Boilerplate Setup for CVK > 351cc
#22
Well, so many have botched a CVk tuning session over the years, it's kinda obvious when it happens but it still requires tact when pointing it out...lol
I / We still have no idea what the flow characteristics of your Chinese 162 jet is - so I can only guide you based on what you should be feeling and noticing now - if your jet does flow similar to a K162:
1. Fuel mileage - You should see same or better MPG than before. Obviously this is only when riding correctly for best fuel mileage.. If your fuel mileage has taken a significant dip downward - after careful monitoring over multiple runs - then there is a problem...
2. It is expected that from 5.5k - 6k rpm to 10,500 rpm, your bike will make significantly more power - as your previous #132 main jet ( assuming it flows like a K132 or even a DJ132) cannot fuel that RPM range correctly. If this is not happening for you, there is a problem..
3. Low speed throttle response and power levels ( below 4.5K rpm) should not have changed significantly - either better or worse - than before.. If this range has changed for the worse, there is a problem..
Once you've had plenty to time to learn your "new bike", you should be able to make accurate assessments .. You do not want to make knee-jerk assessments based on each ride you take - you'll have us chasing our tails / off on wild goose chases !!
I / We still have no idea what the flow characteristics of your Chinese 162 jet is - so I can only guide you based on what you should be feeling and noticing now - if your jet does flow similar to a K162:
1. Fuel mileage - You should see same or better MPG than before. Obviously this is only when riding correctly for best fuel mileage.. If your fuel mileage has taken a significant dip downward - after careful monitoring over multiple runs - then there is a problem...
2. It is expected that from 5.5k - 6k rpm to 10,500 rpm, your bike will make significantly more power - as your previous #132 main jet ( assuming it flows like a K132 or even a DJ132) cannot fuel that RPM range correctly. If this is not happening for you, there is a problem..
3. Low speed throttle response and power levels ( below 4.5K rpm) should not have changed significantly - either better or worse - than before.. If this range has changed for the worse, there is a problem..
Once you've had plenty to time to learn your "new bike", you should be able to make accurate assessments .. You do not want to make knee-jerk assessments based on each ride you take - you'll have us chasing our tails / off on wild goose chases !!
Last edited by Klxster; 07-02-2018 at 12:48 AM.
#23
Ahh,. IDRIDR, he has removed his N1TC.. The N1TC should really only be used when running a snorkel or lid without snorkel..
#24
Ok, Kwak, I'm done rewriting post #22,,
Installing a DJ needle will richen your midrange from what you are running now (the stock needle) ..
In a few weeks, we will know if that is what your bike needs..
Installing a DJ needle will richen your midrange from what you are running now (the stock needle) ..
In a few weeks, we will know if that is what your bike needs..
#25
More information for you Kwak:
You stock header: The stock header runs out of flow / capability on a lidless 250 by 9000 rpm. On a 351, it would be expected to stop making power sooner - perhaps 8000 rpm.. If this is true, your power levels up to 8000 rpm should be greatly enhanced, but above 8k, only mildly enhanced.. I am guessing at the 8000 rpm figure, I don't really know for sure at what point the stock header starts to impede power production on a 351...
It is almost a given that you are going to have to fix your drilled slide lift port. All a drilled port does is make the midrange richer. While this ancient mod does work with certain airbox and CVK setups, it does not work with lidless setups..
You stock header: The stock header runs out of flow / capability on a lidless 250 by 9000 rpm. On a 351, it would be expected to stop making power sooner - perhaps 8000 rpm.. If this is true, your power levels up to 8000 rpm should be greatly enhanced, but above 8k, only mildly enhanced.. I am guessing at the 8000 rpm figure, I don't really know for sure at what point the stock header starts to impede power production on a 351...
It is almost a given that you are going to have to fix your drilled slide lift port. All a drilled port does is make the midrange richer. While this ancient mod does work with certain airbox and CVK setups, it does not work with lidless setups..
#26
The smooth(er) power delivery you are feeling, is a hallmark of getting a CVK set up correctly, and is expected. As long as the smooth power is also enhanced power, all is well.. Otherwise, there could be a problem..
#27
Thanks for the information.
Will continue testing.
There is a little problem, I have no idea what rpm the bike makes, it is 2001 Japanese domestic market KLX with the first edition electronic dashboard without rpm indicator...
Will continue testing.
There is a little problem, I have no idea what rpm the bike makes, it is 2001 Japanese domestic market KLX with the first edition electronic dashboard without rpm indicator...
#28
Well that is most unfortunate.. Without RPM, everything becomes very hard to assess and/or determine outcomes.. We will be shooting in the dark with future tweaks to your setup.. Your MPG will be about the only "tell" we can count on to be accurate..
#29
Snappster, what's your results with Stock Spring + 1N + DJ144.. ?
If your results are "as expected", and you want to further "retune", your next move is to a DJ148 or DJ150.
If your results are "as expected", and you want to further "retune", your next move is to a DJ148 or DJ150.
Last edited by Klxster; 07-05-2018 at 06:19 AM.