He probably posted them in some image storage service then either deleted his account or deleted the images making the links not work. I have them in my google account and in the document in my signature. Click on it and check if it works for you.

 

Yes! you are a god. now for the jetting, i thought i got the DJ kit i needed but i dont have the 144 main or #40 pilot. to get those, just call DJ?

 

Ahh Scubie, that's where I come in.. Start a new thread or PM me for work on your CVK set up - I need your altitude, what header and silencer you are running - then I can tell you what and how to reset your CVK for lidless airbox running..

 

No, I'm not. I just consolidated the facts and images. Wouldn't be a bad thing if others duplicated it so that it will live on in a variety of places. They say everything on the internet is permanent, but that isn't totally true... well, other than twitter crap and stupid/pornographic pictures... Information being documented numerous times keeps it available. I believe the KLX Planet site disappeared, losing everything there, true or not I do not know, but a loss is a loss. The Marcelino stuff is also saved in a thread in the Thumper Talk forum too.

This saving of information in multiple threads and sites is how we found the Kiehin jetting information used by the early KLX riders. The stuff D. Pippin did and put on line. It is available in numerous threads and the consistency of the information and results confirmation created the base line for the Kiehin jetting parts users.

I did not use Dyno Jet or Factory Pro, I used Kiehin parts, the combination of which to use was developed by the earlier year KLX riders, pre-Dyno Jet kit. We searched out the information, finding D. Pippin's site, jetting threads from around 2008, and other sources using the KLX300R parts as the starting point.
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We did what had been done in the past by others with good results using manufacturer parts to remove the mystery. If the Factory Pro kit actually uses Kiehin parts I don't know. Dyno Jet doesn't so any Kiehin information is useless for that set up.

If you are going to use Dyno Jet, KLXter is the right person here to consult.

It's always good when good information is duplicated and bad when it disappears.

 

It should be made clear that I only offer CVK setups/recipes for running with a lidless airbox.. Dyno testing indicates a lidless airbox is a "radical" increase in airflow which requires unique CVK tuning..

For those running lids and/or some kind of snorkel, follow the kits' instructions or use the forum historical information KLX678 is speaking of..

 

dropping back in to see what's new with the Marcelino mod. Didn't keep any of the original pics, but have some of the notes I generated when I was messing with it.
Comparing stock cam timing to the 1/2 tooth timing:

Your stock klx250s has an Overlap of 41.00 degrees and has in Intake Duration of 264.00 degrees. The Exhaust Duration is 260.00 degrees. The Inlet Cam has an Installed Centerline of 110.00 degrees ATDC. The exhaust cam has an Installed Centerline of 111.00 degrees BTDC. 110.5 lobe sep

in 22-62 ex 61-19


advance 1/2 tooth, 11 crank deg:


Your klx250s 1/2 tooth has an Overlap of 52.00 degrees and has in Intake Duration of 264.00 degrees. The Exhaust Duration is 260.00 degrees. The Inlet Cam has an Installed Centerline of 99.00 degrees ATDC. The exhaust cam has an Installed Centerline of 111.00 degrees BTDC. 105 lobe sep


in 33-51
.................................................. .................................................. ..............................
this simm shows what your mostly feeling with the mod, the early intake closing creates more trapped compression lowering the torque peak rpm

int 62 abdc stock seat to seat

Static compression ratio of 11:1.
Effective stroke is 1.91 inches.
Your dynamic compression ratio is 8.93:1 .
Your dynamic cranking pressure is 183.20 PSI.
Your dynamic boost compression ratio, reflecting static c.r., cam timing, altitude, and boost of 0 PSI is 8.93 :1.
V/P (Volume to Pressure Index) is 7


int 51 abdc 1/2 tooth advance (intake valve closes 11 deg sooner)

Static compression ratio of 11:1.
Effective stroke is 2.07 inches.
Your dynamic compression ratio is 9.59:1 .
Your dynamic cranking pressure is 200.69 PSI.
Your dynamic boost compression ratio, reflecting static c.r., cam timing, altitude, and boost of 0 PSI is 9.59 :1.
V/P (Volume to Pressure Index) is 8

 

Thank you for the information presented, love the math and what it is showing. Things that make sense and a chance to learn more.

Did you only change the intake cam or was there a mistake in the degrees on the exhaust CL?

You have original exhaust and MCM exhaust at 111°, where is the 1/2 tooth effect on the exhaust? The intake shows 11° change going from 110° to 99°. Should there have been similar change in the exhaust?

 

yes, sorry for not mentioning that. Only the intake because I wanted to keep the exh opening event where it was stock. The grind has long slow ramps for durability and the timing at .050" seemed way off (on paper) with it moved.

 

Thanks. Just wanted to make sure I wasn't missing something. Wish you did both, but such is life. Good information none the less.

 

Still, the information gives some of the gist of what is of value in doing the work. Gaining a bit of knowledge in this case is better than none. From past research and learning along with the personal experience of doing the MCM, totally agree with the idea that all is better for performance.