Wild Dog Adventure Riding

Technical Section => Make / Model Specific Discussions => Suzuki DR & DRZ => Topic started by: Torque Curve on January 13, 2013, 08:17:53 pm

Title: DRZ462: Living with it
Post by: Torque Curve on January 13, 2013, 08:17:53 pm
Background
My bike seized the inlet camshaft in August 2012 and I decided to rebuild the motor to 462cc. This job was documented here:

http://www.wilddog.za.net/forum/index.php?topic=105665.0

New parts included the following:
+4mm Cylinder Works barrel with Vortex forged piston
+4mm Hot Rods crank shaft and con-rod
Hot Rods side bearings
Wiseco stainless inlet and exhaust valves
Kibblewhite valve stem seals
All bearings and seals
Used parts:
Head from 2001 DRZ400E with inlet and exhaust camshafts. The valve seats and -guides, cam journals and bearings were all meticulously measured and found to be as good as new so I installed the head with confidence. Thanks again to Kenzogs for this fantastic gift!

I decided to do such an extensive rebuild due to the volume of metal particles I found in the motor and oil screen. To get rid of any contaminated parts I decided to replace all bearings and seals. The +4mm stroker crank was a nice-to-have as the original crank measured up fine.

Running in:
The bike literally started with the first touch of the button. The first 100km was covered on back roads where I could do some runs up to 2/3-throttle and a quick off-road ride had to be squeezed in at the end of that day. I drained the oil and cut open the filter because I was curious to see how much wear occurs during engine run-in. I replaced the oil with Castrol Magnatec 10w40 and installed a new filter. The oil screen was also removed and found to be clean. The extra power of the 462cc motor was obviously very noticable, but I decided to wait for the motor to loosen up before I started comparisons with a std engine.

The next 200km was spent trail riding mostly single track and a few short sandy stretches. I replaced the oil and filter again and found as much metal dust as at the first 100km oil change. During the first 300km's I kept below 100km/h and avoided wide open throttle.

The next 400km again involved mostly trail riding, but I upped the pace a bit to the point that the worn tyres on the bike started annoying me. So at 700km into the new motor I replaced the oil and filter again and found less metal dust than after the 100- and 200km changes put together. I prefer trail ride run-ins due to throttle positions that vary all the time so those rings are forced onto the sleeve better than on a long low-load road ride. I think a trail ride with frequents stops and wrong turns as one does allows more cooling off time for new tight motor.

The final stage of what I consider run-in mileage was a 550-odd km trip: PE, Elands, Baviaans, Willowmore, Steytlerville, Grootrivierpoort, PE. The 86km cement road from Willowmore to Steytlerville was done at 115km/h with a few bursts up to 130km/h.
The average fuel consumption for this trip was 17km/l which is = to what I got on my first DRZ400 when I did the same ride some 2 years ago. Oil and coolant gets checked and air filter gets washed and oiled at the end of each day's riding.

Performance:
I'm comparing this DRZ462 to how it behaved as a std 400cc and to my previous DRZ which I bought new and rode for 7500km. All bikes run 14/47 sprockets and 130/80-18 rear tyres.
DRZ's are known for their even power delivery throughout the rev range and their ability to pull comfortably from low down even in 5th gear. The increased capacity adds more power this motor, but the extra 4mm stroke of the crank makes the motor even stronger low down. My std DRZ's could power wheelie in 2nd and with a lot of encouragement I could do in 3rd, but not with consistant enough results to make it worth while. The 462-motor will lift the front in 3rd gear regardless of where the revs are and in fourth gear riding near  the powerband the frontalso  lifts strongly - all of this without the clutch!
There's a short stretch of road where my riding buddies and I often had a last dice on our way home from the trails. We pull off at a traffic light and barely reach 130km/h before having to brake hard to make the turn into my street. (Sorry officer). The 462 ran up to 140 well ahead of the turn-off so that I had more than enough time to reduce speed for the turn. For normal riding around town the 462 feels like 400, except that everything happens easier and the 462 gets the same job done with far less revving of the motor.

To follow: Carb set-up, balancer shaft, exhaust, gearing off-road, sprocket change etc.


Title: Re: DRZ462: Living with it
Post by: MildDog on January 13, 2013, 09:34:47 pm
I did intake cam and 434 piston, it made a massive difference. A 462 must be wild  >:D Love it.
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 13, 2013, 09:40:59 pm
Carb set-up:

When I first got this bike it had a 165 main jet which was way too rich for the up-country altitude where it came from. This explained the thick black soot in the exhaust. The bike's new home here at the coast was more suited to the huge main jet, but there was still a slight sputter at wide open throttle and the choke was never required to start even on cold mornings. The fueling was fine from 0 to 1/4-throttle as well as mid-throttle. This bike had the rubber breather at the top of the air box in place when I got it. I thought it strange as my 2010 DRZ-E did not have it when I bought it new. I removed this rubber (TT and ADVriders refer to this as the 3x3 mod) but on the DRZ-E's air box this rubber just pulls out of an existing 3x3 hole. The worst of the richness was gone then and I intended sorting the jetting out properly when I was on holiday. When the head came off after the seize-up I also found the exhaust ports covered with over 1mm thick carbon.
When I first started the 462 I was surprised at how it idled exactly like before - without any choke-start. I only started taking note of the fueling after the first 200km of run-in when I was doing some familiar slow rocky trails. The bike surged when ridden at less than 1/4 throttle and stalled over obsticles that I have ridden over many times before with the 400. Some internet searching pointed at the needle being too rich. I dropped the needle by one position and that sorted the surging. Needle now on 2nd clip.
I also noticed that the 462 sputters at WOT as soon as the air filter gets half dirty. This told me that the 165 main jet was still too rich despite the 64cc increase in capacity. The final clue I got from pro motard engine builders' comments on SM forums that 462's will never run well on exhausts fitted with quiet cores (that's baffles to you and me). I was reluctant to remove what is called the spark arrestor from the DRZ not just because it made the bike too loud for my liking, but the exhaust note was at an annoying pitch. The 462 motor sounds deeper than the std 400 and removing the spark arrestor uncovered a deep thumping exhaust tone that although loud was not at all intrusive. When the throttle is blipped off idle now the 462 revs nearly as quickly as most current 450's with competition pipes, but not as loud. The reason for the quicker revs will follow soon.
 I think the fueling is now very good and will probably be spot-on with a 160 main jet and my uncorked OEM exhaust. A FMF or Yoshi pipe would be great, but I've got the fueling so close to perfect now that I'll hate to make it worse by spending a lot of cash on an expensive end-can.  
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 13, 2013, 09:49:20 pm
I did intake cam and 434 piston, it made a massive difference. A 462 must be wild  >:D Love it.

It seems wild at first, especially on tar. But I'm trying to save the nice set of Maxxis Cross IT tyres so I go slowly on my way to the dirt. That stroker crank adds loads of torque. Bike now hooks up on terrain where the 400 used to spin so I'm popping wheelies off-road in 4th and get the front up to clear ruts going at 100km/h in 5th. :lol8: :lol8: :lol8:
Title: Re: DRZ462: Living with it
Post by: DR BIG 750 on January 14, 2013, 06:52:09 am
what are the costs and who the agents would like to check it out
Title: Re: DRZ462: Living with it
Post by: sidetrack on January 14, 2013, 11:28:40 am
Nice write up, I went up to 440cc with an Athena kit and inlet Hotcam. I also noticed extra torque at lower revs. Post some ride reports  :thumleft:
Title: Re: DRZ462: Living with it
Post by: N[]vA on January 14, 2013, 11:45:45 am
That must be a beast of a bike now, having a flipping blast with my DRZ424 (intake hotcam and +4mm stroker with stock piston size)
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 14, 2013, 03:11:58 pm
what are the costs and who the agents would like to check it out

Most parts were ordered over E-Bay from XCBOB, ATVunlimited, Apex Racing.
I'll have to check the invoices, because quit counting when costs passed R12000
Title: Re: DRZ462: Living with it
Post by: mtbbiker on January 14, 2013, 03:59:53 pm
Do you expect a shorter life on the motor, when i did my motor at 65K (3K ago ;D) I was asking my mechanic of rebuilding with a big bore kit and he advised me NOT too - engine life will be shorter. But I am still thinking of a big bore kit :)
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 14, 2013, 04:06:43 pm
Balancer shaft lightening:
The DRZ motor has a gear-driven counter-balancer shaft that works very well in minimizing engine vibration. It also works with the weight of the fly wheel to make the engine less susceptible to stalling. A motor without the weight of a counter-balancer and with a lightened fly wheel will rev much quicker, but will stall more easily at low revs.
I read posts of DRZ riders who have removed their balancer shafts entirely and their results were confirmed by tuners of motors from other manufactures that also use the same engine configuration. They say that there is vibration in the bottom half of the rev range only and that the performance improvements make living with it worth while.
I was not comfortable with removing the shaft entirely because I prefer as smooth a ride as possible. I calculated the volume of the balancer shaft lobe and the centrifugal force that it applies and then decided to reduce the centrifugal force by 50%. This reduction was easily achieved by removing material on a centre lathe.
The result of this mod is definitely quicker throttle response and I think it might cancel out some of the extra 26grams that the Vortex piston carries over the std item. I have no noticable vibration on the grips, but the clutch lever vibrates more excesively than before. A little vibration can be felt on the foot pegs, but this got worse when I replaced T63's with Maxxis Cross IT tyres so I'm attributing most of it to the tyres. The vibes are of no consequence when riding off road and this is where i spend most of my riding time anyways.
All in all I'm happy with the mod. For the little bit of material I removed from the balancer lobe I can certainly feel the difference in throttle response for very little gain in vibration.
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 14, 2013, 04:24:45 pm
Do you expect a shorter life on the motor, when i did my motor at 65K (3K ago ;D) I was asking my mechanic of rebuilding with a big bore kit and he advised me NOT too - engine life will be shorter. But I am still thinking of a big bore kit :)
Go check out Yoshimura's DRZ SM website.
http://www.yoshimura-rd.com/t-engine_services_drz400.aspx?imsec=services
They have dedicated yoshi parts to build a 450cc DRZ motor, and most importantly because they designed and developed the DRZ400 for Suzuki.
Stealth offers a 522cc kit: http://www.maxrpms.net/shop/index.php/motorcycle-kits/mk-suzuki/drz400/drz522-stealth.html

The manufacturers of these big bore parts often supply the OEM parts too and they produce their racing parts to higher standards than what is required for OEM. Vortex makes the pistons for KTM, surely their forged +4mm part is good enough for a Suzuki?
I trust that if the job is done right and service intervals are kept to, then a big bore motor is as reliable as a std one. 1000's of people are using these parts for just about any type of dirt bike on the market.
Title: Re: DRZ462: Living with it
Post by: LouisXander on January 15, 2013, 01:20:22 pm
Lekker Hannes! Elke keer as ek lees van jou DRz juk my gat 2 keer so erg!!

Wat het jy met die std exhaust gedoen?

Die een wat ek na kyk het nog die std exhaust op, maar die jets is gedoen sonder die 3x3 mod. Wat stel jy voor? Wat sal goeie size jets wees hier in JHB?
Title: Re: DRZ462: Living with it
Post by: mtbbiker on January 15, 2013, 01:57:31 pm
Do you expect a shorter life on the motor, when i did my motor at 65K (3K ago ;D) I was asking my mechanic of rebuilding with a big bore kit and he advised me NOT too - engine life will be shorter. But I am still thinking of a big bore kit :)
Go check out Yoshimura's DRZ SM website.
http://www.yoshimura-rd.com/t-engine_services_drz400.aspx?imsec=services
They have dedicated yoshi parts to build a 450cc DRZ motor, and most importantly because they designed and developed the DRZ400 for Suzuki.
Stealth offers a 522cc kit: http://www.maxrpms.net/shop/index.php/motorcycle-kits/mk-suzuki/drz400/drz522-stealth.html

The manufacturers of these big bore parts often supply the OEM parts too and they produce their racing parts to higher standards than what is required for OEM. Vortex makes the pistons for KTM, surely their forged +4mm part is good enough for a Suzuki?
I trust that if the job is done right and service intervals are kept to, then a big bore motor is as reliable as a std one. 1000's of people are using these parts for just about any type of dirt bike on the market.

I think it is safe to say you are now officially the DRZ Guru on this forum  :thumleft: :thumleft: :thumleft:
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 15, 2013, 07:35:54 pm
Lekker Hannes! Elke keer as ek lees van jou DRz juk my gat 2 keer so erg!!

Wat het jy met die std exhaust gedoen?

Die een wat ek na kyk het nog die std exhaust op, maar die jets is gedoen sonder die 3x3 mod. Wat stel jy voor? Wat sal goeie size jets wees hier in JHB?
Ryers in Amerika en Australie publiseer hul carb specs en hoogte bo seespieel op hul forums, jy kan dalk daar iets kry wat JHB pas. My raaiskoot is dat meeste bikes in JHB ryk loop uit die winkel uit agv van die hoogte.
Ek gebruik nog die std pyp, maar die spark arrestor is uitgehaal. Soos in 'n vorige post genoem, die 3x3 mod is nie altyd nodig nie, want sommige bikes kom sonder die rubber inlaatpyp bo-op die airbox. Goeie jetting is die wat 'n bike glad laat loop deur al drie hoof fases van vergasser aksie. 0 tot 1/4: Pilot circuit, 1/8 tot 3/4: Needle circuit, WOT: Main jet. 

Gaan lees hier: http://www.thumperfaq.com/jetting.htm  Kyk na die correction factor formule op die site. Ek stel sulke formules sommer op in excel dan voer ek net die veranderlikes in. Roep as jy ooit daai carb begin afhaal, daar's truuks om dit makliker te maak.
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 15, 2013, 07:42:05 pm
Do you expect a shorter life on the motor, when i did my motor at 65K (3K ago ;D) I was asking my mechanic of rebuilding with a big bore kit and he advised me NOT too - engine life will be shorter. But I am still thinking of a big bore kit :)
Go check out Yoshimura's DRZ SM website.
http://www.yoshimura-rd.com/t-engine_services_drz400.aspx?imsec=services
They have dedicated yoshi parts to build a 450cc DRZ motor, and most importantly because they designed and developed the DRZ400 for Suzuki.
Stealth offers a 522cc kit: http://www.maxrpms.net/shop/index.php/motorcycle-kits/mk-suzuki/drz400/drz522-stealth.html

The manufacturers of these big bore parts often supply the OEM parts too and they produce their racing parts to higher standards than what is required for OEM. Vortex makes the pistons for KTM, surely their forged +4mm part is good enough for a Suzuki?
I trust that if the job is done right and service intervals are kept to, then a big bore motor is as reliable as a std one. 1000's of people are using these parts for just about any type of dirt bike on the market.

I think it is safe to say you are now officially the DRZ Guru on this forum  :thumleft: :thumleft: :thumleft:

Nee, man ek sif maar net deur al die stront wat ouens praat op verskeie forums en maak dan sin van dit wat herhaaldelik opduik. Ek wil eerder weet hoe kry mens 68000km gery op 'n DRZ?
Title: Re: DRZ462: Living with it
Post by: buzzlightyear on January 15, 2013, 07:55:43 pm
Do you expect a shorter life on the motor, when i did my motor at 65K (3K ago ;D) I was asking my mechanic of rebuilding with a big bore kit and he advised me NOT too - engine life will be shorter. But I am still thinking of a big bore kit :)
Go check out Yoshimura's DRZ SM website.
http://www.yoshimura-rd.com/t-engine_services_drz400.aspx?imsec=services
They have dedicated yoshi parts to build a 450cc DRZ motor, and most importantly because they designed and developed the DRZ400 for Suzuki.
Stealth offers a 522cc kit: http://www.maxrpms.net/shop/index.php/motorcycle-kits/mk-suzuki/drz400/drz522-stealth.html

The manufacturers of these big bore parts often supply the OEM parts too and they produce their racing parts to higher standards than what is required for OEM. Vortex makes the pistons for KTM, surely their forged +4mm part is good enough for a Suzuki?
I trust that if the job is done right and service intervals are kept to, then a big bore motor is as reliable as a std one. 1000's of people are using these parts for just about any type of dirt bike on the market.

I think it is safe to say you are now officially the DRZ Guru on this forum  :thumleft: :thumleft: :thumleft:

 :thumleft:
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 15, 2013, 08:05:01 pm
While I worked on the motor and had to wait for parts to arrive, I serviced the front suspension and rear shock linkages. I didn't think then to have the shock itself checked out too. On this past Baviaans - Grootrivierpoort ride the handling got progressively worse to the point that the bike was bottoming out over the slightest woops. That rocky sections of the Grootrivierpoort was particularly unpleasant without a working shock. Back on the Elands road and Cape Road the rear wheel bounced as much as an inch off the ground after passing over uneven road surfaces!
I'm now stripping the rear shock out to send for a rebuild. Great, MORE money to spend  :angry4: .

Title: Re: DRZ462: Living with it
Post by: LouisXander on January 15, 2013, 08:24:33 pm
Nee wat, jy moet hom maar hou, hy's nou splinternuut en net die 690 bykoop!!
Title: Re: DRZ462: Living with it
Post by: mtbbiker on January 15, 2013, 09:32:50 pm
Do you expect a shorter life on the motor, when i did my motor at 65K (3K ago ;D) I was asking my mechanic of rebuilding with a big bore kit and he advised me NOT too - engine life will be shorter. But I am still thinking of a big bore kit :)
Go check out Yoshimura's DRZ SM website.
http://www.yoshimura-rd.com/t-engine_services_drz400.aspx?imsec=services
They have dedicated yoshi parts to build a 450cc DRZ motor, and most importantly because they designed and developed the DRZ400 for Suzuki.
Stealth offers a 522cc kit: http://www.maxrpms.net/shop/index.php/motorcycle-kits/mk-suzuki/drz400/drz522-stealth.html

The manufacturers of these big bore parts often supply the OEM parts too and they produce their racing parts to higher standards than what is required for OEM. Vortex makes the pistons for KTM, surely their forged +4mm part is good enough for a Suzuki?
I trust that if the job is done right and service intervals are kept to, then a big bore motor is as reliable as a std one. 1000's of people are using these parts for just about any type of dirt bike on the market.

I think it is safe to say you are now officially the DRZ Guru on this forum  :thumleft: :thumleft: :thumleft:

Nee, man ek sif maar net deur al die stront wat ouens praat op verskeie forums en maak dan sin van dit wat herhaaldelik opduik. Ek wil eerder weet hoe kry mens 68000km gery op 'n DRZ?
69000km :biggrin:, Dis seker maar omdat ons nie sulke lekker rowwe plekke het om te ry soos julle ouens daar in die Oos Kaap nie. ::) Ons het 2011 daar by Cinsa (Oos Londen) gekamp - Ek gaan vir my sleepwa koop sodat ek verskoning het om die DRZ volgend keer saam te vat. Ek wil nog die "Wilde kus" daar van Oos Londen op ry deur ou Transkei
Title: Re: DRZ462: Living with it
Post by: Heddles on January 19, 2013, 06:06:43 am
Hallooooo Hannes... (",)

I am interested to know where the 68000 Km's fits in.. and why you think they wouldn't be able to reach that mileage.

I was speaking to an older guy in Cape Town the other day. He has got an XS 750. It's an old triple cylinder Yamaha. Must say, I didn't know that they existed, thought they were only made in 850. Had it since new. The bike has done 470 000 Km's and the motor has never been opened. I asked him about maintenance and he said that he has to admit that he wasn't totally religious but the bike did get relatively regular oil changes. After some of the mileages I have put on bikes myself, I am of the impression that a DRZ could do very high mileage without being opened.. I have no idea what mine has got on it but it is definitely over 10 000, closer to 20 and when I opened it, the inside was clean and free of any signes of damage and wear and when measured, it was way within standard spec..

I am very impressed with this thread and your thoroughness with this project. Your determination and dedication, coupled with the good result that you have achieved, are proof that this kind of rebuild CAN in fact be successful. Your research is good and workmanship is aligned with the best available.

Well done, brilliant job...
Title: Re: DRZ462: Living with it
Post by: mtbbiker on January 19, 2013, 09:21:23 am
Hallooooo Hannes... (",)

I am interested to know where the 68000 Km's fits in.. and why you think they wouldn't be able to reach that mileage.

I was speaking to an older guy in Cape Town the other day. He has got an XS 750. It's an old triple cylinder Yamaha. Must say, I didn't know that they existed, thought they were only made in 850. Had it since new. The bike has done 470 000 Km's and the motor has never been opened. I asked him about maintenance and he said that he has to admit that he wasn't totally religious but the bike did get relatively regular oil changes. After some of the mileages I have put on bikes myself, I am of the impression that a DRZ could do very high mileage without being opened.. I have no idea what mine has got on it but it is definitely over 10 000, closer to 20 and when I opened it, the inside was clean and free of any signes of damage and wear and when measured, it was way within standard spec..

I am very impressed with this thread and your thoroughness with this project. Your determination and dedication, coupled with the good result that you have achieved, are proof that this kind of rebuild CAN in fact be successful. Your research is good and workmanship is aligned with the best available.

Well done, brilliant job...
He was referring to my DRZ, I change the oil every 3000km and filter every 6000km, but then again I probably don't ride it that hard >:D I did the engine at 65000km (It probably could have done more, but I had to open the motor as my stator came loose  :o and left a few pieces of metal inside the motor
Title: Re: DRZ462: Living with it
Post by: Torque Curve on January 19, 2013, 10:31:47 am
Hallooooo Hannes... (",)

I am interested to know where the 68000 Km's fits in.. and why you think they wouldn't be able to reach that mileage.


No, MTB's bike did 69000km already, rebuilt at 65000km only because he wanted to, not needed to do it. I think high mileage is doable on any bike and even with big bore kits. As said before, the engineering on big bore parts is top notch and possibly better than OEM.
Title: Re: DRZ462: Living with it
Post by: Heddles on January 20, 2013, 07:51:56 pm
Aah.. I get it..

You know, having seen inside many motors in my time, I will tell you that especially concerning modern engines, that they are incredibly reliable and strong.. There is a misconception that running an engine hard destroys it, the reality is that the machine is designed to do it. It has been designed to rev to whatever it revs to. Most engines have rev limiters fitted and as long as the oil is at operating temp and it has good oil and a full radiator, it will do the mileage. I remember a good few years ago, we had a crazy mate who had a 1600 citigolf. This thing was always at the red line. He drove it like an absolute maniac. We had been building a bigger motor for the car and when it was ready, because we built as he had cash, the original motor which had been ringed, had 60 000 kilos on it. We fitted the new engine and out of curiosity, stripped the original one. I have never seen such a clean engine inside.. Rings were nice and free in their grooves, piston measured correct, ring gaps were like new, even the sump area was like new. The exhaust valves had a thin layer of carbon on them and the inlets were shiny like new ones. The tops of the pistons were so to say, discolored with carbon.. 

Compared to many engines that I have opened which had been driven gently, this was by far a better sight than the nursed ones..

Just for interest sake..
Title: Re: DRZ462: Living with it
Post by: sidetrack on January 20, 2013, 09:06:50 pm
My 2001 DRZ had close to 60 000km when I sold it, 10 000km of that was with the 440 kit. When I took the old cylinder off the barrel was perfect, only needed new rings and it would have been good to go.
Title: Re: DRZ462: Living with it
Post by: Torque Curve on March 23, 2013, 09:52:30 am
 :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin: :biggrin:

I just came back from a 2 hour ride behind Rover track. Awesome woody sections, sand tracks, small dunes, hard-pack, drop-offs, ledges, ramps - its all there 3km from my home!
I haven't ridden for three weeks due to family and work commitments, so the first 20 minutes on the trail was like riding for the first time! Then one's body gets warmed up and starts feeling at one with the bike again and smiles start widening as the pace picks up.
On the way back I had a quick drag along side my buddy's 690R. The DRZ462 is with the 690 right up to 165km/h where it started sputtering due to rich fueling and an air filter which has obviously done its duty of trapping dust for two hours. Sprocket ratio 14:43. Unbelievable power now that its ridden in. It pulls in sand from low-down in 3rd all the way through fourth. I'm not good or fast enough to take it into fifth on sand.
And yes before anyone asks the KTM is in race mode. The two bikes also weigh the same fully fueled - give or take a kilo to either side.
I'll pull the carb soon and go down a size or two on the main jet which will even improve the 18km/l its been giving up to now during normal riding.
Title: Re: DRZ462: Living with it
Post by: LouisXander on March 23, 2013, 10:07:25 am
Lekke man Hannes! Monster daai!
Title: Re: DRZ462: Living with it
Post by: Heddles on March 24, 2013, 11:59:52 am
Ooh!!! Some motivation do change the chassis on my one. Must say, I have heard some great reviews from guys who have owned these little bikes...
Title: Re: DRZ462: Living with it
Post by: Torque Curve on April 01, 2013, 08:06:01 pm

...The DRZ462 is with the 690 right up to 165km/h where it started sputtering due to rich fueling and an air filter which has obviously done its duty of trapping dust for two hours...
I'll pull the carb soon and go down a size or two on the main jet which will even improve the 18km/l its been giving up to now during normal riding.

Its been raining in PE all weekend so I had more than enough time to pull the carb and replace the 165 main jet with a 160. The skies cleared for about 2 hours which allowed a little ride around town to feel out the different jet size. Its amazing how dropping 2 main jet sizes affects performance: The power felt crisp but the truth was visible on the speedo, from 130km/h the bike felt weak and only pulled up to 145km/h where it felt held back by an invisible hand. I will pull the carb again tonight (off and back on now happens in 20 minutes including tank removal) and install a 162 main jet. Hopefully the weather allows testing time tomorrow.
Title: Re: DRZ462: Living with it
Post by: Heddles on April 02, 2013, 03:36:59 am
Bud, rather than hit and miss, try and get the bike to a dyna. Fuel mixtures can cause major engine damage if lean.
The fuel consumption figures that you give for this bike make me think that it could be running lean. Also, it is quite unlikely that a motor will "splutter" if it running rich. More likely to happen if it is lean...
Title: Re: DRZ462: Living with it
Post by: Torque Curve on April 02, 2013, 02:37:08 pm
Bud, rather than hit and miss, try and get the bike to a dyna. Fuel mixtures can cause major engine damage if lean.
The fuel consumption figures that you give for this bike make me think that it could be running lean. Also, it is quite unlikely that a motor will "splutter" if it running rich. More likely to happen if it is lean...

I hear what you are saying. The bike fouled 2 spark plugs because of being too rich, but I am aware that's probably the starter circuit that did that and possibly due to a blocked air jet. There's so many thing to check on these pumper carbs so I'm illiminating one at a time. 160 main jet definitely was too lean. I fitted 162 last night, but have yet to try it out. The current jetting on all circuits and needle position is spot-on what experts over on TT use for this 462cc set up with E-cams, so I'll see what it does later.
Title: Re: DRZ462: Living with it
Post by: Heddles on April 02, 2013, 05:36:06 pm
A fouled plug.... Fouled as in carboned up..? Fuel mixture is unlikely to kill a plug...
Another thing to consider. Did you run the bike in on monograde or multigrade oil? Is it possible that it might be getting oil past the rings and that's what killed the plug?

I have asked a mate... The man is smart.. Just said that he would want more info.
This is some of the stuff he said... Sounds a bit odd- need more info.
Jetting problem would show up at a certain rpm usually - not only speed related.

Needle and seat valve may be too small causing lean out when held open for a while.
Which is not normally done in the lower gears.
Even if the main is too big.
This could be causing some confusion.
Forgot to say- the float level drops till it goes lean.

I am a bit concerned that you are going to destroy this mill and due to something small.. Might need to completely strip and inspect that carb... Also, is there any info about the ignition curve regarding this mod..?
Something is not making sense here...
Title: Re: DRZ462: Living with it
Post by: Torque Curve on April 04, 2013, 05:01:21 pm
The carb is now spot-on. Perfect fueling right through the rev range in all gears, no bogging, no hesitation, no sputter. Mooi.
The challenge with setting up the carb for this bike is that its a real PITA to get it off each time so I made more than one change each time I pulled the carb. To know what change affects what circuit is important and careful records are kept for reference.
The final test for this set-up will be a fuel economy test.

PS. The fouling/flooding of plugs was caused by a blocked air jet while I made adjustments on the duration of the accelerator pump. A too long AP squirt on top of a very rich idle circuit caused bogging and stalling. Every time I pulled those plugs they were black because of rich idle and wet with fuel.

No more top end runs now. Off road sprockets and chain put back on last night and sticking to the enduro loops behind Rover MCC.
Title: Re: DRZ462: Living with it
Post by: Torque Curve on April 04, 2013, 05:07:05 pm

Another thing to consider. Did you run the bike in on monograde or multigrade oil? Is it possible that it might be getting oil past the rings and that's what killed the plug?

Castrol Magnatec 10w40 since day 1. As in prev. post, AP squirt and blocked air jet were the culprits.
Title: Re: DRZ462: Living with it
Post by: Heddles on April 04, 2013, 05:36:31 pm
Cool... Glad it's all sorted now.. I am also inclined to make more than one change at a time when I take carbs apart.. Can really mess you around...

As a rule, I bed rings in at the very least on monograde. On cars, if they are for road use, 1000 kilos.. If for the track, about 200 kilos and it goes to the dyna with multigrade in the sump.. Normally 10W40..
Bikes, a little different.. About 500 kilos then they get multigrade...
Title: Re:
Post by: adv on May 05, 2013, 08:19:57 pm
Can the Dr run on multi grade? I though something like actevo is preferred?

Sent from my A501 using Tapatalk HD
Title: Re: DRZ462: Living with it
Post by: LouisXander on May 17, 2013, 10:34:24 am
Nog feedback Hannes?
Title: Re: DRZ462: Living with it
Post by: Torque Curve on May 19, 2013, 09:24:31 pm
Nog feedback Hannes?

10KLR visited me this weekend and we went for a ride on my DRZ and his V-Strom. The bike was all clean and shiny for the man's test riding and I took him for some trail riding towards Schoenies to experience the DRZ. I hadn't ridden for a while mainly due to recovering from minor surgery and just being too busy at work, so I rode my own bike part of the way there to fill her up and just have a little fun as well.
The long of the short is 10KLR was very impressed with the DRZ he might even have bought it, but I convince him that it really is not the bike for him... How much more feedback do you need? No, honestly, this 462cc motor runs so sweet that I won't part with it easily. Things might change when the RMX250 is up and running, but that won't be this year.
Title: Re: DRZ462: Living with it
Post by: Heddles on May 20, 2013, 04:57:50 am
I have started my chassis changeout... JUst working on the bike makes me realise what an awesome little machine it is...
I can only imagine how nice that 462 motor must be...
Title: Re: DRZ462: Living with it
Post by: 10Klr on May 21, 2013, 09:11:41 am
Its amazing!!  Short and simple.  That is the best DRZ i have seen and the motor  :drif:

Thanks again for a great morning out.  Its ppl  like you that make the forum a great place  :thumleft:
Title: Re: DRZ462: Living with it
Post by: Torque Curve on June 28, 2013, 10:28:00 pm
Its amazing!!  Short and simple.  That is the best DRZ i have seen and the motor  :drif:

Thanks again for a great morning out.  Its ppl  like you that make the forum a great place  :thumleft:

It now looks like this and is for sale.
Title: Re: DRZ462: Living with it
Post by: mtbbiker on June 29, 2013, 07:42:35 am
Ping Scalpel
Title: Re: DRZ462: Living with it
Post by: Torque Curve on June 29, 2013, 12:04:25 pm
Ping Scalpel

He knows, thanks!
Title: Re: DRZ462: Living with it
Post by: Scalpel on June 29, 2013, 08:06:21 pm
Ping Scalpel

He knows, thanks!

Ja scalpel weet baie goed van die een!! Die budget is net nie groot genoeg die maand nie!! :biggrin:
Title: Re: DRZ462: Living with it
Post by: Torque Curve on June 29, 2013, 09:00:21 pm
Ping Scalpel

He knows, thanks!

Ja scalpel weet baie goed van die een!! Die budget is net nie groot genoeg die maand nie!! :biggrin:

Toemaar, manne. Niemand is haastig hier nie. Die perd sal rustig staan en blink in sy stal totdat sy nuwe eienaar instap.
Title: Re: DRZ462: Living with it
Post by: mtbbiker on June 30, 2013, 08:23:27 am
Siende dat daardie perd van jou so blink, wil jy nie vir die res van ons vertel hoe kry jy daardie perd so mooi blink nie :thumleft:
Title: Re: DRZ462: Living with it
Post by: Torque Curve on June 30, 2013, 03:39:44 pm
Siende dat daardie perd van jou so blink, wil jy nie vir die res van ons vertel hoe kry jy daardie perd so mooi blink nie :thumleft:

Cleen Green, tuinslang en 'n spons onmiddellik na elke vuil rit en dan kry hy 'n lagie Shield silicone spray. Die goed kom in trigger spray bottel wat R30 kos by Shoprite. Dit help veral dat modder nie hardnekkig vassit onder die bike nie.
As jy jou bike na elke rit was en goed pamperlang kry jy nie surprise-breakdowns soos sommige manne saam met wie ek al gery het nie, want jy sien dan reeds waar 'n toekomstige f-op broei.
Title: Re: DRZ462: Living with it
Post by: adv on July 11, 2013, 04:17:39 pm
Living with it is so easyyyy  O0
Title: Re: DRZ462: Living with it
Post by: Torque Curve on July 14, 2013, 07:13:27 pm
Living with it is so easyyyy  O0

Yes Adv, ek gaan nou hier afsluit en jy kan as nuwe eienaar aanskryf met, DRZ462: Living with it Motard-style, of so iets?