Cam Advance MC Mod. - Page 3 - Kawasaki KLR 650 Forum
2008+ KLR650 Wrenching & Mod Questions For repair, maintaining or modifying discussions related to the newly updated 2008 and beyond, Generation 2 KLR650 Motorcycle.

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post #21 of 95 Old 05-09-2015, 05:37 AM Thread Starter
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Twinjet, When i had the hose off i checked inside the hose and the hole both were clean and dry? I might experiment with a filter in the line or over the hole and see if it gets dirty.

Kilowatt, i am sold on the cam advance mod, when i do the valves it will be done! Easy and free, how does it get better than that!
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post #22 of 95 Old 05-09-2015, 06:11 AM
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Quote:
Originally Posted by Drifter. View Post
Kilowatt, i am sold on the cam advance mod, when i do the valves it will be done! Easy and free, how does it get better than that!
Indeed!

Please share the results you notice, when you complete the mod.

Fun fact: One camshaft sprocket tooth subtends 7.5 degrees, corresponding to 15 crankshaft degrees.

=================

Whimsical thought; valve timing has been altered to achieve, "additional free power." Has no one altered the IGNITION timing for that effect? At least, the ignition could be advanced to take advantage of higher-octane fuel, for proven extra power.

More sophisticated electronic ignition timing "mapping" might yield even greater performance.

The as-built ignition timing curve remains unchanged and inalterable; adjustable timing might have promise.

Then again, the prospect of raising compression ratio for higher performance and fuel economy remains with us . . . might be FREE (as in, remove jug base gasket, replace with compound)! Shaving the head, say, .030", wouldn't cost a lot at a machine shop; resulting valve timing change should be insignificant.

Just a couple of known and proven approaches (ignition timing advance, raising compression ratio) to engine hop-up.

Last edited by Damocles; 05-09-2015 at 06:15 AM.
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post #23 of 95 Old 05-09-2015, 02:25 PM
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Damocles,
I'll bring the pop-corn to your garage this time. Altering the ignition timing may not be as easy as you might like.

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #24 of 95 Old 05-09-2015, 06:34 PM
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Quote:
Originally Posted by pdwestman View Post
Damocles,
I'll bring the pop-corn to your garage this time. Altering the ignition timing may not be as easy as you might like.
Electronically, might be easy, for someone skilled in the craft of altering ignition maps (a number of programmable modules are in the marketplace for this purpose (e.g., "Power Commander"), specific to other (than KLR650) machines).

"Electro-mechanically," as in, altering the position of the pickup coil relative to the timing lump on the flywheel/rotor arc/circumference . . . may take some doin'!

(Didn't mean to suggest the mods would be easy, but . . . look at all the extra POWER available!

Last edited by Damocles; 05-09-2015 at 07:20 PM.
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post #25 of 95 Old 05-09-2015, 07:02 PM
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Hey,
Maybe Ranger Ron could design a better / Hi-Performance Ignition Module for the Gen 2 KLR's. He seems to be the sharpest on electronics. No offense Normk.
Gen 1's will just have to get by, by being naturally lighter/faster from the get go!

Problem is, Ranger Ron only likes to do it 'Once'!

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #26 of 95 Old 05-09-2015, 10:45 PM
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Talking Fun fact about cam timing

As in all 4 stroke engines the valve train runs at half the speed of the crank. If you count the teeth on any 4 stroke cam gear. You will find that they are double in number to the crank. Hens the difference of one tooth on the crank in this case = 15 degrees to 7.5 on the cam.

As far as ignition timing, my bike runs real close to max advance. At temperatures of a 100 degrees. 87 octane starts to ping under load. I go to mid grade or higher in the summer. When I lived in Colorado. We would advance timing 10 degrees over stock + 2 degrees for every 1,000 feet above see level. For example most 350 Chevy engines run a stock time of 10 degrees base advanced. The fuel burn was so slow at altitude you could run a 30+ degree advance with no pre-ignition. Adjustable timing could be a benefit in these cases.
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post #27 of 95 Old 05-10-2015, 06:14 AM
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Good points, kw!

Would anyone consider (even at sea level) using higher-octane fuel and advancing the spark, for the longer burn time and additional power? Or are KLRistas indemically too, well, FRUGAL, for that?

MANY high-compression, high-performance automobiles and motorcycle require premium fuel; at least some riders are willing to "pay the price" for improved performance.

Maybe not KLRistas!
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post #28 of 95 Old 05-11-2015, 08:08 AM
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Off topic but since you (the OP) mentioned it....

Quote:
Originally Posted by Drifter. View Post
Twinjet, When i had the hose off i checked inside the hose and the hole both were clean and dry? I might experiment with a filter in the line or over the hole and see if it gets dirty.
The first thing I did when I bought my used 2004 KLR was to check the air filter. When I did, I found the inside of the air box coated with oil. As I cleaned the mess up I was convinced that the case breather was blowing oil into the air box so I made plans to route the breather hose away from the airbox and put a filter on the end of it.
While I was in "planning" mode I rode the bike with the stock setup and found 3 years later that there's no oil in the airbox now!
That is what convinced me that all the stock breather is doing is relieving a small amount of of excess case pressure. (As opposed to actually ventilating the crankcase.)
Yes, I am somewhat of the procrastinator and no, I haven't figured out where the oil I found in the airbox when I bought the bike came from.
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post #29 of 95 Old 05-11-2015, 11:25 AM
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Quote:
Originally Posted by twinjet View Post
The first thing I did when I bought my used 2004 KLR was to check the air filter.
Yes, I am somewhat of the procrastinator and no, I haven't figured out where the oil I found in the airbox when I bought the bike came from.
twinjet,
You forgot to remind readers that the crankcase air vent goes to the 'Clean-Side' of the air box (Ahead of screen). The oily air box is/was the dirty side (AFT of the screen).

The factory uses what I refer to as a light 'fish oil'. It migrates all over inside of the dirty air box. Or drips onto the fender flap, onto the swingarm, drools down the Lower Rear White chain guide and leaks on your garage floor.

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #30 of 95 Old 05-11-2015, 11:34 AM
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Quote:
Originally Posted by pdwestman View Post
twinjet,
You forgot to remind readers that the crankcase air vent goes to the 'Clean-Side' of the air box (Ahead of screen). The oily air box is/was the dirty side (AFT of the screen).

The factory uses what I refer to as a light 'fish oil'. It migrates all over inside of the dirty air box. Or drips onto the fender flap, onto the swingarm, drools down the Lower Rear White chain guide and leaks on your garage floor.
Yes, all true as you say.

And, also (fish oil) explains why KLR are noted for having low cholesterol levels in spite of carrying a lot of weight up high.

Okay, last thread hijack, I promise.
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