What In the world!?!! I'm stummped! Over Heating and 3000 rpm idle! - Page 3 - Kawasaki KLR 650 Forum
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post #21 of 24 Old 03-16-2017, 02:38 AM Thread Starter
1st Gear
Join Date: Mar 2017
Location: Utah
Posts: 17
Originally Posted by pdwestman View Post
We can see thru a jet. But we can't see thru the passage ways, Passage Ways, Passage Ways.

Low Scale 1/4" drive in/lb , Inch Pound, Inch Pound , INCH POUND torque wrench. 80 inch pounds.

ADvrider99, You are not the only one reading this. I don't want any newbie mechanic to make mistakes caused by a possible joke.
I meant Inch / Pound. Sorry for the confusion. I was a long day of working on the bike and my truck..
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post #22 of 24 Old 03-16-2017, 04:58 AM
5th Gear
Join Date: Jan 2011
Posts: 4,416
Originally Posted by ADvrider99 View Post
Seems as I go higher up the bike performs with less power.

Question, should I go larger or smaller on the main jet, or leave it as is. It rides great on the highway and around town, but if I go up in elevation (example: mountain roads or trails) it starts to bog a little, especially going up a steep hill.
FACT OF LIFE: Any and all naturally-aspirated (as in, no turbocharger/supercharger) internal combustion engines LOSE POWER at altitude. The big boys on the playground say, at the rate of 3 per cent per thousand feet. Why? Less oxygen to process fuel, less fuel processed per unit time; thus, less power.

The stock Kawasaki/Keihin CVK34 main jet for a non-California USA KLR250 is 120 (trick jet kits may have different numbering systems). You might dare a 118, but . . . even with perfectly optimum air/fuel ratio, you will lose power at altitude.

If the bike starts easily, accelerates smoothly . . . being a little fuel-rich is better than being a little fuel-lean. Your bike, your call! My approach (unless I move to Denver): Just wind it to redline!


Oh, yes; on OVERHEATING the KLR250: BURPING remains critical to the KLR250 cooling system. To burp, operate the engine with the radiator cap OFF, 'til the coolant circulates freely (expelling trapped air). Shut down, top off radiator with coolant, fill overflow reservoir to FULL mark, restore radiator cap and ride on.
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Last edited by Damocles; 03-16-2017 at 10:30 AM.
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post #23 of 24 Old 03-16-2017, 11:02 AM
Join Date: Nov 2009
Location: Lander, Wyoming
Posts: 5,700
Originally there is/was an air snorkel/silencer installed into the air filter box under the seat.
One could almost plug it with 3 fingers.

Removing the snorkel, adding more thin air to the system is more effective the reducing main jet size, at our altitudes to a point. The rectangular inlet hole possibly could be enlarged, with in reason.

Glad your bike is running well, again.

Modify at "YOUR OWN RISK"!

Still riding my 1987 KL650-A1. 85,000+ miles & counting
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post #24 of 24 Old 03-16-2017, 11:46 AM
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Join Date: Jan 2011
Posts: 4,416
And . . . the CV carburetor does some altitude compensation on its on; the rarified air lifts the needle less than at sea level at the same air intake volume rate, admitting less fuel into the mixture at higher altitudes. Perfect from Death Valley to Pike's Peak? No, but . . . better air/fuel ratio management than with a pure "slide" carburetor.
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