nklr various stuff

[Mark Wilson]

Hi everybody, for those of you following the air box mod, and have asked questions, here are 2 messages I got back from Mike that will answer some of them. I will update my webpage with this info soon. Remember, I'm only a messenger. Please dont shoot the messenger.

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Good morning Mark, this is cool, lots of activity on the site! I'll try to answer this one. 1. Don't believe everything on the internet. I started out trying what I read and implemented some of them, only to realize that the information was incorrect. Any information I post is tried and true or I would still be testing it. 2. I have a Honda XR and it does not have a screen in the intake. Honda has designed their air box with a rubber grommet in an existing cut out. This is for government requirements to meet air quality standards. With the grommet in place, your air flow is 6 cubic feet of air per minute, with this grommet removed you now have 64 cubic feet per minute. This is a dramatic increase in flow that must be compensated with fuel or your motor will run to lean and seize. At the other end of the spectrum, you gain the horsepower that the motor is capable of. My Honda is up on the main from 138 to 162 . The power range is from idle to full power with not a hesitation or lag anywhere. 3. What we did here with the KLR, was to increase airflow and fuel at the same ratio, moving away from the lean mixture. 64 CFM appears to be the correct amount of air we tried to attain, and that was exceptable with the size of the airbox. You can attain similar results by removing the airbox door. But I found this to expose the air filter to much debris, and a bit to much air. The proof is evident in your temperature gauge dropping to a cooler temp. and the power you feel in your butt. And I have yet to see a screen in the intake of any race motor, bike or car. P.S. Add a supertrapp with no disc's in place, "HOLD ON!" Ride On ! AND HI again. 1. The exhaust is a supertrapp IDS Slightly modified internals for better flow and No Disks. The New IDS2 is looking very nice for flow. Congrates to the engineer at Supertrapp who came up with this design! They do sell the new tip for the folks with the old style IDS muffler. 2. 160 main jet. Measurement concludes as 1.60 mm. conversion is .039371 x1.60 mm = .0629936 or 1/16 th. 3. Some companies have proprietary sizes of their own . 4. Testing elevation is at sea level. For all you fellows who are high all the time you must compensate. The KLR is already jetted pretty much for altitude in it's stock form. http://www.geocities.com/motormark64/ http://www.angelfire.com/mo/motormark/ KLR-650 A-13 "warthogg" XR250R "superfly" Stone Mountain, Ga ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

[Chris Krok]

> well, i hope that's not straight, because except for unknown greenhouse > effects, carbon dioxide is pretty benevolent. we breathe it out, it doesn't > hurt us, plants dig it, it's totally non-poisonous. what could be better. i > don't know much, but i always figured catalytic converters were more for > dealing with bad stuff. anyone smart out there?

Since they didn't answer, I will... You'd be hard pressed to remove carbon dioxide from exhaust, because it and water are the only products in ideal hydrocarbon combustion. (CxHy + oxygen -> H2O + CO2). The greenhouse effects of CO2 are actually pretty well known, I think. CO2 (and water, in fact) is an excellent absorber of infrared radiation, as the molecule has a bent shape, giving it many rotational energy states. The gasses pick up heat when solar energy comes in, and also when heat is re-radiated from the Earth, effectively trapping heat in the atmosphere. Water isn't such a problem because it can condense out. CO2 would accumulate, but plants do use it, and it is also speculated that the oceans have a huge capacity for absorbing it as well. However, levels have gone up since the beginning of the industrial age. The purpose of the catalyst is, in fact, to get rid of the other nasty stuff. The problem with engine combustion is that the air also contains nitrogen. Engines are usually tuned lean to reduce fuel consumption and reduce excess hydrocarbon emissions (which catalysts also remove), but this leaves excess oxygen. At the high temperatures of combustion, this oxygen combines with the nitrogen to form NOx, or oxides of nitrogen. I think these are responsible for the brown color of smog. I forget exactly what the catalyst does to it, but presumably it converts it back to N2 and O2, or something harmless. The catalyst also promotes reaction of any excess hydrocarbons, which is why some have an air feed. Finally, they can reduce carbon monoxide as well. CO still has an interest in reacting, as CO2 is the more inert form. I think CO can mix with water to generate carbonic acid, i.e. acid rain. The NOx might be able to form nitric acid with water, but I don't remember.

> In 1992 (or so) the Marine Corps decided to allow non-garrison personnel to > use HiTech Magnum boots. There are a bunch of flavors but the Magnums are > the tactical line.

I've been wearing Magnums for the past couple of years... Seven days a week, work and play, and they get my vote. I've stuck to the non-waterproof, leather/nylon combo, but some pairs have lasted up to a year. Not bad for $60 (for the style I buy). I still wear MX boots if I'm heading into real trails, but wear these for all other street & D/S riding.

> Positive pressure means air is forced in by fans so that it finds its own > way out of vents provided. The fans need to force it in, not suck it out. >

Yeah, and if you really want to get up to spec, put a filter ahead of the fan so you're pumping cleaner air in. Putting the inlets up high as suggested will also help. (Most of the dust/dirt is ground level, but my entire apartment gets covered in a week anyway.) Incidentally, Craftsman makes a self-contained fan/filter unit that you just mount up at the ceiling, and it cleans the air in your shop. Intended mostly for wood shops, I guess. Now, if only I knew something about wind tunnels... Chris -- Dr. J. Christopher Krok Project Engineer, Adaptive Wall Wind Tunnel Graduate Aeronautical Laboratories, California Institute of Technology MS 205-45 Phone: 626.395.4794 Pasadena, CA 91125 Fax: 626.449.2677