Community created KDX Jetting Guide

[Jokman]

First post here, and I want to thank all members for the historical advice and the amount of information that has helped me on this forum.

I was dealing with some jetting issues with a new to me 1990 KDX 200, and I realized there is a lot of great information on here, but not compiled in one place. A few years ago, I came across a community supported jetting guide for the DRZ400, and I figured that might be a helpful tool for KDX riders too below you will find a link to an editable Google Sheets document. If you're bored, feel free to add any setups or your current jetting/carb setup that has worked for you.

https://docs.google.com/spreadsheets/d/ ... sp=sharing

That DRZ jetting guide I mentioned got partially erased and ruined by one of the users last year, and ideally I'd like to avoid that. I will periodically make backups of this spreadsheet if things take off. I figured this would be the most responsible place to post it first. I am a part of a few Facebook groups, but they all have scammy members. If you can suggest other places or Facebook groups to post this with decent members, please let me know!

Also, if you have any comments, formatting issues, or complaints, please post them here and don't make any large changes to the document. If anyone wants to co-manage and help standardize any strange inputs, please let me know.

Thanks!

[KDXGarage]

Welcome to kdxrider.net.

If you post your bike, modifications, temperature, altitude and humidity, people may comment some suggestions beyond "start rich and lean out, starting with pilot and working up".

[Chuck78]

There are endless threads on here on jetting specs, it'd be great to begin scouring the archives to consolidate the info into one place. PWK 33 vs 35 vs aftermarket PWK35 Air Striker vs RB'd variations of all the above would be helpful, along with slide cutaway #, needle spec and clip position, of course pilot and main jet sizes, & air screw setting, along with engine model, big bore size if applicable, reeds used, pipe used, ignition timing setting, altitude temperature and humidity.

All of these factors come into play with jetting, as well as engine health (compression does change jetting requirements, so a freshly replated job will be different than a bike with 350 hours onnthe cylinder and a well used piston & rings 60+ hours.

Oh, and airbox lid removal or snorkel removal...
And modded head (critical for a 220, thry run so much better with tighter squish clearance preferably from an RB modified head, less critical for a 200).
And various porting job configurations...