I’ve learned that humidity causes carburetors to run lean. That the KLR ignition coil is sealed, can’t be visually inspected, and can only be checked with a coil reader and the ability to measure the arch. That I can now remove the side panels, seat, fairings, gas tank and carburetor, clean it and put it all back together in 19 minutes and 18 seconds since, through unintentional experience, I am now KiLleR carb-pilot programmed.
The orange splatters around the gas cap were from shaking out the rusty remnants. On the right is the sealed ignition coil that took about an hour to unscrew because of the hidden little screws.And long, long, ridiculously long maintenance mayhem diatribe short, my recent slew of problems here in this here tropical sand patch - won’t fire, dies in gear when throttle’s touched - have been tentatively solved by emptying my tank and finding that my gas had, not only an inner bubble of some other substance in it, but also that splatterings of rust. Rust means water. And according to a Utila local, fuel in Honduras is often times mixed with other filler like kerosene; quality.
Fingers crossed that the fuel drain-n-change resolves my sputterings because the continual problems with this 2nd-gen K-bomb have been 100% successful in establishing buyer’s remorse and lack of confidence in my wheels. I’m just about too worn to play another ‘deduce the mechanical’ game. And it doesn’t help that a moto-traveling divemaster at my shop told me that his BMW 1200 GS even has PSI sensors in his tires and a readout on his dash panel. I bow to fuel injection.
On another note, diving with the Bay Islands College of Diving here on Utila Island, where I’m temporarily employed, has been pretty damn fun!
A full dive boat on the way to sweet spots on the north side of the island before some lunch in the keys.
