So you are talking about advancing the exhaust cam one tooth?
Presumably this has the same effect as decreasing the lobe separation angle:
COMP CamsŪ - Sorry...
Note that one of the effects is to increase the effective compression, making the engine even more octane-sensitive, most significant in the lower rev range, where you are talking about operating. Probably want to check the valve-piston clearance as well.
Very possibly it would just 'upset' the engine. Most modern engines have all the systems (intake, exhaust, timing, cams) coordinated to work together. Changing one thing, without changing others, ends up degrading the tuning. Might kill top-end power without gaining much torque down low.
If you wanted tuning similar to the Honda 700 series, with low redline and high torque, probably need to replace both cams, the intake system (smaller runners, longer if possible) and perhaps change the ignition timing curve. With a vastly oversquare engine (bore much greater than stroke, 98 x 66) might be tough to get the cylinder pressure you need at low revs without being very octane sensitive. Would likely need an ECU with a 'manifold pressure' sensor input to vary ignition timing according to load.
So please experiment, and let us know how it turns out. Dyno charts would be much appreciated.
FWIW, gearing changes are much easier, and yield similar results, if you want more torque at lower vehicle speeds.
I get the impression that the KLR has a very 'soft' state of tune, so plenty of leeway for 'sharpening' it without running into problems. Perhaps the same is not true for the DL.