Wilsons Sandbox

--- In DSN_klr650@y..., RM wrote: > > On Sun, 27 Jan 2002, Fred Hink wrote: > > >Does it sound to anyone else that Lew's re-jetting might be the cause of > >his engine problems? Oil in the air box is surely from blow-by from a > >hot/melted piston & rings stuck in their grooves. Any other oppinions > >out there? (what a dumb question!) > > Sounds like a lean-induced meltdown to me. > > I can't figure out what would compel him to have his carb re-jetted half > way through the trip like this. I thought these CV carbs were supposed to > be reasonably immune to altitude changes? There's no way I'd have my carb > re-jetted out in BFE 10k miles from home. > > The actual culprit is a poor jet job but I think that Lew made an error in > judgment by having it done. In fact, if memory serves, Lew started the > trip with a jet kit installed. The bike was probably already a tad too > rich even at sea level and it started running bad three miles up. This is > probably the mistake that started it all. > > RM

----- Original Message ----- From: "punkynlew" To: DSN_klr650@yahoogroups.com> Sent: Monday, January 28, 2002 11:48 AM Subject: Re: Fw: [DSN_klr650] Punkynlew order piston kit > Hi RM and List: I am not a mechanic and only have limited knowledge > of the mechanical/electrical workings of my KLR. I have been very > fortunate to have many very capable guys help prepare and keep > Critter maintained and going down the road. My friend in Quito, > Ricardo, suggested rejetting for high altitude. Critter had been > running slightly rich even at sea level and was chug-a-chugging at > high altitude. I thought recalibrating the carb would be a good > thing, although, I expressed concern that we were only going to be in > mountains for a reletively short time, then down agin. Then, I was > most concerned about the even higher altitudes going to La Paz, > Bolivia. In fairness to Ricardo, he did warn that if it showed signs > of heating up when returning to lower altitude, I should cover the > extra 6 - 1" unifilter holes (Phil Roddenberry wasn't pleased with my > idea to install them in the first place) in the air box and have it > recalibrated again for low altitude. I bought Critter with 2,654 on > it and the previous owner had already installed a DynoJet stage 1 jet > kit, Yosh pipe and K&N filter. The jet that was removed in Ecuador > was a 150. I only know that the mechanic put in a smaller one and > that he moved the needle clip to allow less fuel. It ran much better > in the mountains. I invite you smart guys to advise me what to do to > prevent this from happening again. Please reply to my hotmail addy. > We will be riding through sea level deserts and mountian roads up > around 14-15k ft. and back down to sea level again after leaving > Lima. What I'm hearing is that running lean is inviting a burned > piston and rings. If I need some other parts, then Fred needs to know > immediately to include them in my order. The order now is for a > piston kit w/rings and the neccesary gaskets. Fred doesn't think I > should need bearings. The valves are OK. I don't want to leave here > with Critter running great, like it did when I left Piura, Peru, and > have it burn up in the desert 60 miles later at 70 mph (not full > throttle). Full throttle at sea level used to get 100 mph, and I > didn't do that often. I did run full throttle pulling up mountain > grades frequently. We have gone through countless thousands of > mountains. Later, amigos. > > Punky & Lew > > --- In DSN_klr650@y..., RM wrote: > > > > On Sun, 27 Jan 2002, Fred Hink wrote: > > > > >Does it sound to anyone else that Lew's re-jetting might be the > cause of > > >his engine problems? Oil in the air box is surely from blow-by > from a > > >hot/melted piston & rings stuck in their grooves. Any other > oppinions > > >out there? (what a dumb question!) > > > > Sounds like a lean-induced meltdown to me. > > > > I can't figure out what would compel him to have his carb re-jetted > half > > way through the trip like this. I thought these CV carbs were > supposed to > > be reasonably immune to altitude changes? There's no way I'd have > my carb > > re-jetted out in BFE 10k miles from home. > > > > The actual culprit is a poor jet job but I think that Lew made an > error in > > judgment by having it done. In fact, if memory serves, Lew started > the > > trip with a jet kit installed. The bike was probably already a tad > too > > rich even at sea level and it started running bad three miles up. > This is > > probably the mistake that started it all. > > > > RM > > > Checkout Dual Sport News at > http://www.dualsportnews.com > Be part of the Adventure! > > Visit the KLR650 archives at > http://www.listquest.com/lq/search.html?ln=klr650 > > Post message: DSN_klr650@yahoogroups.com > Subscribe: DSN_klr650-subscribe@yahoogroups.com > Unsubscribe: DSN_klr650-unsubscribe@yahoogroups.com > List owner: DSN_klr650-owner@yahoogroups.com > > Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ > >

> > Bottom line, a stock carburetor will be about 10 MPH slower than a > DynoJetted carb. But, the benefit is you won't have to screw with it. > Sorry you have the jet kit and you will need to make changes in increments > of ten. I would not go past a 20 point change. >

>From: "Bill Pratt" >To: DSN_klr650@yahoogroups.com>, "punkynlew" >Subject: Re: Fw: [DSN_klr650] Punkynlew order piston kit >Date: Mon, 28 Jan 2002 17:11:49 -0800 > >Hi Lew: > >Thanks for the "rest of the story". You have now confirmed what I thought >all along...someone in their infinite wisdom did the Jetting, K&N/Exhaust >Pipe mods. For your kind of riding they don't really improve over stock. > >The Seven Dragons proved on our Asia Expedition that a totally stock KLR650 >is actually the best setup for high elevation. The stock carburetor can >automatically adjust to the changes in altitude. I can attest to this fact >since I was a part of a group that exceeded 17,300' elevation in Tibet. We >had both stock and Dynojetted carb setups. The stock units were never >touched. All that was needed was a small adjustment of the idle speed as >you got higher. Returning to sea level caused the reverse. However, the >carbs with the Dynojet retrofit all needed a small change in jets. Between >sea level and 17,000 feet might require two jet changes. I was one of the >Dynojet owners and settled on a 140 for most of the trip. Changing clips >is >part of the Stage Two method and I did not mess with the clips. > >As for the filter, there is really nothing that "out performs" a pre-oiled" >stock filter. I question the benefit of the K&N for any kind of really >dusty riding. The stock filter can be rinsed in diesel, kerosene, solvent >or in an emergency even some gas, a few times, always re-oiling and >squeezing out the excess oil. We mostly had stock airboxes. The folks >with >modified airboxs did not have any benefit. It was just a good way to suck >in more dirt and water. What really maters is keeping the stock filters >clean and oiled, and changing your oil as often as possible. I was running >Mobil 1 10/50 and had zero problems. But, if I was running dino oil it >would be changed every 1500 miles in really dusty and wet conditions. (Just >my two cents.) > >The last item is fuel. I would not worry about using high octane at the >higher elevations. The lower octane's work just fine...in fact the engine >may run a little bit cooler. When we road to the base camp of Mt. Everest >(Tibet side) our gas was lower than 90 Octane...no problems >reported...mileage was excellent. > >Bottom line, a stock carburetor will be about 10 MPH slower than a >DynoJetted carb. But, the benefit is you won't have to screw with it. >Sorry you have the jet kit and you will need to make changes in increments >of ten. I would not go past a 20 point change. > >My best to you and Punky. Ride safe and keep the great stories coming. > >Regards, > >Bill Pratt, Mill Creek, WA >STOC #117, '97 ST1100-ABS, '97 KLR-650 >http://www.billpratt.com >"No matter where you go...there you are!" > >----- Original Message ----- >From: "punkynlew" >To: DSN_klr650@yahoogroups.com> >Sent: Monday, January 28, 2002 11:48 AM >Subject: Re: Fw: [DSN_klr650] Punkynlew order piston kit > > > > Hi RM and List: I am not a mechanic and only have limited knowledge > > of the mechanical/electrical workings of my KLR. I have been very > > fortunate to have many very capable guys help prepare and keep > > Critter maintained and going down the road. My friend in Quito, > > Ricardo, suggested rejetting for high altitude. Critter had been > > running slightly rich even at sea level and was chug-a-chugging at > > high altitude. I thought recalibrating the carb would be a good > > thing, although, I expressed concern that we were only going to be in > > mountains for a reletively short time, then down agin. Then, I was > > most concerned about the even higher altitudes going to La Paz, > > Bolivia. In fairness to Ricardo, he did warn that if it showed signs > > of heating up when returning to lower altitude, I should cover the > > extra 6 - 1" unifilter holes (Phil Roddenberry wasn't pleased with my > > idea to install them in the first place) in the air box and have it > > recalibrated again for low altitude. I bought Critter with 2,654 on > > it and the previous owner had already installed a DynoJet stage 1 jet > > kit, Yosh pipe and K&N filter. The jet that was removed in Ecuador > > was a 150. I only know that the mechanic put in a smaller one and > > that he moved the needle clip to allow less fuel. It ran much better > > in the mountains. I invite you smart guys to advise me what to do to > > prevent this from happening again. Please reply to my hotmail addy. > > We will be riding through sea level deserts and mountian roads up > > around 14-15k ft. and back down to sea level again after leaving > > Lima. What I'm hearing is that running lean is inviting a burned > > piston and rings. If I need some other parts, then Fred needs to know > > immediately to include them in my order. The order now is for a > > piston kit w/rings and the neccesary gaskets. Fred doesn't think I > > should need bearings. The valves are OK. I don't want to leave here > > with Critter running great, like it did when I left Piura, Peru, and > > have it burn up in the desert 60 miles later at 70 mph (not full > > throttle). Full throttle at sea level used to get 100 mph, and I > > didn't do that often. I did run full throttle pulling up mountain > > grades frequently. We have gone through countless thousands of > > mountains. Later, amigos. > > > > Punky & Lew > > > > --- In DSN_klr650@y..., RM wrote: > > > > > > On Sun, 27 Jan 2002, Fred Hink wrote: > > > > > > >Does it sound to anyone else that Lew's re-jetting might be the > > cause of > > > >his engine problems? Oil in the air box is surely from blow-by > > from a > > > >hot/melted piston & rings stuck in their grooves. Any other > > oppinions > > > >out there? (what a dumb question!) > > > > > > Sounds like a lean-induced meltdown to me. > > > > > > I can't figure out what would compel him to have his carb re-jetted > > half > > > way through the trip like this. I thought these CV carbs were > > supposed to > > > be reasonably immune to altitude changes? There's no way I'd have > > my carb > > > re-jetted out in BFE 10k miles from home. > > > > > > The actual culprit is a poor jet job but I think that Lew made an > > error in > > > judgment by having it done. In fact, if memory serves, Lew started > > the > > > trip with a jet kit installed. The bike was probably already a tad > > too > > > rich even at sea level and it started running bad three miles up. > > This is > > > probably the mistake that started it all. > > > > > > RM > > > > > > Checkout Dual Sport News at > > http://www.dualsportnews.com > > Be part of the Adventure! > > > > Visit the KLR650 archives at > > http://www.listquest.com/lq/search.html?ln=klr650 > > > > Post message: DSN_klr650@yahoogroups.com > > Subscribe: DSN_klr650-subscribe@yahoogroups.com > > Unsubscribe: DSN_klr650-unsubscribe@yahoogroups.com > > List owner: DSN_klr650-owner@yahoogroups.com > > > > Your use of Yahoo! Groups is subject to >http://docs.yahoo.com/info/terms/ > > > > >

> -----Original Message----- > From: Lew Waterman [mailto:punkynlew@...] > Sent: Tuesday, January 29, 2002 2:59 PM > To: billp117@...; dsn_klr650@yahoogroups.com > Subject: Re: Fw: [DSN_klr650] Punkynlew order piston kit > > > Hi Bill: Thanks for the info and advice. The jet that was > installed in > Riobamba, Ecuador is smaller, but I don't know what size. I > asked, but it > wasn't marked. I have the 150 jet that was removed. Do you > think a 140 jet, > if they have one here, would work OK at high and low altitude > with the K&N, > 6 - 1" UniFilters in the airbox door and the Yosh pipe. > Otherwise, I have to > reinstall the 150 jet and live with the bad fuel mileage and > surging under > some conditions. Critter ran great in the mountains and had > the best gas > mileage ever, until we went to lower elevation and burned up. > It was like a > good news/bad news joke. Live, ride and learn. I always said > this whole > adventure is a learning experience from one end to the other. > My favorite > Spanish drinking toast has a new addition. "Salud, amor, dinero, > MOTOCYCLETAS y tiempo para gozarlas." Translation = "Health, > love, money, > motorcycles and the time to enjoy it all." Later. > > Punky & Lew > > Punky & Lew > > > >From: "Bill Pratt" > >To: DSN_klr650@yahoogroups.com>, "punkynlew" > >Subject: Re: Fw: [DSN_klr650] Punkynlew order piston kit > >Date: Mon, 28 Jan 2002 17:11:49 -0800 > > > >Hi Lew: > > > >Thanks for the "rest of the story". You have now confirmed > what I thought > >all along...someone in their infinite wisdom did the > Jetting, K&N/Exhaust > >Pipe mods. For your kind of riding they don't really > improve over stock. > > > >The Seven Dragons proved on our Asia Expedition that a > totally stock KLR650 > >is actually the best setup for high elevation. The stock > carburetor can > >automatically adjust to the changes in altitude. I can > attest to this fact > >since I was a part of a group that exceeded 17,300' > elevation in Tibet. We > >had both stock and Dynojetted carb setups. The stock units > were never > >touched. All that was needed was a small adjustment of the > idle speed as > >you got higher. Returning to sea level caused the reverse. > However, the > >carbs with the Dynojet retrofit all needed a small change in > jets. Between > >sea level and 17,000 feet might require two jet changes. I > was one of the > >Dynojet owners and settled on a 140 for most of the trip. > Changing clips > >is > >part of the Stage Two method and I did not mess with the clips. > > > >As for the filter, there is really nothing that "out > performs" a pre-oiled" > >stock filter. I question the benefit of the K&N for any > kind of really > >dusty riding. The stock filter can be rinsed in diesel, > kerosene, solvent > >or in an emergency even some gas, a few times, always re-oiling and > >squeezing out the excess oil. We mostly had stock airboxes. > The folks > >with > >modified airboxs did not have any benefit. It was just a > good way to suck > >in more dirt and water. What really maters is keeping the > stock filters > >clean and oiled, and changing your oil as often as possible. > I was running > >Mobil 1 10/50 and had zero problems. But, if I was running > dino oil it > >would be changed every 1500 miles in really dusty and wet > conditions. (Just > >my two cents.) > > > >The last item is fuel. I would not worry about using high > octane at the > >higher elevations. The lower octane's work just fine...in > fact the engine > >may run a little bit cooler. When we road to the base camp > of Mt. Everest > >(Tibet side) our gas was lower than 90 Octane...no problems > >reported...mileage was excellent. > > > >Bottom line, a stock carburetor will be about 10 MPH slower than a > >DynoJetted carb. But, the benefit is you won't have to > screw with it. > >Sorry you have the jet kit and you will need to make changes > in increments > >of ten. I would not go past a 20 point change. > > > >My best to you and Punky. Ride safe and keep the great > stories coming. > > > >Regards, > > > >Bill Pratt, Mill Creek, WA > >STOC #117, '97 ST1100-ABS, '97 KLR-650 > >http://www.billpratt.com > >"No matter where you go...there you are!" > > > >----- Original Message ----- > >From: "punkynlew" > >To: DSN_klr650@yahoogroups.com> > >Sent: Monday, January 28, 2002 11:48 AM > >Subject: Re: Fw: [DSN_klr650] Punkynlew order piston kit > > > > > > > Hi RM and List: I am not a mechanic and only have limited > knowledge > > > of the mechanical/electrical workings of my KLR. I have been very > > > fortunate to have many very capable guys help prepare and keep > > > Critter maintained and going down the road. My friend in Quito, > > > Ricardo, suggested rejetting for high altitude. Critter had been > > > running slightly rich even at sea level and was chug-a-chugging at > > > high altitude. I thought recalibrating the carb would be a good > > > thing, although, I expressed concern that we were only > going to be in > > > mountains for a reletively short time, then down agin. Then, I was > > > most concerned about the even higher altitudes going to La Paz, > > > Bolivia. In fairness to Ricardo, he did warn that if it > showed signs > > > of heating up when returning to lower altitude, I should cover the > > > extra 6 - 1" unifilter holes (Phil Roddenberry wasn't > pleased with my > > > idea to install them in the first place) in the air box > and have it > > > recalibrated again for low altitude. I bought Critter > with 2,654 on > > > it and the previous owner had already installed a DynoJet > stage 1 jet > > > kit, Yosh pipe and K&N filter. The jet that was removed in Ecuador > > > was a 150. I only know that the mechanic put in a smaller one and > > > that he moved the needle clip to allow less fuel. It ran > much better > > > in the mountains. I invite you smart guys to advise me > what to do to > > > prevent this from happening again. Please reply to my > hotmail addy. > > > We will be riding through sea level deserts and mountian roads up > > > around 14-15k ft. and back down to sea level again after leaving > > > Lima. What I'm hearing is that running lean is inviting a burned > > > piston and rings. If I need some other parts, then Fred > needs to know > > > immediately to include them in my order. The order now is for a > > > piston kit w/rings and the neccesary gaskets. Fred doesn't think I > > > should need bearings. The valves are OK. I don't want to > leave here > > > with Critter running great, like it did when I left > Piura, Peru, and > > > have it burn up in the desert 60 miles later at 70 mph (not full > > > throttle). Full throttle at sea level used to get 100 mph, and I > > > didn't do that often. I did run full throttle pulling up mountain > > > grades frequently. We have gone through countless thousands of > > > mountains. Later, amigos. > > > > > > Punky & Lew > > > > > > --- In DSN_klr650@y..., RM wrote: > > > > > > > > On Sun, 27 Jan 2002, Fred Hink wrote: > > > > > > > > >Does it sound to anyone else that Lew's re-jetting might be the > > > cause of > > > > >his engine problems? Oil in the air box is surely from blow-by > > > from a > > > > >hot/melted piston & rings stuck in their grooves. Any other > > > oppinions > > > > >out there? (what a dumb question!) > > > > > > > > Sounds like a lean-induced meltdown to me. > > > > > > > > I can't figure out what would compel him to have his > carb re-jetted > > > half > > > > way through the trip like this. I thought these CV carbs were > > > supposed to > > > > be reasonably immune to altitude changes? There's no > way I'd have > > > my carb > > > > re-jetted out in BFE 10k miles from home. > > > > > > > > The actual culprit is a poor jet job but I think that > Lew made an > > > error in > > > > judgment by having it done. In fact, if memory serves, > Lew started > > > the > > > > trip with a jet kit installed. The bike was probably > already a tad > > > too > > > > rich even at sea level and it started running bad three > miles up. > > > This is > > > > probably the mistake that started it all. > > > > > > > > RM > > > > > > > > > Checkout Dual Sport News at > > > http://www.dualsportnews.com > > > Be part of the Adventure! > > > > > > Visit the KLR650 archives at > > > http://www.listquest.com/lq/search.html?ln=klr650 > > > > > > Post message: DSN_klr650@yahoogroups.com > > > Subscribe: DSN_klr650-subscribe@yahoogroups.com > > > Unsubscribe: DSN_klr650-unsubscribe@yahoogroups.com > > > List owner: DSN_klr650-owner@yahoogroups.com > > > > > > Your use of Yahoo! Groups is subject to > >http://docs.yahoo.com/info/terms/ > > > > > > > > > > > > > _________________________________________________________________ > MSN Photos is the easiest way to share and print your photos: > http://photos.msn.com/support/worldwide.aspx > > > Checkout Dual Sport News at > http://www.dualsportnews.com > Be part of the Adventure! > > Visit the KLR650 archives at > http://www.listquest.com/lq/search.html?ln=klr650 > > Post message: DSN_klr650@yahoogroups.com > Subscribe: DSN_klr650-subscribe@yahoogroups.com > Unsubscribe: DSN_klr650-unsubscribe@yahoogroups.com > List owner: DSN_klr650-owner@yahoogroups.com > > Your use of Yahoo! Groups is subject to > http://docs.yahoo.com/info/terms/ > >

>At 4:13 PM -0700 1/29/02, Jason Lauffer wrote: >I never go below 3000-4000 feet, but if I did, I'd rejet to a 145 - 150. >Correct me if I'm mistaken, but doesn't the bike come stock with a 150 main? >What do you guys run at sea level with exhaust, carb, and air box mods? 160?

>If there is ever any question about you jetting, read the plug. It >should be tan. White, you're to lean. White with spots, your so lean >that you're destroying the engine. Black and your too rich.

> In a message dated 1/29/02 10:46:17 PM EST, rm@... writes: > > readings >> > Hey, People The part of earth i am from has unleaded gas, > If you are so far lean that it want run the plug will be almost melted. > And if your so fat (rich) your dumping gas out the tail pipe The plug will be > dark or maybe black.... Back in the good ole days when we had regular gas is > when you coud tune in your bike with plug readings, Almost impossable now > days...... > > Mike On my 3ed drink lol > > Checkout Dual Sport News at > http://www.dualsportnews.com > Be part of the Adventure! > > Visit the KLR650 archives at > http://www.listquest.com/lq/search.html?ln=klr650 > > Post message: DSN_klr650@yahoogroups.com > Subscribe: DSN_klr650-subscribe@yahoogroups.com > Unsubscribe: DSN_klr650-unsubscribe@yahoogroups.com > List owner: DSN_klr650-owner@yahoogroups.com > > Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/

>I have to say the method of turning out the idle mix screw 3 turns, but >not changing the pilot jet is a shortcut that takes $5 off the price of >a jet kit but has little other benefit. It is not the best way to tune a >carb.