How are the DG RCM pipes?? I've been reading about them and all people complain about are how loud they are! Are they really that loud??? I'm looking to get one for my Honda 250X. What kind of power increase should I expect?? Also I've ordered a K&N Filter and Air Box Vents about how many sizes should I go up with the Main Jet, and the Pilot Jet? What about the main jet Needle? Are there any Kits that will supply me with all the jetting stuff I will need???

 

go in the direction of fmf or yoshimura the 300ex
model fits your 250x
go up about 4 jet sizes on a full system and 2 on a slip on
you get about 2 horsepower out of a slip on and
5-6 out of a full system

 

If you do buy a DG, don't buy an aluminum one...The are made crappy and fall apart. The FMF is a nice pipe for the price. Yes, 4 sizes bigger from stock should be about right, might be a little rich, along with raising the needle up 1 knotch and richen up the idle mixture screw about 1/2 turn. The jet kits are a waste of money for this bike.

 

Steve Fortner's Jetting Tips



Jetting a 2-stroke motorcycle is somewhat difficult to do. There are lots of variables that
must be observed before a bike can be
jetted properly. Most professional tuners keep a detailed log of their jetting changes, and
plot those with respect to altitude,
temperature and air density changes. Here are some guidelines to keep in mind before
attempting to jet your bike:

At higher altitudes, the bike runs richer (so you must jet leaner). The air is less dense at
higher altitudes (so you're essentially
getting a smaller volume of air than you do near sea level).
At warmer temperatures, the bike runs richer (so you must jet leaner). During the summer,
you typically want to use a smaller
main jet, like a 200, for example. During the winter, you may have to go up to a 220, for
example, and you may want to raise
the jet needle (lower the clip).
At high humidity or when it's wet, the bike also runs richer (so you must jet leaner).
The most sound advice is this: If it is too rich, you foul the plug, but if it is too lean, you'll
eat the engine. Also remember that
20% of the work will correct 80% of the jetting and get you 90% of the engine's power. That
last 10% of power requires four
times as much work.

Name
It Affects
1) air screw
Idle through entire range
2) pilot jet
1/16 to 1/4 throttle
3) jet needle
0-1/2 throttle, work with the needle shape first, then the clip position
4) needle jet
1/8-3/4 throttle, also called nozzle, most Keihins don't interchange
5) slide cutaway
1/4-3/4 throttle, the angle of the cut affects air intake (high-dollar item)
6) main jet
1/2-full throttle


Every component overlaps the throttle range of one or more of the other components. Most
people only change needle clip
position, and pilot/main jets. Some older Mikuni carburetors also have a power jet (1/8-1/2
throttle). Most people check jetting
by looking at the plug or the exhaust spooge. We will attempt to jet by how the bike sounds
and feels in response to throttle
input at different rpm starting points. We won't really address the cutaway because of price.
I've never known anyone who can
jet a bike right the first time; all jetting is trial and error, because every bike is different.

To develop your skill at jetting, you need to experience too rich and too lean with every jet
(pilot, needle diameter, needle clip,
and main jet). Only after you FEEL what too rich and too lean is will you be able to jet your
bike perfectly. One size smaller in
the main or dropping the needle a position or two can often make a huge difference in
performance! Keep in mind that one area
(i.e. throttle opening) can be rich while another is lean. For example, the midrange can be
lean, which will cause missing, but the
top end can be too rich (which would cause blurbbering)...


Step 1: Basic Assumptions

Okay. We will assume that your air cleaner is clean and that you are using the fuel / oil
mixture you plan to stay with. We will
also assume that the float level is set to the manufacturer's specifications. Most
manufacturers recommend using a 32:1 mixture.
I personally recommend this mixture as well, as 50:1 doesn't help that much in terms of
extra power, and it will definitely help to
keep your engine running longer.

Timing needs to be set to factory specs. Muffler and spark arrestor should be relatively
clean. Use the recommended spark plug
at the correct gap.


Step 2: Main Jet

The main jet controls the mixture at full throttle. It is possible to foul your plug if the main jet
is too rich (but only if you're running
at or almost at full throttle). Notice that we are talking about throttle openings here_not
RPM. Other jets have negligible effect at
full throttle.

Your objective is to get an understanding of the mixture at full throttle (wide open) operation.
You need a long up-hill
straight-away for this test so you can be in the top gear with the engine under load and
running up in the upper RPM range.

If you hear pinging or missing, it is running lean; go larger on the main. If full throttle causes
gasping and poor pulling at mid
RPMs, it is again an indication of running lean, so go larger on the main.

If the bike runs clean, select a larger main jet until you find the jet that causes a blurbbering
(four-cycling) sound. When you
experience that sound, you have found the jet that causes you to run too rich. So back off
one size to a smaller jet. This is the
safe main jet to use. You could go another size leaner; but you need to be careful to avoid
running too lean which causes the
engine to run hot and could seize the piston.

It's better to jet on the rich side.


Step 3: Jet Needle Clip Position and Needle Selection

The needle jet controls the mixture from 1/8 to 3/4 throttle. At the upper end of this range
the main plays a part too, but you
have already selected the main jet. The slide cutaway and the needle DIAMETER are very
similar in their actual effect on
jetting. It's usually easier to leave the slide stock and try to get jetting to an optimum with
the needle diameter. It is also possible
to foul your plug if the jet needle setting causes the engine to run too rich. Raising the clip a
notch or two on most bikes will help
substantially. Most bikes come from the factory jetted too rich, especially in the mid-range.

Again you need an up-hill straight away to test the jet needle setting. This time use 1/2
throttle (it may be helpful to mark the
openings) and allow the RPMs to reach the upper RPM range and leave the throttle there.
Now do your listening.

Any pinging means too lean. Blurbbering means too rich. Excessive smoking is also an
indication of running too rich.

To adjust to a richer mixture, take out the needle and place the clip one notch lower (nearer
to the sharp end of the needle).
This raises the needle out of the main jet a little higher, thus allowing more gas/oil mix to
pass.

To adjust to a leaner mixture, take out the needle and place the clip one notch higher
(further away from to the sharp end of the
needle). This drops the needle to restrict the gas/oil mixture from flowing through the main
jet.

Be careful when you remove the clip. It can flick away and become lost quite easily. I use a
small flat screw driver or a pair of
needle-nose pliers and pry the clip away from the needle. I hold the needle and clip between
my thumb and finger while I do
this.

If you find that you are up at the top notch of the needle (there are usually 5 notches) you
should get a needle with the next
lower number (leaner) and place the clip in the center notch to give the equivalent mixture
as the richer needle with the clip at the
top. Similarly if you find that you are up at the bottom notch of the needle you should get a
needle with the next higher number
(richer) and place the clip in the center notch to give the equivalent mixture as the leaner
needle with the clip at the bottom.

You should not have to go to any more than one size leaner needle than stock. And, I
would not expect you to need to go
richer than the stock needle.

Next, go along slowly in one of the lower gears at less than 1/8 throttle and move the
throttle quickly to 1/2 throttle. If the
engine does not pull strongly, it just sort of gasps for breath and only runs well after the
RPMs build up, it is an indication that
the needle is too lean. (I had a 175 Penton that came jetted that way. I thought it was
characteristic of the porting and the pipe.
The dealer helped by telling me that the needle was too lean and sure enough I found nice
mid RPM / MID throttle power after
dropping the clip a few notches.)


Step 4: Pilot Jet Selection and Air Correction Screw Adjustment

When you are at 1/4 throttle and more, the pilot jet has virtually NO effect. The pilot jet
affects cranking, idle, and particularly
acceleration from idle. If the pilot is too lean, the motor will hesitate when accelerating (in
neutral) off idle. If it's too rich, the
motor will smoke excessively, foul plugs, and be unresponsive off idle. After you get the
needle right, get the bike idling by
adjusting the idle stop up where it will idle slowly on its own. The air correction screw
should be at 1.5 turns out to begin with.
The air screw affects the pilot somewhat; it's about like changing the pilot 1/2 step (if that
were possible).

Okay, now slowly screw in the air correction screw 1/4 turn. Try to find the air screw
adjustment where you get maximum idle
RPM. You may have to open the screw to 1.75 or 2.0 turns to get the right setting. As the
idle RPM increases turn down the
idle stop to return the idle RPM to a slow, correct idle.

You objective is to find the pilot jet that will give you maximum idle with the air screw set at
1.5 turns out.

Remember that opening the air correction screw admits more air during almost-closed
throttle making a leaner idle mixture.

Now, when you find the correct jet size you will want to do some final air screw adjusting to
improve throttle response,
assuming that the needle jet is properly adjusted. Let the engine idle for 5 seconds then
open the throttle abruptly and be aware
of how the engine responds. If it almost dies, then you need a slightly richer idle mixture so
that as that mixture is gulped at
abrupt throttle openings it will be just a little rich and therefore give good response. The
bottom end should be a little on the rich
side, while the mid and upper end (the needle and main jet) should be leaner to give you the
best throttle response.

You can test this as you ride, say slowly in 2nd gear, with the throttle closed so that the
engine is drawing only from the pilot.
Wick it open quickly. If you find yourself doing a wheelie, your air correction screw is set
right. If instead the sound is
uhhhhhhhhhwwaaaaaaa and you find your nose a few inches from your triple clamp, then
your idle mixture is too lean and you
need to close the screw a little.


This jetting FAQ was put together by Steve Fortner "sfortner@lexmark.com"
Hosted by the Elizabeth City MX Club