PDW Oil Flow Mods, order of importance. - Page 3 - 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 #21 of 111 Old 12-10-2015, 06:53 PM
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Location: Lac La Biche Alberta Canada
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Like X10 Tom.
This is one of the best forums on the internet especially for new people. We have toned down a couple of guys over the years for being too hard on newbies. We were all greenhorns at one time. The KLR is a great bike and the pricepoint attracts a lot of beginners. Though my primary dualsport is a KTM 690 Enduro right now, I can't seem to let go of either of my KLR650s. I know when the KTM breaks down the KLR will be waiting!
JJ
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post #22 of 111 Old 12-10-2015, 07:02 PM
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Anyone can see from Jeff's practical approach that he really does't fit in well. ;-)

Running for cover!




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Originally Posted by justjeff View Post
Like X10 Tom.
This is one of the best forums on the internet especially for new people. We have toned down a couple of guys over the years for being too hard on newbies. We were all greenhorns at one time. The KLR is a great bike and the pricepoint attracts a lot of beginners. Though my primary dualsport is a KTM 690 Enduro right now, I can't seem to let go of either of my KLR650s. I know when the KTM breaks down the KLR will be waiting!
JJ
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post #23 of 111 Old 12-10-2015, 08:39 PM
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Join Date: Oct 2014
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PD Westman: "In "Willy's" original thread of "Oil Pressure, How to make it Better?" (on klr650.net), I suggested that ALL of this could be achieved with ONE drill bit size! I'll now suggest, that the #43, 2.26mm, 0.089 thousands of an INCH drill bit, might be a reasonable 'Choice'."

For those like me that were finding the #43 drill bit hard to find: Ace Hardware has them, you can find it on their website. Irwin® No.43 High Speed Steel Wire Gauge Drill Bit. I tried to include the direct link, but I haven't posted to this forum enough to have that permission.
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post #24 of 111 Old 12-11-2015, 07:10 PM
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I ran a retest of the idle speed with and without the restriction in the oil filter cover.

Idle speed (warm) with stock filter cover 1200 RPM
Idle speed with restricted cover 1450 RPM.

I had reported that difference before but had to buy a cover so could switch back and forth to confirm. Definitely less engine drag due to oil from crankshaft. Since the other factors remain the same, I expect that the oil pressure at the pump must increase because of more restriction. This must mean that more oil pump load, due to the higher restriction/elevated il pressure resistance, is counteracting the effect. If the oil pressure were kept the same at the pump, I'd expect a higher idle speed.

As soon as have time to plumb in the gauge Paul sent, I will see if can see that effect.
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post #25 of 111 Old 12-11-2015, 09:01 PM Thread Starter
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Location: Lander, Wyoming
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Normk,
Now the question on everybodys mind is, is that a Good Thing, a Bad Thing or an Indifferent Thing?

I'll suggest an Indifferent Thing.
It may be solely related to the total Volume of oil to the bottom rod bearing and therefore to the cylinder wall, piston and rings.
Or, it may be related to oil temp being 'warm' instead of 'hot', 194f+?
Or it may be related to set point of PRV and oil temp?
But it seems 'something' is definitely effected.

Sort of like maybe Toms first 1100 miles with 'sort of warm' engine vs his final 400 miles with a fully hot engine. Maybe.

Inspite of this project being over 3 years long, there is still a lot to be learned.

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #26 of 111 Old 12-11-2015, 10:15 PM
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It would seem to me that this effect points to a good thing because the only change was to swap the oil filter cover which does not change oil temperature. The bike was at temperature after a ride, I checked idle speed, swapped the filter cover, checked idle speed, replaced the restricted cover, checked idle speed which was the same as before. Oil temperature would not have changed significantly in less than the minute required to swap the covers the first time and would certainly not have reversed this temperature change again during replacement of the cover.

It would seem that this is the same effect as for increased fuel mileage at highway speeds, due to reduced oil to the crankshaft and cylinder walls.

The effects seem to mirror your other reported effects, excepting oil consumption which is moot for idle, especially over such a short time.




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Originally Posted by pdwestman View Post
Normk,
Now the question on everybodys mind is, is that a Good Thing, a Bad Thing or an Indifferent Thing?

I'll suggest an Indifferent Thing.
It may be solely related to the total Volume of oil to the bottom rod bearing and therefore to the cylinder wall, piston and rings.
Or, it may be related to oil temp being 'warm' instead of 'hot', 194f+?
Or it may be related to set point of PRV and oil temp?
But it seems 'something' is definitely effected.

Sort of like maybe Toms first 1100 miles with 'sort of warm' engine vs his final 400 miles with a fully hot engine. Maybe.

Inspite of this project being over 3 years long, there is still a lot to be learned.
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post #27 of 111 Old 12-12-2015, 07:51 AM
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Join Date: Oct 2014
Location: Baton Rouge, LA
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I will offer my 99 KLR with 33k on the clock and a prodigious oil consumption problem as a guinea pig for these mods. I am more than happy to do my best to add gauges and otherwise keep track of oil consumption per miles ridden within my limited wrenching skills, which I am happy to expand when possible. I will not be able to attempt the mods that Tom shows in his video anytime soon. The ones to the clutch cover I mean. The oil filter cap I believe I can manage.
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post #28 of 111 Old 12-12-2015, 04:36 PM Thread Starter
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Location: Lander, Wyoming
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peacefuljeff,
With your admitted limited wrenching experience, I would rather see you do mods #7, 8, 9 and 10. And then go enjoy your riding for a 1000 miles, rather than doing Gauge Readings. Checking oil as often as you have had to in the past and hopefully adding Less.

I believe Tom and I's gauge readings are sufficient enough.
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post #29 of 111 Old 12-13-2015, 02:15 PM
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Join Date: Dec 2015
Location: New Orleans
Posts: 8
Garage
Sub'd
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post #30 of 111 Old 12-13-2015, 02:36 PM Thread Starter
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Post #29 Missing in Action!

Just read e-mail alert of new posting by "peacefuljeff", thought I ought to reply!
It appears to be MIA. Unless is 'appears' while I type this.

Are we having a case of the 'gremlins' again? This post should show up as number 30 or higher.

Anyways peacefuljeff,
All of this info is in the threads which I linked.

You mean "NPT", typo showed MPT.
The 1/4"long, 5/32nd" allan key driven, 1/16th 27 National Pipe Thread (1/16-27 NPT), Brass pipe plugs which I used were purchased from "Fastenall". (Part#80742, 1/16BrssFlshPrssPlug)
Also might be acquired from Heavy Truck repair facilities.

You will also need a 1/16th-27 NPT thread tap.
I'll suggest checking Amazon.com for pipe plugs and thread tap. Purchase 5 or 10 pipe plugs they are cheap, like 50 cents each.
We may go smaller eventually.
I paid dearly for the tap, to shop local.

pdwestman
Modify at "YOUR OWN RISK"!

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

Last edited by pdwestman; 12-13-2015 at 05:41 PM. Reason: #29 should have been by peacefuljeff, unless he deleted.
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