250S Australian vs US hp/jets/ign timing differences
#1
05-28-2009, 12:48 AM
250S Australian vs US hp/jets/ign timing differences
My currently stock CA/US spec 2009 is begging me for a richer jet, so I'm going to do the snorkel and rejet. Looking through the 2009 service manual I found some *very* interesting differences between the Aus and US machines (if they are not mis-prints)
US vs AUS
HP 15 @ 8000rpm vs 23 @8500rpm (wtf?)
Torque 12 @ 3000rpm !? vs 15 @6500rpm (sounds more reasonable rpm)
Ign Timing 25deg@5000rp vs 35deg@5000rpm (wtf?)
Pilot Screw 1,5/8turn vs 2,3/8turn
Main Jet #118 vs #132 (wow!)
Starter Jet #48 vs #40
Needle NNLA vs N1RX
Exhaust with cat vs without cat
Different ignition modules (the Aus part has more terminals, ex both sides of the crank sensor etc.)
How the heck can the Aus engine make soooo much more horsepower? Different snorkel to accomodate the huge main jet? I didn't see a part difference in the snorkel. 10deg more timing advance? Wow.
Any experts from down under have any insight? If these numbers are accurate, then you folks in AU are very lucky indeed..... and I'm wondering if I should look into the AU ignition module....
Many thx,
PeteZ
09 KLX250S 4000km and having a blast!
US vs AUS
HP 15 @ 8000rpm vs 23 @8500rpm (wtf?)
Torque 12 @ 3000rpm !? vs 15 @6500rpm (sounds more reasonable rpm)
Ign Timing 25deg@5000rp vs 35deg@5000rpm (wtf?)
Pilot Screw 1,5/8turn vs 2,3/8turn
Main Jet #118 vs #132 (wow!)
Starter Jet #48 vs #40
Needle NNLA vs N1RX
Exhaust with cat vs without cat
Different ignition modules (the Aus part has more terminals, ex both sides of the crank sensor etc.)
How the heck can the Aus engine make soooo much more horsepower? Different snorkel to accomodate the huge main jet? I didn't see a part difference in the snorkel. 10deg more timing advance? Wow.
Any experts from down under have any insight? If these numbers are accurate, then you folks in AU are very lucky indeed..... and I'm wondering if I should look into the AU ignition module....
Many thx,
PeteZ
09 KLX250S 4000km and having a blast!
#3
05-28-2009, 01:03 AM
The CDI has been discussed here before. Yes we get the goods and yes we are lucky
. You can set the airbox and the carb up to AUS spec for less than $100 I'm sure, but the CDI will cost you $$$ as you'll need a new loom +/- mods to the crank sensor.
BTW I upped my main jet to a #138 with excellent results.
The larger starter jet on the USA model I suspect is to compensate for the smaller main jet and "tight" fuel screw setting. Probably the main culprit for the starting issues you suffer on the USA models.
This will give some insight.
The pilot jet mentioned at the bottom of the memo is a #38, which I have also fitted with excellent results, up from the stock #35.
. You can set the airbox and the carb up to AUS spec for less than $100 I'm sure, but the CDI will cost you $$$ as you'll need a new loom +/- mods to the crank sensor.BTW I upped my main jet to a #138 with excellent results.
The larger starter jet on the USA model I suspect is to compensate for the smaller main jet and "tight" fuel screw setting. Probably the main culprit for the starting issues you suffer on the USA models.
This will give some insight.
The pilot jet mentioned at the bottom of the memo is a #38, which I have also fitted with excellent results, up from the stock #35.
Last edited by WestOzKLX; 05-28-2009 at 01:14 AM.
#4
05-28-2009, 05:12 AM
this got me wondering so i turned to my service manual, turns out that my 99 klx has 25 hp... yay... the old girl still has her kick and torque 16.6 ft-lb. it also uses the cvk34, that explains why i don't have any throttle lag.
i also saw that the austrian version has 13hp...wtf, i wonder what they do when they get to a hill.
i also saw that the austrian version has 13hp...wtf, i wonder what they do when they get to a hill.
#8
05-28-2009, 10:46 AM
The CDI has been discussed here before. Yes we get the goods and yes we are lucky. You can set the airbox and the carb up to AUS spec for less than $100 I'm sure, but the CDI will cost you $$$ as you'll need a new loom +/- mods to the crank sensor.
BTW I upped my main jet to a #138 with excellent results.
The larger starter jet on the USA model I suspect is to compensate for the smaller main jet and "tight" fuel screw setting. Probably the main culprit for the starting issues you suffer on the USA models.
This will give some insight.
The pilot jet mentioned at the bottom of the memo is a #38, which I have also fitted with excellent results, up from the stock #35.
. You can set the airbox and the carb up to AUS spec for less than $100 I'm sure, but the CDI will cost you $$$ as you'll need a new loom +/- mods to the crank sensor.BTW I upped my main jet to a #138 with excellent results.
The larger starter jet on the USA model I suspect is to compensate for the smaller main jet and "tight" fuel screw setting. Probably the main culprit for the starting issues you suffer on the USA models.
This will give some insight.
The pilot jet mentioned at the bottom of the memo is a #38, which I have also fitted with excellent results, up from the stock #35.
I'm running the Aus Spec CDI (same as Japanese 1999 and prior CDI) on my 2006. No mods to the crank sensor are necessary. Physical location of the sensor is identical. The limiting factor is the stateside CDI's electronic advance curve and limit. You just need to adapt the wiring harness to the new connectors. I shelled--out the $$ for a pre-fab adapter.
Secondly, the AUS model has the older, high flow air BOX, meaning the snorkel isn't the only difference...it also has a higher flow boot between the carby and airbox, much like the KLX300R and 94-96 KLX250R.
For a stateside reference, take a look at a KLX300R and you'll see what I'm talking about.
#9
05-28-2009, 08:12 PM
well it looks like ill be emailing ignition copmanys still they come out with some sort of advance for us. how big is the carb boot diffrence, i might have to see how much that runs for.
