Installing an 08 and later engine in a 98 KLR - Kawasaki KLR 650 Forum
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post #1 of 14 Old 08-29-2012, 11:09 PM Thread Starter
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Installing an 08 and later engine in a 98 KLR

What issues, if any, are involved in replacing a 1998 broken engine with a 2008 or newer one? I know the bolts are the same. Are there issues with ignition, etc? Or can I simply bolt up, wire up, and fire up?
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post #2 of 14 Old 08-30-2012, 03:20 AM
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Ignitions vastly different.

Generation 1: CDI; AC-powered from exciter coil of stator.

Generation 2: "FTBI," Fully-Transistorized Breakerless Ignition (inductive discharge ignition); DC-powered from battery circuit.

Generation 2 stator don't have no stinkin' exciter coil. Could you rig up a "kluge," activate a Generation 1 CDI from one leg of the three-phase alternator of a Generation 2 engine? Maybe so; and . . . maybe you wouldn't rob the battery rectifier circuit excessively, but . . . wouldn't GO there, if I could avoid the situation . . .
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post #3 of 14 Old 08-30-2012, 07:23 AM Thread Starter
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Installing an 08 and later engine in a 98 KLR

Thanks Lone Rider for the explanation. I'd been told I need to swap the stator, rotor and coil and then it would be good to go. But not the why. This makes it clear.
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post #4 of 14 Old 08-30-2012, 08:06 AM
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As a minimum, looks to me like you'd have to keep the Generation 1 stator to power the Generation 1 CDI; I'd think the Generation 1 ignition coil would continue to function with that arrangement, don't know if the rotors are interchangeable.

Alternatively, you could swap out for total Generation 2 ignition (e.g., "igniter," ignition coil, etc.) and alternator circuitry, assuming rectification/regulation scheme is compatible between generations.
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post #5 of 14 Old 08-30-2012, 08:17 AM
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My speculation involves considerable assumptions; for example, I assume the pickup coil (and timing mass on the rotor) and its signal and geometry remain compatible between generations . . .
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post #6 of 14 Old 08-30-2012, 11:18 AM
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why not keep gen 2 ignition and adapt wiring harness ?

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post #7 of 14 Old 08-30-2012, 12:40 PM
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Quote:
Originally Posted by wayne_l View Post
why not keep gen 2 ignition and adapt wiring harness ?
Not clear whether ignition follows engine.

Igniter, ignition coil, and maybe other components remain separate from the engine itself.

Certainly, exchanging a complete engine/alternator/rectifier/regulator/ignition package seems plausible, but--might take some deliberation to make it happen.
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post #8 of 14 Old 08-30-2012, 01:27 PM
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I'd much rather have the gen1 ignition, if for no other reason than it will run with no battery.
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post #9 of 14 Old 09-08-2012, 07:16 PM Thread Starter
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Have two more questions. The '98 stator seems to fit well with the 09 rotor. Have not tried it yet as I'm still doing some other work on the bike, but will the 09 rotor work with the 98 stator? If not, I'll just swap rotors. too.

The other question is the 09 head has a vent pipe which the 98 does not. I'm assuming this is for a PCV valve to help reduce pressure and reduce oil consumption? Anyway, if it is for PCV, does the line just dump into the airbox? If not, where. And would simple putting a breather filter on it be a simple fix. I've not been able to find a schematic that shows where to route the line!!!
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post #10 of 14 Old 09-09-2012, 07:33 PM
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Quote:
Originally Posted by valdez View Post
The other question is the 09 head has a vent pipe which the 98 does not.
Air Injection System, what you need is this: http://www.eaglemike.com/Air-injecti...ff-kit-AIS.htm
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