Dumbest Question Ever - Page 2 - 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 #11 of 17 Old 10-15-2019, 10:19 AM
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Quote:
Originally Posted by Skook View Post
Jason, does that plexiglass plug really work? I would think that so much oil would be getting thrown against the glass that it wouldn't let the light beam reach the flywheel and you couldn't see the marks if it did. If it works I would consider getting one if it was inexpensive.
Yes, it does work.

It helps to insert the plug as close as possible to the rotor without touching it. The plug shown in the photo is for a Harley-Davidson and, unfortunately, I don't know if one is available for the KLR.

Jason
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post #12 of 17 Old 10-15-2019, 11:02 AM
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Tom, thanks for warning me about the oil spray when you do a compression check with the KACR disabled. I was going to do that check today. I checked the compression with the valve cover on and I got 60 psi. The Clymer manual (p. 62) specifies compression should be 77-124 psi with the KACR enabled. My compression gauge is a very old Harbor Freight beast, so I'm not sure how accurate it is. I guess I need to take the valve cover off and do the job right. The bike sounds like it's running great. How worried should I be about that 60 psi?
Does you HF compression gauge adapter have the proper 12mm x 3/4inch screw in fitting?
If it is short or a simple push in model that could partially account for lower reading.
Did you hold the throttle wide open?

If valve tappet clearances are at the low end of specs this can also reduce the cold cranking compression reading, especially minimal or below tolerance on the RH Exhaust tappet which the KACR engages.
The smaller the clearance on the RH exhaust tappet the later the closing of the de-compressed valve during the piston up-stroke.

There are No Specifications for CCC with a dis-abled KACR that I am aware of.
But my best SWAG suggestion is 135 - 185 psi. A 50 - 60 psi range is pretty common IME.

pdwestman
Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #13 of 17 Old 10-15-2019, 11:13 AM
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@Skook,

If you are going to do a compression test you might watch this video.

To @pdwestman's point, the KLR does require an adapter. If you have the older Horrid Fright tester it may have come in a set with adapters.
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post #14 of 17 Old 10-15-2019, 12:45 PM
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I once THOUGHT I figured out how a KLR650 spark advance works (no centrifugal spinning weights, or manifold vacuum-actuated point plate shifting, to exploit, as in prehistoric points/coil/condenser ignitions).

Goes like this: Pickup coil voltage varies with rpm; at higher rpm, pickup coil voltage increases. Increased voltage reaches thyristor (silicon controlled rectifier (SCR)) firing threshold earlier in flywheel rotation degrees, thus advancing spark at higher rpm.

Can anyone confirm, or deny and postulate an alternate operational mechanism for KLR650 spark advance?

Don't think KLRs have the sophisticated ECU computers and inputs used by more advanced engines for controlling ignition spark timing.

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

Otherwise, discussing automobile engines in general, Google seemed somewhat emphatic, maybe even dogmatic, saying essentially: "If you ain't got no distributor, you ain't gonna adjust spark timing."

You better put down that gun. You got two ways to go, put it down or use it. Even if you tie me, youre gonna be dead. "John Russell" (Paul Newman), Hombre

Last edited by Damocles; 10-15-2019 at 01:02 PM.
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post #15 of 17 Old 10-15-2019, 02:43 PM Thread Starter
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Quote:
Originally Posted by pdwestman View Post
Does you HF compression gauge adapter have the proper 12mm x 3/4inch screw in fitting?
If it is short or a simple push in model that could partially account for lower reading.
Did you hold the throttle wide open?

If valve tappet clearances are at the low end of specs this can also reduce the cold cranking compression reading, especially minimal or below tolerance on the RH Exhaust tappet which the KACR engages.
The smaller the clearance on the RH exhaust tappet the later the closing of the de-compressed valve during the piston up-stroke.

There are No Specifications for CCC with a dis-abled KACR that I am aware of.
But my best SWAG suggestion is 135 - 185 psi. A 50 - 60 psi range is pretty common IME.
My exhaust valves are at the minimum clearance. The motorcycle shop where I ordered my shims got the wrong ones, so I ended up adjusting the intakes but not the exhausts. They were right on the edge but still technically not out of spec. I got the right shims now, but I'm waiting to put them in. I'll do the compression with KACR disabled at that time. I guess I'll do the compression check with the engine warm and then let it sit overnight to cool in order to check the valves. I'm glad the 60 psi isn't anything to panic about. Thanks for the input.

I do have the proper adapter for the compression gauge. I don't know if it's short or not, but it's not the push-in type. Yep, throttle wide open.

What does "SWAG" mean?

Last edited by Skook; 10-15-2019 at 02:47 PM.
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post #16 of 17 Old 10-15-2019, 06:10 PM
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Originally Posted by Skook View Post
What does "SWAG" mean?
Super-wild-ass-guess

Jason
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post #17 of 17 Old 10-20-2019, 07:23 AM
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I thought this was a sad story about....will you marry me and the effects of the answer! Glad to read it was an oil tasting thread!
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