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Found 2 results

  1. I've read a lot of threads about this but still haven't found exactly what I'm looking for. I'm pulling my 2004 DRZ400S out of storage sometime this week and getting it ready for the season. I live at 9,000 ft, but my first ride of the year is probably going to be at around 5,000 ft. I was going to pull the 145 main jet I'm running and put in the 150 adjusting the needle from the 2 clip to the 3rd, then re-jet once I got home. I already have the extended fuel mixture screw in place so I started thinking that I should just run the 150 jet set up and adjust the fuel screw to compensate for the higher elevation where I'll be doing most of my riding. I will be going down in elevation for rides until late May or June depending on snowfall, but riding on the street when I'm able. Are there any disadvantages with this? I'm new to posting on this forum, so please forgive me if I didn't get the right search words in and there is already a post about this.
  2. Pulled my flywheel inspection cover on one of my new bikes a 2005 CRF450R, the mark is aligned to the left line. From what I understand, this is the firing line and my timing is advanced by 1 tooth. I live at 5k ft here in Utah. Question is, with my old CJ5, I use to advance the timing. The general rule of thumb "1/2* advance for every 1,000 ft elevation" Reason being: "effectively lowering the compression at higher altitudes. The air is thinner, the atmospheric pressure is lower. That means cylinder pressure will be lower. The burn will be slower, which means your spark needs to be initiated earlier. Ever look at the high altitude emission settings on most engine. They are usually 4-8* more advanced with the high altitude package and have jets of 2-4 thousandths smaller." Any reason this would not hold true for this bike? Should I keep the advanced timing? Thanks, Chris
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