From: owner-klr650-digest@lists.xmission.com (klr650-digest) To: klr650-digest@lists.xmission.com Subject: klr650-digest V2 #177 Reply-To: klr650 Sender: owner-klr650-digest@lists.xmission.com Errors-To: owner-klr650-digest@lists.xmission.com Precedence: bulk klr650-digest Wednesday, March 24 1999 Volume 02 : Number 177 ---------------------------------------------------------------------- Date: Tue, 23 Mar 1999 23:00:30 EST From: FTabor231@aol.com Subject: Re: (klr650) sprocket storage In a message dated 3/23/99 9:25:36 PM Central Standard Time, magier@bentonrea.com writes: << we all want DETAILS! What compressor did you use that is small enough to mount there? How did you wire it? How is it mounted >> Mike et al, I took a 12 volt potable compressor out of its plastic attache case. The screw mount tabs that mounted the compressor to its case are used to mount the unit above the headlite and about 11/4" below the top edge of the fairing where the windscreen mounts. I used long thin machine screws that fit the mont flanges of the compressor and long enough that the compressor motor and cylinder do not touch the plastic of the fairing body. I used appropriate lengths of 1/4" high pressure hose, about 11/4" long, for my compressor, as spacers on the bolts between the compresor and the fairing, the rubber also helps quell the compressor vibration when its operating. On my A12 there are two free female plugs for accesories. The white/black is the ground and the brown/black is a switched hot. I put an inline fuse on the hot and wired both the heated handgrips and the compressor (through a toggle switch). I had to cut the short hose that came with the compressor for two reasons. I wanted to have the hose from the unit sticking out of the fairing behind the R/H turns signal where I clamped it to a brass nipple with a clamp in front and behind the fairing body to hold the hose in place when I force the hose extension onto the nipple and secure it with a clamp. I attached the end of the original hose onto the extension because it has one of those clamping air chucks that holds itself onto the tube stem. It takes too long to sit there and hold a standard chuck to the valve. A six foot hose allows you to inflate your own tires and get close enough to help a friend. I dont have an electric camera, but I could draw it out and scan it, except that I have no idea how to do it. The scanner just sits here with its miniture green cyclops eye staring at me. frank ------------------------------ Date: Tue, 23 Mar 1999 23:08:24 -0500 From: "Stephen Rivett" Subject: Re: (klr650) Tool List If you guys are in the middle of now where and need to conserve your CO2 carts you can use Starter Fluid to set your beads (tubeless only). Just spray a little bit in the tire and toss in a match from a distance...keep upping the amount of fluid until you find out how much it takes rather than over doing it the first try. Anybody try it with gasoline? Hehe, yeah, I'm being serious. Stephen Rivett - -----Original Message----- From: Kurt Simpson To: Mike Magier ; Fred Hink ; KLR650 List Date: March 23, 1999 10:53 PM Subject: Re: (klr650) Tool List > >6. 6 C02 cartridges and mini-cartridge pump thingee (what the hell is it called Fred?) > >Ajax > > > ------------------------------ Date: Tue, 23 Mar 1999 21:00:05 -0700 From: "Skip Faulkner" Subject: Re: (klr650) carb modifications >>I can get you a Mikuni flat slide carb kit for the KLR. I put one on my >>XR600 and it makes a big difference in the mid to top end. Since the XR >>didn't have a CV carb to begin with, the improvement on a KLR would be >HUGH! > >Fred > > There would be some improvement in power, but the slide type carbs are less tolerant of altitude changes. That`s why a lot of snowcatters and bikers prefer CV carbs when there is a good bit of elevation change in their riding. CV carbs compensate a little better. But like Fred said, if pure power is what you`re after, a slide carb sucks fuel better. I had considered changing to a Mikuni flat slide, but my riding is pretty extreme in altitude changes, plus the CV is more fuel efficient less power). Skip ( moderation in some things) ------------------------------ Date: Tue, 23 Mar 1999 21:16:24 -0700 From: "Skip Faulkner" Subject: Re: (klr650) carb modifications >There would be some improvement in power, but the slide type carbs are less >tolerant of altitude changes. That`s why a lot of snowcatters and bikers >prefer CV carbs when there is a good bit of elevation change in their >riding. CV carbs compensate a little better. But like Fred said, if pure >power is what you`re after, a slide carb sucks fuel better. > I had considered changing to a Mikuni flat slide, but my riding is >pretty extreme in altitude changes, plus the CV is more fuel efficient > less power). > > Skip ( moderation in some things) > I forgot to note that in a previous post a number of months ago, I had confused my snowcat carb with my bike`s carb. The Keihin CV on the KLR does not have the intregal mini-pump as the one on my snowcat. Thanks for catching that Ted. Skip ( too many parts and too few vehicles) ------------------------------ Date: Tue, 23 Mar 1999 20:24:50 -0800 From: "Rob Gendreau" Subject: Re: (klr650) Down-under tool storage (PVC Q's) I was looking for the endcap described, and haven't been able to find anything close except what was called a test cap or somesuch. It had only a square on the cover, not a wing nut type thing, and thus would require a tool just to remove. Can someone give me the exact name of the end cap that was used? I've never worked with PVC before.... - -- Rob Gendreau Oakland, California gendreau@ccnet.com ------------------------------ Date: Tue, 23 Mar 1999 21:29:50 -0700 From: "Fred Hink" Subject: Re: (klr650) Down-under tool storage (PVC Q's) - -----Original Message----- From: Rob Gendreau To: KLR650 List Date: Tuesday, March 23, 1999 2:31 PM Subject: Re: (klr650) Down-under tool storage (PVC Q's) >I was looking for the endcap described, and haven't been able to find >anything close except what was called a test cap or somesuch. It had only a >square on the cover, not a wing nut type thing, and thus would require a >tool just to remove. Can someone give me the exact name of the end cap that >was used? I've never worked with PVC before.... > > >-- >Rob Gendreau >Oakland, California >gendreau@ccnet.com > > I think what was mentioned was a rubber expansion plug. Looks like a big stopper with a bolt and washer and wing nut on top. ------------------------------ Date: Tue, 23 Mar 1999 21:39:56 -0700 From: Tony Subject: (klr650) UNSUBSCRIBE klr650 UNSUBSCRIBE klr650 ------------------------------ Date: Tue, 23 Mar 1999 21:45:14 -0700 From: "Skip Faulkner" Subject: Re: (klr650) (KLR650) Slick 50 Opinions?? >Does this "loosening of sludge" phenomenon occur if you begin running >synthetics in a high mileage (> 100,000mi) engine that has run "dinosaur >lube" for most of its life? BTW, What benefit do semi-synthetics >provide? > >Jake > So they say. If I had been running on synthetic the majority of those miles, I wouldn`t have had much sludge to loosen. I`ve been amazed at the cleanliness of the innards of engines I`ve torn down that had been predominately run on synthetics. Semi-synthetics are said to have the better qualities of both, mineral and synthetic. Mineral oil tends to adhere a little better on engine parts during long idle periods, thus helping to prevent corrosion. If you`ve been running synthetic and have developed a little clutch slipping or oil consumption, and still want the alleged benefits of synthetic oil, then a blend ( semi-synthetic) is recommended. I really don`t know if this helps with those problems. They may and it`s logical, but undocumented. Both Mobil and Shell covertly advice against using full synthetic in high mileage engines and/or engines with a history of oil consumption. I don`t know about the high mileage part, but I personally would strongly advise against using synthetic oil in an oil consuming engine. Skip ------------------------------ Date: Tue, 23 Mar 1999 21:55:16 -0700 From: "Skip Faulkner" Subject: Re: (klr650) NKLR The HITMAN is in the HOUSE! ...................> snip<.............................. >Gino has been gracious enough in the past putting up all the money for the >costs to put on this event. We have grown pretty large in numbers and costs >and it is not fair to have Gino continue paying for your fun. That is why >we are charging for this years rally. >So if you think that the $30 is too much do me and my "Goons" a favor and >stay home and stop whining! Those that do come to Moab will take back >memories with them that they will never forget and how much will that be >worth? > >Fred HITMAN Hink ps. before you get your panties in a wad, most of >this was done tongue in cheek. ;) What? I thought Gino was paying for the gas and lodgings too! What a bummer. Well, I guess $30 ain`t to bad to see the mugs of all these fine people I`ve been Listening to for the past year. Seriously, I think $30 is a bargain for a roundup like this. Even though I wasn`t there last year, I commend Gino for his generosity. Sorry I couldn`t partake of it. That was $30 a truck-load, right? Skip ( I`m saving up now) ------------------------------ Date: Wed, 24 Mar 1999 00:01:37 EST From: SFBREIZH@aol.com Subject: (klr650) 99klr650 riding impression Check out www.motorcycle.com for great photos and article about our beloved moto... Guy Le Baher SF ------------------------------ Date: Tue, 23 Mar 1999 22:04:19 -0700 From: "Skip Faulkner" Subject: Re: (klr650) Weight? >So the actual weight of the KLR is about 400lbs, not 337 as claimed? >Ric (feeling a bit undersprung at 137lbs ) > Ric, the advertised weight is a dry weight. When fluids are added, well, you can go from there. Skip ------------------------------ Date: Tue, 23 Mar 1999 21:57:16 -0800 From: Eric & Jill Dietiker Subject: Re: (klr650) carb modifications I have the White Bros. 38mm round slide "kit" (carb, cable & throttle thingie). There are two things I loved about it, and two that I didn't. On the positive side, I feel that (with the K&N & IDS) I got a big performance boost, particularly in the middle. The carb also radically changed the bike's character, as well, from mild mannered librarian bike to snarling monster. Well, alright, the pipe helped there, but the instant throttle response makes a big difference in the riding experience. Someone once mentioned to me that he wished he had put on the 41MM flat slide, which he felt gave better top end power at the expense of mid-range. On the minus side, I don't believe the carb was jetted very well. Maybe the new IDSs flow much better than the old SuperTrapps. I am not an experienced carb hacker, so I've been into the carb many a time looking for a solution that delivers max power, and minimal surging and backfiring. I've gone way up on the main jet and raised the needle a few positions for more power. And I've fiddled endlessly with the idle mixture and pilot jet to dial out the surging at low speeds & low throttle settings, and the backfire under deceleration. And I'm about to give up on the last two, and just live with it - I've gone lean, and I've gone rich, to no avail. One good thing is that I haven't found a combination that made the bike run poorly. So I guess if you're somewhat careful, it's hard to really screw up. I think I'm getting around 40mpg or a little more on my highway commuting loop (wheelie on the onramp, splitting lanes at 20 or trying not to be rear-ended at 75, wheelie in the parking lot). My tank range is down to about 170 or 180 from about 235. I'd like to dyno the bike - anyone know of a place near Palo Alto, CA that has a dynomometer? I think if I knew I could take an hour or two off work and get it done, I would me more likely to do it. Hope this helped, Eric. ------------------------------ Date: Tue, 23 Mar 1999 21:58:27 -0800 From: Eric & Jill Dietiker Subject: Re: (klr650) Down-under tool storage (PVC Q's) >I think what was mentioned was a rubber expansion plug. Looks like a big >stopper with a bolt and washer and wing nut on top. > Yes, I have one on my house... but it's staying there! Eric. ------------------------------ Date: Wed, 24 Mar 1999 00:55:41 EST From: WingRJ@aol.com Subject: Re: (klr650) Weight? In a message dated 3/23/99 8:28:31 PM, flight49@idt.net writes: >if you believe such mags as Dirt Bike, Funny you should mention them. I read an article from them many years ago, in relation to this subject. How they went out to various motorcycle shops and wighed show room dirt bikes, then compared them to the advertized spec. They used the method of weighing the front tire setting on a scale, the measuring the rear tire on the scale, then adding the two. They went on to show the differences between the indicated weight and the claimed weight. I did this with my own bikes. I must admit, I do give more creadance to Dirt Bike than most other mags. I remeber when they did dyno tests on various types of gasoline. Based on their findings, and my style of riding, Avgas is out, Racegas is out, all that trick stuff is out, pump gas rated at 96 works fine for me. Remember the oil tests, I've been using Castrol 30w since. You guys can fiddle all you want with Slick50 and that other stuff. 62K miles on a KLR650, and then the dealer tellin me she dosen't need a rebore, new piston, lowend, that the top end is still within limits, I must be doin somthin right. I do ride the hell out of them. See Ya ------------------------------ Date: Tue, 23 Mar 1999 23:05:53 -0700 From: "Skip Faulkner" Subject: Re: (klr650) NKLR Weight? ..........................> snip<.................... > Remember the oil tests, I've been using Castrol 30w since. You guys can >fiddle all you want with Slick50 and that other stuff. 62K miles on a KLR650, >and then the dealer tellin me she dosen't need a rebore, new piston, lowend, >that the top end is still within limits, I must be doin somthin right. > I do ride the hell out of them. > >See Ya > I love single grades . They have always tested better than multi-grades except for cool weather start-ups. I have gotten most of my customers ( those that pre-heat) to switch to single grade oil, with excellent results. Due to the climate I live in, for a motorcycle , the multi-grades have more benefits for me. When I went college in Mississippi, I ran nothing but single grade oil. Skip ------------------------------ Date: Wed, 24 Mar 1999 16:13:29 +0800 From: Linus Subject: [none] UNSUBSCRIBE klr650 ------------------------------ Date: Wed, 24 Mar 1999 10:14:50 -0500 (EST) From: Eric Winslow Subject: (klr650) Maiden voyage finished. I just wanted to say thanks to all that offered advice in response to my previous post. Yesterday I went back to get my bike and rode it home with minimal trouble. I did what little cleaning of the carb I could do without taking it off. It does still have the small throttle opening problem, but I managed to get through the 1 remaining toll booth ($1) without it quitting (a little choke seemed to help). This weekend, armed with the service manual which is on it's way to me now from Fred, I'll take the carb off and give it a good cleaning. I will check for an air leak first, though. Thanks again. Eric (happy to have the bike home) A8 ------------------------------ Date: Wed, 24 Mar 1999 15:29:51 +0000 (GMT) From: Yusseri Yusoff Subject: (klr650) Removing a link on a chain List, Thanks for the recent advice about the type of chain to use for the bike. Anyhow, I've gone and bought a EK X-ring. The thing was that the shop only had a chain with 110 links on it. Since it was the same price as a 106, I took it. So, how does one go about grinding off the extra links? Is a file good enough? I'm not really sure how to go about it at the moment. Any help would be much appreciated. Cheers, Yus - -- Yusseri Yusoff / y.yusoff@ee.surrey.ac.uk http://www.ee.surrey.ac.uk/showstaff?Yusoff Centre for Vision, Speech and Signal Processing University of Surrey Guildford GU2 5XH - --------------------------- After a year in therapy, my psychiatrist said to me, "Maybe life isn't for everyone." - Larry Brown ------------------------------ End of klr650-digest V2 #177 ****************************