The wee-strom at altitude , power loss?

[bippi]

Basically this is yet another variation on, "which strom should I get?" However, given that I really can't sit effectively on a DL-1000, this is more like, "should I get a wee-strom?"

In owning a motorcycle, I'd like to be able to go up in the mountains 8-11,000 feet, with my wife, with luggage. This would put us at basically 450 lbs on a v-strom, and then whatever pitfalls happen at altitude.

I was curious, how does the wee-strom handle up in the high-country? Most vehicles have a noticable power loss up in the higher elevations, and I wondered how much the wee-strom notices, at say speeds around 75.

[SCraig]

Most CARBUREATED vehicles will show a power loss at altitude. Most modern FUEL INJECTED vehicles don't. The ECU compensates for the decrease in density altitude and you will seldom see a performance drop.

I've had my DL650 up to 6,700' altitude (or maybe it was 6,300) and noticed no change whatsoever in performance.

[greywolf]

All normally aspirated engines have a power loss at altitude. The limiting factor on power is how much air the engine can pull through it. There is always enough gas to mix with the air available. FI engines can do a better job of keeping the air/fuel ratio correct regardless of atmospheric pressure but there is no replacement for displacement. With that load, downshifting a 650 to a stronger part of the powerband at high altitude when going uphill will probably be necessary.

[GrayStrom]

All normally aspirated engines have a power loss at altitude. The limiting factor on power is how much air the engine can pull through it. There is always enough gas to mix with the air available. FI engines can do a better job of keeping the air/fuel ratio correct regardless of atmospheric pressure but there is no replacement for displacement. With that load, downshifting a 650 to a stronger part of the powerband at high altitude when going uphill will probably be necessary.

What Greywolf said.
That's why people who stay in high altitudes can use higher compression motors to help make up for the power loss. Forced induction would help :mrgreen:

[bippi]

Most CARBUREATED vehicles will show a power loss at altitude. Most modern FUEL INJECTED vehicles don't. The ECU compensates for the decrease in density altitude and you will seldom see a performance drop.

I've had my DL650 up to 6,700' altitude (or maybe it was 6,300) and noticed no change whatsoever in performance.

I guess, where it's really noticable with a nissan sentra is when you're at 8,000 feet, and you go up to 10,000...or you're hanging-out around 10,000 feet. Same thing with a chrysler sebring. Basically the pedal is on the floor, and if you don't have it above 40 when you put down the pedal, you aren't going to get it.

I'd really like a bike that could handle that like it was no big thing, and it seems like for the most part, the wee-strom should do.

[Ted Bell]

I'll be riding through a pass at 10,000 feet this weekend. I'll report back.

[SCraig]

I'll bow to the wisdom of those who are more informed than me. All I know is that after 300 miles on the Blue Ridge Parkway (high point 6053 feet (http://www.craigcentral.com/bikes/images/easttn/trip_059.jpg)) and the Cherohala Skyway (high point 5,377 feet (http://www.craigcentral.com/bikes/images/easttn/trip_013.jpg)) a few weeks ago I noticed abcolutely no difference between the performance of my 650 at those altitudes and near sea level (~550' MSL) here in Nashville. It ran just like it always does and showed no problems with those altitudes.

[Sregor]

I would think that the Wee could do it, but you're talking about a larger load than I've tried. I bought my bike in Seattle and rode it home to Colorado Springs with a light luggage load and didn't notice a horrible loss in power. Also ridden it two up with no luggage over some passes (but that's probably only 275 lbs total) and it still worked just fine.

I've read though that some others absolutely insist that for two-up fully loaded riding you need the 1000 no matter what the altitude...so there's definitely some room for personal preference in the mix.

cheers!

[greywolf]

Those are foothills and valleys in the Rockies. Above 8000' uphill, I very occasionally needed to go down to fifth with just me and an E45 topcase with two E36 sidecases on my DL650AK7. My CB500 with smaller jets to match the thinner air never was able to pull top gear. My CX500 could but I only had two small sidecases.

[SCraig]

Those are foothills and valleys in the Rockies. Above 8000' uphill, I very occasionally needed to go down to fifth with just me and an E45 topcase with two E36 sidecases on my DL650AK7. My CB500 with smaller jets to match the thinner air never was able to pull top gear. My CX500 could but I only had two small sidecases.
Fair enough, and good point. Over here in the east things don't get much higher. The highest point east of the Mississippi River is 6,684' (Mt Mitchell in North Carolina).

I've been in Colorado so I do understand the difference. I was in a '75 Blazer tuned for sea level and it barely made it over some of the mountains there. Foot flat on the floor and barely gaining altitude.

[bippi]

It was weird, because I sat on a DL 1000 at one point, and the memory is quite clear: that sucker is HUGE.

I just went to the dealership again and sat on a DL 1000, and I'm fine.

[Satch]

I just got my DL650 about a month ago. I've been riding the Utah canyons almost exclusively so I'm riding anywhere from 4500 up to almost 10,000 feet. I don't sense any loss in power at the higher elevations, but I'm not riding two up fully loaded either.

When I was debating whether to buy the Vee or the Wee, part of the reason I chose the Wee was that I never ride 2 up and rarely ride with a load. I don't need the extra power and would rather not have the extra weight. For the way I ride, it was definitely the right choice. But if a significant percentage of my riding were 2 up and loaded, I'd get the Vee.

[bippi]

I just got my DL650 about a month ago. I've been riding the Utah canyons almost exclusively so I'm riding anywhere from 4500 up to almost 10,000 feet. I don't sense any loss in power at the higher elevations, but I'm not riding two up fully loaded either.

When I was debating whether to buy the Vee or the Wee, part of the reason I chose the Wee was that I never ride 2 up and rarely ride with a load. I don't need the extra power and would rather not have the extra weight. For the way I ride, it was definitely the right choice. But if a significant percentage of my riding were 2 up and loaded, I'd get the Vee.

Yeah, that's kinda my fear. My wife likes to ride 2-up, but I don't know 'how much' exactly.

See, my history with bikes...basically the only bike I've ever had her on the back of with me was my honda shadow 750. That bike...quite frankly...scares me to ride solo on, forget having a passenger. It really needs some stiffness dialed-in the rear, now that I have some basis of comparison. Anyway, I was always afraid to have her on too long. (basically, the back end almost moves independent of the front, so it's like the back wheel wants to stay forward, and the front/restofthebike wants to turn)

So, she's never been on the back of a bike very long.

Now, 5 years have passed, and along comes new neck and back problems for her. She still wants to ride on the back, but I don't know if this is a novelty thing for her, or if we're going to see some all-day trips out of it. She doesn't know either.

I do know that having a motorcycle, she's going to be on the back for at least trips downtown, because that opens up a lot of parking options, having a motorcycle. However, that's definitely within the wee's capabilities. Mountains? I don't know.

I'm not really expecting an answer from any of you fine folks on what to buy...this is something we all ultimately answer for ourselves. :) It helps to type and think this out.

[vaara]

I've ridden my Wee at high altitude - 7000-10000 feet - quite a bit, and have not noticed any power problems. In fact, at those elevations it functions considerably better than I do.

[Ted Bell]

Rode with Satch this past weekend at 10000+ feet. NO loss of power at all. The Wee pulled like a champ the whole way.

[gibbage]

Very interesting too know! My wifes car CHOAKS even at Big Bear, but I ride the Wee happy all day long up there. I just never noticed. I also ride Angles Crest all day at 5000-6000 feet. Its amazingly strong for a 650!

[patsue]

I rode my 07 DL650 to the top of Pike's Peak last week. No problems other than I got creamed by rain on the way down. Slight power loss noticed but not much. 14000 plus feet

Patrick

[CAStromer]

Taking Hwy 80 to Reno is like riding a superhighway with curves and some elevation - you can run in 6th gear and 85 mph all the way unless you run up on the law.

Riding over Tioga pass out of Yosemite or over Sonora Pass involves switchbacks in some area - someplaces you run in 1st or 2nd gear.

In either case the Vee or Wee should run fine 1-up with luggage if you used all your gears. Performance limitations when 2-up with luggage are probably more in the area of low speed manuvering than hp or speed, especially if you "tippy-toe" the Vee like I have to.

[SVDon]

I rode my Wee over Trail Ridge Road and Independance Passes in Colorado last month, both over 12,000 feet. Don't know about 2up, but I weigh about 225 and I had probably 50 pounds of luggage with me.

The Wee had more get up and go at those altitudes than my ex-ST1100 carburetted bike, which I rode there last year.

Just today I rode a couple of 8000 foot passes near my home with both the Wee and the Vee, and there' not a lot of noticable power loss on either one at those altitudes.

I get to test this kind of thing whenever I want, I only live 15 miles from Monitor Pass :mrgreen:

[jtmac71]

I just took my 07 DL1000 from Denver to San Diego. It ran like a champ. I noticed no power loss at all, even at around 11-12,000 feet in the Rockies. It ran as good in the mountains as it did at sea level, down around Yuma, AZ. Can't say the same for my HD Road King.

[WIDE LOAD]

The 650 V-Strom works great at altitude and i live it weekly. I live at the base of the San Juan mountains and ride in them nearly every week-end. You will definetly feel some power loss but the 650 correctly geared still will work well for what you want it to do.

[Anthony]

Just put a turbo on your Strom and you'll be fine.

[gibbage]

Is that even an option? I was thinking of having Jerry make a compund turbo.

[Jblk9695]

Is that even an option? I was thinking of having Jerry make a compund turbo.

Oh geese, with you around I won't ever run out of projects:cool:

Jerry

[Sailor]

I rode my 07 DL650 to the top of Pike's Peak last week. No problems other than I got creamed by rain on the way down. Slight power loss noticed but not much. 14000 plus feet

Patrick

Similar experience riding to over 14,000 feet on Pikes Peak recently on my 06 DL 650 - no loss of power. Likewise when I rode to the top of Mt. Evans in high winds and hail. Performed like a champ at over 14,000 feet in 40 degree F. temps with rain.
The 650 will take you and a passenger where you want to go but if you are steadily two-up with gear the 1000 may be more realistic, though switchback roads remind you of why smaller and lighter is usually better.

[J. Clarke]

You might find Pedro and Maria in Ecuador (http://pedroandmaria.blogspot.com/2006_11_01_archive.html) to be of interest. They went 2-up on a Wee from San Jose to Tierra del Fuego. The particular section I linked covers their travel through Ecuador where they went above 12,000 feet at one point. They also have a gear review (http://pedroandmaria.blogspot.com/2007_04_01_archive.html) in which they state "We could cruise at 90mph on 80 octane gass at 4000m altitude all day long."

[MTNAdventureRider]

All normally aspirated engines have a power loss at altitude. The limiting factor on power is how much air the engine can pull through it. There is always enough gas to mix with the air available. FI engines can do a better job of keeping the air/fuel ratio correct regardless of atmospheric pressure but there is no replacement for displacement. With that load, downshifting a 650 to a stronger part of the powerband at high altitude when going uphill will probably be necessary.

This is correct, (normally aspirated engines have a power loss as altitude increases), but fuel injection doesn't do much for it. (I will admit that I enjoy rolling by all the Harley's that are pulled over....adjusting their carbs as they climb over 8k)

The only thing that eliminates power loss is a turbo charger. No turbo charger on the Strom....but the Cummins in the Dodge, has no issue pulling massive 5'ers over the passes.


With that said, I am a colorado Stromer..... and I have riden my DL650 over many a 10k....11k and 12k passes.....with full Givi Cases and wife....on the pillion.

With me going 250 lbs..... and the DL650 under my ass...... No Problema!

Anyone griping about the Wee not having enough power....should try and keep up with me.

[StromMtn]

I live at 7600 feet, and am always off to higher elevations, often with my girlfriend. I also live near Mt. Evans in Colorado, and it is the highest paved road in the USA at over 14,000 feet. I rode to the top twice this summer, once with my girlfriend and once on my own. I didn't notice much difference, and it seemed to have plenty of power either way. All my riding is in the mountains, and I have always had enough power, even two up.