I have "stitched together" two of my older "MCM" runs along with Houstons4's latest "non-MCM" run.

Both bikes are running Lidless, stock header + loud performance slipons..

Even with the "stitching together", the AFR for this "composite curve" is 13:1 or more. Point is, there could/would be better MCM curves with a little more fueling than what I have here. Specifically, IMO, if my AFR above 6500 was just below 13:1, instead of just above, there may be no gap at all in upper power levels. While my final recipe of MCM+DJ140/2N+slipon+lidless (near sea level) will certainly have a richer AFR chart (therefore, likely better curves), I do not have that data/chart to show against Houstons4's latest (non-MCM) shown here...

Nonetheless, Fully "Uncorked" or not, MCM makes TRQ, lots of it below 6500 RPM..

A simple analysis:
MCM is over 16 LB FT from 5k to 6.6k, that's 1600 rpm of goodness.
NON-MCM is over 16 LB FT from 5.9k to 6.9k that's 1000 rpm of goodness.
While the peak TRQ numbers are similar, NON-MCM only achieves its' number with a little "bump" at 6750 rpm, MCM carries more TRQ far longer..
MCM follows the TRQ curve of the Stock Timing curve perfectly with about -1/2 Lb Ft from 6500 rpm on up..This can be considered within the margin of error for runs on two different DJ250i dynos..

 

My advice on this is actually pretty simple. Take good measure of what RPM's you generally ride with.

If you generally ride below 6.5 - 7K rpm, do the MCM..

If you are generally above 6 to 6.5k, or want to maximize power above 6k, and you are certain you are going to forever keep the stock header, don't do the MCM.

If you are going to use a performance Header with a good slipon, the MCM will help maintain power below 6.5k while still allowing good benefits above - otherwise, there will likely be a "somewhat significant" loss of power below 6.5k but with even greater gains above..

 

So, Richard Avatar and a few others that were tuning for max power at top RPM's could very well have been correct with their negative reviews of the MCM. While I believe MCM, perfectly fueled, will closely match or equal "NON-MCM" power above 6.5K, it is not out of the question that a KLX running a performance header + slipon and tuned for max performance 7-10.5k, would lose a noticeable amount of that power with the MCM.. AND, it stands to reason that my bike might pick up a noticeable amount of top end power if I un-MCM'd it .. However, I am not going to un-MCM my bike due to the very likely large loss of power below 6.5K..

 

Thanks Klxster,
This comparison is what I was looking for! I usually shift at about 6k unless I have a reason not to...

That's one of the cool things I like about the KLX, we have super moto folks, dirt bike folks, dual sport folks and putt around geezer's like me.

A truly versatile little bike.

 

Def not the mod for all out hp as the mcm mod limits the rpm range 1K rpms n puts peak tq lower in the powerband. Not what I'm looking for in so cal / Baja

 

As stated, if you require maximum trq in the 6.5k - 10.5K range, and are modding to enhance this range (full performance exhaust system, lidless airbox, proper lidless CVK setup) do not employ the MCM.. If you use a mod combo that stifles top end airflow/power - lids and snorkels on the airbox and/or stock header - you might as well employ the MCM..

 

So I recently picked up a used 2021 KLX 300 and it already had the delkevic slip on, kdx snorker, dyno jet and a K&N filter.

I did the pair valve delete, o2 delete, secondary throttle plate delete, iridium spark plug, unifilter oiled foram filter.

Emailed dynojet for a map they said they dont recommend the 02 delete and the stock map is all they have.

Wondering where I can tune to bike to fully utilize the mods that are already in there.

Does adding the FMF Mega Bomb give any gains?

In Dallas, is there a local tuner I can take it to and get it dynoed and the dynojet adjusted?

 

Reconnect the O2 system.
Assuming your reference to "DynoJet" means the bike has a tuner attached to it, any local dyno shop can dyno tune it.
Remove the airbox lid for the dyno tune and forever ( there afterwards ) for best performance.

 

@Klxster So how're the Indians going?

 

They are simply marvelous. They live out here with me at the Ranch, in the hangar. They get, alternately, ignored then pampered.. When my kids/ friends visit, we jump on them for a ride in the country.. I rotate them on solo rides to keep them "limbered up"..

As a side note, if what I did in here, with the lidless tune development /MCM usage, etc, could be considered "disruptive", it pales in comparison to what "Indianster" has done/is doing since 2016 in the Indian forum.. lol What I found was a huge group of sheeple being led around by morons that call themselves "tuners" - concerning Indian performance and how to mod + tune for best results. I am pretty much the "keeper of the data" and "keeper of the best known performance mod combos".. It's fun..