Oz/Kiwi KTM 640 ADV riders sign in here please.

Discussion in 'Australia' started by overlandr, May 10, 2006.

  1. Toe - Cutter

    Toe - Cutter 666

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    Like ,,


    Quite easy to start lc4 By hand once u get the knack ,

    Of course it's only for the demented , but handy if u break both legs ....
    GodSilla likes this.
  2. Aussie Steve

    Aussie Steve Long timer

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  3. kveldulv

    kveldulv Adventurer

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    Hey guys, As I'm no longer a 640 owner, I'm selling off a bunch of brand-new parts. I've listed some of the "big ticket" items in the flea market, with more to come!
  4. mcguyver

    mcguyver Long timer

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    Cant find it. You got a link. Might be interested in some stuff
  5. GodSilla

    GodSilla I did that.

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    It's in the Flea market now.
  6. kveldulv

    kveldulv Adventurer

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    Sure. The items are here and here.
    mcguyver likes this.
  7. braaap!

    braaap! Long timer

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    ^ Diamond!!!
    And thankyou!!
  8. GodSilla

    GodSilla I did that.

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    Stupid question time : why do the various models of KTM's sharing essentially the same motor in the 625cc LC4 have different part numbers for the Kokusan ignition modules? The only documented differences are in oil capacity (more for in-frame oil models) and piston material (forged aluminium for motors with 41mm pumpers, forged/cast aluminium for BST equipped bikes). Otherwise they run the same everything, camshafts included, but it seems every model and it's dog has it's own part number for the ignition module. This is what I find on Bolton's website for spare parts for my '03 model Adventure, it comes up with the parts for the '06 model year :

    586 39 031 300 CDI 625 SXC 06
    586 39 031 400 CDI 625 SMC 06
    586 39 031 500 CDI 640 ADV./ENDURO 06
    586 39 031 600 CDI 640 DUKE/SM 06

    That's 4 different part numbers for what is essentially the same motor with 2 different carbies. WTF? :dunno
  9. troy safari carpente

    troy safari carpente #501 Team f5oolery

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    Hi Gods'

    In a past life (long long ago) I learnt a bit about part numbers (for BMW auto's - not KTM's... but still - some of the logic may apply). While certain components of the part number identify the part iteself (primarily: as belonging to chassis, suspension, motor or bodyworkd etc. or as a subgroup: a component of gearbox, clutch or electronic system, so on and so forth).

    Often there is part of the number reserved for "revisions" of a particular part - that is used on several models. often if you go into the parts system on the dealer computer - these are sometime referred to as part # XXX "replaced by - or interchangable with" part #XYZ.

    I get the feeling that the 300 400 500 & 600 versions of the numbers you have found - fall in this category... my fiddling with Kokusan ignitions on the various 1992 to 1998 LC4's I'd owned... I recall they were all the same...

    Ring Boltons and get them to cross refernce those numbers - is my advice.
  10. Aussie Steve

    Aussie Steve Long timer

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    Interesting question don't know the answer but have some thoughts.

    As Derek says fairly regularly switching to a fcr carb on non fcr bike should be done along with a cdi change, presume the fcr modules have a different ignition curve but as far as I know there is no info available on what the curves are nor has anyone compared them. Wonder if they do different curves for different power characteristics like they do in the later EXC vs SX models.

    CDI also controls the emissions control systems so I wonder if they work differently to meet emissions requirement with different exhausts total final ratios etc. Havent spent any time studying wiring diagrams to see differences in the different models relating to CDI and all the other systems which plug into it to or differences in pinouts on them either.

    Was pretty sure it was in this thread with OFBM was discussing supercessions with cdi modules and thought they had less modules these days than originally?

    I thought the piston change was across the board one wasnt it? Maybe when they changed the crank web style?

    Early Kokusan ignitions also used different modules, the hot ticket used to be using the CB74286L17 module from the early duke which had a more aggressive curve.
  11. Aussie Steve

    Aussie Steve Long timer

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  12. motolab

    motolab Long timer

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    I would add to that the fact that they also have different igniter box part numbers based on the particular model's exhaust flow since that strongly affects detonation risk.

    Regards,

    Derek
  13. Aussie Steve

    Aussie Steve Long timer

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    Fair point, have you ever looked into the differences in curves?
  14. Brendo404

    Brendo404 Adventurer

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    So I've got my bike back together.
    Carby is in reasonable condition although float height was crazy high, the under diaphragm vent was blocked off, the slide damper bung wasn't air tight and a couple of other things.
    Took it for a quick ride last night and it is noticeably better but I'm wondering, do or can these power wheelie? Haha.
    I haven't touched suspension yet.
  15. GodSilla

    GodSilla I did that.

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    The weird thing is they all top out at 38 degrees BDC at 6000 rpm. Same cams, same pistons (basically), same advance maximum at the same revs, ............??
  16. bikemoto

    bikemoto Tyre critic

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    Measured, or from the spec sheets?

    When I built my Triumph Trophy Super III based on the Daytona Super III (higher compression, flowed head, high lift long duration cams), the igniter specs for the Trophy 900 and the Super III were the same but a different part number. My highly-modded bike wouldn't run anywhere near as well on a standard igniter, they were that different.

    So I wouldn't trust the published numbers...
  17. GodSilla

    GodSilla I did that.

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    Published specs in the manual, Chapter 10 Technical Specifications. :scratch

    I can understand the need for a different curve with a pumper attached, but 4 different part numbers? Like some one said previously, maybe it's to tune the power delivery to the intended riding application.

    F*ck me, that's another part I might have to source. But I'm wondering.......... if I'm running a 41mm pumper on an originally-equipped 39mm BST bike, if they all top out at the same advance at the same revs (same cam, why not?) does it matter if all I'm gonna do is accelerate through the gears and then hold it flat for a mile?
  18. clintnz

    clintnz Trans-Global Chook Chaser

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    Would be quite interested in that too, my BST was starting to show some wear on the throttle axle last time I serviced it. Thinking of maybe putting on an FCR rather than throwing good money after bad next time it needs a rebuild, but would want to do it right.
    Cheers
    Clint
  19. motolab

    motolab Long timer

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    No. I have never found an OEM ignition map that had no room for improvement, especially after other modifications have been made, so in cases where I have installed a slide carburetor on 640 (which has always been accompanied by other changes), I have installed a programmable ignition and developed the map myself on the dynamometer.

    Regards,

    Derek
  20. motolab

    motolab Long timer

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    What are the depths of the depressions in the slide guide in the bottom corners adjacent to the bore?

    [​IMG]

    Zero a caliper here (sorry for the blurry image):

    [​IMG]

    Find and measure the lowest spot in the immediate surrounding area. Then repeat for the other side.

    Regards,

    Derek
    mcguyver likes this.