I began to use the KLR mainly for travel between York and Middlesbrough each weekend along the B1257 via Helmsley, which is one of the best biking roads I have come across, especially since it carries little traffic.ĭespite its offroad appearance, the KLR is superb on this type of twisty, bumpy country road and can be ridden virtually flat out, especially with Avon Gripsters fitted. Two litres of 10/40 and a new filter cost a tenner. The intermittent neutral light and crazy tacho were due to a butchered wiring loom (suggesting attempted theft) and were cured with a couple of block connectors. A hacksaw proved useful for removal and reshaping of the right-hand side panel, and drilling of the back of the clock case enabled it to be secured with a couple of cable ties. £11 for some Dunlopads and adjustment of the tickover restored the KLR’s stopping ability. Once home, I set about rectifying some of the more annoying faults. It never happened again, so I can only imagine that I adapted to it. With no real acceleration left, shutting the throttle brought it back into line. On the dual carriageway back home I was slowly accelerating, following my friend’s car, when at an indicated 95mph the bars started to flap about like mad. The ride back through urban traffic showed the KLR to be very manoeuvrable thanks mainly to light weight, a commanding riding position and instant power delivery. I was suddenly feeling pretty pleased with myself, even if my mate had done the bargaining for me. Not having been prepared for the state of the bike, I was unsure how much to offer but in the end I paid £700 for it. A too high idle cancelled out the engine braking, which, together with the dead front brake, made slowing down rather difficult. However, I was more than a little distracted by the tacho needle, which danced around all over the place (due to a wiring fault) as did the broken clocks. A quick blast proved the KLR to be very comfortable with good acceleration, at least to 60mph. Among numerous other faults were front pads down to the metal against a scored disc and the neutral light and tacho, which only worked when they felt like it.Īt least the tyres and chain were serviceable and the silencer a genuine new item (soon to rust). The rear guard lower section/numberplate bracket was missing, and the remaining top section was heavily scuffed along its bottom edge – indicating some pretty extreme mono-wheeling. I wasn’t prepared for the sense of disappointment that hit me the first time I saw it.Ī green 1986 example, in three and a half years and a supposed 10,200 miles it had suffered a level of abuse and neglect more typically heaped upon learner 125s.Ī right-hand side crash had broken the clocks and most of the plastic bodywork, dented the tank (bodged with filler) and melted the sidepanel where it had been forced against a hot silencer. And this green machine (pictured here with Alan circa 1989) had certainly been well used by the time he got hold of it …. This blog is a bit of a cheat! Written by my brother and Visorcat inventor Alan Boulton, it was originally published in the Sept/Oct 1992 issue of Used Motorcycle Guide.
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