Hello all,

I'll post my first post here rather than the main forums as I'm interested in this little bike and this one only.

As in title, first Kawasaki, eighth motorcycle in the herd. It's a 2013 KLX 250S that I traded my dead Wife's quad for. It appears mostly stock with the exception of cheap Fleabay plastic mirrors and a little rash on the right rear shroud, otherwise it's a 700 mile KLX and operates brand new. My Son has a WR250X and is making suggestions but since "dank nooners" (Wheelies) are NOT my highest priority that's not the way I'm going.

This isn't my first rodeo on the modding front by any means so I think I'll just run down what I'm intending for the bike, the parts I've bought so far and my plans to tie that together.

First off, let me start by saying that the bike is intended as a learner bike with the secondary goal of being a lightweight woods bike for me. I don't need to go fast, I've got plenty of hardware for that, I need to get there and I need it to last a lot of potential drops on the way. I've already discovered the joys of the super cheap OE clutch lever ( 2 for 10!) and even although cheap we will be installing hand guards plenty quick.
Also I notice that it has a Bazooka made of soft steel mounted for a silencer, I've ordered the Delkevic as it's about the only thing available right now. FMF have no plans to make ANY more exhaust items for these and parts on shelf are SCARCE as in Tucker Rocky can't get any. So since it mounts to stock header we rolled Delkevic and damn the torpedoes.
Edge 2 tail tidy with Rocklock Labs Tail Light Processor, the matching adapters and new flasher relay from DRC and Solomoto, plus matching DRC blinkers for the front and the adapter plates for same to mount to the KLX.
Protaper bars in Henry Reed with new Protaper universal Clamps and pillowtop grips with the aforementioned handguards installed with new cups to replace the yellow ones I ordered them with for one of my other bikes.
SW-Motech skid plate and Unabiker radiator guards complete what I've felt confident to go ahead and purchase so far with only an hour or two in the saddle myself.

So since I think we all can agree the stock KLX needs some waking up let me tell you my thinking.

I've taken the time to read up a bit here and there and for now I think we'll start with a mild re-jet, and air box mod to try to work with the Delkevic to make a bit more power from what's there before plunging for the TMX 36-68 and a potential big bore because at that point we'll need new pipes again potentially as well as someone else's wallet. But I'm pretty optimistic that these "wake up" as well as my old XR650L did. Another Japanese Carbed bike that was abysmally LEAN off the bat until a "program" of mods was ran on it- Carb rejet,desmog and silencer- this looks largely the same.

Is it true that the Euro spec versions of these from back then were already fuel injected? US version is only from 2016-2019. I doubt there will BE a 2020 KLX250 the way the parts scene looks for these right now.

 

You do-up the MCM and -
1). For a healthy bump, standard DJ stage II ..
2). For biggy power wheelies, the DJ140/1N lidless CVK setup.

Either one will give you a "new" bike to ride - but #2 requires you hold on tight and will have you reconsidering spending big bucks on BB kits and pumper carbs..

 

I just recently picked up a 2014 KLX250S and am loving it. It is my 12th bike and seventh dual sport. Mine already had the 331 big bore, FMF muffler and a jet kit added. I found out the snorkel and top of the air box had been removed and it was started to miss about 7k rpm. I used duct tape to close off part of the air box and it ran perectly. I have since added a new airbox top and cut down shorter snorkel and I think I am really going to enjoy this bike. A few month earlier I bought a XT250 and it was such a dog I sold two weeks later. I had a 250 Super Sherpa that I had sold and later regretted it (should have sold the cruiser and kept the Sherpa). But it was pretty cold blooded until it warmed up. The KLX has no cold blooded tendencies and with the big bore kit has MUCH more muscle.

 

Thanks folks.

Klxster- thank you for the linkage. Didn't know it was even possible to get one of these CV carbs to wake up. We might try that in the interests of cheapness later. The MCM- "Marcellino Cam Mod" I assume- what about the fall off on the dyno up top? I didn't finish the whole thing yet- at over 3000 pages it is a "bit" intimidating- but I realize the essence of it is contained in his first post. I'll read up and educate myself a bit more. Looks like Dynojet for the minute.

gorgeguy- NOT the Columbia gorge by any chance? Guys out here seem to go in big for DS bikes. I (re)started back in '12, on a big red pig and I haven't looked back (Except in regret for selling the XR). I've currently got two MXers (1 plated), a bagged Tiger 800 I bought to replace the pig because it was beating me, a Scrambler 1200 ( to beat me even HARDER), and a pair of sport bikes (Daytona 675 and Fireblade 929). Sporties don't get much work out especially since I lost my Wife in a rollover crash back here in March, strangely it was one of the first things I thought of on the side of the road. Weird the way the human brain works. But since motorcycling had already "saved" my life well before the wreck I continue in it as I take great interest and satisfaction in it and meet interesting and largely decent people too. I didn't take up smoking or drinking again after she passed (not that I wasn't tempted), mostly because I'll sneak off in almost any weather to my beloved forests and lurk moar out there doing such wonders as greeting the KLR guy with fresh coffee and GPS in the snow! No kidding, the Triumph guys HATE that story- they also hate it when I say I'm pretty sure we're going to see a KLR on the Moon when we finally get back there.

But thanks folks- I'm not going to spam this the heck up with a bunch of needless faff. I'll try to keep it relevant.

Speaking of which- recommendations for jetting for sea level to 1500-2000 for this carb? Relative humidity is high here so I've found seaport Maine's baseline good at least for the XR, but that's apples to oranges I'm sure.

 

The "fall off on top" of the MCM does not apply to your bike in it's current form. Non-MCM is only for those demanding, and building for, upper 1/2 range max power (6000 - 10,500 rpm) AND do not care about the significant loss of power below. Those folks must employ a loud, complete performance exhaust system, and lidless CVK setup. (1st to 2nd gear shift @ redline makes wheelies - with such a setup)..

It is really not possible to communicate the extent of the "waking up" you get with one of my two lidless recipes - I'll just repeat what my "users" say - " It's like I have a whole new bike!"

 

Flappy: Yes the Columbia River Gorge. Actually The Dalles, so on the east end of the Gorge.

 

klxster- I'm deferring to your obvious years dealing with not only the bike but noobs such as myself. I have NO idea "what" I am doing with it yet- that seems to be the way with all of them, which is part of the fun- finding out what you "expect" out of the bike then challenging that. I see the jetting chart in your siggy now that I am more awake- nothing further necessary.

gorgeguy- Thought so. I get to the Mt. Hood National Forest ( I assume your stomping grounds) on a fairly regular basis, but not as much since I've taken to the Scrambler as the lighting isn't what it is on my Tiger and I've spooked Elk in the MHNF after dusk more than once! Since I live on the West side I bounce out to Tillamook State Forest on an almost weekly basis. There's a decent dual sport route that is big bike friendly ( if you don't mind logging trucks) and miles of roads and trails there for OHV in general. One of the primary reasons I bought the bike actually. Big-assed quad that would more than likely make me cry or fairly clean late model 250 as I was asking for in the ad. My Son wanted me to go trade in the thing and take a 1500.00 pounding plus sign a note so we could be WR BROS, but I've never owned a Kawasaki and I need a little bike with good manners to teach my Daughter on.

Problem solved.

We did have an ugly tail competition here yesterday though:

Group shot for tail tidy.

The clear winner was Kawasaki Heavy Industries with their stunning rendition of "she ain't heavy". It pains me to think that I actually "paid" to circumvent Triumph and install an extender on the Tiger's fender. The "probe" attachment from Triumph on the Scrambler there is a CLOSE runner up in aggro however, I have already ordered it's replacement as I'm sawzalling the thing off. My Son's little WRX looks tidy- that's the tail arrangement I've got- just haven't soldered it all together yet (OLD eyes).
I'll include another side view of the little beast as it sits- this is from yesterday's dirt familiarization (GRIN) ride. It rides VERY similar to my Son's bike in that I can throw myself headlong into 25 mile corners in 5th at 40+ and try to "gun" my way out- addicting to say the least and very unlike the big Scrambler where third and idling is pushing it on these same corners.

On Jaquith road headed for first time dirt
I'm very pleased with this little bike so far although I have ran it out of gas necessitating a fill in my driveway. Fortunately I had a reserve so I could get those last few blocks- I even remembered how to switch on the move when it sputtered at first!

 

Man, I really like the black and white treatment... may have to go plastic shopping one of these days.


I bought my '09 almost 3 years ago as my first dirt bike, and have gone through a whole list of upgrades and changes... I'll give you the Cliff's notes of what I have learned:

EDIT: FYI, I ride 98% dirt so my upgrades and gearing are dirt oriented.


1. At minimum, lose the snorkel or fit a KDX snorkel and jet for your exhaust. There is plenty of help here on the forum for jetting. Also, lose the smog stuff. (I also went with a bigger pilot jet, 38 or 40)

2. Drop to a 13 tooth front sprocket, or add some teeth to the rear sprocket. 13 tooth CS is simple, doesn't need a new chain, and can be switched back easily. You lose top speed of course, but the little 250 will be happier.

3. If you are mechanically inclined... do the MCM mod. With the proper jetting, it is a noticeable increase down where you need it... and is free and easily reversed.
3a. Go ahead and get a Krieger Manual Cam Chain Tensioner while you are there, you will need it sooner than later anyway.

4. Add a quick turn throttle. I went with the G2 quick turn, one of my favorite mods as it lets me go full throttle without having to re-grip. Zeta's version might be a little cheaper.

5. Springs... front and rear to match your weight. Racetech's suggestions are pretty close. Springs are available at Racetech, Cogent Dynamics, Cannon Racecraft, and others.
5a. Re-valve your forks, RT Gold Valves are easy and cheap and make a huge difference in the front. You can also GV the shock, but it isn't terrible stock.



When that gets boring, you can:

6. Go lidless and jet her up. You'll have to be more aware of water crossings, but lidless jetting on aftermarket exhaust along with the MCM and you won't mind the CVK carb and won't feel the need for a big bore kit.



Eventually you will stumble across a Big Bore kit on sale.... just go ahead and buy it, you know you want it.

7. Reverse the MCM, install a quality BB kit, re-jet for the extra CC's Hold on tight, as now you can send up a rooster tail any time you want. Pumper carb is optional at this point, with the quick turn throttle, you may not need it.

8. Adjust your gearing for the new power and your riding style. With my 331 kit and lidless jetted CVK, I've settled on 14/47 as my go to gearing.

9. More fuel... get a bigger tank. I have an IMS 3.0 gallon that came with the bike. The extra gallon comes in handy.

10. I have the Edge 2 and like it. I did not spring for the extra processor as I just need the basics to remain street legal.


Hope that helps!

 

Thanks Abramsgunner!

That was concise AF. I'm going to refer to that a bit I think. klxsters's links are INVALUABLE but they lead to pages of more reading which leads to what happened yesterday- I sat on my butt getting nothing done except bars because I was having too much fun soaking up theory and what the heck you need to do to these little buggers to wake them up. I've been on F.I. for years now and it's kind of challenging to remember what makes carbs tick.

 

Big one is the exhaust... my understanding is that jetting won't help until you open it up with either an old KLX300 exhaust or one of the aftermarket cans. The PO of bike already had the FMF installed so I didn't do much research on that end. I'm not familiar with the Delkevic, so it will take a little trial and error to get it jetted right and be prepared for it to be loud, but Klxster loves the challenge if you actually listen to him and take his advice. Some folks take 'half' of his advice on jetting or t-shooting the CVK and I think that frustrates him. My impression is that he spent a lot of time sorting out the CVK and has been instrumental with me being happy with mine. Best thing is that his advice is free, so you are guaranteed to at least get your money's worth... LOL

I've never ridden a high-end bike, so I don't know what I'm missing with the weight and power... but the KLX does everything I want it to do and has been around long enough to find great support and parts availability. I'm sorry to hear that FMF has no interest in the KLX250s anymore.. maybe they just mean to older non-FI models. I'm pretty sure anything built for the new models that is not FI related will fit on the entire '09+ line as they are all but identical.