250-500cc 1995 360 WXC LECTRON report

Wonder if running temps are reduced as a result of the atomization and more improved efficiency?

Less fuel consumption kind of tells part of the story, less being charged and forced in the cylinder? Less load? Less effort for the rings to seal.

Idk just talking out loud??

BOY IT IS AWFUL CLEAR LOOKING FUEL

Not sure about the running temps but one things for certain the pipes get way hotter. Take a old used gooey pipe and put it on a Lectroned motor and it will be spotless inside after one good ride, A oil sodden silencer becomes a crisp burnt carbon mess, enough to turn the sludge to coal and will smolder for ages lol

I noticed that as well! Smokes like a gun after being ran on a previously non lectron bike.

klotz 40:1...its a reddish color and when its in the bowl it just looks like straight gas. its actually my only complaint with klotz, wish it had more of a dye or something to show up better. its not a problem tho as all my dirtbike fuel comes from 1 can, and i always add the oil before filling with fuel. so there is really no chance ill put straight or weak mix gas in one of my bikes.

the lectron will come pretty close..the dimensions of your old carb and your bike info will have it set up close. theres only two things to adjust besides idle. i highly recommend getting a lectron..i would imagine you would get a 3-2xl rod as i did.

as far as top end, im sure the dynoport has something to do with it but the 360 really really rips on top end...really surprised me as i always heard about how they had nothing on top..i know the later ones had different porting but i think the pipe is a big factor there..the 38mm tron pulls and sounds better than the tmx that was on it. some of that is probably jetting but the engine feels like it breathes better, revs freer...the lectron works so nicely that you can slow to a walking pace in 3rd gear and go WFO throttle and it doesnt miss a beat...

That's pretty much where l'm at with the PWK as l get that slight hesitation from 3rd to WFO and no amount (and l'm no expert) of clip height, jetting and rods , different combo of stock pipe and stinger with FMF gnarly and stinger, could l get that slight hesitation out - although l am lazy and love using 3rd gear on this bike from down low to WFO, just makes log hoping a PITA clutching slightly




For a big bore 2T, l guess ppl are trying to compare the top end of a WR360 vs KTM360, the WR was never designed to be a top end beast but it does have a noticeable topend gets to speed pretty quickly!!

as far as comparing to KTM
two brothers have KTM 360's and myself and another have Husky 360's
the KTM's are 97 and 96
my 93 and 99 Husky's are so different it's amazing, the 93 has a flatter curve than the KTM's but is better on the single tracks, not bagging on the KTM
my 99 is too flat now, hoping this Lectron will help
the last one is a 98 Husky, seems the same as my 99
bought an early barrel for the 99, will change it soon, but,,,, while it is down will put both cylinders side by side and measure the ports, if it is possible to port the 99 like the 93 i will be thrilled, if not will keep the early cylinder and my brother with the 98 will get an early jug as we all agree the early power band is better
had a 92 360 and it ran like the KTM, great power but slightly flatter than the KTM, too bad they did not have a middle ground on that
will know more next weekend
stay tuned

The 99 exhaust ports are medium compared to the large exhaust ports of 93, the power valves are also much larger on the earlyer cylinder. There is a thread about 360 wxc cylinders on here somewhere not that old so check that out, i posted port rubbing of 93 and some one else gave their later one up as comparison.

http://www.cafehusky.com/threads/1993wxc-vs-1999-360wr.40497/page-2#post-433682
Here that will save you some time.

that part about the exhaust valves being larger is quite interesting
i read that part of the thread that was about the ports but there were artists conceptions of the ports not real dimensions, i am a gear head and need numbers like a machinist would
so you changed yours to and early cylinder from what i am reading in different posts, did you happen todo any measuring
could a late cylinder be ported to the early specs, is there a reason for the larger exhaust valves

I've seen that thread before, just can't seem to remember who started it,
that one ended with the same question of measurements

Tell me how to measure them and i will post up results tomz, will take pictures of power valves and as many details one from both cylinders too.
I gave a port trace on 5mm graph paper so should be able to get a good measurement from that no?

most critical is measure down as that is the control point
accuracy is critical
top of port and bottom of port is port timing and that changes the power curve

Ok so i will grab my calipers zero to the top of exhaust port slide to bottom and post results, shall you be needing transfer port measurments too? And width how would you like that?
The lower veins of transfer passages have been knife edged and ported to increase flow.

knife edging the transfers is as good as it gets to gain power without affecting your curve

put the Lectron on the 99 and the difference is actually so completely different i don't have words for it
had a PWK at one point albeit borrowed, no improvement, tried my Mic off my near flawless running 93, nothing
this 99 and Lectron really go well together, seamless power, before it was hard to start with any of the 3 carbs
so i will keep the 99, if this did not fix it i planned to dump it

welcome to club tron!

ud dump a bike over a carb glitch

YES
IT WAS QUITE IMPOSSIBLE
i was so worn out starting it if i stopped for a few minutes to look around