[dsn_klr650] need help

[Zachariah Mully]

Listers-

    Pulled my carb off the bike this afternoon to see exact what the bugger was all about. I read up on dualsport.org (the CVK40 tutorial) and was all prepared. It was not half as intimidating as I thought but I have a couple of questions.

    The bikes PO installed a dynojet kit in it. The main jet has #140 on it, the pilot (is this replaced with a dynojet part as well?) has a #40 on it. The needle (came out the top of the carb) doesn't have anything on it, but it is the dynojet adjustable needle with the e-clip and five rings. My bike used to have a Cobra exhaust on it, but now has the stock back on it cause the Cobra distingrated and has the airbox drilled with a Twin Air foam filter. I have run the bike with the stock exhaust and dynojetted approximately 1000 miles. The spark plug (installed when the exhaust was switched) looks normal.

       First, when I pulled the needle out of the top of the carb, it had two small washers under it and the e-clip was installed in the middle ring. I have no documentation about the dynojet ket, but I was wondering if this was the proper setup for the bike. I thought that washers were only used to shim the stock needle? And is the e-clip in the right location?

    Next I kept my jetting the same even though I changed to the more restrictive stock exhaust pipe (funny how the OEM exhaust actually works... never woulda thought that!). I was told by several people on the list that this would actually work out okay as the bike is jetted very lean to begin with and this would probably richen it just right. Now that I found the two washers under the needle I was wondering if I should remove them and change the e-clip position. Anyone else rejetted with the stock pipe, and what did you set yours at? Is there any reason to remove the washers?

 

Ride Safe, Zack

1991 KLR650 "Buster"

1986 Concours

[steve pye]

A friend of mine recently made some changes to the carb on his KLR. He did the carb slide mod and changed the main jet. The jet kit he used was from Keihin. It had several main jets to chose from but no pilot jets. Is it considerted a no-no to change the pilot jet ( low speed jet) ? Is it unnecessary because you can 'pop the plug' on the pilot screw and make adjusts from there? If for any reason, you wanted to change the pilot jet, where would you get them? Any pointers appreciated. Steve [Non-text portions of this message have been removed]

[Devon Jarvis]

Carbparts.com has both main and pilot jets for the KLR carb. They do not stock needles or needle jets, but the KLX needle is available through Kawasaki. I went up on the pilot jet on my KLR, just to see what would happen. This seemed like a good idea since some people were setting their bikes crazy rich at idle to get proper mixture at 1/8 throttle. So it seemed that upping the pilot jet would be the best thing- I'd have a richer mix off idle where I wanted it, but I'd have a nice, clean idle mixture. My gas mileage went into the toilet. You spend most of the time riding on the pilot jet really, and the motor would start to stumble and miss after an hour of slow woods riding. I went back to the stock pilot jet. I guess if you had a very open exhaust and air filter you might need to go up one on the pilot, but with the stock pipe it seems unnecessary. The jets are really cheap. Devon Steve Pye wrote:

> A friend of mine recently made some changes to the carb on his KLR. He did the carb slide mod and changed the main jet. The jet kit he used was from Keihin. It had several main jets to chose from but no pilot jets. > > Is it considerted a no-no to change the pilot jet ( low speed jet) ? Is it unnecessary because you can 'pop the plug' on the pilot screw and make adjusts from there? > If for any reason, you wanted to change the pilot jet, where would you get them? > Any pointers appreciated. > Steve

[Zachariah Mully]

On Sat, 2003-05-03 at 02:28, Keith Saltzer wrote:

> ----- Original Message ----- > From: Zachariah Mully > To: mrmooseisloose > Sent: Tuesday, April 15, 2003 10:38 AM > Subject: Re: Carb question > > > > I think that even in Stage 2 the DJ makes the bike run rich. I am > > currently running both my DJ'ed KLR's with the e-clip in the second > > notch from the top. One KLR has a LPD and the other OEM exhaust. Both > > have high flow foam air filters and one (LPD) has a modified airbox. > > Both have the pilot screw 2 turns out. Neither seem to be running rich, > > and throttle response is pretty good. I haven't been riding enough to > > get a feel for mpg, but I think it'll be a bit better than before. The > > bikes seem to run cooler as well. > > Well I have had my KLR set up for a while now and always get 48.5 to 48.9 > mpg with the Laser Pro Duro race version, Dynojet kit with 150 main, needle > clip at #2 position, float level stock, air jet stock, mixture screw out 2 > turns, "L" cut in airbox, and K&N filter. I am thinking of changing the > main to 140 to lean out the top end. The bike really flies and throttle > response is great, I just think there's a little more there somewhere. What > do you think? You never mentioned what size main you had or which Laser you > had. Thanks > > MrMoose > A8 (Barbie and Ken special) >

I'm copying this to the list in case it's of any use... So this weekend was really the first heavy-duty riding I've done on the new jetting. I have the Laser Produro street can, modified airbox, Uni filter, DJ kit (I have no idea what the main jet is, it's whatever DJ includes in the kit) with the e-clip second from top, and 2 turns out on the idle mixture screw. This weekend I rode about 450 miles of fast highway, up and back to Mark's, at 80+mph most the way. Then I did about 200+ miles of forest roads and jeep trails... I got a pretty consistent 45mpg on both the dirt and the street. I got slightly less on Sunday, but I think that's a result of the hero sections that Tumu, Mike and I did (WFO through the river crossings). Throttle response was pretty good, I had more a problem with my footpegs than I did with my engine The one thing I noticed was the awful amount of pinging I got while running 87 octane gas. I had assumed it was simply the MTBE gas we get here in DC, but then I filled up with 89 in PA and it was pinging badly under acceleration at 80mph. My last refill, I put in 92, and that seemed to help the high speed acceleration, I only got a little bit of pinging on an uphill 90+ mph pass. FWIW. Z DC A5X A12X

[mrmooseisloose]

All of the DJ kits for the KLR 650 that I have seen come with stage 1, and 2. Stage 1 has a 130 main jet. Stage 2 is a choice between a 140 and a 150 main jet. How come you don't know what yours is? MrMoose A8 (Barbie and Ken special) --- In DSN_klr650@yahoogroups.com, Zachariah Mully wrote:

> On Sat, 2003-05-03 at 02:28, Keith Saltzer wrote: > > ----- Original Message ----- > > From: Zachariah Mully > > To: mrmooseisloose > > Sent: Tuesday, April 15, 2003 10:38 AM > > Subject: Re: Carb question > > > > > > > I think that even in Stage 2 the DJ makes the bike run rich. I

am

> > > currently running both my DJ'ed KLR's with the e-clip in the

second

> > > notch from the top. One KLR has a LPD and the other OEM

exhaust. Both

> > > have high flow foam air filters and one (LPD) has a modified

airbox.

> > > Both have the pilot screw 2 turns out. Neither seem to be

running rich,

> > > and throttle response is pretty good. I haven't been riding

enough to

> > > get a feel for mpg, but I think it'll be a bit better than

before. The

> > > bikes seem to run cooler as well. > > > > Well I have had my KLR set up for a while now and always get 48.5

to 48.9

> > mpg with the Laser Pro Duro race version, Dynojet kit with 150

main, needle

> > clip at #2 position, float level stock, air jet stock, mixture

screw out 2

> > turns, "L" cut in airbox, and K&N filter. I am thinking of

changing the

> > main to 140 to lean out the top end. The bike really flies and

throttle

> > response is great, I just think there's a little more there

somewhere. What

> > do you think? You never mentioned what size main you had or

which Laser you

> > had. Thanks > > > > MrMoose > > A8 (Barbie and Ken special) > > > > > I'm copying this to the list in case it's of any use... So this

weekend

> was really the first heavy-duty riding I've done on the new

jetting. I

> have the Laser Produro street can, modified airbox, Uni filter, DJ

kit

> (I have no idea what the main jet is, it's whatever DJ includes in

the

> kit) with the e-clip second from top, and 2 turns out on the idle > mixture screw. > > This weekend I rode about 450 miles of fast highway, up and back to > Mark's, at 80+mph most the way. Then I did about 200+ miles of

forest

> roads and jeep trails... I got a pretty consistent 45mpg on both the > dirt and the street. I got slightly less on Sunday, but I think

that's a

> result of the hero sections that Tumu, Mike and I did (WFO through

the

> river crossings). > > Throttle response was pretty good, I had more a problem with my

footpegs

> than I did with my engine > > The one thing I noticed was the awful amount of pinging I got while > running 87 octane gas. I had assumed it was simply the MTBE gas we

get

> here in DC, but then I filled up with 89 in PA and it was pinging

badly

> under acceleration at 80mph. My last refill, I put in 92, and that > seemed to help the high speed acceleration, I only got a little bit

of

> pinging on an uphill 90+ mph pass. > > FWIW. > > Z > DC > A5X > A12X

[Zachariah Mully]

On Mon, 2003-05-05 at 16:01, mrmooseisloose wrote:

> All of the DJ kits for the KLR 650 that I have seen come with stage > 1, and 2. Stage 1 has a 130 main jet. Stage 2 is a choice between a > 140 and a 150 main jet. How come you don't know what yours is? > MrMoose > A8 (Barbie and Ken special)

Because the PO installed it and quite frankly it runs fine, so I've never paid much attention to the main jet. I decided to lean it out in an attempt to get better mileage. I've got bigger problems with my KLR to worry about (like designing footpeg braces). Z DC A5X A12X

[kcuf_oohay_666]

same here in california. I need to run 91 (dont have 92). I dont know if this is just a winter gas thing. didn't have to run 91 last year --- In DSN_klr650@yahoogroups.com, Zachariah Mully wrote:

> > The one thing I noticed was the awful amount of pinging I got while > running 87 octane gas. I had assumed it was simply the MTBE gas we

get

> here in DC, but then I filled up with 89 in PA and it was pinging

badly

> under acceleration at 80mph. My last refill, I put in 92, and that > seemed to help the high speed acceleration, I only got a little bit

of

> pinging on an uphill 90+ mph pass. > > FWIW. > > Z > DC > A5X > A12X

[david gay]

Hey list, Do the bottles of octane booster help at all? Or is it better to just use 97 or such octane gas. I haven't notice much of a problem withn My A12, but a bubby of mine gets a lots of pinging out his 1984 GS-850L. We were wondering whether to start using better gas or use the small boottles of the the octane boosters availible. Thanks, Dave A12 cuf_oohay_666 wrote:same here in california. I need to run 91 (dont have 92). I dont know if this is just a winter gas thing. didn't have to run 91 last year --- In DSN_klr650@yahoogroups.com, Zachariah Mully wrote:

> > The one thing I noticed was the awful amount of pinging I got while > running 87 octane gas. I had assumed it was simply the MTBE gas we

get

> here in DC, but then I filled up with 89 in PA and it was pinging

badly

> under acceleration at 80mph. My last refill, I put in 92, and that > seemed to help the high speed acceleration, I only got a little bit

of

> pinging on an uphill 90+ mph pass. > > FWIW. > > Z > DC > A5X > A12X

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[Zachariah Mully]

On Mon, 2003-05-05 at 19:24, xs650@... wrote:

> Zach, > If you're timing is correct and you got this much pinging, I would > hazard a guess to say that its too lean. Personally, I would prefer > to puff a little smoke, use a little extra gas and run cooler than > burn a piston. FWIW

Well, I very much suspect that was simply shitty gas. First, it's real damn hard to screw up the timing on the KLR, in fact, I have no idea how it'd happen short of the CDI being messed up. It runs a little above midway on the temp gauge most the time, even lugging around off road at low speeds. Power and acceleration is good all around and it doesn't pinging except under hard acceleration. How would a lean condition cause pinging? Simply by raising the cylinder temperature to a point where it pre-ignites the fuel? That could be the case, but I do like getting 45+mpg at 80-90mph.

> After hearing the report I'm glad that I didn't make it to the ride. > Its been years since I did any real offroad riding, and I would be > content to just ride the state forest roads. Breaking off footpegs, > bending rims and such sounds a bit too rough for me.

Nah, you woulda had fun. Most people don't ride their KLR's as hard as Tumu, Mark, Devon and I do, and we revel in our abilities to break stuff. Rich's dented rims were a freak thing, how you can dent both rims and not pinch flat is beyond me to explain. Mark's bike eats oil, mine pukes coolant and Tumu's is held together by a combination of rust, mud and the sheer force of his willpower, so in that light, it was a pretty good ride! Besides I got my first crash of the season out of the way and was very lucky to stop before sliding into the barbed wire and electric fence Z DC A5X A12X

[Devon Jarvis]

> > > After hearing the report I'm glad that I didn't make it to the ride. > > Its been years since I did any real offroad riding, and I would be > > content to just ride the state forest roads. Breaking off footpegs, > > bending rims and such sounds a bit too rough for me. >

Not to rub it in, but it was a great ride. I'm sorry I missed out on Sunday because there was some optional trails that I would have enjoyed. But Saturday was pretty mellow and fun offroading, lots of jeep trails and fire roads. Basically State Forest roads. Only one water crossing was necessary (the rest were optional) and noone had problems with it. Zack and Tumu's footpeg incidents were (how do I say this politely?) potentially avoidable. And the dented rims occurred on a bike that was lowered 1 1/2 inches but still had the stock spring on the shock. No other bikes on the ride were lowerd that much, and noone else dented rims that I know of. The rear rim was definitely repairable, and the front was dented less. Devon A15