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I understand that the KLR charging system uses load)Tj T* ( type regulation, in other words it simply adds its own electrical load \ to)Tj T* ( drag the system voltage down to the maximum set point to prevent)Tj T* ( over charging or overload of components due to too high a voltage. With\ )Tj T* ( this system the alternator puts out 100% all the time, regardless of)Tj T* ( what is on or off so shutting off the headlight will not save watts or)Tj T* ( reduce the mechanical load on the engine. The added visibility due to)Tj T* ( headlight on has been well documented in studies so the ability to turn\ )Tj T* ( off the light while riding would seem to be undesirable because it will\ )Tj T* ( add another failure point for an unused option. Turning the light off)Tj T* ( while trail riding may have some advantage in that it may reduce)Tj T* ( undesired attention if riding in areas such as private property without\ )Tj T* ( permission :-\))Tj 0 -2.375 TD (As to warming up the bike.......hmmm do I really want to open up that)Tj 0 -1.375 TD ( can of worms? People have actually called me names for my stand on)Tj T* ( this one but keeping in mind that I'm speaking from the reference of)Tj T* ( technical background, experience and large scale studies - \(probably)Tj T* ( why some got mad!)Tj 0 -2.375 TD (The engine should be run for a short time prior to riding, if the proper\ )Tj 0 -1.375 TD ( SAE weight of oil is being used, because warming at low engine load wil\ l)Tj T* ( contribute to higher engine wear. No to state the case too strongly, IM\ O)Tj T* ( if you are warming up your engine at idle before riding you are in erro\ r.)Tj T* ( Engines wear very little when they are operating in the normal operatin\ g)Tj T* ( range because there is good lubrication due to oil flow and there is)Tj T* ( practically no washing of the cylinder walls by impinged fuel.)Tj 0 -2.375 TD (Let's consider the fuel delivery system: The carburetor or fuel injectio\ n)Tj ET EMC /Article <>BDC EMC /Article <>BDC EMC endstream endobj 28 0 obj <> endobj 29 0 obj (t��Lq��I��b�� ) endobj 32 0 obj <> endobj 33 0 obj <> endobj 34 0 obj <> endobj 82 0 obj <> endobj 81 0 obj <> endobj 80 0 obj <> endobj 30 0 obj [/ICCBased 83 0 R] endobj 31 0 obj [/ICCBased 84 0 R] endobj 84 0 obj <>stream H�b``��$��WR��~��|@��T��#��2S/`M.(*��(%�8H��8c�-�� f�ԉd�9�@6_IjH��9��(3=�D��R�1%?)U!��$5�X�3/9�� (�$5�j�%V*�'��&*��r"(,!��!�0b;�C��Ң2(��ɘ� �I�8/ endstream endobj 83 0 obj <>stream H��yTSw�oɞ��c 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(tractability but this is unlikely. If you insist on idling to warm up, t\ hat's)Tj ET Q BT 0 scn /TT1 1 Tf 12 0 0 12 141.25 738 Tm ( OK as it's your bike and you have every right to operate it that way as\ )Tj 0 -1.375 TD ( you paid for it and pay for the maintenance. This is not a crusade with\ )Tj T* ( me and I don't look down on those who choose otherwise. On the other)Tj T* ( hand I hope that this article may prove useful for someone.)Tj /TT2 1 Tf 0 -2.375 TD (Some appendix observations:)Tj /TT1 1 Tf T* (1\) Consider what happens if the thermostat stays open or is removed....\ )Tj 0 -1.375 TD ( Yes, the engine stays at lower temperature almost all the time. Conside\ r)Tj T* ( the lower life of raw water $sea water through the engine cooling)Tj T* ( system$ versus heat exchanged $cooling system with corrosion inhibito\ r)Tj T* ( such as antifreeze which passes heat to sea water through a heat)Tj T* ( exchange system$. The raw water system has to run at lower)Tj T* ( temperature or minerals from the seawater will plate onto the inside of\ )Tj T* ( the engine cooling passages. Because the raw water systems don't run)Tj T* ( at 180 or 195 degree F like is more desirable the engines last a fracti\ on)Tj T* ( of the time.)Tj 0 -2.375 TD (2\) I've seen rebuilt engines worn out completely $12 to 15 thou of)Tj 0 -1.375 TD ( cylinder taper$ in one winter where the manifold cross over passage)Tj T* ( $which heats the automatic choke$ was plugged.)Tj 0 -2.375 TD (Fuel contamination is yet another reason for more frequent oil change)Tj 0 -1.375 TD ( intervals if operating for short runs than long distance touring.)Tj ET EMC /Article <>BDC EMC /Article <>BDC EMC endstream endobj 15 0 obj <>/Font<>/ProcSet[/PDF/Text]>>/StructParents 3/Type/Page>> endobj 87 0 obj <>stream BT /Artifact <>BDC /TT0 1 Tf 9 0 0 9 5 779 Tm (MarkNet - KLR650 - Tech Articles - Warming up the Engine)Tj EMC /Artifact <>BDC 0 -86 TD (file:///D/Work/KLR650/tech-warmingengine.html)Tj 20.079 0 Td ([6/30/2015 11:53:07 AM])Tj EMC ET /CS0 cs 0.306 0.345 0.412 scn 10 36 591.75 729.75 re f /CS1 cs 1 scn 13 36 585 730 re f BT /Article <>BDC 0 scn /TT1 1 Tf 12 0 0 12 141.25 752.25 Tm ( so that all fuel is more likely to be burned. The amount depends on)Tj 0 -1.375 TD ( engine design, intake air temperature, etc. If we go too far to the lea\ n)Tj T* ( side we will see slower burning rate $fuel particles are less effectiv\ e at)Tj T* ( lighting off their neighbors$ and higher combustion temperature. Highe\ r)Tj T* ( temperatures can lead to higher $NOx, oxides of nitrogen$ smog levels\ ,)Tj T* ( exploding $rather)Tj /Span<>> BDC T* ( )Tj EMC (than burning$ of the air-fuel mixture and other undesirable effects.)Tj T* ( Exploding of the air-fuel mixture $referred to a detonation$ can caus\ e)Tj T* ( catastrophic engine damage!)Tj 0 -2.375 TD (In a cold engine, fuel does not burn as effectively so we need to)Tj 0 -1.375 TD ( introduce extra fuel $rich mixture$ for effective running. In additio\ n,)Tj T* ( poorer carburetors will not deliver as much fuel at cranking speed than\ )Tj T* ( at idle because the airflow rate is slower with the engine pumping less\ )Tj T* ( quickly. To deal with the need for extra fuel, most carburetors use a)Tj T* ( choke to add additional restriction at the inlet end of the carburetor \ this)Tj T* ( increases the pressure drop $vacuum- suction$ at the idle and main)Tj T* ( circuit outlets, resulting in a richer fuel-air mixture. Some chokes ar\ e)Tj T* ( automatic deployed and proportioned according to engine temperature)Tj T* ( while most motorcycle carbs of this type use a manually controlled)Tj T* ( system.)Tj 0 -2.375 TD (The KLR and many bikes approach this problem differently: they KLR)Tj 0 -1.375 TD ( system adds an enrichment circuit $manually controlled$, which opens \ a)Tj T* ( larger fuel delivery circuit resulting in a richer air-fuel mixture for\ )Tj T* ( starting.)Tj /TT2 1 Tf 0 -2.375 TD (Now to the crux:)Tj /TT1 1 Tf T* (When the engine is operating during warm-up the colder intake)Tj 0 -1.375 TD ( passages, colder piston and cylinder walls will allow fuel droplets to \ stick)Tj T* ( and not immediately evaporate off. In this condition, liquid fuel will \ flow)Tj T* ( along the walls of the intake and down into the cylinder, resulting in)Tj T* ( washing of the cylinder walls and increased wear. The longer the warm-)Tj T* (up phase continues, the longer increased wear will take place. I know)Tj T* ( many of you do not want to hear this because it speaks to some)Tj T* ( cherished beliefs but there it is. There is no possibility that the)Tj T* ( conclusion is wrong!)Tj 0 -2.375 TD (The best practice is to use oil of the correct SAE range $IMO most peop\ le)Tj 0 -1.375 TD ( use too heavy an oil but that's another can of worms$, start the engin\ e)Tj T* ( and after a brief time $such as donning one's gloves$, proceed off us\ ing)Tj T* ( low engine load until the operating temperature comes into the normal)Tj T* ( range. There are reasons to warm up completely at idle such as needing)Tj T* ( low speed)Tj EMC ET /Article <>BDC EMC /Article <>BDC EMC endstream endobj 14 0 obj <>/Font<>/ProcSet[/PDF/Text]>>/StructParents 2/Type/Page>> endobj 88 0 obj [90 0 R 91 0 R 92 0 R 93 0 R 94 0 R 95 0 R 96 0 R 97 0 R 98 0 R 99 0 R 100 0 R 101 0 R 102 0 R 103 0 R 104 0 R 105 0 R 106 0 R 107 0 R 108 0 R 109 0 R 110 0 R 111 0 R 112 0 R 113 0 R] endobj 89 0 obj <>stream BT /Artifact <>BDC /TT0 1 Tf 9 0 0 9 5 779 Tm (MarkNet - KLR650 - Tech Articles - Warming up the Engine)Tj EMC /Artifact <>BDC 0 -86 TD (file:///D/Work/KLR650/tech-warmingengine.html)Tj 20.079 0 Td ([6/30/2015 11:53:07 AM])Tj EMC ET /CS0 cs 0.306 0.345 0.412 scn 10 36 591.75 729.75 re f /CS1 cs 1 scn 13 36 585 730 re f /CS0 cs 0.576 0.647 0.769 scn 13 420 117 346 re f /CS1 cs 0.4 scn 13 720 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 761.25 117 -40.5 re f /CS1 cs 0.4 scn 13 695.25 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 720 117 -24 re f /CS1 cs 0.4 scn 13 670.5 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 695.25 117 -24 re f /CS1 cs 0.4 scn 13 645.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 670.5 117 -24 re f /CS1 cs 0.4 scn 13 604.5 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 645.75 117 -40.5 re f /CS1 cs 0.4 scn 13 563.25 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 604.5 117 -40.5 re f /CS1 cs 0.4 scn 13 522 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 563.25 117 -40.5 re f /CS1 cs 0.4 scn 13 480.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 522 117 -40.5 re f /CS1 cs 0.4 scn 13 439.5 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 480.75 117 -40.5 re f /CS1 cs 0.4 scn 13 438.75 117 0.75 re f /Article <>BDC BT 0 scn /TT1 1 Tf 12 0 0 12 24.25 745.5 Tm (Shim Value)Tj 0 -1.375 TD ( Table)Tj 0 -2.063 TD (SuperBrace)Tj T* (Swingarm Maint)Tj T* (Torque Values)Tj T* (Tube Valve)Tj 0 -1.375 TD ( Tools)Tj 0 -2.063 TD (Valve)Tj 0 -1.375 TD ( Adjustment)Tj 0 -2.063 TD (Vista-Cruise)Tj 0 -1.375 TD ( Lock)Tj 0 -2.063 TD (Water Pump)Tj 0 -1.375 TD ( Seals)Tj 0 -2.063 TD (Wheel)Tj 0 -1.375 TD ( Alignment)Tj ET q 13 36 585 730 re W n BT 12 0 0 12 141.25 754.5 Tm ( the given engine and gasoline blend. If there is a bit of extra air pre\ sent)Tj ET Q BT 12 0 0 12 141.25 738 Tm ( it will make sure that all the fuel $or al least more$ is able to com\ e in)Tj T* ( contact with air and be completely burned.)Tj 0 -2.375 TD (From this it can be seen the advantage of better $more uniform$ mixing\ .)Tj 0 -1.375 TD ( The smaller the droplets of gasoline and the better dispersed, the more\ )Tj T* ( likely that the fuel will burn rapidly and completely. A well mixed cha\ rge)Tj T* ( of air and fuel will burn more rapidly than a poorly mixed one which ca\ n)Tj T* ( be noticed in the need to reduce timing advance in some old engines)Tj T* ( when a new $more effective$ carburetor is substituted but that's gett\ ing)Tj T* ( off the topic.)Tj 0 -2.375 TD (Let's consider mixing further: Have you noticed the old carburetor and)Tj 0 -1.375 TD ( intake setups on Fords N Series Ford $the little gray ones$ ? Model "\ A")Tj T* ( and "T"? All real old engines and most all-small air-cooled engines? Th\ e)Tj T* ( carb is mounted low on the engine and the intake passage or manifold)Tj T* ( of)Tj /Span<>> BDC T* ( )Tj EMC (passages leads upward to the intake ports. Why? These carbs weren't)Tj T* ( very capable of delivering the fuel in very fine droplets and evenly)Tj T* ( dispersing it in the air column. Because many of the droplets were)Tj T* ( pretty big $huge$ they wouldn't burn very well in the combustion)Tj T* ( chamber but this was handled by having the long, upward intake tract.)Tj T* ( The effect of gravity tended to act more on the big drops $smaller)Tj T* ( surface area to mass$ than on the small ones so this would slow the bi\ g)Tj T* ( drops, giving more time for the drops to be broken up by turbulence in)Tj T* ( the column = better mixing. These carbs weren't very effective in)Tj T* ( atomization - it was more a case of pourization $VBG$.)Tj 0 -2.375 TD (You will have already worked out that a richer mixture is needed when)Tj 0 -1.375 TD ( poorer mixing is present, right? Let's look at another consequence of)Tj T* ( bigger droplets: one thing we don't want is to have fuel droplets stick\ ing)Tj T* ( $impinging$ to the cylinder walls because this will wash off or dilut\ e\) the)Tj T* ( micro-thin layer of oil on the cylinder wall increasing metal to metal)Tj T* ( contact and increasing wear markedly! If enough fuel sticks to the)Tj T* ( cylinder walls and the engine is cool)Tj /Span<>> BDC T* ( )Tj EMC (enough, fuel will make it past the compression rings and enter the)Tj T* ( crankcase where it will dilute lubricating oil to varying degrees. If m\ uch)Tj T* ( fuel dilution is present lubrication will suffer, especially to high-pr\ essure)Tj T* ( areas such as camshaft lobes. Cylinder wall wear will skyrocket!)Tj /TT2 1 Tf 0 -2.375 TD (What factors will serve to increase fuel impingement?)Tj /TT1 1 Tf T* (1\) Colder temperatures.)Tj /Span<>> BDC 0 -1.375 TD ( )Tj EMC (2\) Richer/poorly atomized mixture)Tj ET q 13 36 585 730 re W n BT 12 0 0 12 141.25 39 Tm (In order to improve fuel mileage as stated earlier, we can jet a bit lea\ n)Tj ET EMC /Article <>BDC EMC /Article <>BDC EMC Q endstream endobj 90 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 720.0 130.0 761.0]/Subtype/Link/Type/Annot>> endobj 91 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 696.0 130.0 720.0]/Subtype/Link/Type/Annot>> endobj 92 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 671.0 130.0 695.0]/Subtype/Link/Type/Annot>> endobj 93 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 647.0 130.0 671.0]/Subtype/Link/Type/Annot>> endobj 94 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 605.0 130.0 646.0]/Subtype/Link/Type/Annot>> endobj 95 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 564.0 130.0 605.0]/Subtype/Link/Type/Annot>> endobj 96 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 522.0 130.0 563.0]/Subtype/Link/Type/Annot>> endobj 97 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 481.0 130.0 522.0]/Subtype/Link/Type/Annot>> endobj 98 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[13.0 440.0 130.0 481.0]/Subtype/Link/Type/Annot>> endobj 99 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 743.0 92.0 756.0]/Subtype/Link/Type/Annot>> endobj 100 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 727.0 60.0 740.0]/Subtype/Link/Type/Annot>> endobj 101 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 702.0 93.0 715.0]/Subtype/Link/Type/Annot>> endobj 102 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 677.0 122.0 690.0]/Subtype/Link/Type/Annot>> endobj 103 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 652.0 110.0 665.0]/Subtype/Link/Type/Annot>> endobj 104 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 628.0 91.0 641.0]/Subtype/Link/Type/Annot>> endobj 105 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 611.0 59.0 624.0]/Subtype/Link/Type/Annot>> endobj 106 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 586.0 56.0 599.0]/Subtype/Link/Type/Annot>> endobj 107 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 570.0 98.0 583.0]/Subtype/Link/Type/Annot>> endobj 108 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 545.0 97.0 558.0]/Subtype/Link/Type/Annot>> endobj 109 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 529.0 56.0 542.0]/Subtype/Link/Type/Annot>> endobj 110 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 504.0 98.0 517.0]/Subtype/Link/Type/Annot>> endobj 111 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 487.0 60.0 500.0]/Subtype/Link/Type/Annot>> endobj 112 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 463.0 61.0 476.0]/Subtype/Link/Type/Annot>> endobj 113 0 obj <>/BS<>/Border[0 0 0]/PA<>/Rect[24.0 446.0 89.0 459.0]/Subtype/Link/Type/Annot>> endobj 13 0 obj <>/Font<>/ProcSet[/PDF/Text]>>/StructParents 1/Type/Page>> endobj 114 0 obj [116 0 R 117 0 R 118 0 R 119 0 R 120 0 R 121 0 R 122 0 R 123 0 R 124 0 R 125 0 R 126 0 R 127 0 R 128 0 R 129 0 R 130 0 R 131 0 R 132 0 R 133 0 R 134 0 R 135 0 R 136 0 R 137 0 R 138 0 R 139 0 R 140 0 R 141 0 R 142 0 R 143 0 R 144 0 R 145 0 R 146 0 R 147 0 R 148 0 R 149 0 R 150 0 R 151 0 R 152 0 R 153 0 R 154 0 R 155 0 R 156 0 R 157 0 R 158 0 R 159 0 R 160 0 R 161 0 R 162 0 R 163 0 R 164 0 R 165 0 R 166 0 R 167 0 R 168 0 R 169 0 R 170 0 R 171 0 R] endobj 115 0 obj <>stream BT /Artifact <>BDC /TT0 1 Tf 9 0 0 9 5 779 Tm (MarkNet - 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In other words 14.7 pounds of air to one pound of)Tj T* ( fuel as an example. More fuel than that is called a "Rich" mixture and)Tj T* ( will result in poor fuel economy because there isn't enough air present\ )Tj T* ( to burn all the fuel. IN a rich mixture some unburned fuel will be pres\ ent)Tj T* ( in the form of higher hydrocarbons in the exhaust. In addition, the)Tj T* ( greater mass of the air fuel mix will result in lower combustion chambe\ r)Tj T* ( temperature which will result in less expansion $pressure$ on the)Tj T* ( combusted mixture. Less pressure in the combustion chamber means)Tj T* ( less force applied to the piston which equals less power. Less power)Tj T* ( from a given volume of air fuel mix means that a larger throttle openin\ g)Tj T* ( $more air fuel mix$ will be needed to do the same work so poorer fuel\ )Tj T* ( economy will result.)Tj 0 -2.375 TD (Back to the carburetor. The carburetor uses the venturi effect as is)Tj 0 -1.375 TD ( discussed in the KLR carburetor article I saw on someone's site. The)Tj T* ( venturi effect is simply the effect of introducing a small restriction \ into)Tj T* ( the air flow for the purpose of creating a low pressure area. A low)Tj T* ( pressure area that is lower in pressure than the fuel in the carburetor\ 's)Tj T* ( float bowl...)Tj 0 -2.375 TD (Oh, oh - here we go, these things always start to balloon: The float)Tj 0 -1.375 TD ( system $bowl, float, needle valve and seat are used to maintain a)Tj T* ( constant fuel level in the float bowl so that a constant fuel pressure \ is)Tj T* ( present in the bottom of the float bowl This constant fuel pressure is)Tj T* ( useful in allowing a predictable fuel delivery to the idle and main fue\ l)Tj T* ( delivery systems. \(More on that later I hope in another article.$)Tj 0 -2.375 TD (If the fuel pressure is constant to the idle and main delivery systems)Tj 0 -1.375 TD ( then changes in the air pressure at the outlet of the idle or main fuel\ )Tj T* ( delivery system will be reflected in changes to the amount of fuel)Tj T* ( delivered. The better the carburetor $carb$ design, the better job th\ e)Tj T* ( carb does in providing a well mixed, uniform fuel delivery at the corre\ ct)Tj T* ( ratio. In lay terms, the carb uses vacuum to suck the right amount of)Tj T* ( fuel through the idle and/or main circuit into the inlet air stream. 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