Thank you thank you thank you!
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Senior Member
1st Gear Member
Joined: Nov 2008
Posts: 229
From: Blue Ridge N.C.
Thank you thank you thank you!
Thank you to everybody that has made suggestions and given tips to getting more kick out of my little KLX 250.
More air into the perforated airbox through the twin air filter past the absent chicken wire throught the re-jetted carb lit up by the iridium plug via monster coil spark and out the KLX 300 stock exhaust with butt plug modified,....subtract 1 tooth from the front sprocket and.....She kicks up dirt like a raped ape!!! Runs like a chark, starts without choke in 2 cranks and is Very PEPPY!
A few minor adustements ( I wish I had NOT cheaped out on the fuel air screw. It would come in mighty handy in the fine tune process.) and, for a 4 stroke 250, so far so good. Now grunts out torque better in third than she did in second stock. No experience with top end yet but it reves out strong n smooth!
The help from forum members was invaluable and made things go quick and with very few hitches.
Thanks again.
and Merry Christmas!!
More air into the perforated airbox through the twin air filter past the absent chicken wire throught the re-jetted carb lit up by the iridium plug via monster coil spark and out the KLX 300 stock exhaust with butt plug modified,....subtract 1 tooth from the front sprocket and.....She kicks up dirt like a raped ape!!! Runs like a chark, starts without choke in 2 cranks and is Very PEPPY!
A few minor adustements ( I wish I had NOT cheaped out on the fuel air screw. It would come in mighty handy in the fine tune process.) and, for a 4 stroke 250, so far so good. Now grunts out torque better in third than she did in second stock. No experience with top end yet but it reves out strong n smooth!
The help from forum members was invaluable and made things go quick and with very few hitches.
Thanks again.
and Merry Christmas!!
Last edited by horizonod; Dec 25, 2008 at 10:18 PM.
Senior Member
1st Gear Member
Joined: Jul 2008
Posts: 852
From: Austin, TX
Thank you to everybody that has made suggestions and given tips to getting more kick out of my little KLX 250.
More air into the perforated airbox through the twin air filter past the absent chicken wire throught the re-jetted carb lit up by the iridium plug via monster coil spark and out the KLX 300 stock exhaust with butt plug modified,....subtract 1 tooth from the front sprocket and.....She kicks up dirt like a raped ape!!! Runs like a chark, starts without choke in 2 cranks and is Very PEPPY!
A few minor adustements ( I wish I had NOT cheaped out on the fuel air screw. It would come in mighty handy in the fine tune process.) and, for a 4 stroke 250, so far so good. Now grunts out torque better in third than she did in second stock. No experience with top end yet but it reves out strong n smooth!
The help from forum members was invaluable and made things go quick and with very few hitches.
Thanks again. and Merry Christmas!!
More air into the perforated airbox through the twin air filter past the absent chicken wire throught the re-jetted carb lit up by the iridium plug via monster coil spark and out the KLX 300 stock exhaust with butt plug modified,....subtract 1 tooth from the front sprocket and.....She kicks up dirt like a raped ape!!! Runs like a chark, starts without choke in 2 cranks and is Very PEPPY!
A few minor adustements ( I wish I had NOT cheaped out on the fuel air screw. It would come in mighty handy in the fine tune process.) and, for a 4 stroke 250, so far so good. Now grunts out torque better in third than she did in second stock. No experience with top end yet but it reves out strong n smooth!
The help from forum members was invaluable and made things go quick and with very few hitches.
Thanks again.
and Merry Christmas!!
Thread Starter
|
Senior Member
1st Gear Member
Joined: Nov 2008
Posts: 229
From: Blue Ridge N.C.
The only noticable difference is the Acerbis tank and the bark busters. All the performance tweaks are invisible ecxept for the accelerator induced yard damage.
AH. that brings up another question. I've seen these auxilarry jetting kits called "thunderjets" that tap into the fuel bowl and connect to a jet that is tapped into the bell of the carb. They CLAIM to supply more fuel for mid and top end power.
Anybody have any experience with these? They are pretty inexpensive if they work.
Here's what they say:
ThunderJet style third fuel circuit has a built-in air correction system that permanently solves the problem of poor mid-range and/or lean top-end performance. Made in the U.S.A.
The ThunderJet™ style powerjet is a jetable, externally mounted third fuel circuit that improves the performance of S&S and virtually any other style carburetors. Unmodified, these carbs typically have a low speed (or intermediate) circuit that supplies fuel from idle to approximately 2500 rpm, at which point the main jet circuit becomes active,delivering fuel to the engine. These two circuits must then supply fuel for the rest of the rpm range. The remaining rpm range is too wide (typically 2500-6500 rpm)for only 2 circuits to handle efficiently. In a performance application, the tuner generally encounters problems jetting a carb to give good, crisp mid-range response and still have strong top-end power.
Usually, a compromise is the result. Back the main jet down, carburetion in the mid-range is good but top-end is lacking. Increase the main, top-end improves but now the mid-range is rich; flat spots or hesitation is encountered. The answer?
A ThunderJet™ style powerjet external third fuel circuit !!
ThunderJet™ style powerjet is a high speed fuel circuit,delivering needed fuel to the engine only at higher rpms (4500 & up). You can now use the main jet to tune for smooth, broad mid-range power, and supplement the top-end with the ThunderJet™ style powerjet. Jets are used to control the amount of fuel sent to the engine. Join thousands of satisfied customers worldwide, install a ThunderJet™ style powerjet.
AH. that brings up another question. I've seen these auxilarry jetting kits called "thunderjets" that tap into the fuel bowl and connect to a jet that is tapped into the bell of the carb. They CLAIM to supply more fuel for mid and top end power.
Anybody have any experience with these? They are pretty inexpensive if they work.
Here's what they say:
ThunderJet style third fuel circuit has a built-in air correction system that permanently solves the problem of poor mid-range and/or lean top-end performance. Made in the U.S.A.
The ThunderJet™ style powerjet is a jetable, externally mounted third fuel circuit that improves the performance of S&S and virtually any other style carburetors. Unmodified, these carbs typically have a low speed (or intermediate) circuit that supplies fuel from idle to approximately 2500 rpm, at which point the main jet circuit becomes active,delivering fuel to the engine. These two circuits must then supply fuel for the rest of the rpm range. The remaining rpm range is too wide (typically 2500-6500 rpm)for only 2 circuits to handle efficiently. In a performance application, the tuner generally encounters problems jetting a carb to give good, crisp mid-range response and still have strong top-end power.
Usually, a compromise is the result. Back the main jet down, carburetion in the mid-range is good but top-end is lacking. Increase the main, top-end improves but now the mid-range is rich; flat spots or hesitation is encountered. The answer?
A ThunderJet™ style powerjet external third fuel circuit !!
ThunderJet™ style powerjet is a high speed fuel circuit,delivering needed fuel to the engine only at higher rpms (4500 & up). You can now use the main jet to tune for smooth, broad mid-range power, and supplement the top-end with the ThunderJet™ style powerjet. Jets are used to control the amount of fuel sent to the engine. Join thousands of satisfied customers worldwide, install a ThunderJet™ style powerjet.
Last edited by horizonod; Dec 26, 2008 at 12:39 PM.
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