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Date: Sat, 18 Sep 1999 21:00:20 -0500
From: charles w vokac <cvokac@juno.com>
Subject: (dr350) Amsterdam Dual Sport ride
I just got back from 1 day of the Amsterdam Dual Sport Ride. It was an
excellent experience with very interesting trails. About 25+ miles of
the 80+ mile ride was relatively tight single track trails. The rest was
jeep roads and dirt roads. Very fun and challenging (I finished second
to last - I beat the sweep bike. I now have a new respect for what
EXPERIENCE means.
I was surprised by the fact that nearly all of the 25+ riders had full
knobbies. If those tires on the Huskies were street legal they were a
mutation. What am I doing with a Pirelli MT 21 on the rear and stock
tire on the front? I guess I have a death wish. Well, that's gonna
change. I am changing to knobbies. I know this question has been asked
ad nauseum but...... what is the largest knobbie that will fit on the
front - non street legal - I want the fattest, meanest, most aggressive
deep mud knobbie available. I would change the back tire too but I'm to
cheap to throw away a $75 Pirelli that's still got good tread on it.
Oh, and I immediately tore off the licence plate holder and chain guard.
Now I'm catching on!
Chuck Vokac
Panama City Beach, FL - '92 DR350S
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Date: Sat, 18 Sep 1999 23:01:15 -0400
From: <njkouba@ix.netcom.com>
Subject: Re: (dr350) Amsterdam Dual Sport ride
charles w vokac <cvokac@juno.com> wrote:
> I just got back from 1 day of the Amsterdam Dual Sport Ride. It was anexcellent experience with very interesting trails. About 25+ miles of
the 80+ mile ride was relatively tight single track trails. The rest was
jeep roads and dirt roads. Very fun and challenging (I finished second
to last - I beat the sweep bike. I now have a new respect for what
EXPERIENCE means.
I was surprised by the fact that nearly all of the 25+ riders had full
knobbies. If those tires on the Huskies were street legal they were a
mutation. What am I doing with a Pirelli MT 21 on the rear and stock
tire on the front? I guess I have a death wish. Well, that's gonna
change. I am changing to knobbies. I know this question has been asked
ad nauseum but...... what is the largest knobbie that will fit on the
front - non street legal - I want the fattest, meanest, most aggressive
deep mud knobbie available. I would change the back tire too but I'm to
cheap to throw away a $75 Pirelli that's still got good tread on it.
Oh, and I immediately tore off the licence plate holder and chain guard.
Now I'm catching on!
Chuck Vokac
Panama City Beach, FL - '92 DR350S
Chuck;
Put a Dunlop 756F, 80/100/21 on the front and a Cheng Shin GS856, 500/18 on the rear and thats as good as it gets on the wet terra firma. Pucker up on the asphalt, but you will like that combination in the mud. You do not need a larger tire on the front if the rear is hooking good. The MT21 is a good tire for asphalt and wears good, but is a joke in the soft stuff; sand, mud, deep gravel, etc. The Dunlop K139 is the best asphalt/dirt front tire we have found if you ride both and is Dot approved, yes, it will rain rut on the pavement. The bottom line is, to my knowledge no one makes a tire that is good everywhere, and if anyone knows of a good dual sport tire combination, please let us know. Norm
Suzuki DR Suspensions
DR. DR
http://www.geocities.com/motorcity/2299
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Date: Sat, 18 Sep 1999 21:35:42 -0600
From: "Kurt Simpson" <ajax@xmission.com>
Subject: Re: (dr350) FMF megamax
> For an excellent "basic carb course" see the following URL:
> http://members.aol.com/roundrl/CVK40.html
> The site is about the same type (CV) of carb we have on our DRS's, and an
> excellent diagram that explains the relationship between pilot, needle, &
> main jet functions, & how they are inter-related.
>
> Bryan in Dallas
> 95 DR350SE
FWIW on the question of expanding the list, Bryan's reference here is an example of how
the cross-fertilization can work. As the article was written by Ron LeMantia for his
KLR...
I appreciate the continuing discussion and would like people to continue to share their
thoughts. Every post either pro or con has been helpful and raised some good points. Vik's
suggestion might work. We have good success on the KLR list with including a filterable
acronym in the subject line. After awhile it just becomes second nature and an act of list
courtesy and culture. So, I can imagine a person could put DR650 in the subject line or
DR350 and we can train everyone to understand what a filter is and how to use it to
promote sanity.
As to the point about how many DR650's there are...Gino Pokluda told me it has been the
most popular dual-sport bike for years. I lean towards opening it up but I don't want it
to be without some consensus. Life is too short for conflict...
Kurt
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------------------------------
Date: Sat, 18 Sep 1999 21:27:07 -0700
From: "Rob Korb" <rkorb@QNET.COM>
Subject: Re: (dr350) Update on my engine hesitation. (Chapter3)
>Rob I never did see you say what you had for an exhaust....is it stock?
Do
>you have a nice big hole cut in your airbox & a Unifilter/White/K&N? W/
>stock exhaust & no airbox mods, you're probably running rich all the way
>around. Good luck!
Bryan,
Yeah the exhaust is bone stock, however the airbox top has been expanded and
I have one of those dual layered UNI air filters in there. I turned out
the air screw to 2 3/4 turns today up from 2 turns out previously. My
hesitation was not affected unfortunately. I agree with you, I really think
I'm too rich. The main reason why I think this is because the bike runs
absolutely perfect for the first few minutes. Then as things warm up, the
hesitation shows.
Now my theory on this is that when the carb is cold, the air moving through
it is cold and more dense. This would correspond to a leaner condition due
to the high air density (which happens to be just right for the engine).
When everything warms up, tha carb air is less dense and therefore the
mixture becomes too rich. I am going to raise my needle another notch
- -( and see what happens. The airscrew will also be set back to 1 1/2 turns.
I've run into something very strange here and I can't truly explain it. But
when I beat this problem, the experience will be a valuable lesson in carb
tuning and performance prediction. Despite my frustrations during this
episode, I know that it really is not wasted time.
Thanks Bryan,
Rob.
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