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So i got some problems with my new dr650. Its got 3600km on it, bought it new from a dealership. After doing research and finding cheap parts i decided to get an aftermarket exhaust to shed some pounds as i plan to ride mostly fsr roads here in bc. I installed an FMF powercore q4 and powerbomb header. After noticing it running lean i decided to get the dyno jet kit and install that. Its starting to feel like a mistake. Squamish is 5m off sea level but i ride at elevation quite regularly. I followed to dynojet instructions and rejetted to the d60 jet, shimmed the needle to #4 and adjusted the fuel mixture screw to 2.5 turns out. I also drilled two 1.5" holes in the top of the airbox and covered with frogzskin. After a couple tanks im now getting 29 miles per gallon! Is it too rich?!?! I know i will loose some gas milage but this seems to be on the extreme side of things. Thanks in advance

Hi all, Back after a hiatus from supermotos after I sold my KTM 625SMC. Now I've got a 701SM (2016) and ... of course, fuel injection, no more carbs! Couple of questions I hope someone can help with - the bike already had a few mods: Akrapovic slip on, with EVO Airbox mod. power commander V ABS dongle mod Those are all that's really relevant for this post. Essentially the previous owner told me that 0 was the bad quality fuel map, 1 was sport map and 2 onwards were standard maps. Doing a little digging, it turned out this wasn't quite correct. 1 is the soft map, 2 is the sport map and 3 onwards are standard as far as I've found. 0 is of course the bad fuel map only for dire situations on low octane. My question is, will the PCV change these maps at all? I don't know where to control the PCV maps 'on the fly' - seems this requires a separate module? Other than this I think I have it right that the PCV control injection, whereas the underseat switch controls ignition timing. This would make sense given that on low octane, preventing detonation is usually Achieved by regarding ignition. Can anyone correct me or give any of their findings? Thanks Wilbert

Hello all. I need some help with jetting my european DRZ400SM, my current configuration is as follows: - 3x3 mod, restricted solenoid valve, stock exhaust, Twin Air foam filter - Mikuni 36, Dynojet Stage 2 (3110.002 - U.S. only) - 150 MJ, DJ needle, 3rd clip, 3,5 turns out (22,5) I tried to set jetting according to manual and then change it to as above (and multiple anothers combination), but its still not the best configuration. Here are my symptoms - Bike runs fine, fine acceleration, but has a flat spot before 6000 RPM (calculated by current gear and speed) and while cruising. After it gets over 6k RPM it runs fine and strong. Before that and while cruising there is slight hesitation. I had needle on 5th clip before (for a long time), recently i have changed it to the 3rd and its mutch better, but with hesitation as i descibed above. I want to try change needle to 4th so I will see if it helps, then try to use one size smaller main jet and needle to 2th but I want to check it with you before I will try this - I don't have all day to trying it Today I was testing main jet again and I think its run a little bit better (just a little :D) without side cover -> so it's probably rich. My questions: Do you know on which elevation is Dynojet tested? I am on cca 400m (1300 ft) above the sea with temperatures around 23°C (73°F) so I would like to make a sure the reccomended settings for Dynojet Stage 2 will work for me. Also I read that DRZ eu model has different air jet so I am also not sure if i don't need to change anything else than what comes with DJ by default. If you have any suggestions on jetting that may works, please comment :). Also I am enclosing current spark plug - i guess the color is ok, maybe a little bit rich. Thank you.

Has anybody done any custom tuning using a Power Commander V for their 250/300 TPI bike? If you have, what's your thoughts on it and how do you like the Power Core tuning software? https://www.dynojet.com/power-commander-v-for-ktm-300-tpi/