battery desulfator

[ino1bob]

Anybody been above 10,000 feet? I remember riding an old Honda and had problems at high altitude. I read in prior posts that there is some suggested rejetting necessary for the KLR for riding in high elevation. But then another post said their KLR did fine with the stock jets. Is there any carb adjustment that must be done? I was also wondering about fuel injection to eliminate this issue but the KLR doesn't have it. So what is better on a DS motorcycle, a carb or FI? Is the carb on the KLR preferred over fuel injection at all elevations and speeds? What's your input on this topic?

[David Bell]

I have been to 12,000 feet. Since I wasn't staying long, I did not let it bother me that the bike died unless I gave it some gas. I finally gave the idle speed knob a few turns until I got down below 5,000 feet. Same thing recently when I spend a few days at altitude. I guess if I was going above 9,000 much I would consider rejetting but as it is, I only increase idle speed so it won't die at idle. db ________________________________ From: ino1bob To: DSN_KLR650@yahoogroups.com Sent: Sunday, March 8, 2009 7:51:04 PM Subject: [DSN_KLR650] FI or Carb High Altitude on a KLR Anybody been above 10,000 feet? I remember riding an old Honda and had problems at high altitude. I read in prior posts that there is some suggested rejetting necessary for the KLR for riding in high elevation. But then another post said their KLR did fine with the stock jets. Is there any carb adjustment that must be done? I was also wondering about fuel injection to eliminate this issue but the KLR doesn't have it. So what is better on a DS motorcycle, a carb or FI? Is the carb on the KLR preferred over fuel injection at all elevations and speeds? What's your input on this topic? [Non-text portions of this message have been removed]

[greg saunders]

Last summer I drove over the Going to the Sun Highway in Glacier National Park. I'm not sure of the altitude, but I had no trouble on a 2004 KLR. To: DSN_KLR650@yahoogroups.com From: sopher@... Date: Mon, 9 Mar 2009 00:51:04 +0000 Subject: [DSN_KLR650] FI or Carb High Altitude on a KLR Anybody been above 10,000 feet? I remember riding an old Honda and had problems at high altitude. I read in prior posts that there is some suggested rejetting necessary for the KLR for riding in high elevation. But then another post said their KLR did fine with the stock jets. Is there any carb adjustment that must be done? I was also wondering about fuel injection to eliminate this issue but the KLR doesn't have it. So what is better on a DS motorcycle, a carb or FI? Is the carb on the KLR preferred over fuel injection at all elevations and speeds? What's your input on this topic? _________________________________________________________________ Windows Live : Life without walls. http://windowslive.com/explore?ocid=TXT_TAGLM_WL_allup_1a_explore_032009 [Non-text portions of this message have been removed]

[Larry]

I can't remember being at 10K' but often get to 8500'. The idle tends to drop from too rich a mixture, and can cause stalling. Usually turning the pilot screw in 1/4 turn will solve that. Even with a lean main jet, you still lose a lot of power due to the thinner air and lower engine compression. A FI engine uses a a pressure sensor to determine the density of the outside air and adjusts the mixture as needed. That setup will run smoother but still suffer major power loss. Lower octane fuel helps and 85 is usually available in high altitude areas. FI.....careful what you wish for...you just might get it. LB

--- In DSN_KLR650@yahoogroups.com, "ino1bob" wrote: > > Anybody been above 10,000 feet? I remember riding an old Honda and had problems at high altitude. I read in prior posts that there is some suggested rejetting necessary for the KLR for riding in high elevation. But then another post said their KLR did fine with the stock jets. Is there any carb adjustment that must be done? I was also wondering about fuel injection to eliminate this issue but the KLR doesn't have it. So what is better on a DS motorcycle, a carb or FI? Is the carb on the KLR preferred over fuel injection at all elevations and speeds? What's your input on this topic? >

[Jud Jones]

--- In DSN_KLR650@yahoogroups.com, "ino1bob" wrote:

> > Anybody been above 10,000 feet? I remember riding an old Honda and had problems at high altitude. I read in prior posts that there is some suggested rejetting necessary for the KLR for riding in high elevation. But then another post said their KLR did fine with the stock jets. Is there any carb adjustment that must be done? I was also wondering about fuel injection to eliminate this issue but the KLR doesn't have it. So what is better on a DS motorcycle, a carb or FI? Is the carb on the KLR preferred over fuel injection at all elevations and speeds? What's your input on this topic? >

The KLR has a vacuum-slide carburetor, which does a pretty fair job of compensating for altitude. Combine that with the stock lean idle jetting and your KLR will work pretty well up high. I have been over Guanella Pass (11,667') and up Pike's Peak (14,xxx') on stock jetting without a problem. If you are going to live over 5000', the factory recommends a smaller main jet, and maybe a smaller pilot, but for touring at high elevations, the stock jetting is fine.

[E.L. Green]

--- In DSN_KLR650@yahoogroups.com, "Larry" wrote:

> FI.....careful what you wish for...you just might get it. > --- In DSN_KLR650@yahoogroups.com, "ino1bob" wrote: > > > > Anybody been above 10,000 feet? So what is better on a DS motorcycle, a carb or FI?

I have one fuel-injected bike and one carbureted bike. The FI bike has much better power and responsiveness under all conditions, but consider this: Gravity never fails, and neither does the venturi effect. The KLR's fuel system is pretty much bullet-proof and if something *does* fail, generally it can be fixed good enough to get you out of wherever you are with a bit of silicone glue on a diaphragm or by dumping some bad gas out of the float bowl. FI, on the other hand, relies on a high-pressure fuel pump to provide the pressure that the fuel injector uses to properly atomize fuel into the mixture. Put bad gas into a FI bike and you'll be buying a $$$ fuel pump because it'll clog up the fuel filter inside the tank, overheat the pump, and the pump will quit. And once the pump quits, that's it. Can't repair it. You are now officially stuck in the middle of nowhere with no way to fix your bike. Same deal with the injector. If its induction coil burns out for some reason, maybe a nearby lightning strike or something, you're dead in the water. If your battery shorts out and blows the voltage regulator, again you're dead in the water. As long as the primitive ignition module of the KLR is still functioning you can still ride it, and many KLRistas have, because the KLR's ignition system is powered directly by a magneto coil rather than relying on the battery to provide power. (Note: May or may not have changed with the '08, I wouldn't know). I enjoy having the power and responsiveness of my FI street bike, but I personally believe that FI is for the street. I realize that the trend, due to emissions and performance concerns, is towards FI for dual sports and offroad bikes. But I'm glad they released the new KLR with a carburetor, albeit one with a TPS to help the ignition module. It's simple, easy to repair, and just *right* for a dual-sport.

[fasteddiecopeman]

Alan, I BELIEVE I 'rescued' the battery in my son's '79 SR500 with a float charger left on for QUITE a long time. Ed

--- In DSN_KLR650@yahoogroups.com, "aphampton628" wrote: > > --- In DSN_KLR650@yahoogroups.com, "aphampton628" wrote: > > > > Does anyone have any experience with this device. > > Will it restore my original 5-YO battery to life > > and make it last forever? Can you recommend a specific > > brand/model? TIA > > > > Alan > > > Has anyone ever rescued a dead or sulfated battery > using an Optimate 3, 3+, or 4 or other charger that supposedly > has desulfating capability, which I gather is charging > at a higher voltage for limited periods, up to 20V (?), > sometimes with a pulse, to break through the sulfate > on the lead plates in the battery, and then charging > normally. After charging my battery a 2 months ago > its voltage was at 10.8V, today it is at 10.08 after > sitting in my basement for 2 months. After reading some > stuff on line it sounds like recovery is dependent on how > bad/sulfated the battery is to start with and it may not > come back to like new condition but some fraction of it. > I'm thinking this may be a losing battle, but I'm wondering > if there are any success stories out there? Thanks. > > Alan >

[Kevin Powers]

I question the value of FI for motorcycle applications, even on the street. How many reviews have you read that praised a bike and said it had wonderful potential - once the manufacturer sorted out the fuel mapping of the FI? FI bikes that I am familiar with are plagued with a snatchy throttle, and lack the smooth response that carburated bikes provide. Kevin

On Mon, Mar 9, 2009 at 11:22 AM, E.L. Green wrote: > --- In DSN_KLR650@yahoogroups.com , > "Larry" wrote: > > FI.....careful what you wish for...you just might get it. > > --- In DSN_KLR650@yahoogroups.com , > "ino1bob" wrote: > > > > > > Anybody been above 10,000 feet? So what is better on a DS motorcycle, a > carb or FI? > > I have one fuel-injected bike and one carbureted bike. The FI bike has much > better power and responsiveness under all conditions, but consider this: > > Gravity never fails, and neither does the venturi effect. The KLR's fuel > system is pretty much bullet-proof and if something *does* fail, generally > it can be fixed good enough to get you out of wherever you are with a bit of > silicone glue on a diaphragm or by dumping some bad gas out of the float > bowl. > > FI, on the other hand, relies on a high-pressure fuel pump to provide the > pressure that the fuel injector uses to properly atomize fuel into the > mixture. Put bad gas into a FI bike and you'll be buying a $$$ fuel pump > because it'll clog up the fuel filter inside the tank, overheat the pump, > and the pump will quit. And once the pump quits, that's it. Can't repair it. > You are now officially stuck in the middle of nowhere with no way to fix > your bike. Same deal with the injector. If its induction coil burns out for > some reason, maybe a nearby lightning strike or something, you're dead in > the water. If your battery shorts out and blows the voltage regulator, again > you're dead in the water. As long as the primitive ignition module of the > KLR is still functioning you can still ride it, and many KLRistas have, > because the KLR's ignition system is powered directly by a magneto coil > rather than relying on the battery to provide power. (Note: May or may not > have changed with the '08, I wouldn't know). > > I enjoy having the power and responsiveness of my FI street bike, but I > personally believe that FI is for the street. I realize that the trend, due > to emissions and performance concerns, is towards FI for dual sports and > offroad bikes. But I'm glad they released the new KLR with a carburetor, > albeit one with a TPS to help the ignition module. It's simple, easy to > repair, and just *right* for a dual-sport. > > > -- Kevin Powers White Bear Lake, MN [Non-text portions of this message have been removed]