the first generation KLR.  An older bike is just as good as a newer one, assuming it's been well maintained.

2. It's Cheap.   Bikes priced below $2,000 routinely pop up on Craigslist or online forums.   Shop around and you can pick up a bargain.  Few bikes provide as much bang for the buck.


3.  Go Anywhere.   This bike is a swiss army knife.   You'll be hard pressed to have as much go-anywhere fun with a KLR, especially for so little money.   It doesn't do anything particularly well, mind you, but you can ride everything from highway to single-track (and I did).   And when you drop it on the trail (and you will), parts are inexpensive too.

3.  Mods Galore.   There are tons of aftermarket products available and like the KLR itself, most are reasonably priced.    Mods range from making the engine more bullet-proof (doohickey), adding horsepower, adding luggage capacity, installing better lighting, or improving on-road or off-road manners.    You name it, it's available.

4.  An Global Community of Creative Owners.    KLR owners love to maintain and modify their bikes.  They also like to do it for as little as possible, and then tell you all about it.    KLRWorld and KLR650.net are two popular online forums.  (I'm guilty ).

5.  Crude build quality.   Everything is functional but build quality is crap.   Yes, the KLR650  was designed for abuse.   It was also conceived in the 1980's and built to a price point, and it shows in the form of cheap plastic switches and various bits that have a habit of rattling off (invest in a tube of low strength loctite).

6.  It's a Big Pig.    No fooling, this bike is a heavy and while porkiness poses few issues on-road, it can be handful on the trails.  I'm 6'2", in reasonably good shape, and I weigh over 200lbs.  Over the course of a long ride, the mass of a fully fueled and armored KLR would start to wear me down.     If you're used to a light dirt-bike, you'll be surprised by the effort needed to ride the KLR off-road for long periods.

7.  Surprisingly Thirsty.   I routinely got mid 40mpg, which isn't particularly impressive for a 650.  The bike could have used a sixth gear, I suppose.    In contrast, BMW's much better built (and much more expensive) F650GS is reputed to get 60+ mpg.    But then again, I think I care about fuel economy more than your typical rider.

8.  Rugged Looks.  I was pleasantly surprised how often I'd get compliments about the looks of my KLR.   I think the black/silver color combination of the 2007 was particularly attractive.   Perhaps the knobbies and a plethora of protective guards gave it a bit of Mad Max appeal.

9.  Soft Suspension.    Kawasaki seems to have designed this motorcycle for a rider who weighs about 160lbs.   Sadly, people have gotten larger and heavier since the 1980s.   The rear spring didn't hold up very well to a heavier rider, especially when weight was added for luggage and racks.  The sagginess was a little disappointing and if I kept the bike, correcting this with either a stiffer spring or a custom shock/spring would have been an upcoming mod.

10.  Deep Market.    If you're concerned with a bike retaining value, consider depth of market.   The more interest in a particular bike, the easier it will be to sell the bike down the road.   One quick way to gauge depth of market is to count the number of advertisements on Craigslist.  Keep an eye on how long it takes these ads to disappear.   Around the front range of Colorado, the KLR is one of the most popular bikes around because a lot of people want to explore old fire roads or trails and camping off a bike.  It's an easy bike to sell.

Overall, the KLR provided three years of reliable performance and many miles of dual-sport happiness.   When I sold it, I also got a price near what I paid for it.   Of course, I also maintained it religiously and added the most desirable farkles.  The new owner got a very well cared-for machine and I hope it gives him many years of joy.

How Cheap Can You Be? [Repairs]

Kawasaki KLR owners are famous for out-cheaping each other, but there's a limit to how cheap you can be.

Today, I reached my limit.

The switch above is pretty simple. Unfortunately it cost me several hours of chasing phantom electrical glitches.

I wired it in-line with my bike's aftermarket Oxford heated grips. The grips themselves work great, but after installation I noticed the battery completely drains if left unattended for a few weeks. Rather than unplug the grips manually, the easy fix was to wire in a toggle switch.

The switch was purchased at Wal-mart for some ridiculously low price. Unfortunately, in cutting the price that low they also decided to cut quality control too. Although it's a basic, very simple design - the switch is intermittent with the vibration of the KLR's single cylinder.

KLR Heat Shield

I recently added a Happy Trail SU Rack and Pelican Cases to my KLR 650. After the installation, I realized that the cases might melt from being so close to the muffler, so I started looking for solutions.

I found a couple of different pre-made products available, but then realized I could easily make my own. This being a KLR, bonus points are awarded for the lowest cost solution.

I started by buying a used, stainless steel coffee pot from the local thrift store. I bought the biggest one they had, drew a shape on it, and cut it out with my dremel. I put the newly cut shield up to the muffler and... oops, it was too small. Down $5.

Measure twice, cut once? Right. Next time.

Next, I looked around online and saw instructions for rolling your own. This British gearhead used Beware of Dog signs and some insulation to make a very functional shield.

I scanned the garage for material.... ah ha! On the wall were a set of old license plates. One of my neighbors also happened to have bag of fiberglass insulation which he happily donated to the project. Following the instructions (linked above), I cut the fiberglass, cut the plates, and sandwiched it up.

Two screw holes later and a bit of bending... voila. A very functional, high quality heat shield. I also like the recycled, license plate look.

pics:

What do you think?

Dual Sport Motorcycle Update [Shootout]

A bunch of my ADV buddies have replaced their primary duty bikes with used Husky 610s, so many that I've been wondering what I'm missing. It's turning into a Husky cult out here in Colorado.

Time to update the F650GS PD vs KLR650 Shootout.

New Additions:

2007 Husky TE610

2007 KTM 525 EXC

2009 BMW F800GS

A couple of thoughts

2007 Husky TE610 - A very capable dual sport, lighter and more powerful than the KLR. Owners will also tell you that it's far better built (though I've seen them wrenching, feverishly). Many have replaced the stock seat (plank) with a Renazco or custom seat. If you plan on riding a lot, plan to shell out another $350-$500 for better seat or buy one already farkled.

2007 KTM 525EXC - What's this dirt bike doing in here? Well, in Colorado it's relatively easy to plate a dirt bike and many owners have done so. It will suck cruising I-70, but on the trail I'll bet this little number will be a lot more fun than any of the others.

2009 F800GS - I've only seen these on the street, but look below for the video of some dude riding two up Murphy's hogback in Moab. I personally witnessed a half dozen bikes go down on this very spot, so keep in mind that a capable rider matters a lot more than a capable bike.

Final note - used prices vary tremendously on condition. Forget online pricing guides. I searched eBay, CycleTrader, Craigslist, and a few motorcycle forums to get a ballpark on pricing. YMMV.

Mental Note

KLR with a flat, originally uploaded by oparvez.

If you're planning to ride a motorcycle off the beaten path, remember to pack:

1. Spare tubes or patch kits
2. Air pump
3. Tire Irons
4. Wrench
5. Pliars
6. Knowledge to fix a flat

BMW F650GS Dakar vs. Kawasaki KLR650

They say that with a dual sport motorcycle, you get the best of both worlds.

Have you wondered about that trail fading off into the woods? Want to explore forgotten corners of the world, travel epic distances, or just keep going after the pavement ends? A dual sport might be the machine for you.

Now the classic question: which bike?
There are several big adventure models out there, but most are too heavy for more than a dirt road. For the rider who wants to seriously get off pavement, there's only a few choices. You want something light enough to handle tough trails but still capable of handling long stretches of pavement. This shootout is between the Kawasaki KLR 650 and the BMW F650GS Dakar.

Please note, this post isn't about the hottest new model. It's about bikes a few years old. It's about getting the right machine at the right price. Gear Thoughts is devoted to the used market. Like Festivus, it's a web site for the rest of us.

This post is also based on a real life story. About a year ago, I found myself bike shopping. With the jingle of a little change in my pocket, I was looking for a machine that offered:

• Off-road capability
• Reasonable on-road performance
• Reliability and durability
  
• Comfortable, all day riding position
• Low cost of ownership

After some research, both the F650GS Dakar and the KLR 650 appeared bright and center on my radar.

The KLR 650
Ronald Regan was still President when the first generation KLR rolled off the assembly line in Japan. It would be twenty years later (2008) before a fully redesigned KLR model was finally introduced. In between, there were only minor modifications.

The 2008 KLR is too new so this report focuses on the last production year of the 1st generation (2007). The last year of a model is often the best year to buy. Prices generally drop when a new model is introduced as many would-be buyers move on to the latest/greatest. Most systematic issues have also generally been worked out in the last year of production.

The F650GS Dakar
First introduced in 1999 as the Funduro, the F650GS was BMW's answer to the need for a light weight dual sport bike. Smaller than the F1100GS and far less expensive, the F650GS quickly developed a following. Unlike its shaft driven bigger brother, the F650 was chain driven and powered by an Austrian built Rotax motor. This BMW was unlike any before. The Dakar edition has useful offroad upgrades such as beefier and taller suspension and a larger front wheel. The seat height of the Dakar is 34.5 inches, compares to 30.7 inches for the base F650 GS. The Dakar also has a unique look to it, distinguishing the bike from lesser models.

In 2007, rumors were swirling about a new GS. The F800 was on its way, a bike both lighter and more powerful than the F650. Pictures first appeared in the Spring and deliveries were expected in the fall. But there were many delays, and the bike finally starting hitting dealerships this autumn. Waiting for the F800, many potential buyers decided to hold off.

The F800 GS is now available and the F650 GS was discontinued in 2007, marking it's last year of production. Supposedly another F650 GS is under development but until its released, 2007 was the last year of production for the F650 GS in the U.S. market.

Head to Head
The F650GS vs KLR 650. Two capable 650cc adventure riding machines face off. Both the last year of production. Both with rabid, foaming at the mouth, cult like followings. The chart below summarizes key differences.



Power: Both bikes offer 650cc engines putting out similar horsepower. According to the manufacturers, the BMW has a slight edge in the power department. In my road test, I barely noticed a difference. On the highway, the BMW may have the advantage but in typical everyday riding, these two bikes are essentially a draw.

Brakes: The KLR brakes are a weak spot. Some riders upgrade by installing a bigger front rotor and stainless steel brake lines. ABS is also not available. Advantage: BMW.

Off-Road: It's a little lighter so the KLR might have a slight advantage off road. But with it's unique fuel tank design, the BMW has a lower center of gravity. In performance it's probably a toss up but one factor cannot be overlooked. Riding off road in rugged terrain frequently results in a dropped bike. Both bikes have weak spots but for the Kawasaki, these are easily remedied or replaced with inexpensive aftermarket parts. Should you break parts on the BMW, the cost is many times more for repair or replacement. Advantage: Kawasaki.

On-Road: These bikes are single cylinder machines (thumpers). On the road, both bikes are underpowered on the highway and are prone to vibration. But they're great in town. Overall, on the road the KLR is less refined and is a cruder machine. The BMW gets better fuel mileage, has smoother power delivery, and slightly more top end. Advantage: BMW.

Hit To Your Wallet: At half the price of the BMW, the Kawasaki is a cheap way to get into dual sporting. Here in Colorado, I see machines only a year or two old for $3,700. Some of these machines are nicely farkled. Others have unbelievably low mileage. Drop down below $3,000 and you'll still find machines available but with substantially higher mileage. Even so, on any given day there are three or four KLR's available on Craigslist.

The Dakar is far rarer and typical asking prices are $7,500 and up. In my experience, mileage also tends to be higher. To find the right one, you'll need a dose of luck, a willingness to travel, and some patience.


Verdict: If money isn't a factor, it's hard to argue with an F650GS Dakar. It's the best F650GS and it's a better bike than the KLR 650 is nearly every way. If you're rarely going off road, there is no comparison. Go with the F650GS.

Money of course is a factor. For the same price, you could probably buy TWO Kawasakis. Think about that. Or you could buy a Kawasaki and a bunch of farkles like panniers, skid plates, and GPS systems. And you'd still have plenty of cash left over.

When I was shopping, I asked myself what I really wanted. I decided that I wanted a bike that I could fix on the road. Even in the middle of nowhere, I wanted something that could be patched together with a bit of wire, duct tape, and some ingenuity. I also didn't want to feel any anguish when I dropped it on a trail. At the right price, I could overlook crude construction.

So I decided on the KLR. Even with all of its faults, it's a very functional motorcycle. Any repair shop can fix it. Tried and tested, parts are abundant and cheap. Failure modes are well known. Modifications, easy. And it's probably a little better in the dirt, if only for my willingness to push myself to the limits of my ability.

I purchased my black and silver '07 KLR 650 last Spring. It had only 400 miles on it and so I paid a little more than the typical asking price. Already dropped once, a plastic side panel was already zip tied. As part of the purchase, I negotiated a steep discount on gear, adding Sidi Crossfire boots and a few other items to my list of equipment.

UPDATE: New Comparison CHART.

image: patotenere