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Old 09-01-2011, 06:17 AM   #226
Gerduro
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Joined: Mar 2011
Location: Sydney, Australia
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Quote:
Originally Posted by johnno950 View Post
Hi gerduro,i will get some photos of the switch/wiring for brakelight switch from my bike,its a bike that has adr and has rego in australia.
That would be great thanks !
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Old 09-01-2011, 12:42 PM   #227
beaney
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Location: uk, or on a rally.
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690 manual cam tensioner

Just finished testing a manual cam tensioner, unlike others this has been designed especially for the 690.
Beware some others that are available will not fit the 690 and are specific to the 450/250 engines only.If you see 450/250f in the fitment list then these will not work.

The standard Hydraulic tensioner can fail if oil changes are not kept regular or if there has been contamination in the motor, common issues are rattly engine on cold start up and extreme cases the lack of tension can cause the timing to change, ie chain jumps on the cam sprockets which can damage the valves and in extreme cases a lot worse. Also at peak RPM the high oil pressure can cause excessive tension on the cam chain which means wear to the valve drive system and power loss through engine drag.
The Manual tensioner is easy to fit by any competent mechanic and could not be simplier in design, unless you forget to tighten it nothing can go wrong, unlike other systems which require a combination of springs and oil pressure, if you are able to check and adjust your valve clearances you can fit this, full instructions are supplied, it takes no more than 1 hour to do the job properley.





We have now developed a CNC machined Manual Cam Chain Tensioner to replace the hydraulically operated standard unit,this will give a definite form of adjustment,with no possibility of movement whilst running at high revs.
Price to be £58.30 plus VAT(if in EU) and delivery.
Available from stock in 2/3 weeks.
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Old 09-01-2011, 01:05 PM   #228
F650Dakar_Norway OP
What off-season?
 
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Joined: Sep 2004
Location: Norway, Scandinavia
Oddometer: 960
Quote:
Originally Posted by beaney View Post
690 manual cam tensioner

Just finished testing a manual cam tensioner, unlike others this has been designed especially for the 690.
Beware some others that are available will not fit the 690 and are specific to the 450/250 engines only.If you see 450/250f in the fitment list then these will not work.
Q1: Are we talking cross-compatibility for all 690 engines here or just the 690RFR/RR?

Q2: Does this also fit all the 690RR engine sizes - i.e. 654cc, 689cc, 730cc and 790cc?
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Old 09-02-2011, 01:07 AM   #229
beaney
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Will fit all 690 based engines.

The Rally engines only has a few upgraded parts from the standard engine
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Old 09-12-2011, 08:23 AM   #230
F650Dakar_Norway OP
What off-season?
 
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Location: Norway, Scandinavia
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Eek

Had a beautiful and challenging gravel&dirt road trip this weekend. I agree with 690rr on the clutch - it's close to useless for delicate, slow-moving slippery surface climbing. When used in a slow, gradually feeding manner with some throttle on slippery surface, this clutch goes screaming like a metallic banshee and goes on/off, in my case with a stalling engine. Obviously out of its element.

No good for advanced, slippery woodroads. This thing is designed for other arenas.

Edit:
Quote:
Originally Posted by italrally View Post
Yesterday i asked my friend from the KTM rally department if they used ever other oils than motorex 10W-60 Racing. He told me that they used only the Motorex oil and that they had no problems with the clutch during all the years with the rally bikes from the professional guys. But he said that it would no problem to switch to Motul 10 W - 60 or to a very good Shell 10 W - 60 .
He told me also, that the pros are not shifting so much with the clutch
I'll step away from the Motul used by the workshop at last service. Nowhere near 690rr's problems, but my usage is somewhat limited by the banshee-wail-and-dump-enganging clutch action. I realized during these two days of enthusiastic off-tarmac riding: --> The gearbox works surprisingly well with just clutchless gear shifts! <--

Especially in standing attack position this was remarkably smooth. On slow-riding at autumn-moisted, slippery woodroads, however - the clutch action became a cumbersome and undelicate on/off experience. Get stuck in a steep uphill or slope and I was basically out of luck. This thing demands an aggressive, constantly rolling riding style without any dependance on delicate clutch slippage to get out of trouble.

I'm sensing a steep learning curve here
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F650Dakar_Norway screwed with this post 09-13-2011 at 08:36 AM
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Old 09-13-2011, 08:20 AM   #231
italrally
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Quote:
Originally Posted by F650Dakar_Norway View Post
Had a beautiful and challenging gravel&dirt road trip this weekend. I agree with 690rr on the clutch - it's close to useless for delicate, slow-moving slippery surface climbing. When used in a slow, gradually feeding manner with some throttle on slippery surface, it goes screaming like a metallic banshee and goes on/off, in my case with a stalling engine. Obviously out of its element.

No good for advanced, slippery woodroads. This thing is designed for other arenas.
Hola hombre,

could you ask please the mecanic from Pal Anders ( or himself ) which oil he used and what he did against the noisy chattering from the clutch. And how many times he changed the whole clutch or only some parts of the clutch ?

Thanks a lot

M.
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Old 09-19-2011, 05:16 AM   #232
fastjarl
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Chattering clutch problem is gone with an extra inner disk in basket, forget abouth oil brand.
I have more than 20.000km on mine after I fixed the clutch, in all form of riding condition and weather.
warm desert dunes to nothern winter and snow.
Playing in tight areas first and second gear adusting tight turn with clutch, no problem ever.
this weekend 950km with 80% gravel and paths. no problems only fun with this terrain Goldwing
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Old 09-19-2011, 07:04 AM   #233
F650Dakar_Norway OP
What off-season?
 
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Location: Norway, Scandinavia
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Extra disk in clutch sounds cool, but how is that accomplished?
That is; where exactly do you place it in the clutch plate sequence (1st or 5th etc.) and is longer bolts required etc.
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Old 09-19-2011, 11:26 AM   #234
fastjarl
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Quote:
Originally Posted by F650Dakar_Norway View Post
Extra disk in clutch sounds cool, but how is that accomplished?
That is; where exactly do you place it in the clutch plate sequence (1st or 5th etc.) and is longer bolts required etc.
as I wrote "extra innerdisk" means the first you put in.
this is altso known as a "get home solution" when you burn your clutch/slipping, put one extra inn get more pressure and ride home ripp the existing if nessesery.

picture from last round trip
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Old 09-29-2011, 04:34 AM   #235
Gerduro
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Carb Setting

Hi HP,

I am still not clear ...

is the Main Jet 160, Needle OBDYU, Idle Jet 45
or
Main Jet 168, Needle OBDVT, Idle Jet 42

correct ???



Quote:
Originally Posted by HP2 View Post
@norway,
It makes no difference what mod. you have. (open, long silenser)
My first answer shows a 690RR 2010/2011

The lower sheet shows a 690 RR from 2008
with 12.5 KW!!!!!! (Short silencer)
You look at the red lines as KTM reduces performance.
I drive the same carburetor with all the nozzles 790 ccm/98 Nm.




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Old 09-30-2011, 02:05 PM   #236
Gerduro
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Led Dust Light

.... anyone is looking for a dust light ... I think this is similar to the new 450 RR ....


LED Mini-Rücklicht Fender
Art.Nr.: 255-077
Produktdatenblatt drucken
Alle Preise inkl. Mwst.
und zuzüglich Versandkosten.

-----------------------------------
Lieferzeit: 3-4 Tage
Ihr Preis: 15,95 EUR

Beschreibung:
LED Mini-Rücklicht zum Befestigen auf Fender bzw. Heckplastik
schwarzer Körper, rotes Glas, E-geprüft
Maße incl. Gummiunterlage: ca. 91 x 22 x 60mm
Unten sind zwei M4 Buchsen zum Befestigen. Abstand der Buchsen ca. 60mm


http://www.tlo-bikeshop.de/product_i...ht-fender.html
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Old 10-07-2011, 12:33 PM   #237
690RR
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I have one customer, whose son is competing Cross Kart here in Norway. He phoned me up few months ago with interest to buy KTM engine around 660cc for next year season. Couple of phone calls, few levers pushed and result is 730 engine, 738cc of raw power, same thing that costed Ullevålseter 2 x 6.500 € to rent in 2010 Dakar, when they had to use restrictors.

It will be brought to Maroc rally next week and Ullevålseter will bring it home at the end of the October.

Curves are from Dyno run at factory site this Friday, standard head, Rally exhaust and air box.

Red is 730, black 654 (standard 690 RR engine), both fed by 41mm Keihin.
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Old 10-07-2011, 02:49 PM   #238
bobzilla
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do you know where I can buy the parts to make my 690 caburated instead of fuel injected?
or the 730 motor complete?
thanks
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Old 10-07-2011, 02:53 PM   #239
F650Dakar_Norway OP
What off-season?
 
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Location: Norway, Scandinavia
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Hmm.
Main jet: 158
Needle: OBEKF?

Is that for BOTH the 730 and the 654?
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Old 10-07-2011, 06:40 PM   #240
Pilbara
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690RR said:
Quote:
Originally Posted by 690RR View Post
Couple of phone calls, few levers pushed and result is 730 engine, 738cc of raw power,
Hello 690RR, are you able to share with us the bore and stroke of the 738cc engine?

Cheers
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