turbo klr?

[Tom Simpson]

I finally installed the 16-tooth sprocket that Fred sold me some 18 months ago this afternoon. It has completely transformed the bike as a serious over-the-road touring mount. Instead of being busy at 70 MPH, the machine thumps merrily along at over 80 MPH and 5k RPM. This does not hurt its performance in town, either, though I imagine it would be pretty useless as a playtoy in the dirt: 1st gear shifts now take place at 20 MPH. I suspect I will stick with this setup for the foreseeable future. -Tom '96 KLR 650

[Kurt Simpson (Dual Sport News)]

I finally installed the 16-tooth sprocket that Fred sold me some 18 months ago this afternoon. It has completely transformed the bike as a serious over-the-road touring mount. Instead of being busy at 70 MPH, the machine thumps merrily along at over 80 MPH and 5k RPM. This does not hurt its performance in town, either, though I imagine it would be pretty useless as a playtoy in the dirt: 1st gear shifts now take place at 20 MPH. I suspect I will stick with this setup for the foreseeable future. -Tom '96 KLR 650 ___________ yeah, once I put the 16 on I set the 15 aside and only used the 14 and 16. The 16 really civilizes the bike. The 14 is also great when you're going to be two-upping quite a bit... Kurt

[ATO137528@aol.com]

I too have enjoyed the benefits of the lower RPM's at highway speeds with the 16 toother. It really does make a significant difference! As an added bonus, carrying long 2nd and 3rd gear wheelies seems to be easier too because of the taller gearing (lots of fun during the commute to work!). Around town it still works well because the bike pulls longer between shifts and I get to enjoy the sound of the bike under throttle an extra second or two. The great low-end power still allows for easy riding. For TIGHT off road work, it's a bit of a burden, as expected. THAT'S why I keep the 15 toother handy for days I know I'll be in these situations. Between the masterlink-less chain (for now) and the awkward "single nut" setup on the output shaft, making the change isn't as easy as it could be. OK...It's a pain in the ass. I admit it. So is getting out of bed in the morning, but it too is worth the trouble. There were some postings recently about why modify the perfect bike. IMHO, the ability to MAKE these changes to make the KLR so flexible is exactly WHAT makes it so perfect...for me, anyway. If there are those of you who have not tried the 16 toother, give Fred a call and get you one. Lamar A14 [Non-text portions of this message have been removed]

[swiftbow@uswest.net]

I don't know about that - some high power performance upgrades appear to be fairly economical. The simplest I've heard of promises a minimum power increase of over 50% with only a small noticeable decrease in gas mileage. The modification, even for those with no or little experience, seems to average about 15 minutes; however, the job is tricky as it requires some attention to detail and good finger dexterity. The performance mod requires careful removal of the 650 stickers with meticulous replacement of 250 decals. The reported power increases have been astonishing! DougW

--- In DSN_klr650@y..., Tom Simpson wrote: > At 12:53 AM 3/3/01 +1100, Ted Palmer wrote: > >jimkeal@h... wrote: > > > > > I have a friend with an extra turbo from a seca and I'm wondering if > > > anyone has any clue how difficult to install and how much benefit I > > > could expect for the effort to install it on my KLR650. I use the > > > bike mostly for commuting and touring, limited off road. > > > >Speed is just a question of money, how fast do you want to go? > > > >Mister_T > > > To restate: > > > "Speed is just a question of money, how fast do you want to go > (broke)? > > > > -Tom > '96 KLR 650