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dr350-digest       Wednesday, September 8 1999       Volume 01 : Number 150




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Date: Tue, 7 Sep 1999 14:34:26 -0400
From: Steven McGarry <[e-mail]>
Subject: (dr350) fork springs

sorry i did not reliseyour weight etc mattered.
my dr is a 1994 road model, i do a lot of road miles as well as off =

road,when off road it can be any thing from just grass to quite
slatey and rocky mountain stuff.      my weight is around 170lb.

                                                  thanks again
                                                         stevie (scotland=
) =


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

Date: Tue, 7 Sep 1999 23:58:43 +0100
From: "ThunderSUB" <[e-mail]>
Subject: (dr350) Fuel lines - Acerbis Tank / Pilot Jet

Hi guys,

I really need your help with routing the fuel lines with the Acerbis
tank.

The fuel valves are lower than the stock one so it's very hard to make
the gas go up in the fuel lines before it goes down to the carb.

The other problem is the right side fuel valve. I just don't know how
will I route the fuel line from the right side of the bike to the Y
connector near the carb. So far I have the fuel line that comes from
the right fuel valve routed over the engine so it gets very hot when
the engine's running. And as the fuel line has to go over the engine,
the fuel line is mostly full of air and very little gas is flow to the
Y connector.

The last problem is the WB fuel filter. It's full of fuel but the fuel
line from the the filter to the carb is partially filled with air too.

Please help me as I just have 3 feet of fuel line left to use and find
the proper routing...

About the jetting, it's way too rich (45 pilot jet) on the bottom end
so it's blowing black smoke at idle and sounds funny when hot at idle
(1.500 rpm / 1.5 turns out at idle mixture screw).

But the bike is pulling great, from every rpm in every gear, lots of
more power ! It just sounds a bit fuzzy when it's rode constantly at
3-4.000 rpm.

I will try to drop  to a 42.5 pilot jet, what do you guys think.

Thanks !

ThunderSUB   (Claudio)
Lisbon, Portugal
http://drive.to/thundersub
http://www.ip.pt/~ip203789/r1/index.html
http://www.ip.pt/~ip203789/speed/speed.html
http://www.ip.pt/~ip203789/virago/virago.html

[e-mail]
ICQ# [3072424]

* 1982 Honda Dax 70
* 1993 Suzuki DR350S
* 1999 Yamaha YZF-R1


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

Date: Tue, 07 Sep 1999 20:04:16 -0700
From: [e-mail]
Subject: Re: (dr350) Suzuki DR400 set for Paris Show

Details, details, details...

David Heverin
(2) 1990 DR350's

[e-mail] wrote:
>
> SUZUKI WILL unveil a DR400 enduro bike at the Paris Show in October to
> replace its aging, but popular and effective, DR350 which has been with us
> since 1991.

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

Date: Tue, 07 Sep 1999 18:58:37 PDT
From: Scott Aldrich <[e-mail]>
Subject: Re: (dr350) fork springs

> sorry i did not reliseyour weight etc mattered.
> my dr is a 1994 road model, i do a lot of road miles as well as off =
>
> road,when off road it can be any thing from just grass to quite
> slatey and rocky mountain stuff.      my weight is around 170lb.

  According to Race Tech, I need to put in .426 kg/mm fork springs and
a 5.960 kg/mm rear spring.  I weigh 180 lbs.

  The stock fork springs are 3.9 kg/mm (set up for a 145 lb rider) and
a 5.7 kg/mm rear spring.  If you use the stock set up, you'll be
bouncing like a pogo stick or bottoming out.

- --
Scott Aldrich
'98 Suzuki DR350SE

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

Date: Tue, 7 Sep 1999 21:01:06 -0500
From: Dan Schewe <[e-mail]>
Subject: (dr350) List - Unrelated

My '94 DRS is running excellent (Kouba Links, 5.7 / .42 R/F springs, jets,
XJ kit, mod airbox, 15/47 gears and Regina ORS chain, new shock oil).  If I
could find the time, I even have a new set of rear turn signals to install!
 The no-maintenance bike has forced me to find more mechanically complex
machinery to fill the void and winter months.  I flew into Detroit from
MPLS to pick-up a sight-unseen streetbike - worked on it for 6 hours on
Friday then rode it home (850 miles).  No problems, but there was no
suspension. I still can't feel my thumbs.  So I ask...

Anyone have any experience or procedures to disassemble a Marzocchi
SUPERMONO rear shock?  It's off a '88 Ducati Paso 750.  It's got a Phillips
screwdriver-head on the upper aluminum casting.  The rod end has the
typical two partially drilled holes for the special wrench to unscrew the
rod seal end-cap.  In this same cap there is also a std screwdriver
recessed plug (~1/4" dia).
The shock has rebound control clicker on the lower rod end.  Which has the
Shredder valve (probably the top, but...).

This shock by the way, has a hydraulic preload adjuster that is completely
separate from the shock.  It gives you around 10mm of adjustability (in
place of fiddling with the lock rings with a punch and hammer).  The
adjuster looks like it would fit the DR (humm).

Anyway, if anyone knows some useful information on this, please let me
know.  If not, you should do a search on the Ducati to see that they use no
valve springs - they use a cam to open and to close them (neat),  but
adjuster shims cost $15 each. And belts are used to drive the cam.

P.S. When the Ducati is fully restored, it will be for sale - I had enough
of street bikes.  Trees are more predictable than cars. And the DR fits
nicley into my apartment (2nd floor).

Dan


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

Date: Tue, 07 Sep 1999 19:33:12 PDT
From: "Bryan Nolastname" <[e-mail]>
Subject: Re: (dr350) Fuel lines - Acerbis Tank / Pilot Jet

Claudio---you might have the same problem even if you go down to a #40
pilot....I ran a 40 pilot w/ 140 main jet, Vortex airbox, & Megamax exhaust,
& it was still too rich at idle EVEN W/ THE FUEL SCREW (SCOTT T-HANDLE)
TURNED ALL THE WAY IN!!  The stock pilot size on the 95 SE is 37.5, and when
you compare it to the 40, the 40 is alot bigger, and has additional holes
along the side (the 37.5 just has one hole straight thru middle like the
main jet).  I think what we may need is to take a 37.5 & micro-drill it out
just a bit bigger...has anyone done that?  Jesse suggested it, and it sounds
like good idea.  By the way, I agree with you that when I was running the 40
pilot, the bike was alot stronger, but it had a hiccup when riding at a
steady speed @ about 3K rpm, black smoke @ idle & low rpm, and I could even
smell unburned gas.  Now that I'm back with the stock pilot jet, I got the
damn popping back when decelerating!!  But it runs good.  Also....did you
try running needle in 3rd position?  Anyone else using 4th position?  I
might have to try that, but I hate the thought of taking the carb off for
the 10th time!

Bryan in Dallas
95 DR350SE


>From: "ThunderSUB" <[e-mail]>
>Reply-To: "ThunderSUB" <[e-mail]>
>To: "Suzuki DR350S" <[e-mail]>
>Subject: (dr350) Fuel lines - Acerbis Tank / Pilot Jet
>Date: Tue, 7 Sep 1999 23:58:43 +0100
>
>Hi guys,
>
>I really need your help with routing the fuel lines with the Acerbis
>tank.
>
>The fuel valves are lower than the stock one so it's very hard to make
>the gas go up in the fuel lines before it goes down to the carb.
>
>The other problem is the right side fuel valve. I just don't know how
>will I route the fuel line from the right side of the bike to the Y
>connector near the carb. So far I have the fuel line that comes from
>the right fuel valve routed over the engine so it gets very hot when
>the engine's running. And as the fuel line has to go over the engine,
>the fuel line is mostly full of air and very little gas is flow to the
>Y connector.
>
>The last problem is the WB fuel filter. It's full of fuel but the fuel
>line from the the filter to the carb is partially filled with air too.
>
>Please help me as I just have 3 feet of fuel line left to use and find
>the proper routing...
>
>About the jetting, it's way too rich (45 pilot jet) on the bottom end
>so it's blowing black smoke at idle and sounds funny when hot at idle
>(1.500 rpm / 1.5 turns out at idle mixture screw).
>
>But the bike is pulling great, from every rpm in every gear, lots of
>more power ! It just sounds a bit fuzzy when it's rode constantly at
>3-4.000 rpm.
>
>I will try to drop  to a 42.5 pilot jet, what do you guys think.
>
>Thanks !
>
>ThunderSUB   (Claudio)
>Lisbon, Portugal
>http://drive.to/thundersub
>http://www.ip.pt/~ip203789/r1/index.html
>http://www.ip.pt/~ip203789/speed/speed.html
>http://www.ip.pt/~ip203789/virago/virago.html
>
>[e-mail]
>ICQ# [3072424]
>
>* 1982 Honda Dax 70
>* 1993 Suzuki DR350S
>* 1999 Yamaha YZF-R1
>
>
>#Visit dr350 archives at http://www.listquest.com/lq/search.html?ln=dr350
>#Subscribe to Dual Sport News...write to [e-mail] for info.
>Unsubscribe by sending message to [e-mail]. Leave
>subject blank
>body message unsubscribe dr350 (or dr350-digest).

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

Date: Tue, 7 Sep 1999 21:41:36 -0600
From: "Tom Warr" <[e-mail]>
Subject: Re: (dr350) Fuel lines - Acerbis Tank / Pilot Jet

>The fuel valves are lower than the stock one so it's very hard to >make the
gas go up in the fuel lines before it goes down to the carb.

It will siphon as long as the float bowl is lower than the gas in the tank,
which it is.

I ran the right fuel line behind the cylinder, then kinda suspended it with
some wires so that it didn't lay on the hot engine (to avoid vapor lock).
That has worked well.

TW


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

Date: Wed, 08 Sep 1999 07:41:24 +0200
From: "Jakes Louw" <[e-mail]>
Subject: RE: (dr350) KLX vs DR

** High Priority **

Doug

Thanks for the feedback! I had heard that the TTR was pretty nifty for
its size.

Since I'm a Yamaha fan, I'll put this bike on my "options list" !

Thanks again



Jakes Louw

HP-UX Systems Administrator


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

Date: Wed, 8 Sep 1999 20:26:01 +0100
From: "ThunderSUB" <[e-mail]>
Subject: (dr350) Pilot Jet / Needle Jet / Spring / Twin Air vs K&N / Advantages & Disadvantages of a rich condition / Maintenance

Hi guys,

I removed the #45 pilot jet and went back to the #42.5 one. The first
owner probably played with the jetting also as my bike already had a
#42.5 pilot jet. However I replaced this jet with another from Mikuni
that has some small holes on its side and although the 2 pilot jets
are the same size, the bike runs richer with the one that has the
holes. The idle screw is set to 1.25 turns out.

The bike's probably still running a bit rich as there's still some
black smoke coming off the exhaust (although a lot better than with
the #45).

The bad thing is I noticed a huge decrease in lower (< 3.000 rpm) and
mid (3.000 - 5.000 rpm) power. It still wheelies on power alone in 3rd
gear but it's very hard to do it.

The #145 Main jet is a beast. I put the rev counter back on and the
bike's still pulling very strong way over the redline (by the way does
the DR have a rev limiter ?)

I read somewhere that there are also needles with holes (called
'Needle Jets') on its side and that they improve significantly
mid-power on 4-strokes. I think I saw them on the WB catalog, anyone
knows the correct P/N of the Mikuni Needle Jet for the DR (33mm CV
Mikuni) ? And by the way, is there a better spring from Mikuni
available ?

Which one is the best air filter? Twin Air or K&N ?

Another thing I would like to know is what harm can cause a prolonged
rich condition to an engine ?

What are the advantages & disadvantages of running rich for a long
period of time / high mileage ?

How often should I change the spark plug ?

How often should I check the valve clearance ?

Thanks a lot !

ThunderSUB   (Claudio)
Lisbon, Portugal
http://drive.to/thundersub
http://www.ip.pt/~ip203789/r1/index.html
http://www.ip.pt/~ip203789/speed/speed.html
http://www.ip.pt/~ip203789/virago/virago.html

[e-mail]
ICQ# [3072424]

* 1982 Honda Dax 70
* 1993 Suzuki DR350S
* 1999 Yamaha YZF-R1


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

End of dr350-digest V1 #150
***************************