Totaly agree with Walt on the gearing as I ended up with 14x51. On the pipe side I actualy prefer all the pipes that make more bottom end and my favorite by far is a real oddball ktm 200 item that I cut open and removed the inner baffles that are spot welded in as stock !!, pulls from nothing to a resonably high top end with no steps along the way, just beautiful good strong smooth power, said it before its like a baby KX 500 and I LOVE IT
Not anymore Spud I removed the spigot and welded up the hole Think I may of sorted out my strange running/noise at a constant small throttle opening Went out this afternoon and rode about till it started again so this time pulled over and stopped and low and behold the carb was dripping in condensation so it may well have something to do with the carb trying to freeze !! Another strange Lectron trait so it would seem
Yep, i have found in really cold wet condition the Lectron and its high atomization cause condensation.
Definatly would seem to have something to do with the rough sounding engine, I cannot get the roughness at any other throttle openings and it will never do it when riding / racing, just if riding down the roads to my testing grounds , It was a bit disconcerting as it sounds awful so looks like I have to use the throttle more, Even pulled the top end off to look for detonation damage and all is in perfect condition so no harm would seem to be caused by the strange goings on
My limited knowledge on pipes and the Lectron if i'm understanding the replies correctly: if for example i fitted the cr125 system complete (expansion pipe and muffler) how would this differ from the KTM 200 expansion and HGS muffler? I can see the diameter of the cr125 expansion is smaller then that of the KTM 200, so would the cr125 system give more torque and less top end power, compared to the KTM200 and HGS muffler? As for the condensation and icing of the Lectron. My former KTM300exc suffered from this so i fitted a KTM powerpart which is the 'carb anti ice kit'. Its basically a copper screw 10mm in diameter drilled into the carb and wire connectors plugged straight into the standard KTM wiring loom. Perhaps some R&D for the Lectron maybe?......Walt, over to you
What happens with the stock or actually any of the 125 pipes is that they become restrictive at higher rpms for the amount of gasses that are produced by the 165. They are also timed for peak powers in the 9K-12K rpm range so the bottom/mid under performs. The pipe timing of the 200 SX pipes is more in the 6000-10K rpm range. So bottom and mid isn't affected as much by poor pipe timing and the top isn't restricted by tight pipe sizing. The porting on the 165 is definitely larger than 125/144 variety and the rear transfer is far more efficient and effective in the 165 vs 144. Also the PV to cylinder wall gap is much tighter and more effective at reducing gas losses out the exhaust when closed. Of the 200 SX pipes the HGS or DEP will give you the most top and still be decent on the bottom and fairly equal in the mid. If you can find the stock pipe from the 2003 SX that is also a really good mid to top pipe. Hard to find as it was produced by Doma for KTM. That pipe is still available from Doma as a doma replacement for the 200SX but the Doma badged pipe is less sturdy(I would destroy that pipe beyond recognition in one ride through a forest of downed trees this spring by a fat short guy).
Freezing happened all the time on the TMX- I had to rig up a blast shield dealyo out of a kid's snow slider [cuts up very well] to keep the snow off the carb. Otherwise it would freeze right on the outside of the carb and ball up- ending in a WFOstuck throttle. Something about the vapourization of fuel absorbing energy EG: lowering the ambient temp., causing icing.
Hey everyone! I'm brand new to this forum and I'm going to dive right in by letting you know that I just ordered the lectron 40mm carb from Kevin at lectron and he says I will be the first to try it on my 2007 Smr 510. It should be here this week, so I guess I'll be the guinea pig and let everyone know how it turns out. My bike is mostly stock motor wise, all I have is an akrapovic full exhuast and a k&n air filter and a bunch of appearance and convenience mods. I'll keep everyone updated!
This is interesting because my only experience with metering rod type carbs was with the old Posa-Fuel system (which is the forerunner of the Lectron) and it used to freeze up the carb and intake into a block of ice if the humidity was high. So yes I would say that fuel atomization must be really good to get that kind of evap cooling.
Not saying it won't work but why so big a carb when Lectrons normally flow more than a Mikuni or Keihin anyway ? Too big a carb will hurt throttle response.
Well my factory keihin is 41mm and Kevin said that the 40mm should be just fine, I didn't ask for a 40mm its just what he suggested to me.
Finally got my lectron trying to decide if I can install it while holding a five month old lol most I've been able to do holding her was a plastic kit and handle bar swap lol
First ride this weekend with a lectron on an 01 cr250 has a gnarly pipe and turbinecore spark arrestor. Went 1/4 turn out on the metering rod and it was amazing. No need for a rekluse here it will lug til you can feel the motor fire. Top end is amazing never rode a bike that pulls this hard on top 450's and 500 2st included. Big smile whole ride thanks Kelly.
Maybe I will need to do some more tuning, but so far I am not impressed with the Lectron. I had the metering rod leaned out a full turn, but soon after starting the ride, I noticed a distinct lack of power, especially off of idle. Finally the engine started to "bonk" a bit, so I knew it was time to stop and richen things up a bit. I turned the metering rod a half turn back towards rich. At the same time, I leaned the powerjet a half turn. The bike really came alive then (very much like the stock carb), but ran too rich right off of idle. I stopped again and leaned the rod a quarter turn and seemed to get pretty even power. To tell the truth, the bike lost that explosive overall acceleration that it had with the Mikuni. Maybe I'll turn the powerjet out a bit richer again. Still doesn't seem noticeably easier to kickstart. Back to the drawing board with it.
You should be within about 3/4 turn of stock. I opened my power jet about 1/8 to 1/4 turn. Mine really works well. Revs forever. Enough that I have to back off because it scares me. If it is flat on bottom you may be running the needle too lean. If too rich the bike will be blubbery at low rpm, never needing the choke. When set right the bike will need the choke to start when COLD but you will quickly turn choke off in about 5 to 10 seconds, never needing it again the rest of the day. The bike produces at least as much top end power if not more than the stock carb and doesn't ever quit revving. MORE low end and mid range power than stock. The bike never bogs. Just pulls from bottom to forever.
