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Showing results for tags 'LectronFuelSystems'.
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Fresh top end on the ole dirt scooter. Excited to document my build. Been slacking but I’ll get it started -
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#steelie#restyle#enduro 18 inch rear, cr style front brake routing, oversized tank -
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Awesome bike. very nimble and zero vibration. awesome woods bike. street plated. awesome in the woods and single track -
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-250Sx with 300 kit ported and set up by JboneMotorworks. -HGS pipe with PC shorty -Lectron 38mm carb and Rad Valve -Suspenion by Jonny @ TBT racing AZ KYB fork conversion and SDI bladder kit in rear -
It is awesome that now-a-days you can get power delivered to your post office box
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Motor was fit into a 2005 KX125 chassis. The ultimate woods bike... well... for its time at least! Bike is an absolute blast and super nimble. The KDX motor is like a tractor and does awesome in the tight and technical stuff. Cylinder porting, head machining, a 38mm Lectron, and FMF rev pipe lets it actually rev out, before that it had a noticeable point where it felt like it died up top. The KYB MX suspension valved for the woods works great for me. I think the only thing stopping this bike from being the perfect bike is e-start...but at least it starts super easily. The build was a blast, I would recommend to anyone considering building one, www.KDXrider.net for tons of info how to do it! -
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I've owned many dual sport two strokes throughout the years, anywhere from a 2005 KTM 300 to this older 1996 WR250Z. The bike is extremely powerful, and I am perfectly capable of keeping up with my friends on their 2015 Beta 300's in the single track. It'll go wherever I take it, and despite being 20 years old, can hang with the boys without an issue. Unlike the YZ, the power is extremely manageable in single track, and has good usable power before the powerband. It utilizes the 1993 YZ250 engine, arguably the best YZ engine to date, but with different porting. Suspension is excellent; stiffer motocross suspension, and doesn't feel dated. The tank is a bit wide given it's size, but not significantly more than an oversized tank on a 300. The only complaint on this bike is it's transmission. Though it's a "wide ratio", by today's standards, it's more of a "semi-wide ratio". In 14/48 gearing, I'm capable of about 50-55mph cruising just as the power valve opens, but would have to scream it to go any faster, and not something I would do over a long period of time. The carb is notoriously hard to jet and I just upgraded to a Lectron. Overall a very solid bike. -
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It's a two stroke, so it's awesome. FMF Fatty pipe, Turbinecore 2 silencer, No toil filter, IMS footpegs, Fasst Flexx bars, Fastway system 3 stabilizer, Tusk Impact rims and hubs, Hammer head shifter and brake peddle, WR 3-5 gear conversion. Oversized front wave rotor with Galfer steel braided brake line, Tusk aluminium throttle tube w/ bearing, Acerbis front disk guard and roost guards, TM design works rear disk guard, chain slider and chain guid, E-line carbon fiber skid plate, Tusk case saver, Z rear brake clevis, suspension done by Stillwell performance, Lectron carburetor and 2012 YZ450 triple clamps (22mm offset).... I think that's everything. <br /><br />Oh, pictured with IMS dry-break ready tank. I went back to stock after getting the Lectron carby! <br /> -
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PRODUCT DETAILS Total air flow through an engine determines it’s maximum BHP. So to increase engine output, either the airflow capacity must be increased or the fuel/air charge burned more effectively. The primary obstacles to getting maximum airflow into an engine are the carburetor, intake manifold and port. We will deal here with the air/fuel charge and how the Lectron Carburetor can enhance this. In an engine a rapid repeating sequence of controlled explosions in the combustion chamber creates the power. The carburetor must mix the air and fuel in the correct proportions to obtain an optimum air to fuel ratio. The carburetor creates this air/fuel ration by responding to the vacuum created inside the manifold of the engine. The design of the Lectron® is focused on two primary principles: “AMPLIFY” the fuel pick up signal. “UTILIZE” the amplified fuel pick-up signal to create a more efficient burnable mixture. The bore of the Lectron® carb is not straight, but incorporates a taper to increase the air velocity. Maximum air velocity is obtained at the point where the patented metering rod vaporizes the fuel with the passing air. The bore then increases to allow the vaporized air/fuel mixture to flow freely to the engine intake ports. The Patented Metering Rod The metering rod, which vaporizes the fuel, is located behind the air cut-off slide; therefore it is directly exposed to the manifold pressure of the engine. In most other carburetors the needle is in the center of a round slide or on the end of a flat slide, therefore keeping it out of the manifold pressure. The increased air velocity in the venturi aids in creating a stronger fuel pick up signal at the fuel-metering rod. The air flow moves more rapidly past the needle in this taper bore design, more so than in a conventional straight bore carburetor. The metering rod serves three important functions: 1. A fuel signal generating device. 2. A fuel delivery metering device. 3. An air volume density sensor. Fuel Signal Generating Device The shape of the metering needle in itself is a fuel signal-generating device. The flat side of the needle in a High Velocity Chamber, enhances the fuel pick up signal. The metering rod accomplishes this by creating divergence. This divergence is similar to the low-pressure area created by an air craft wing, which utilizes low pressure to create lift. The Lectron carburetor uses divergence to create “Fuel-Lift”. Fuel Delivery Metering Device The shape and contour of the ground surface of the metering rod controls how much fuel is allowed to be drawn up in response to the extremely strong fuel pick-up signal. The various numbers of the metering rod relate to the depth of the grind at various throttle positions. The depth of the grind determines the amount of fuel delivered. The metering rod is one smooth continuous profile that eliminates “Flat Spots” often found on conventional carburetors with multiple overlapping fuel circuits. The metering rod does not contain transitions from idle to mid-range and wide-open power, but rather provides for a smooth consistent throttle response. The fuel pick-up signal at the base of the metering rod is twice as strong as found on conventional carburetors. This extremely high fuel pick up signal relates to instantaneous acceleration, created by a fuel surge when the throttle is snapped open. The shape of the metering rod compliments and enhances the fuel vaporization process by carrying the fuel signal and fuel vapors all the way up the length of the metering rod. In this manner fuel vapors are spread over the entire distance of the carburetor bore. The contoured side of the metering rod creates a fuel vacuum “wick” whereby the fuel vapors diverge from the metering rod starting at the base and continuing to the top of the rod. This allows a more efficient burnable mix to be created with all the air entering the intake manifold. The contoured side of the metering rod creates an extremely low-pressure area at this point, which results in the fuel being broken down into a very fine vapor. Most other carburetors lack such a device to create this. These extremely fine vapors are easily dispersed up through the bore of the carb. The finer the vapor the more efficient the burnable mix. A more efficient burnable mix will result in more horsepower and better fuel economy. Air Volume (Density) Sensor The combined affect of the metering rod acting as a fuel signal generating device and a fuel delivery metering device allows the metering rod to also act as an air volume (density) sensor. The ability of the metering rod to “sense” the air volume and density of the air flowing past it enables the metering rod to mix the proper amount of fuel with the air at a wider range of temperatures and elevations. Both air temperature and elevation affect airflow volume by weight. As temperatures decrease air becomes more dense and heavier. The denser, heavier air will pick up more fuel when passing the metering rod due to the signal generated at the rod and the shape of the rod. Conversely, as elevation increases less dense or thinner, the lighter air will automatically pick up less fuel by weight while still maintaining the optimum air/fuel ratio. THE SIMPLICITY The beauty of the Lectron Fuel Management System is its ability to “read” the fuel requirements based on air flow volume (density) and temperature to automatically provide the proper fuel/air mixture. Naturally there are limitations with any designed metering system. The Lectron carbs are able to operate in a much wider range of applications, temperature, and elevation due to their fuel vaporization efficiencies. Changes to operate beyond the wide range are simple and easy to make with a screwdriver and changing the metering rod. Changes do not require the removal of the float bowl. Depending on access to the carbs, the carbs do not have to be removed from the engine. All adjustments are made from the top side of the carb. Thank you for taking the time to understand the Lectron carburetor. Kevin Gilham Lectron Fuel Systems -
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This is actually a 2011 GasGas EC250 Racing and not an XC. Anyway... Last of the small framed GG's! These bikes fit my short self better than any other bike I have ever ridden. Really like the styling and the little details that most don't think about that this bike has. OEM it comes with a hydraulic clutch, dual ignition mapping, Galfer rotors, Vforce III reeds, 2k3 stator, an actually useful headlight, and a lot of smaller details. I'm really loving the 48mm PFP Zokes up front and the Ohlins 888 shock. The forks are plush without feeling mushy and vague. The shock, well, it's Ohlins! Just dial it in and it works great everywhere. This bike has a lot of bells and whistles added by it's previous owner (Thanks Ricky D!) along with a ton of extra parts when they're needed. Currently equipped... BRP bar isolators/Scotts damper setup, Renthal twin walls, Fastway barkbusters w/Cycra shields, MSR pegs, Lectron carb, Rekluse Core EXP 3.0 w/matching billet clutch basket, Emperor Racing radiator cages, RB head mod, LTR powervalve cover, FMF Gnarly pipe and Q4 Stealth silencer, carbon fiber pipe guard, Renthal 13t CS sprocket, Supersprox 48t rear sprocket, No Toil dual layer air filter, Twin Air billet air filter cage, bib mousses front and rear, Kenda Parker DT's front and rear, and I'm sure I'm forgetting a thing or two! Now, for the only things I don't like. The seat reminds me of a KTM it is so hard but instead of a 2x4 like KTM it feels more like a 2x6! 🙄 The other is how the air filter locates on the air box. You have to be really careful to get it seated correctly. Next mods for me are Tubliss on both ends and Goldentyre Fatty 90/100 up front and a Shinko 525 cheater 120/100 rear. Also have some smaller diameter Scott Deuce grips coming as well. Hopefully this will complete the mods I want to make and I'll be ready for the upcoming AMRA racing season. Overall, I'm really loving this bike and thinking I will be enjoying it for years to come. -
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This bike goes to 11 -
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bike is absolute power and absolute blast to ride but seat hight is tall and the front forks feel a bit stiff keep in mind im 5'8 and 145lbs -
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The best bike there is. -
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My 2016 250X has the 0-1/8th blubber and I want it gone. Would be interested to hear from anyone currently running the Lectron if they had the same problem and whether the Lectron solved it for them. Thanks, -Bfs
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Magic!
