nklr item

[punkynlew]

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

[Bill Pratt]

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/ > >

[Randy.Hoskins@worldnet.att.net]

Bill Pratt wrote:

> > 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. >

I would like to add my own note of agreement with Bill's comments. I was also one of the Seven Dragons riders. I was riding an absolutely stock KLR. Above 15,000 ft, my maximum speed (WFO) was 75 mph. One of the other riders had a fully high altitude preped KLR - drilled airbox, rejetted, fancy air filter etc. He could do 85 mph at 15,000 ft. Let's face facts, there are not too many places in world where flatout high altitude speed is an issue. In the rocks, rough dirt roads, and mud, I had no problems keeping up and never felt he had a power advantage. (I think that at anything other than WFO his changes didn't make much difference.) His WFO, high altitude speed advantage was offset a bunch by his need to take the bike apart to change jets. One day we started at 15,000 ft went to 17,000 ft and then dropped down to about 8,500 ft. By the time that we stopped for the night at 8,500 ft his bike was barely running (max speed 25?). I probably could have gone 95mph but on single lane dirt roads cut into the face of 2000 ft high cliffs it didn't seem wise to try to find out. Another of the bikes was originally rejetted for sealevel. (He lives near Seattle.) His bike was really struggling compared to the stock KLRs, until he rejetted at altitude. Even then I don't think that he had significantly more power than I did. Bottom line, unless your are going to be staying at a single altitude, stay with the standard jets. Randy

[Lew Waterman]

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

[Jason Lauffer]

I live @ 7,000ft w/ K&A, dyno jet and a SuperTrapp. I run a 140 main. The bike came with a 136 and in diagnosing a unrelated problem I went as small as 130. Even at 8,500 ft, the 130 was too lean. With this jet, I could tell the bike wasn't getting enough gas at very high RPM because the power just wasn't there. Because I had plans to install the trapp, I went to a 140. This was right before winter, so I'm still waiting to see if this is the correct jet. 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. Even though running rich does cause long term problems, at least you won't destroy your engine. It's better to run rich at high elevations (you do carry an extra plug or two?) then to run lean at low elevations....... Also, I can remove the plug without removing the tank. It can be done with the stock plug tool. Also, the two clamps that attach the carb to the intake and airbox can be loosened so the carb can be carefully rotated (watch the choke cable) to gain access to the float bowl and behind it the main jet. Hope this helps Jason Lauffer Network Specialist CyberWolf Inc http://www.cyberwolf.com 505.983.6463 x27

> -----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/ > >

[Tengai650]

>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?

I'm at 800 feet and ride between sea level and 3,000 feet. I run a 140 DynoJet main and a Trapp with 15 discs on my Tengai. No problems and I think I'm actually a just tad rich. I run a DynoJet 136 main on my A2 with stock exhaust. The stock jet is a 148, but that's a Keihin jet. The Keihin numbers and DynoJet numbers don't mesh. Mark B2 A2 A3 (all stock)

[RM]

On Tue, 29 Jan 2002, Jason Lauffer wrote:

>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.

Be careful, having the pilot screw adjusted can interfere with plug readings. My bike is 100% stock except for the pilot screw being cranked out. My original plug, after 19k miles, was quite dark. I never got a chance to see the plug before adjusting the pilot screw. RM

[TLrydr@aol.com]

In a message dated 1/29/02 10:46:17 PM EST, rm@... writes: << Be careful, having the pilot screw adjusted can interfere with plug 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

[Devon Jarvis]

I have not had a reason to pull the plug from my KLR. But, I did a lot of jetting experimentation on my SR500s. Unleaded gas definitely works just fine for plug readings. White is too lean, tan is good, tan with an area of darker brown is OK, brown or dark brown is rich, and very dark brown/black (but dry) is way too rich. Any Haynes manual will have a page of color photos of spark plugs. To eliminate the effect of the pilot screw (and the proper way to do a plug reading anyway)- Buy and gap a few new plugs. Drive to a road where you can run the bike wide open for about a mile. Install the new plug, and do a run. Get the bike into top gear, and run WOT as long as you can. Pull in the clutch and hit the kill switch. This plug will tell you the accuracy of the main jet, but little else. Do another run at 3/4 throttle, and another at 1/4 or so. These will be the needle position and pilot jet, roughly. The reason you need such a long run, is that you have to make sure the CV carb is lifting the slide enough. It's a little easier on a roundslide carb. It's a lot easier on a bike that allows access to the plug without removing the tank. 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. The choke is there for a reason, if the bike starts without it in the cold then it will be too rich at idle after it warms up. You'll be better off going up on the pilot jet and back to something like 1.5 turns on the pilot. My $.02 Devon A15 TLrydr@... wrote:

> 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/

[RM]

On Tue, 29 Jan 2002, Devon Jarvis wrote:

>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.

It makes a difference for lazy slobs like me who are unwilling to take the carb apart.