DJ140%20DGR_zps796b72oc.jpg?t=1428544118

Previous Run with DJ136 , #35 Pilot with fuel screw at 3 out, 3N



Previous chart with DGR in RED

 

I'd really like to see your jetting combined with a 331 or 351 kit

Seems like you're able to eke out quite a lot of performance out of the 250, and a lot of people running the 351 aren't even running as rich or AFR-optimized as you.

I'd also like to know what the performance difference is between the KLX300 exhaust and a DG or FMF exhaust system. I don't think anyone's ever tested that.

 

The 300 exhaust should favor top end (HP) as it is a larger O.D/I.D. header and mid-pipe than the stock 250. I believe the 300 header is the same I.D. as my FMF system - I will know this factually pretty soon when I mix and match the FMF stuff on my KLX300..

As with your experience, a #40 pilot with 5n and a "biggy" main jet are too rich from near idle to 6.5K.. I figured it would be but I wanted to see AFR's below 13 across the range at all costs.. The bike felt strong and carb'd perfectly but the Dyno don't lie..It will now be necessary to lean the fuel screw setting. After that, perhaps I'll look at going to 4N or maybe 3N..

Perhaps, if you can get er loaded up for a little road trip someday, we'll dyno your bike.

 

Well, I could use help with analysis on this data.. Seems keeping AFR at and just below 13:1 up high will unlock over 2.5 hp..?

All the effort to richen the low and mid went too far.. Lean or too rich, it makes about the same peak TRQ.. I have to get fuel out of the AFR from off idle to about 6.5k..