I am looking for the suspension spreadsheet, but can't find it...note I can only open the adobe file, not the excell one for some reason and it's not there. Can someone PM it to me for me to browse through it, I want to adjust my compression, rebound as per my weight...I have already checked the sag and it was bang on for my weight..any help would be appreciated, thanks.

Note I weigh 175lbs..and I know the front springs should be changed, but what adjustments can/should I make for now?

 

Guys, this is an incredible thread, I am about to install my 351cc Bill Blue Big Bore and TM34 but i want to buy the jets before I install and i am too lazy to yank my factory carb to read them (pathetic I know :/ ). I am at sea level so anyone else running a 351cc, TM34, aftermarket pipe and a uni filter with no airbox cover that would like to tell me your jets I would be very appreciative!

Later!

 

CONFIGS & JETTING

Configuration:
Bike / Rider -2006 klx250 loosescrews
Elevation -0-1000
Date -

Intake:
Airbox -kdx
Filter -oem

Exhaust:
Head Pipe -oem weld ground out
Muffler -oem modified 40mm outlet

Drive Train:
Front -13
Rear -42

Carb Settings:
Pilot Jet -38
Main Jet -138
Needle -n1rx
Needle Setting -1.5mm shim
Fuel/Air Mixture -2
Slide Mod -7/64 side holes blocked

Performace:
Lean/Rich - Perfect,
Low End - Good,
Mid Range - Excellent
High End - Excellent
Starting - easy
Idle -stable 1400k
Acceleration -excellent
Deceleration - excellent

Additional Mods:
Crank Case -oem
Smog - No)
Cylinder -
Fuel System -
Ignition -

Other:
Comments -

SUSPENSION

Configuration:
Bike / Rider -
Weight-210
Date -

Front:
Spring -.46 race tech
Clicks -8
Feel - just right,

Back:
Spring -6.3 eibach
Comp -8
Rebound -7
Sag - 35mm
Feel- just right

Additional Mods:
Lowering-

Other:
Comments -

 

CONFIGS & JETTING

Configuration:
Bike / Rider - 2009 KLX250SF
Elevation - 75'
Date - 9-12-10

Intake:
Airbox - PUT SNORKLE BACK, DIDN'T LIKE THE NOISE
Filter - STOCK

Exhaust:
Head Pipe - STOCK
Muffler - FMF Q4

Carb Settings:
Pilot Jet - STOCK
Main Jet - DYNOJET 120
Needle - DYNOJET
Needle Setting - 3RD FROM TOP/3 WASHERS
Fuel/Air Mixture -2 1/4 TURNS OUT
Slide Mod - DYNOJET 2182 KIT SPRING

Performace:
Lean/Rich - (Perfect)
Low End - (Excellent)
Mid Range -(Excellent)
High End - (Excellent)
Starting - INSTANT AND EASY, NO CHOKE REQUIRED
Idle - SMOOTH 1,300 RPM
Deceleration -VERY LIGHT POP ON DECEL, GAVE ONE MORE 1/4 TURN TO AIR SCREW, MADE IT WAY BETTER.

Additional
Smog - (Yes)

 

CONFIGS & JETTING

Configuration:
Bike / Rider - 2006 KLX250s (edit 351s) / IDRIDR
Location - Boise, Idaho, USA
Elevation - 3,500 to 10,000 ft
Date - November 2011 (1st edit May 2012, 2nd edit Nov 2012)

Intake:
Airbox - Lid off (edit KDX snorkel; 2nd edit better with lid off)
Filter - Twin Air & Stock (rotated between cleanings)

Exhaust:
Head Pipe - FMF Powerbomb
Muffler - HMF Performance Series (2nd edit FMF Q4 with Quiet Core)

Drive Train:
Front - 13, 14 & 15
Rear - 49 (edit 45)

Carb Settings:
Pilot Jet - #35 stock (edit #38; 2nd edit #38 too big, back to #35)
Main Jet - 124 Dynojet (edit #128 dynojet; 2nd edit #124 dynojet)
Needle - Dynojet #2206 kit
Needle Setting - 2nd clip down (edit 3rd clip down)
Fuel/Air Mixture - Kouba screw, 2 turns out
Slide Mod - per Dynojet instructions

Performace:
Lean/Rich - seems right on (edit seems a tad rich; 2nd edit better with smaller jets)
Low End - good (edit great)
Mid Range - Good (edit great)
High End - Good (edit great but perhaps a tad rich)
Starting - Easy (enrichment jet drilled to 0.018")
Idle - smooth at 1,250 rpm (edit increased to around 1,350 with 351 kit)
Acceleration - nice (edit fantastic)
Deceleration - slight popping (edit no popping, sealed exhaust very carefully)

Additional Mods:
Crank Case - full vent
Smog - deleted
351 kit

Other:
Comments -

SUSPENSION

Configuration:
Weight- 200 lb plug gear, Acerbis 3.7 tank

Front:
Spring - Race Tech, 0.46 kg/mm, 3/4" spacer, gold valves
Clicks -
Feel - much better than stock, still dialing clickers in

Back:
Spring - Race Tech, 6.0 kg/mm
Comp -
Rebound -
Sag -
Feel- much better than stock, gold valve pending

Additional Mods:
Bill Blue 351 Big Bore (Feb 2012)
Acerbis 3.7 gallon tank
Guts Racing Tall Seat
MSR shifter
Trail Tech X2 Headlight
Trail Tech Vapor Computer
IMS pegs
"Y" mod
Heated grips
SS front brake line
Bark Buster hand guards
Bar risers
Tusk bars
Skid Plate
Aluminum rear brake protector
Rear shark fin
EBC dirt racer clutch kit with Barnett clutch springs
Thermobob
Unaguard Rad guards
Ram mounts (2) with Doubletake mirror (left) and GPS (right)
Krieger manual cam chain tension adjuster
Rim locks; balanced wheels



Other:
Comments -

.

 

Resurecting an old, but informative thread!

CONFIGS & JETTING

Configuration:
Bike - 2007 KLX 250S
Elevation - sea level to about 500'
Date - May 2012

Intake:
Airbox -Stock, screen removed, KDX snorkle
Filter - Moose Racing OEM style

Exhaust:
Head Pipe - stock
Muffler - stock, 1st baffle drilled 9/16"

Drive Train:
Front - 13
Rear - 43

Carb Settings:
Pilot Jet - stock 35, cap driiled out 2-1/2 turns
Main Jet - 128
Needle - N1TC
Needle Setting - 3rd groove
Fuel/Air Mixture - unk-not tested
Slide Mod - yes, 7/64"

Performace:
Lean/Rich - seems about right
Low End - Good
Mid Range -Good to Excellent
High End - Good, Excellent)
Starting - Excellent
Idle - Great
Acceleration -pretty good
Deceleration -no popping

Additional Mods:
Crank Case - airbox drilled to 3/8"
Smog - yes (want to retain as long as I have OE exh, don't want CAT plug up over time)
Cylinder - KLX 300 (292cc)
Fuel System - stock
Ignition - NGK Irridium plug

Additional Mods:
Lowering- yes, 3/4" front, 1-1/2" rear

Will need to report back on suspensionsettings, don't even know where it is at. Only ridden about 150 miles to date since purchase/build.

 

i'll play...

Configuration:
Bike - 2009 klx250sf
Elevation - 0' (at sea level)
Date - may 2012

Intake:
Airbox -closed lid with kdx snorkle
Filter - k&n

Exhaust:
Head Pipe - oem
Muffler - hmf slip-on exhuast

Drive Train:
Front - 15t (13t for fun...never use the stock 14t)
Rear - 39

Carb Settings:
Pilot Jet - oem
Main Jet - dj132
Needle - dno228
Needle Setting - 3rd groove
Fuel/Air Mixture - estimating about 2.75 out
Slide Mod - slide spring dsp027

Performace:
Lean/Rich - about right
Low End - good
Mid Range -good
High End - good
Starting - okay (2 or 3 throttle turns on cold mornings or after few days of parking)
Idle - excellent
Acceleration - good
Deceleration - popping from sudden throttle release (machine gun firing going down steep san francisco hills on 2nd gear)

Additional Mods:
scotts steering damper (gold box)
kx250f rear fender
1+ inch raising links (shorter dogbones)
custom bent protaper s.e. bars
150/70-17 rear shinko 705 dual sport tires
below handlebar mirrors
dual fuel bottle holders

Additional Mods:
big bore kit is only thing left to do

 

Very informative. Should be made a sticky.

 

This was with a KLX650C, lean bike to start:

Installed Dial-A-Jet
setting in the middle of 5
pulled snorkle
50 mpg
stronger all over

Bored out to 678cc with Kawasaki OEM Vulcan piston/rings
Installed BajaDesigns full tapering head pipe reverse cone megaphone exhaust w/Supertrapp silencer tip - 12 discs
no change in Dial-A-Jet, carb not disassembled or reset
perfect plug reading
60 mpg
stronger yet, pulls lower in rpm
stomps a stock 650 and also a 678cc stock set up.

Rode in 18 degree to 95 degree F weather
no change in DAJ setting, still middle, no carb mods

Rode at Daytona Beach, elevation 0 and in WV at about 5000 feet or so
no change in DAJ setting,
no noticable loss in power
plug still chocolate brown - perfect.

In other words, a plug and play on a lean jetted stock bike.

The only adjustment that really should be made, but I've not done it yet is to adjust the idle mixture since it is lean and not affected by the DAJ

Just saying it's definitely worth looking at. Everyone who has one that I have spoken to has had same results, including one rider with an XT225. Guys in the ADVrider KLX650 thread as well as those on the Yahoo KLX650 group have had good results without doing any more than doing whatever need be done to fit it. At worst there is a small hole cut in the air boot and possibly drilling a mount hole on the carb for the pro mount. I used the old style mount set up, but put the mount on the air boot clamp after drilling it to do so. Every change is totally reversable with a dab of silicone seal. I also drilled the float bowl for the feed line fitting, because I didn't want to lose my drain screw. My KLX will not start with the crappy fuel if it sits in the float bowl for more than 5 days. When drained out the stuff won't light with a match!

 

This is a super useful compilation of data. Any chance the OP and other posters have that file and can re-post?

Anybody?