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team FTB

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  1. team FTB

    2012 KTM 350xcf-w: Lowering it ???

    All the suspension shop would be doing is putting in spacers in the forks And1 5 mm shim in the shock. It is not a complicated procedure at all therefore the closest one to you to save shipping would be my recommendation. If you want to go Whole Hog and money is no object I have had absolutely incredible set ups by Kreft Moto suspension.
  2. team FTB

    2012 KTM 350xcf-w: Lowering it ???

    You can lower the rear PDS shock 3/8" with a Synergy Seals bushing. If you are mechanically inclined all the suspension shops due to lower the forks (1 inch) is a 1 inch Teflon spacer in the front forks that limits the available travel and a 5 MM shim inside the rear shock to accomplish the same. I've done had it done on two bikes of mine. Helps out when yer short and ride tight technical terrain. If all the shops are doing is inserting the travel restricting shims and not revalving the suspension no way it should cost $700. I would advise researching suspension shops as a better option than most of the dealers I have dealt with. Tuners generally have less overhead and lower labor rates than most dealers. Best of luck
  3. I'm in the same boat with a 2016 250xcf and would love to get a DDS installed. Please chime in with thoughts, suggestions and ideas. I have already installed the clake 2. It is better but not worth the price as you are limited to one finger clutch engagement and still pulling on the original clutch. It's a lighter pull, but not as light as a DDS. I tried to Midwest Mountaineering lover and that is not near enough. The Clake is lighter than the Midwest Mountaineering Lever by far.
  4. team FTB

    Stainless Steel Oil Filters

    I have used them for years but the reason is primarily due to my location. I live in Southeast Asia and part supplies for our bikes is negligible over here. I chose stainless for two reasons. One it is reusable , 2 is it will not collapse when drowning my bikes in rivers. Paper filters often when drowned in a river will collapse when water is present in the oil. Stainless filters negate this issue. One caveat. You get rid of all the crap in your filters by throwing away your paper filters. The stainless steel filters are more Awkward to guarantee that you get rid of all the s*** inside your filter. Swishing around and a little bit of gasoline doesn't necessarily get rid of all your metal bits in your filter. What I do to get rid of everything is a ultrasonic cleaner. It's a little bath that uses ultrasonic waves to clean. It is used to clean surgical instruments, watches, jewelry Etc. It works an absolute treat on carburetors and my stainless steel oil filters, corroded bolts, etc. They're not that expensive and I've never had any oil related failures since running my KTM's on stainless steel Scott's oil filters since 2009 and cleaning in the ultrasonic cleaners. My longest ride has been one month off road through three countries so during that trip I of course did not take my ultrasonic cleaner and just used a simple bath of gasoline to clean it. Great to see Scott's posting some feedback in the thread.
  5. team FTB

    Best trail/endurocross bike

    Don't let the taller 1st gear of the motocrossers concern you as much. I rode a yz250f as my off-road trail bike for four years without any issues. I am in Northern Thailand and it's nothing but tight singletrack most of the time here. A location where the taller first gear could potentially be an issue . The taller first gear was never an issue for log hops or anything like that. The limitation on the gearbox from my experience was more the top speed in the top year. If you have any areas where you need to go at a high speed to connect your Trails this will be where your limitations will be, more so than the taller first gear than the Enduro bikes. The suspension is obviously not set up for what you would be doing so that would be the most important thing to get it revalved and obviously sprung for your weight . If purchasing used I would go for a Yamaha simply because the used parts availability are huge. It is probably one of the most modified bikes used for Motocross Turn to trail riding. Since that is the case will be loads of people's experience on what works in turning that Yamaha into a trail bike as well as loads of accessories like larger gas tank Etc.
  6. team FTB

    XC-F 250 oil change question

    The advantages of filling the filter, or the filter cavity, with oil is that oil is then transferred to the valve train and piston squirters quicker than if it has to be pumped through the whole oil system from the crankcase. Less wear on the friction items with oil lubricating the surfaces quicker is the reason KTM recommends it done that way. Holding the kill button during cranking still does not eliminate the bearing and friction surfaces rubbing together without an oil coating. If you would like to keep the bike on the stand, fill the filter up with oil and shove it in to the oil filter cavity. Better than leaving it dry and cranking the motor over to promote lubrication.
  7. Brian I know what yer running and that the bikes won't be jetted at all the same. However the metering rods supplied may be the same. Hence my recommendation to try the 3-2M if you have that metering rod as an option. You're at roughly the same elevation as me down in Pattaya and F___k Me mountain, haha. It worked wonders for me despite the supplied Metering rod providing crisp throttle response, an even pull, and perfect plug reading. Much as you are describing with your setup My best set-up with the supplied 2-3XL was 3/4 of a turn richer (same directions as your is) after discussing with Kevin at Lectron he suggested the 3-2M as it was a bit richer in the mid range. This proved a much stronger pull in the midrange than the supplied 2-3XL. Just thinking we may have the same symptoms. Especially since your 300 will have a lot stronger signal from the carb with the bigger bore. Just a thought for you. My experience and confirmed by Kevin at Lectron is that once you are more than a full turn from where the metering rod was delivered you are out of the ideal setting and there may be better metering rod options. It proved true in my usage. Keep in mind my "main jet" circuit power of the carb did not change at all with the change in metering rod. Top speeds registered, once the Powerjet was adjusted, were identical so no changes in the top end of the power band with the different metering rods. Just a large gain in low and midrange pull. What metering rod did Lectron provide for you? Enjoy the rains as I here the conditions are perfect from friends down there.
  8. Brian not sure what metering rod you're running, for me at 500 meters in Thailand I found the the 2-3XL too lean on my KTM 200. Throttle response was nice and crisp, plug color was gorgeous, etc. It just lacked midrange that I was expecting. I thought I would need the leaner metering rod as most of my four stroke jetting that worked over here was leaner than most use in the USA. After talking with Kevin at Lectron he suggested the 3-2M that I also had. I swapped to the 3-2M after and it was worlds better. Much better midrange pull. This was after going richer and leaner multiple steps on the 2-3XL.
  9. team FTB

    2016 250xcf vs fe250

    Just an FYI but the 16 250 XCF is a completely new designed motor and frame, I believe the 16 FE did not receive the changes.
  10. Greyracer your contributions on this site are fantastic. In the past you have helped me on technical/troubleshooting issues with my bikes and now you have educated me on understanding two strokes and the component functions. Thank you very very much!!!!!!
  11. Wonderful;!!! These were the explanations that I was hoping to get, thank you. A quick couple nieve questions: So is it understood that the two stroke engine design needs that much stroke designed into it in order to properly execute the needed amount of intake and exhaust gas needs? In other words we could not make a shorter stroke two stroke with a larger bore? I assume the long skirted pistons used in two strokes are due to the port delivery of the gasses through the cylinder and the skirts cannot be done away with since they are needed to cover the ports. Is this correct? If so, we will always be limited by piston weight (relative to 4s) on the two stroke due to the needed skirts, correct? So as I understand it the expansion chamber is a prime operating area RPM that it is designed for, once outside that RPM area it is inefficient and actually causes the power to plummet. So without auto changeable/tunable dimensioned exhaust chambers we will be limited by their design. And therefore limited to an RPM level. Is this correct? For me the reason I think the 4s work so efficiently compared to the 2s is that they have a much broader RPM level in which to operate and therefore have much more area under the curve on a dyno chart compared to 2s. Would having a larger bore (bigger than 300cc) that has enough torque out of the powerband, combined with a high RPM pipe not give us a lot more area under the curve to work with than standard configurations we currently have? Can a two stroke function reliably spinning to say 10,000 RPM, if a pipe was designed to operate there? I love the 2s simplicity, reliability, and easy maintenance as well as top end replacement. However I am now riding 4s because of their wider operating rpm powerbands. There are obviously design reasons on why the two stroke cannot keep pace in regards to efficient power delivery and I wanted to understand them. Thanks to the info discussed in this thread the light is everso slowly turning on for me, thank you.
  12. I did a Google search but found no technical explanation. Can someone educate me on why a production two stroke has a lot lower RPM ceiling than comparative 4 strokes? Is it something to do with induction through the ports that slows things down that much, the longer skirts on he piston, etc. Can someone explain why the 2 strokes are limited in the RPM levels compared to 4 strokes.I would like to understand the technical reasons why. Thank you.
  13. team FTB

    2006 frame using a KTM 300 motor

    I saw Pete at Nost's 380 YZ a few times. When I saw it about a year ago in his shop (he's had it finished for years now) the aluminum frame had cracked from the excessive vibes of the 380 motor he said. So was waiting on getting it welded back up. We all think the SSS suspension is the bee knees, however Pete at Nost, a suspension genius, always pushing the envelope of suspension improvements had converted the rear suspension over to WP PDS. I kid you not. He said the PDS design was more consistent in the stroke without the leverage ratio of a linkage suspension that is not a consistent ratio through it's stroke. Thoughts to ponder. Thinking outside of the box can alienate you from some people at times but I love and appreciate the ability to look at things with a critical eye and try new things. Pete has that ability/
  14. team FTB

    500 hardcore adventure setup

    I'm using a 2013 500 EXC for my DS bike. Previously I had a KTM 525 that I got 500 hours out of traveling through three countries primarily off road. The 500 now has 200 hours of DS riding in Asia. The bike works a charm..........IF............. you value off road technical riding and performance. If all you're doing is fireroads at a casual pace AND LOADS OF PAVEMENT GET A klr 650 or DR 650. If you like technical off-roading then the 500 delivers in spades.- All that it really needs is a tank big enough to get your required distances between fuel stops, balanced wheels, and better lighting if you tend to get caught out after dark. I have other mods but at the end of the day that's all you really need. I start my trips with Synthetic Motul 15/50, then change it after 1000 kms. If I only have regular oil to replace it with I do an oil change every few days whenever it is convenient. The only consideration you have to take into account when riding a race bike in this environment is changing the oil more than you would on a milder tuned bike. 500 enjoying Northern Thailand Traveling about Laos Stuck in the mud in Cambodia Bottom line the bike has worked a charm. So far never needed valve adjustment, never broke down..... until I drowned it multiple times in rivers but that's not the bikes fault. Don't expect 90 mph freeway cruising speeds or Golding like comfort on the pavement and instead relish in it's ability to soak up rough terrain, power slide through corners and wheeling through the jungle.
  15. team FTB

    2016 KTM 250XCF

    Is it me or did the xcf not receive the motor changes that the sxf received? they talk about weight savings of the motor casting but not addressing the low end and mid range power development like they did on the sxf FE edition. Weight savings also seems limited to the motor and not the rest ofq the bike like they did on the FEmodel.
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