I've thought a bit about an AFR meter and the dial a jet both. Klxster, you've mentioned before that jetting spot on requires a dyno and AFR. Is the dyno really needed if you have an AFR meter?

 

Well IDRIDR, if done correctly, it's not only easy, it's gonna be pretty quick too.. We/I would have to prescribe the correct method to tune - 1. Top End (main jet) 2. Midrange(needle operations) 3. idle/primary circuit (pilot jet and idle mixture screw settings) ----- Done in that order, a CVK or TM would be pretty easy to set up..

For instance: Starting with a perfectly or near perfectly running bike (We're not troubleshooting, we're tuning) using a known setup (from our forum and/or our jetting doc so that you're not running some kind of stupid needle clip setting etc..) , you simulate a Dyno run with a snap and hold WOT in, say, 4th gear, from 3-3.5k and measure only the AFR above 6.5-7k to redline (or near redline).. That's main jet - main jet only - get one in it that produces a target of 12.5 to 12.8 (to one) from 7k on up.. And your done with step 1, TM or CVK, it doesn't matter..

 

It seems to me that TM users have all the information they need - in here, from our "TM" members - to choose the componenets that get the bike running perfectly well.. The "loaner" AFR meter would be likely only be needed to perform final "tweaking" on the main jet, needle clip position, and idle AFR settings.. Unless prevailing TM setup wisdom proves to be waaaay off... Our KLX's do run seemingly well with horrible fueling.. I liked the way mine ran and sounded when it was seeing 10:1 in the midrange @ WOT while revving up to a 12:1 top end..lol

 

I'd be down with the shared O2 sensor.
I know I need different jetting between seasons. I just ran out of gas at 87 miles. First time in 49,700 miles that I ran out of gas. Admittedly, I do have a right wrist problem. Luckily, I was carrying a gas can, albeit empty. Easier to walk with a gas can than pushing a bike.

 

Well, I did not do this. In fact, I sold my KLX250S.

Then I tried installing the IntelaJet (IJ) on another bike with an accelerator pump (AP) carb. This did not work at all because the two circuits interfere with each other.

Because the AP is a very simple design without a leak jet, I found it impractical to adjust the AP volume / timing curve to get along with the IJ.

> I don't actually know if it has an "OFF" setting

I found that it would not go "OFF" but kept interfering with the AP at 5 turns out from richest (closed).

At this point I have a barely used IJ sitting on the shelf. I would be open to selling this at very reasonable cost to anyone who would install it on a KLX (or other non-pumper bike) and document the results.

Dick's Racing has figured out how to use the IJ for impressive results. I believe we could work together to "open source" an IJ user guide for the community.

 

I ended up installing the IJ on my CRF230F with good results. Here is the saga:

Adventures with the IntelaJet | Adventure Rider

 

I installed a DAJ on my 2009 KLX250. The trouble I had was a mid-throttle stumble. The DAJ didn't fix.

In the end, I bought a pumper carb.

So I also have a gently used DAJ available to the right buyer.

 

The CV needs jetted in a bit closer to proper for the DAJ to work with it. I did the KLX300 jets in my 09, stayed with the leaner main, then added the DAJ so it would add fuel in lower altitude (900 ft) yet still take care of business when upward of 5000.

I have a pumper in the garage because I've understood it is far better than a perfect CV when it comes to performance. Don't know for sure about peak HP, but the direct cable pull slide makes for quicker response for sure.