Originally Posted by Mollrik

Hey!

Glad you got it sorted out! About the arrow exhaust; you could probably get a custom header for a cheaper price, but that would probably require you to bring your exhaust to them for measurements, unless you can do that part!

An arrow exhaust costs around 600 euro, if I am not mistaken; I felt that I didn't want to pay that kind of money myself for an exhaust for the KLE 500, as there are cheaper options available. But did your KLE 500 run better with those pipes inside, rather than without them (can't see how that helps)?

/Mollrik

Originally Posted by Mollrik

Hey!

First of all, there's no need to go from 112 to 115, barely any difference at all - might even go too rich now, so keep the 112 main jets!

Yes, I did a valve clearance check (think that's what you mean) around 6000 km ago, but might have to do one again; there are some small (quiet) valve ticking going around, not sure if it has been there before. Do you hear any valve ticking on your KLE 500 (according to some people, this is completely normal, but want to double check with you too)?

/Mollrik

Originally Posted by Mollrik

OK, time for an update of how my beloved KLE 500 is running.

As I've stated before, I now have a front sprocket with 1 tooth less, for a better acceleration, but which costs me with a lower top speed.

The top speed of my KLE 500 at the moment is 175km/h, losing around 10km/h with the new set-up, but it sure is worth it, as the acceleration from 0 to 100 goes within a flash (~5.5 sec last time I checked).

I also realised that my KLE 500 went rich at WOT (as I stated with the 115 main jet), so I opened up the airbox with some more holes (as I also stated before), and it seems like it runs a bit stronger now, specially in the higher RPM region (where one usually loses HP with a rich mixture). An other way I realised it was rich were due to the fact that it went a little bit better cold than warm.

So what is my opinion about the KLE 500 with the modifications I've made? Well, it feels like a whole new motorcycle. It performs really well, after 5k RPM, it starts to give some signs that something is happening inside the engine, as if it wants me to go WOT (read this with a "grain of salt"), it skyrockets after 5k while going WOT (well, of course, this should be the case with stock settings as well, but I'm positive that the power delivery now is improved a lot, if we should compare it to stock)

Will I continue modifying the bike with larger main jets and perhaps change camshafts for more performance (read - higher duration)? For the moment, probably not, but who knows, that could change

It's obvious that the KLE 500 has a lot of power stored inside the engine, but it needs some modifications to actually achieve that, as the carb settings are rather lean (doesn't include the KLEs pre -96), and the intake is rather strangled as well (small snorkel (I've made some measurements, comparing the small snorkel to the bigger one in this particular thread, so scroll back, and you'll see them)).

What about the fuel consumption with my setup? Well...

0.5liter/10km, which includes normal driving (some highway, some citydriving and so forth). I have no idea about the fuel consumption if I should only be driving on the highway, but I'm sure it would be better


Will I buy a new bike soon? Probably not, as I love the characteristics of the engine! Even if you go WOT @ 4k RPM, it actually delivers decent power.

I hope that this post hasn't been redundant as of my previous posts, but hopefully, it hasn't

It would be interesting to hear from more people what modifications you have done, and your results!

Regards,

Mollrik

Originally Posted by Mollrik

Hey!

Nice to hear that you got such a great improvement!
I'm quite happy with the 115 main jet, but something tells me that I'll install 130 main jets and shim the needles (to meet GPZ 500 carb settings), and see how that would work, instead of just improving this in small increments

Though if one should go for a 130 (or a size or two smaller) main jet, I'm sure the snorkel will not longer be a choice (unless one wants to drill most parts of your airbox (though removing the snorkel will result in more intake noise))

If you, however, are going for bigger main jet sizes, please, keep me updated!
Winter is soon here, so I'll probably do some carb modifications by then (though I'll probably wait till somewhere early next year).

Regards,

Mollrik

Originally Posted by Mollrik

Hey!

As I pointed out in an other thread, you can NOT, and I repeat, NOT, use cone filters on a motorcycle (or any machine, for that matter) using CV-carbs (Constant Velocity), without a HP-drop. If you really have to, you must make some kind of restriction to it (have been some discussion about this on the other forum I'm visiting), but it will result in A LOT of time to actually make it run fine (read, don't do this ).

First, you need a laminar flow, which you will not get from those cone filters, resulting in a slide which wont lift as it should, resulting in a huge HP-drop. Second, it's all about pressure, and by adding cone filters, you will "mess" with the pressure balance needed with CV-carbs. If you really want to use cone filters, change to butterfly type (CR), but I think it's just "over the limit", so to speak