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Found 2 results

  1. Hey all, I have got some carb trouble. I have been riding around my 2001 xr650r on roadtrips for about a year. Mostly up in northern california in the winter where its cold. With my FCR41 ive always had the issue where if i leave the petcock on, it wont start due to flooding. The bike runs great, just I have to turn off the petcock when doing ANYTHING.. like stopping to piss .. ANYTHING. I was on a recent trip through Arizona and Nevada a few weeks back and noticed that it was running super super hot. It was 115F outside, but the bike hit 250F on the vegas strip. Ive got a TT Vapor on there, so I am monitoring the water off the block. I have engine ice in it and a 1:8 cap. I figured with these two issues, its time to mess around with the carb. I pulled it apart and found that ive got a 160 main jet, 55 pilot jet and an OCEMP jet needle. The Needle clip was on 3/7 (from the top of the needle). So I set the needle clip to 5/7 and adjusted the float a tad leaner (its supposed to be 9mm). I also set the fuel screw to 2 turns out. Put it back together and MAN, the mid range really picked up. It also seemed to run a little cooler (around the 175F range). Problem is that when i roll off the throttle it bogs down to about 900RPM and then dies. If i keep on the gas, it does just fine. additionally, when on hills, it dies when i get to a stop on a hill (san francisco). Thinking that this is the float. Can anyone steer me in the right direction about the bogging and dying on hills when the throttle is off? It did not do this before the adjustment of the needle, float and fuel screw. I read that 55 is pretty rich for a pilot jet on this carb/bike. Seems most people run 45-48 pilot jet. My main is also pretty lean looking at 160 when most seem to be up in the 175-185 range. Thoughts?
  2. so, some five years ago I scored a plated xr600r. very early on, I installed a sight glass to monitor oil levels in the oil tank. I did it at the same time as a 102.4mm JE piston/HotCam/5 angle valve job/blend n match ports/big exhaust/41mm flat slide. following brake-in, as I started to raise the rev limit, I began to monitor the oil level via the sight glass. to my dismay, there were times when the oil level dipped very low (bottom of sight glass approx 6" above the bottom of front down tube. upper fitting installed an inch forward and just below the dipstick/filler tube ) or disappeared entirely. yet there wasstill oil in the tank portion. I also noticed when motor warmed up and idling, the oil level tended to be 3 to 4" below the nonrunning level. I found it odd but accepted it for the moment but what really bugged me was that upon shutdown, there was about a 3sec pause and them POOF the missing oil would appear. I started digging around in the archives and all over other forums but found nothing. then I went to meet a bud for lunch. late as usu, I hammered down I-15 at well over 80. when I hit the Hwy 56 on ramp, my xr lurched. I pulled in clutch, let it out and hit the throttle. when I finally looked behind me, all the cars were in the next lane doing their best to avoid the military grade smoke/oil screen I was laying down. but it was lunchtime and I was late. bike was running and it was toast already so I hammered it to lunch. had to add 2qts oil and find the biggest hill in Encinitas to coast down to get the piston moving fast enuf to generate some compression to fire up the motor and get me home. it did but those two quarts of oil weren't in the motor when I got there - they were all over the back end. i downed the bike (3 kids in college). but all the while digging. Read everything by Capt Midnite, headtrauma, stepho, and others. I finally read a post about the HRC oil pump using a wider scavenge rotor than stock. and also read that in '95 Honda Europe upgraded European XR's and the like with a pump much the same as the HRC pump. and provided a suitably wider right side cover. made sense to me. but a little pricey when buying from over the pond. in the end i decided there was a flaw with the delivery of frame oil to the engine. so i cut open the frame oil tank. hmm what do you know - the hole that feeds oil from the tank to the downtube is about 6mm. basically the oil pump is running out of oil at higher rpm as evidenced by the sight tube level being so low. recently, i scored a tired 2004 XRL. bored it, swapped a good head on it, put it back together with a sight tube and uprated oil lines, and an XR400 oil cooler and drilled out the camshaft oil holes per the Capt. same issues with the oil level in the sight tube. even worse when I finished the oil line upgrade. so i added a 1/2" hole down low between the down tube and the oil tank. every XR i have worked on that had a sight tube would show very low or nonexistant oil levels at some speed generally 82mph and higher. well not anymore. the most i have seen the level drop is 2" and even then the level returned to w/in an inch of the nonrunning level in a minute or two. and i have confirmed the sight glass level is accurately representing the level in the combined volume of the downtube and steering neck. i can't see Honda's logic in restricting oil flow to the down tube/ oil pump inlet. i can't recall any discussions about the frame and drain hole in the frame either. I can't imagine they restricted oil on the gb 500... and i think pursuing the bigger scavenge rotor pump is absolutely worth pursuing. lmk what you think please sorry for the lengthy neil
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