| Top Gun Motorcycles |
2008 KLR-650
by Todd Vosper
by Todd Vosper
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is prohibited without the express written consent of the author. For more information or to request permission to publish this
document, please see our contact page. For information on our pledge to maintain your privacy click here. To learn more about
your friends at Top Gun Motorcycles, read about us here.
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| 2005 left, 2008 right. You can see the new slot at the front of the 2008 seat. |
| The 2005 seat fit just fine on the new bike. |
| Not our choice of routing for the rear brake line. Note the loop that is formed below the caliper. |
| The Mello's, Todd, and Elden with a pair of Big Bikes! |
Miscellaneous notes
We like the new bash guard but once again,
Kawasaki used a longer-than-necessary oil
drain plug which we feel is a real Achilles
heel for most riders. A low-profile plug is
recommended and we’re working on a
solution for better protection of the plug
without the excessive weight and reduced
airflow normally found in aftermarket
aluminum plates.
We like the 2008 seat over the older models.
In fact, it looks suspiciously like the seats
Elden has been putting on his bikes for
years: wide and flat with little down slope
towards the tank (Elden’s seats slope even
less and are more comfortable). The 2008
uses a plastic seat tang like the older models
but also has an additional slot at the front of
the seat. There is a metal tang on the fuel
tank that slides into this slot on the ’08.
However, we took an ’05 seat and installed it
on the ’08 with no problems. This means that
depending on the price and your personal
preference, the ’08 seat might provide a
reasonable alternative to upgrading an older
model. The only modification required would
be to drill out the pop rivets on the forward
slot on the front of the ’08 seat (see photos).
Unfortunately, but not surprisingly, Elden’s
Happy Trails racks would not fit the ’08. I’m
We like the new bash guard but once again,
Kawasaki used a longer-than-necessary oil
drain plug which we feel is a real Achilles
heel for most riders. A low-profile plug is
recommended and we’re working on a
solution for better protection of the plug
without the excessive weight and reduced
airflow normally found in aftermarket
aluminum plates.
We like the 2008 seat over the older models.
In fact, it looks suspiciously like the seats
Elden has been putting on his bikes for
years: wide and flat with little down slope
towards the tank (Elden’s seats slope even
less and are more comfortable). The 2008
uses a plastic seat tang like the older models
but also has an additional slot at the front of
the seat. There is a metal tang on the fuel
tank that slides into this slot on the ’08.
However, we took an ’05 seat and installed it
on the ’08 with no problems. This means that
depending on the price and your personal
preference, the ’08 seat might provide a
reasonable alternative to upgrading an older
model. The only modification required would
be to drill out the pop rivets on the forward
slot on the front of the ’08 seat (see photos).
Unfortunately, but not surprisingly, Elden’s
Happy Trails racks would not fit the ’08. I’m
sure we’ll see some new racks from those folks in the near future.
We don’t like the double-springs on the INSIDE of the side stand. As we’ve commented on
the DR650 before, this causes the side stand to be pulled towards the swingarm on
retraction. If not properly lubricated, the excessive wear of the side stand will eventually
cause it to start hitting the swingarm. On a good note, the foot of the side stand is
enlarged.
The rear fender is still longer than most dirt riders would probably want, but that seems to
be a common theme on street-legal, multipurpose motorcycles. However, Kawasaki did
cover the wiring underneath the fender. This is a problem Elden noted in the past and had
even designed his own covers to correct the problem. No need on the 2008.
We like the controls in general. They are very similar to the DR350 units that Elden has
used for years. Push-to-cancel turn signals, nice levers, adjustable front brake lever, and
easily adjustable throttle cables are all big improvements.
The bar ends are nicely engineered. There is a sturdy, 8mm x 1.25 socket bolt that holds
them securely, metal to metal (no rubber like the DR) to the inside of the handlebars.
We don’t like the double-springs on the INSIDE of the side stand. As we’ve commented on
the DR650 before, this causes the side stand to be pulled towards the swingarm on
retraction. If not properly lubricated, the excessive wear of the side stand will eventually
cause it to start hitting the swingarm. On a good note, the foot of the side stand is
enlarged.
The rear fender is still longer than most dirt riders would probably want, but that seems to
be a common theme on street-legal, multipurpose motorcycles. However, Kawasaki did
cover the wiring underneath the fender. This is a problem Elden noted in the past and had
even designed his own covers to correct the problem. No need on the 2008.
We like the controls in general. They are very similar to the DR350 units that Elden has
used for years. Push-to-cancel turn signals, nice levers, adjustable front brake lever, and
easily adjustable throttle cables are all big improvements.
The bar ends are nicely engineered. There is a sturdy, 8mm x 1.25 socket bolt that holds
them securely, metal to metal (no rubber like the DR) to the inside of the handlebars.
The rear brakes are an improvement, but
Kawasaki missed the boat in routing of the
brake line. The brake line comes off the
cylinder and routes through a guide below
the passenger foot peg. The line then routes
along the outside of the swingarm then loops
upward to the connection at the caliper.
Curiously, the connection fitting is angled
outward, away from the bike, which means
the brake line is further from the bike as well.
There is also a horizontal post on the forward
side of the connection fitting which fits into a
cast slot; there’s no way to change the angle
of the fitting without modification. The whole
thing is begging to grab onto some passing
brush or rocks. It seems that Kawasaki could
have used a little more imagination when
Kawasaki missed the boat in routing of the
brake line. The brake line comes off the
cylinder and routes through a guide below
the passenger foot peg. The line then routes
along the outside of the swingarm then loops
upward to the connection at the caliper.
Curiously, the connection fitting is angled
outward, away from the bike, which means
the brake line is further from the bike as well.
There is also a horizontal post on the forward
side of the connection fitting which fits into a
cast slot; there’s no way to change the angle
of the fitting without modification. The whole
thing is begging to grab onto some passing
brush or rocks. It seems that Kawasaki could
have used a little more imagination when
routing the brake line on a bike that is supposed to be off-road capable. The older
models are definitely better in this regard.
Here's a couple of curious observations concerning the maintenance schedule: no
balancer chain adjustment as mentioned previously, valve adjustments at 15,000 mile
intervals (and no 600 mile inspection), oil and filter changed at 7,500 miles, and air filter
cleaned at 7,500 miles. We plan on doing a valve adjustment shortly after break in just to
see where they are at. We'll report back with our findings.
Lastly, although fit and finish seem to be an improvement in general, we still found some
tell-tale signs that we were working on a Kawasaki. We found three internal snap rings
that were improperly installed, all of the rear suspension and swing arm bolts were bone
dry, and the swingarm pivot bolt had the washer under the flange of the bolt instead of
under the nut on the other side. A reminder to keep a sharp eye when you are servicing
your bike. As I tell my kids, “If something doesn’t seem right, it probably isn’t.” Don’t
assume the factory (or your dealer, for that matter) did everything correctly.
I’d like to thank Lito Galvez and the rest of the folks at Material Sales, Inc. in National City
for allowing us weigh our bikes. I think they had as much fun as we did, and we had a
chance to talk motorcycles and Mexican food – they were fans of La Fogata in Tecate as
well! We also want to say hello to the Mello’s, who were great fun to talk with at Dulzura
Café. They were also nice enough to take the time to pose with their big bike next to our
big bike. Unfortunately, we lost the piece of paper that had all of their information.
Interestingly, we only remember Gerry’s name… is it a coincidence that we can always
seem to remember the name of an attractive woman? Also, big thanks to our KLR test
rider, Jay Bass, for an enjoyable day. Also to Rod Morris of MMP for providing parts,
lending tools, and providing wrenching assistance as well as comic relief. Finally, we want
to welcome Ken Meredith, owner of KBM Motoworks, who also provided his mechanical
expertise. We’ll have a more detailed introduction for Ken soon, but he’s a very sharp
mechanic and we’ll be sending a lot of work his way in the future.
models are definitely better in this regard.
Here's a couple of curious observations concerning the maintenance schedule: no
balancer chain adjustment as mentioned previously, valve adjustments at 15,000 mile
intervals (and no 600 mile inspection), oil and filter changed at 7,500 miles, and air filter
cleaned at 7,500 miles. We plan on doing a valve adjustment shortly after break in just to
see where they are at. We'll report back with our findings.
Lastly, although fit and finish seem to be an improvement in general, we still found some
tell-tale signs that we were working on a Kawasaki. We found three internal snap rings
that were improperly installed, all of the rear suspension and swing arm bolts were bone
dry, and the swingarm pivot bolt had the washer under the flange of the bolt instead of
under the nut on the other side. A reminder to keep a sharp eye when you are servicing
your bike. As I tell my kids, “If something doesn’t seem right, it probably isn’t.” Don’t
assume the factory (or your dealer, for that matter) did everything correctly.
I’d like to thank Lito Galvez and the rest of the folks at Material Sales, Inc. in National City
for allowing us weigh our bikes. I think they had as much fun as we did, and we had a
chance to talk motorcycles and Mexican food – they were fans of La Fogata in Tecate as
well! We also want to say hello to the Mello’s, who were great fun to talk with at Dulzura
Café. They were also nice enough to take the time to pose with their big bike next to our
big bike. Unfortunately, we lost the piece of paper that had all of their information.
Interestingly, we only remember Gerry’s name… is it a coincidence that we can always
seem to remember the name of an attractive woman? Also, big thanks to our KLR test
rider, Jay Bass, for an enjoyable day. Also to Rod Morris of MMP for providing parts,
lending tools, and providing wrenching assistance as well as comic relief. Finally, we want
to welcome Ken Meredith, owner of KBM Motoworks, who also provided his mechanical
expertise. We’ll have a more detailed introduction for Ken soon, but he’s a very sharp
mechanic and we’ll be sending a lot of work his way in the future.
| UPDATE - Sorry Doug! Elden finally found the long lost scrap of paper with your name on it! Thank you for a fun morning then - DOUG and Gerry Mello! |