last Wednesday I managed to get myself to Swindon (UK) to catch the lecture given on the making of the KLR Diesel/Multifuel Motorcycle. Hopefully I'll find time to type a report on it in the near future but for now a few facts that may or may not be news to you.
Imagine my delight when I saw that they actually had a bike in the lobby of the conference centre. This was later demonstrated in the carpark to the 30 or so ppl who attended. Interesting to see how, even in this short window, how the bike was ridden differently. Instead of pulling away gently, the revs were raised and the clutch dropped pretty sharply which caused the machine to take off in a very lively fashion. We were later told that riders should learn to use the potential stored in the larger flywheel.
The engine indirect injection engine is designed along the lines of a Mercedes model with the pre-combustion chamber vertically central above the 4 valves to help with heat dissapation. Pre ignition blast enters the chamber via eight 2mm holes. Compression is a little higher than you might normally find (21-1) to allow for easier starting in colder weather (the air gets hotter). Later models have a timed glow plug much like modern cars. Starting is electric.
Crown of the piston is very elaborate but the piston itself, being cast, is not as heavy as some that are out there. The casting adds strength here of course. Lightness of the unit helps greatly with higher reving, the engine gaining most power around 6k but able to rev higher.
The conrod is of a special design to give it extra strength. Looking down on a cross section you will see the front and rear (thinner edges) have a 'U' groove travelling the length of them. At the lecture we were shown a photo of a bent rod after a US Marine had driven the bike into 4 feet of water. The engine was dismantled and every tolerance measured. The piston and beefed up crankshaft were perfect and undamaged. Even the head gasket/seal did not rupture. The Con rod was replaced and the engine is back to working fine.
A manual for this engine does now exist but the US Marines are unlikely to let you have a copy
Kawasaki US talked to the parent company in Japan and they have agreed to keep the standard KLR in production so as not to damage production of the Diesel model.
The Diesel KLR, whilst having a completely new engine, uses some of the parts such as oil pump etc from the petrol model to save money.
Most praise has to go to Fred Hayes for actually taking on this build. Dr Stuart McGuigan went on to say that Fred had to overcome numerous problems during its manufacture. Praise to for the guy who developed the rotary injection pump. This is still the only one around I believe that works on a single cylinder diesel engine. It responds superbly as the engine is revved up. Hats off also to Stuart McGuigan and his team for designing this engine and indeed, giving the lecture.
HDT are currently halfway through their production order of 500 bikes for the US marines.