Wow what a huge and totally innocent coincidence!!

lol

 

I know right?!?!

I'm still chuckling over how stupid it makes them look.

 

And it just gets better.....

I tracked the package this morning around 5a:30 am, The tracking showed it was delivered yesterday at 3:14 pm. The package is no where to be found. I contacted the USPS and the mailman said he put it on my porch behind a flower pot. Nothing is there. I live in a very quiet and safe neighborhood and have never had anything happen around here. Neither my wife nor daughter saw it.

I guess I won't be putting a carb on my bike. Lol

 

Oh man, that sucks!!

Lost package investigations have to be initiated by the sender (who may be skeptical or not too supportive now).

Hopefully it turns up!

I've never felt comfortable with the couriers leaving the packages without a signature, regardless of the neighborhood i lived it. There's really nothing stopping anyone (even the mailman) from occasionally sniping packages.

 

It finally showed up, USPS dropped it at my neighbors house about a block away.

 

Did a little research for you.. Near sea level, lidless, with performance exhaust, from Richard Avatar's data - a 40 AP nozzle, 135 main jet, P6 needle. Richard should be able to remember the details.. Richard used an AF meter to verify his fueling curves - producing good hard data.

 

Rockhugger, first thing to do is to know what is in the carburetor. It's easy to get to all the stuff, but be careful with the screws, Japanese style phillips heads. I replaced with allen heads on the cap and float bowl.

When it comes to jetting the P6 is a predominant needle used by most, apparently whether selected by performance or using an AF meter. There have been riders using leaner P4 needles too, maybe with the clip set for richer jetting. Main is usually 125-135 depending on air box/pipe/displacement. Some richer some leaner. Pilot is the same, some variance from 12.5-27.5 from what I've seen.

The needle jet may be a player here too. Which one did Richard use? I have a 9DZH6-50 needle jet with the P6 jet needle. Jetsrus shows the 9EBY01-51 as being one size leaner than the 9DZH6-50 and the 9EBY01-50 as being one size richer. Again, most predominant was the 9EBY01-50.

One source points out the needle jet and jet needle are a sensitive area, so know what is there when researching.

Again, here is a link to a thread on stock bore w/36-68. Good stuff to consider, a couple are seat of the pants and one is gauged. Factor in Richard's stuff, find out where those riders are located, to have an idea of what the climate is like, then compare to your area, which you do not have listed. If I remember right, one is in Finland and using gauging for jetting, one is in Texas, running a 300 cylinder and a lot of experience with good results in multiple locations, and there are some others in there too.

Unless you buy the instrumentation you are going to need to make a good educated guess. I'm trying to learn what works best in a comparable area to my location, knowing it's all a bit of a generalization to a point since I don't plan to change jetting once set, unless absolutely necessary.

Jets-R-Us a good source to see what is what in jetting and to order if need be.

 

What is the cost to get the A/F equipment with the bung welded in the exhaust? How much does it cost a rider to set up that system. I'm seeing min $65 up to $400.

I found with the CVL34 with the KLX300 jetting and the Dial-A-Jet I was getting around 50 mpg with the stupid low 13/47 gearing (7000 rpm at 55 mph) in dual sport riding in 60° overcast conditions. Seems the interactive fuel adder works pretty well since I know the jetting is lean on the 650 and possibly may be on the 250 as well.

Figure my KLX650 and my KLX250 were running out the lean side of the good mix levels of around 13-14 with the 650 doing really lousy on mpg. Fuel mix is added "on demand" with the Dial-A-Jet on the 650 and, since it is clear the bike was lean, it adds fuel/air mix as needed by the acoustic and vacuum draw upon which its function is based. Apparently the level of added mix gains efficiency to get to 60 mpg. Not bad.

The 250 didn't have adequate compensation with just the Dial-A-Jet, so I went to the known set up along with the Dial-A-Jet (pretty much proven in my experience, to me) and I get smooth running, easy starting, and good mpg for a fairly radically low geared bike.

Carb not removed to install on the 650, carb off once (actually twice for me, but once for my brother) for jetting on the 250. Worth the extra $80 for the Dial-A-Jet for me. I'd love to see what the actual A/F readings would be, but I'm not going to spend the money to do so at this point.

 

You two need to stop derailing threads with this "my way is better" bull****.

Two different approaches are better than one. I'm glad we've got a variety of proven set ups to pick from and all this chest thumping over which is better or easier or whatever the hell you guys are being so defensive about isn't worth the effort.

How do either of you expect any other members to pitch in and share their findings / experience / data if the very first words out of your mouth involves arguing with them and saying it's better with X doo-hickey or X jetting kit.

Lets try and keep it constructive at least and take a minute to realize nobody is out to prove anyone else wrong. The more info we share the better, no need to get defensive about it.

For the record, KLXSter has been nothing but helpful to myself and several other members and I never felt like at any point he was acting like a dictator... Your recent posts klx678, are somewhat concerning to me. You're both great resources to this forum and each contributed a lot to the community. I'd rather you two work out your differences than continue down this path and end up losing participation from one or both of you.

 

I think too much is being made about these carbs and about the jetting for either carb and the performance potential in them. Carb jetting for a relatively simple, 4-stroke, single is not rocket science. Both of these carbs have been on the scene here for some time, and there is plenty of data already available for different engine setups and even different altitudes. Get a good starting point by implementing the successful combinations others have used and fine tune it to suit your specific bike and conditions. Too much navel gazing and making a career out of something that isn't that difficult. Jet your bikes and get out and ride them.