44mm Power Jet - Kawasaki KLR 650 Forum
1987 to 2007 Wrenching & Mods For maintaining, repair or modifications of Generation 1 KLR's. 2007 and earlier.

 
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post #1 of 8 Old 09-13-2014, 03:21 PM Thread Starter
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44mm Power Jet

Just for grins I thought I would post these pics from when I changed carbs. I know we all like pics....

My temporary "tank" while setting up the metering rod...

Clearance was close, but it fit!

Plenty of room for the UNI dual stage sock...

Love that clear bowl.. Here you can see actually how close the fitment tolerances were...

And the Motion Pro 1/4 turn throttle...
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post #2 of 8 Old 09-13-2014, 06:21 PM
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Interesting mod Brian! Does/could that carb connect to the stock airbox? You mentioned a Uni dualstage sock. I am thinking about water crossings.
Regards....justjeff

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post #3 of 8 Old 09-13-2014, 06:48 PM Thread Starter
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You could plumb it with the stock airbox. Since the hot cams required even MORE holes in the side of the airbox and I no longer needed the airbox for a battery box either, I just deleted it.
Although I don't live in a wet area of the U.S., I have crossed knee deep water without even a stumble which is deep enough for me. I have no need or desire to go swimming with my bike, just like I don't need a snorkel on my 4WD.There is so much surface area on the sock and the oil in the outside sock repels a lot of moisture I think. If it is more than a couple feet deep I will buy a boat...
Modification to the stock carb boot is needed too to accept the larger dia....
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post #4 of 8 Old 09-14-2014, 02:03 PM
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How about performance & low speed response/ride-ability? Have you had time to evaluate the effects?

Very interesting install! Thanks for sharing and please update.

Off topic so apologies: You seem to have a temperature probe in the upper coolant hose but notice no T-Bob or by-pass hose. Wondering about the concept and data gathered?
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post #5 of 8 Old 09-14-2014, 06:44 PM Thread Starter
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I have had the Lectron carb on for over a year now. It took some time to get the metering right but it has worked flawlessly since I got it dialed in. Unless someone has done some quality (BIG difference) head porting, big valves and cams it makes no sense to go with a larger carb but if you do the carb is your hold back. I know guys go with Mikuni flat slide pumpers but most are 38mm and you are just pumping raw fuel into an even smaller venturi. Makes no sense to me. The larger venturi had dramatic increases in performance and Lectron claims atomization is better than FI.... Well, who knows. People like to "bloviate" in marketing. What I do know is you cannot compare the performance of the CV to the Lectron, even with all the jetting I did to it. I also ran a Keihin 40mm pumper for a while when the Lectron was pissing me off, still no comparison. I believe if you have done a lot of "breathing" work a larger venturi allows you to use your larger lungs. Yes, you have to do something about the restrictions of the airbox but I spend a lot more time sideways in the dirt than I do fording a river. So, in a nutshell, without a lot of other work the CVK is a great, trouble-free carb. Stick with it.
You just can't see it in the pic. I have been running a T-bob for a few years now.....
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post #6 of 8 Old 09-14-2014, 06:51 PM
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If someone wanted to follow in your footsteps, is there a formula to follow?

If so, would that formula apply equally to 651cc and 685cc, assuming the head was well ported and had large valves?

Did you use an exhaust analyzer for jetting, or trial runs?

Tom

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post #7 of 8 Old 09-15-2014, 03:53 AM Thread Starter
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Quote:
Originally Posted by Tom Schmitz View Post
If someone wanted to follow in your footsteps, is there a formula to follow?

If so, would that formula apply equally to 651cc and 685cc, assuming the head was well ported and had large valves?

Did you use an exhaust analyzer for jetting, or trial runs?

Tom
Any of the big bores are in the same limelight. Mine is a 688 Arias and I question now the quality of rings and the lands of the piston. EM has made some improvements in piston design and if I had to do it again I would go with his 719 bore. Many people say they port heads, the ones that port with a bench and do a superior job you can count on 2 fingers. The man who did my heads worked closely with Cary and actually improved on his bench flow #s.
Breathing is everything. The small variable between a 685, a 688, a 705, or a 719 are minimal except for the head and valve work. Piston may weigh less, blow by should always be negligible but the point is sucking as much volume of burnable mixture through that the system will allow.
Yes, my low end torque has suffered but the overall power has increased exponentially. I cant creep off of a roll and bring the front tire off but in 1st at a simple roll a lift the front tire and second if I am not careful will bring it up too. In either gear I can bring the front tire up at will, just not at a low speed.

Edit:
Wholly crap! Somebody been drinkin' last night !!

Last edited by SkiBumBrian; 09-15-2014 at 12:10 PM.
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post #8 of 8 Old 09-15-2014, 03:55 AM Thread Starter
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Tom. I have some dyno #s before the Lectron.
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