xtreme international ice racing nklr

[Judson D. Jones]

A guy on another list is doing some dyno testing, starting with a stock bike, then making changes to jetting, airbox, filter, and exhaust. Not the last word, but his results are enlightening: http://www.patmanracing.com/klrdyno.htm

[dooden]

In a real world, these charts only show you there is no bang for the buck to be had on a KLR for making power. Set it up so your very own @$$ Dyno is at a full pucker and just ride it and have fun. Sure doing somethings will improve areas, like drilling the pilot screw cap and adjusting, to me it just made the bike start better and idle better, nothing changed while riding it, at least to get excited about, other than runs a bit cooler. Next for me is drilling out the slide on the carb, to maybe get a better throttle responce, it is pretty slow off the lower RPM range, but still if'n you in a real hurry, keep them RPM's up and ride that clutch as needed to keep the RPM's up when and where needed. As for cutting the airbox and removing the backfire screen, that just sounds stupid, the airbox full of crude ain't helping nobody, and forbid something big enough for the screen to stop actually gets in the engine like a few grains of sand or a loose fastner that the KLR is so well know for, that make there way into the cylinder, sorry would rather have a weaker running bike than a non-running screamer cause its toasted. Carry on and have a nice day. Dooden A15 Green Ape --- In DSN_klr650@yahoogroups.com, "Judson D. Jones" wrote:

> A guy on another list is doing some dyno testing, starting with a > stock bike, then making changes to jetting, airbox, filter, and > exhaust. Not the last word, but his results are enlightening: > > http://www.patmanracing.com/klrdyno.htm

[Chris]

i.e. tons of work and money, for > A guy on another list is doing some dyno testing, starting with a > stock bike, then making changes to jetting, airbox, filter, and > exhaust. Not the last word, but his results are enlightening: > > http://www.patmanracing.com/klrdyno.htm > > > List sponsored by Dual Sport News at www.dualsportnews.com. List FAQ > courtesy of Chris Krok at: www.bigcee.com/klr650faq.html > Unsubscribe by sending a blank message to: > DSN_klr650-unsubscribe@yahoogroups.com . > > > > Yahoo! Groups Links > > To visit your group on the web, go to: > http://groups.yahoo.com/group/DSN_klr650/ > > To unsubscribe from this group, send an email to: > DSN_klr650-unsubscribe@yahoogroups.com > > Your use of Yahoo! Groups is subject to: > http://docs.yahoo.com/info/terms/ > >

[Zachariah Mully]

On Mon, 2004-01-12 at 10:50, Chris wrote:

> i.e. tons of work and money, for mentioned, I'm sort of assuming a zippier throttle response out of it. > Not sure I'd go through the bother.

Plus miserable gas mileage and using a pipe that falls apart on long trips. For the $500+ this kind gent spent on the mods, he'd have better spent it trimming the pounds and upgrading the suspension. Yet again people claiming 40+HP on the KLR without major engine work are smokin' crack. Yes, I would agree that throttle response may be improved, but people, especially all the seat-of-my-pants "I modded the airbox, threw in a jet kit, put a new pipe on and switched to a K&N and that got me a couple extra horsepower" people, need to realize the following: (repeat after me!) improved throttle reponse != more horsepower And without the dyno runs to prove it, those folks are just wasting their money in the quest for more horsepower. But hey! That tax refund had to be spent some how! Z

[Jenison, Troy]

I would disagree that doing these changes would necessarily mean worse fuel mileage, if you jet the carb correctly it shouldn't be much worse. The key part is *if*. I agree that making 40+ HP is not likely without a lot of work, but I wouldn't say these modification are a waste of time. If you look at the dyno charts you'll see that the peak hp increased by only a couple of hp, but the power is increased pretty much across the rpm spectrum. Take the reading at 4,000 rpm, which happens to be an rpm where most of these bikes spend a lot of time, there the difference is 3-4 hp. Again that's not a huge number but it is a gain of 15-20%, which would definitely be noticeable. If you had a 120hp street that same percentage gain would be 20+ hp, you would notice that difference. The point that I'm trying to make is these changes made a beneficial change to power across the board, not huge, but enough to make a noticeable difference. How much is that power gain worth, that's up to the owner (I don't think drilling the airbox and jetting the carb is $500, you could do it for less than $20). If peak hp were the only thing that was important, nobody would build or race a performance bike with a v-twin since a 4 cylinder would always make more peak hp. The other thing about a dyno is that it is only measuring wide-open throttle which doesn't necessarily tell everything about how the engine performs under other throttle conditions, which happens to be important. A dyno is only a baseline to how the engine performs, it doesn't tell you everything about how well the engine "works" under actual conditions. I also agree that improved throttle response != more power, but if you don't think it is really important you probably don't do much off-road riding. Regards, Troy ________________________________________________________________________ ________________________________________________________________________ Message: 10 Date: 12 Jan 2004 11:26:16 -0500 From: Zachariah Mully Subject: Re: More fuel for the fire.

On Mon, 2004-01-12 at 10:50, Chris wrote: > i.e. tons of work and money, for mentioned, I'm sort of assuming a zippier throttle response out of it. > Not sure I'd go through the bother. Plus miserable gas mileage and using a pipe that falls apart on long trips. For the $500+ this kind gent spent on the mods, he'd have better spent it trimming the pounds and upgrading the suspension. Yet again people claiming 40+HP on the KLR without major engine work are smokin' crack. Yes, I would agree that throttle response may be improved, but people, especially all the seat-of-my-pants "I modded the airbox, threw in a jet kit, put a new pipe on and switched to a K&N and that got me a couple extra horsepower" people, need to realize the following: (repeat after me!) improved throttle reponse != more horsepower And without the dyno runs to prove it, those folks are just wasting their money in the quest for more horsepower. But hey! That tax refund had to be spent some how! Z

[rm@richardmay.net]

On Mon, 12 Jan 2004, Judson D. Jones wrote:

>A guy on another list is doing some dyno testing, starting with a stock >bike, then making changes to jetting, airbox, filter, and exhaust. Not >the last word, but his results are enlightening:

The miniscule boost in peak HP was expected but I do like the boost in low-end torque in the last run. Was it worth the money he spent? No chance in hell. RM

[bigfatgreenbike]

troy.jenison@... wrote:

>The other thing about a dyno is that it is only measuring wide-open throttle which doesn't necessarily tell everything about how the engine performs under other throttle conditions, >

Actually with a CV carb it does test more than WOT. The throttle opens as fast as the slide can rise. You're thinking of a Roundslide maybe?

> which happens to be important. A dyno is only a baseline to how the engine performs, it doesn't tell you everything about how well the engine "works" under actual conditions. >

Very true.

> >I also agree that improved throttle response != more power, but if you don't think it is really important you probably don't do much off-road riding. >

For a while I had a Mikuni roundslide on my A15. I might go back to it, for the instant throttle response. It actually dynoed with LESS power, but it was much better offroad. I took it off because I got annoyed with the heavy throttle action. I don't know how many coils I can safely cut out of the return spring. -- Devon Brooklyn, NY A15-Z '01 KLR650 '81 SR500 cafe racer "The truth's not too popular these days....." Arnold Schwarzenneger, in The Running Man

[Dan Bittner]

----- Original Message ----- From: To: dsn_klr650@yahoogroups.com> Sent: Monday, January 12, 2004 7:25 PM Subject: Re: [DSN_klr650] More fuel for the fire. > > On Mon, 12 Jan 2004, Judson D. Jones wrote: > > >A guy on another list is doing some dyno testing, starting with a stock > >bike, then making changes to jetting, airbox, filter, and exhaust. Not > >the last word, but his results are enlightening: > > The miniscule boost in peak HP was expected but I do like the boost in > low-end torque in the last run. Was it worth the money he spent? No > chance in hell. Are you kidding? A ten percent gain in torque in the mid range and a bike thats a WHOLE lot nicer to ride. Mabey not worth it to you, worth every penny to me. And I'd bet that any of the guys out there riding well tuned KLR's that are on the list would agree. But thats ok, you can ride behind us any time. Dan Bittner Sacramento A16 03 YZF 600

[klr6501995]

--- In DSN_klr650@yahoogroups.com, rm@r... wrote:

> > On Mon, 12 Jan 2004, Judson D. Jones wrote: > > >A guy on another list is doing some dyno testing, starting with a

stock

> >bike, then making changes to jetting, airbox, filter, and exhaust.

Not

> >the last word, but his results are enlightening: > > The miniscule boost in peak HP was expected but I do like the boost

in

> low-end torque in the last run. Was it worth the money he spent?

No

> chance in hell. > > RM

FWIW I live in jacksonville fl . sea level I run a K&N, needle set 3rd from top,slide drilled, supertrapp EAR (4 discs) , airbox mod w/ 6 1" holes 4 of wich are plugged. valves set at the very end of loose. burn 8oz of oil every 1500 mi or so. Every winter I play with jetting. I find 2.5 turns of pilot idle. 40 pilot jet and 148 main jet (both stock) to be the best running and best looking plug. Also a lot less soot on my luggage rack. I have played with jets up to 42 pilot and 160 main and needle. Ass dyno said there was more power there with the airbox opened but fuel went down to 33mpg. 150 main is to rich at the top. The float fuel level seems to best set right at the bowl mating surface. Not above or below in spec. Supertrapp disks to effect tuning quite a bit. at least going from 8 down to 4. I may be only flowing as good as stock. My jetting seems to indicate that. Those dyno charts seemed to be about what I was feeling in the portable seat dyno and fuel mixture by the plug and even sound.

[Jenison, Troy]

With a CV carb on the dyno, you're right the slide may not be all the way at the top for all rpms. But, the throttle is wide-open during the test, (i.e. the butterfly is completely open) if the person running the test is doing it right. At any rate, it should only be when you first whack the throttle at low rpms during the dyno run the slide won't be at max open. --------------------------------------------------------------------------------------------------------------------------

>The other thing about a dyno is that it is only measuring wide-open throttle which doesn't necessarily tell everything about how the engine performs under other throttle conditions, >

Actually with a CV carb it does test more than WOT. The throttle opens as fast as the slide can rise. You're thinking of a Roundslide maybe?

> which happens to be important. A dyno is only a baseline to how the engine performs, it doesn't tell you everything about how well the engine "works" under actual conditions. >

Very true.

> >I also agree that improved throttle response != more power, but if you don't think it is really important you probably don't do much off-road riding. >

For a while I had a Mikuni roundslide on my A15. I might go back to it, for the instant throttle response. It actually dynoed with LESS power, but it was much better offroad. I took it off because I got annoyed with the heavy throttle action. I don't know how many coils I can safely cut out of the return spring. ----------------------------------------------------------------------------------------------------------------------- A friend of mine also put a cable slide Mikuni on his bike for better throttle response and he said it was an improvement. He thinking of converting it back since CV carbs, because of their design, have some built in altitude jetting compensation. He lives in Colorado so this is important. Have you tried drilling out the slide to 1/8", it made a significant difference in throttle response on my bike?