Indicator light and seized cooling fan - 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 10 Old 02-28-2015, 09:06 PM Thread Starter
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Indicator light and seized cooling fan

I like the indicator light more and more as the indicator came in twice today which always causes me to check the temperature gauge. The second time was in the garage so pulled off my glove and couldn't feel or hear air flow, although the engine wasn't overhearing. Used my pocket light and fan not turning. A finger check with key off showed that the fan bearing was seized up. Nice!

*Note that my fan is wired so that it only operates with the key on. Although some choose to have the fan hot at all times, I prefer to have the control offered by turning off the fan with the key.

I pulled the fan and worked oil into the bushings/bearings by drilling a hole into the rear cover pocket, then pulling the shaft in and out while keeping oil around the shaft/in the hole. I also used shop air and a piece of hose to form a pocket to push oil into the bearings buy using shop air. My concern with using shop air directly against the oil film was that I thought it was a likely to scavenge oil out as to force it further in. Sealed the rear hole with silicone gasket maker, reinstalled fan blade and all seems well. I've seen other bike fans seize up but first KLR can recall. 1997 though....

https://www.dropbox.com/s/1w7ser9o4e...illed.jpg?dl=0

https://www.dropbox.com/s/5a1c65y32t...iling.jpg?dl=0

The EX500 fan blade assembly, automotive door edge rubber and upgraded wiring make a significant difference to the amount of air my fan moves through the radiator.
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post #2 of 10 Old 02-28-2015, 09:24 PM
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I accidently broke 2 blades off of a boxed window fan trying to do the same.

A couple of 'stick on' wheel weights, I was 'good to Go'. (at reduced air flow), Turn it to 'Hi'!

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting

Last edited by pdwestman; 03-02-2015 at 07:42 PM. Reason: 1st sentence deleted, was to a different member.
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post #3 of 10 Old 03-01-2015, 06:52 AM
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Quote:
Originally Posted by Normk View Post
*Note that my fan is wired so that it only operates with the key on. Although some choose to have the fan hot at all times, I prefer to have the control offered by turning off the fan with the key.
If I'm not mistaken, Generation 1 OEM wiring provides + 12 VDC to the fan thermal switch at all times; Generation 2s don't have no stinkin' fan relay, and only arm the fan circuit when ignition switch is ON.

DISCLAIMER: Have NOT checked 2008-and-later wiring diagram. UPDATE: Just checked; I'll stick by my story! http://s414.photobucket.com/user/Rob...ected.jpg.html

I like the Generation 1 setup, myself; enjoy the comforting roar of the cooling fan as high-temperature coolant triggers the thermal switch after shutting down the engine on a warm day, as the water pump ceases circulation and higher-temperature coolant reaches the bottom of the radiator . . . then, shortly, SILENCE, as equilibrium returns to the radiator and its contents . . .

Last edited by Damocles; 03-01-2015 at 06:56 AM.
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post #4 of 10 Old 03-01-2015, 07:18 PM
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Quote:
Originally Posted by Damocles View Post
If I'm not mistaken, Generation 1 OEM wiring provides + 12 VDC to the fan thermal switch at all times; Generation 2s don't have no stinkin' fan relay, and only arm the fan circuit when ignition switch is ON.

DISCLAIMER: Have NOT checked 2008-and-later wiring diagram. UPDATE: Just checked; I'll stick by my story! http://s414.photobucket.com/user/Rob...ected.jpg.html

I like the Generation 1 setup, myself; enjoy the comforting roar of the cooling fan as high-temperature coolant triggers the thermal switch after shutting down the engine on a warm day, as the water pump ceases circulation and higher-temperature coolant reaches the bottom of the radiator . . . then, shortly, SILENCE, as equilibrium returns to the radiator and its contents . . .
Interesting how different people can see the same thing differently. Glass half full/empty.

My KLRs are gen2, so I don't have this problem, but if my fan came on as I walked away from a parked bike, I would have to sit down and wait for it to shut off before leaving. Murphy's Law tells me that in the morning the fan would be off and the battery dead.
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post #5 of 10 Old 03-01-2015, 09:00 PM Thread Starter
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I'm also not fan of an uncontrolled fan. ;-)

Having a stick go into a fan and then having to get off, secure the bike and pull the thermal switch plug seems unnecessary rather than to simply turn off the key.



Quote:
Originally Posted by GoMotor View Post
Interesting how different people can see the same thing differently. Glass half full/empty.

My KLRs are gen2, so I don't have this problem, but if my fan came on as I walked away from a parked bike, I would have to sit down and wait for it to shut off before leaving. Murphy's Law tells me that in the morning the fan would be off and the battery dead.
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post #6 of 10 Old 03-02-2015, 05:13 AM
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Just wondering; how many Generation 1 riders have suffered the heartbreak of the dread RUNAWAY FAN syndrome?

In my experience, the fan runs only a few seconds after the engine is shut down on a hot day. The horror of, "The Fan That Would Not Die," fortunately, has never visited me.

I've heard tales, however, of KLRistas with manual fan switches installed, who have FORGOTTEN to turn off their fans when stopping, consequently depleting their batteries . . .

One such victim used to post frequently on this website (but no more, somehow). EDIT: Incidental (and possibly irrelevant) off-topic comment redacted.

I digress; my regrets! Now, whose Generation 1 cooling fans relentlessly and continuously run after the engine is shut down?

------------------------

ADDENDUM: Not entirely sure, but . . . I THINK some latter-day automobiles, with electrically-powered cooling fans, continue to activate engine cooling fans for a while after engines are shut down after high ambient temperature operation. Not that any "right" or "wrong" value judgment is implied regarding this characteristic; merely pointing out a design choice that may exist in cooling systems other than that of the Generation 1 KLR650.

Last edited by Damocles; 03-02-2015 at 05:24 PM.
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post #7 of 10 Old 03-02-2015, 10:30 AM
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In 31 years of KLR's (1984 600s), I have yet to experience a run-away fan.
I must say that I do live in a dry climate, rarely see a corroded terminal other than battery terminals.

I do prefer the direct connection of the older systems, KLR's and others, to the keyed systems of the newer product.
Less potential heat saturation of engine and Body parts and fewer 'drippy' fan blades on multi cylinder engine models. (Closer to the header pipes) imo,only.

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #8 of 10 Old 03-02-2015, 11:19 AM Thread Starter
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Thread has gone off topic so will unsubscribe. I'm tired of taking about the thermobob.
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post #9 of 10 Old 03-02-2015, 11:53 AM
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Originally Posted by Normk View Post
Thread has gone off topic so will unsubscribe. I'm tired of taking about the thermobob.
Didn't meant to drive you from the room, Normk!

I only mentioned [Redacted comment in Post # 6 above] in passing; incidentally to an inmate's failure to turn off his manually-controlled fan and consequently drain his battery. I already expressed my regrets for the digression; even greater regrets for driving you away from the discussion!

No offense intended.

Last edited by Damocles; 03-02-2015 at 05:26 PM.
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post #10 of 10 Old 03-02-2015, 08:50 PM
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Normk,
I do assume that you seal the 'oil hole' in the aft end of the fan motor with a 'blob' of RTV silicone, yes?

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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