fi or carb high altitude on a klr

[Silver Duck]

Quick question for the group.... I will be doing TAT again this summer from Colorado to Oregon border. My KLR ran ok last year, but since most of this year will be at altitude, any jetting settings recommended from you high country guys? Fred, look for a party of 6 in Moab. We will probably wanna change tires, so I will get you a list of what to have for us. Thanks! (Breathing fat air in Alabama) ________________________________ From: Kevin Powers Cc: DSN_KLR650@yahoogroups.com Sent: Monday, March 9, 2009 2:31:26 PM Subject: Re: [DSN_KLR650] Re: FI or Carb High Altitude on a KLR 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@yahoogro ups.com , > "Larry" wrote: > > FI.....careful what you wish for...you just might get it. > > --- In DSN_KLR650@yahoogro ups.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] [Non-text portions of this message have been removed]

[Fred Hink]

I'd take a jetting lesson from the Punky and Lew school of hard knocks. Long story but the moral of the story is, if it ain't broke, don't fix it. I guess you could make up your own moral, but the story is pretty interesting. Anyone hear from Lew any more? When you going to be in Moab? We will host the annual CMC rally here the end of May. http://www.angelfire.com/ut/moab/cmc.html Fred http://www.arrowheadmotorsports.com http://s1.zetaboards.com/arrowhead

----- Original Message ----- From: Silver Duck To: DSN_KLR650@yahoogroups.com Sent: Monday, March 09, 2009 1:36 PM Subject: [DSN_KLR650] FI or Carb High Altitude on a KLR... now jetting recommendations Quick question for the group.... I will be doing TAT again this summer from Colorado to Oregon border. My KLR ran ok last year, but since most of this year will be at altitude, any jetting settings recommended from you high country guys? Fred, look for a party of 6 in Moab. We will probably wanna change tires, so I will get you a list of what to have for us. Thanks! (Breathing fat air in Alabama) ________________________________ From: Kevin Powers Cc: DSN_KLR650@yahoogroups.com Sent: Monday, March 9, 2009 2:31:26 PM Subject: Re: [DSN_KLR650] Re: FI or Carb High Altitude on a KLR 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@yahoogro ups.com , > "Larry" wrote: > > FI.....careful what you wish for...you just might get it. > > --- In DSN_KLR650@yahoogro ups.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] [Non-text portions of this message have been removed] [Non-text portions of this message have been removed]

[Fred Hink]

I have had two Hondas with FI that were about as perfect as they get. No cold starting problems, no hot starting problems, no lagging, no lurching, smooth power from idle to redline. Great mpg. Never any problems. Even started with a dead battery by push starting. I'd love it if my CRF450X had FI. Talk about carb problems... The Keihin on the KLR is a piece of cake in comparison. Fred http://www.arrowheadmotorsports.com http://s1.zetaboards.com/arrowhead

----- Original Message ----- From: Kevin Powers Cc: DSN_KLR650@yahoogroups.com Sent: Monday, March 09, 2009 1:31 PM Subject: Re: [DSN_KLR650] Re: FI or Carb High Altitude on a KLR 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] [Non-text portions of this message have been removed]

[Bogdan Swider]

On 3/9/09 1:36 PM, "Silver Duck" wrote:

> > > > Quick question for the group.... I will be doing TAT again this summer from > Colorado to Oregon border. My KLR ran ok last year, but since most of this > year will be at altitude, any jetting settings recommended from you high > country guys? Fred, look for a party of 6 in Moab. We will probably wanna > change tires, so I will get you a list of what to have for us. > > Thanks! > > (Breathing fat air in Alabama) > >

I live at 6000 feet a ride with the stock jet.....148 if memory serves. It works pretty much everywhere. I wouldn t go leaner for high altitude because you ll be changing elevations; then...when you go down bad things can happen. That s the lesson of Punky and Lew which Fred just mentioned. Oh yeah....I do have a hand adjustable pilot screw; I bought it to fine adjust for altitude but find I never bother. Last I heard was that Lew, with young South American wife was somewhere in Georgia....but that was a few years ago. Bogdan [Non-text portions of this message have been removed]

[Mike Frey]

I've been to 9,000 feet on my CA KLR and it doesn't mind at all. I don't feel any noticeable loss of power, but I am sure there is some, like any other internal combustion motor. KLRs are jetted lean when stock (but not like Super Sherpas are!) and are actually easier to start at altitude. They'll idle lower because they are producing less power - not that they produce much power to begin with - and seem quite happy up there. If not for my GPS, I'd never know I was at 9,000 feet. Well, those huge trees kinda give it away. I wonder how much dust is on my bike out there - haven't been on it since October. Kinda stuck here in the east. But, I am fortunate - I still have a job. Or it has me, not sure which. Bogdan Swider wrote:

> > > > On 3/9/09 1:36 PM, "Silver Duck" > wrote: > > > > > > > > > Quick question for the group.... I will be doing TAT again this > summer from > > Colorado to Oregon border. My KLR ran ok last year, but since most > of this > > year will be at altitude, any jetting settings recommended from you high > > country guys? Fred, look for a party of 6 in Moab. We will > probably wanna > > change tires, so I will get you a list of what to have for us. > > > > Thanks! > > > > (Breathing fat air in Alabama) > > > > > I live at 6000 feet a ride with the stock jet.....148 if memory serves. It > works pretty much everywhere. I wouldn t go leaner for high altitude > because you ll be changing elevations; then...when you go down bad things > can happen. That s the lesson of Punky and Lew which Fred just > mentioned. Oh > yeah....I do have a hand adjustable pilot screw; I bought it to fine > adjust > for altitude but find I never bother. Last I heard was that Lew, with > young > South American wife was somewhere in Georgia....but that was a few years > ago. > > Bogdan > > [Non-text portions of this message have been removed] > >