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950
Adventurer, 02-06 True Rear Wheel HP Scale, measured on the legendary F-USA EC997 Eddy Current Dyno. Call (415 491-5920 or (800) 869-0497us/cn for immediate details |
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Carburetor Tuning Kits / Carb Kit / jet jetting kit |
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CRB-KT09-1.1-ti
$99.95 |
Ti ProKit Carb Kit
This kit was tested with stock exhaust (better throttle response even with the nice, quiet stock exhaust) and Akrapovic exhaust, both with and without the Akra "restrictor" - No slide drilling. It seems that some original bikes may have come with differing
main jets sizes - For example - our "stock" bike "came with"
158fr/162rr main jets, though, reports from the field say that
most bikes have 155fr/160rr main jets when stock. If you have any additional bits of information, tips or tricks about the 950, email us at the address to the right - Notes: |
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Tools : diagnostic and setting |
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TL-float height
gauge |
The
only way to accurately measure float heights. Works on nearly every
carburetor. Click here for float height adjustment procedures. |
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Education Hints: (rewrite Aug 2, 2005, Marc Salvisberg) Our 950 kit was designed with unmodified air vents and will, more than likely, "drop-in" and work well for the greatest majority of bikes at suggested settings at sea level to about 2000 ft. Above 2000 ft, reduce mains one size, lower float height 1/2mm and use stock size pilots to start. Rule of thumb: for every 1500ft elevation, drop the main jet 1 size and fuel screw 1/4 turn. Now...... aside from the fact that our 950 kit, at suggested starting settings, was designed to run with stock air tube venting...........
.................................. In general with carbs and airboxes....... Failure to maintain identical airbox/float bowl pressure can cause the bike to be pickier to a lesser or greater extent about crosswinds, air filter cleanliness and altitude changes. (The 950's not very fussy except at part throttle, though). If the carb vents are inside the airbox, "downstream" of the
air filter, as the air filter gets clogged (extremely dirty condition), the
float bowl and carb bore pressure differential pressures remain relatively equal
and the fuel metering remains relatively constant (magic balance act). Now - in the real world, where KTM already DID route the vent
tubes externally and all the original jetting was based on that routing, is
there a burning NEED to route the vents internally? When looking at it from a practical point of view, you'll have
to change many carb settings to attain perfect jetting when you change hose
routing. The differences in optimal jetting are different enough to get people
to change pilot jets, float heights (you know what float height affects in
jetting?) and mains, maybe even main air jets. So - if it was mine (and I LIKE tinkering), I'd do "hose internal" and wheedle and deedle my heart out, tuning - If you called up and asked what to do? Thanks! Marc comments |
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Factory Pro 950 Adventurer Products available at: (added as dealer comments submitted) |
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Marc,
Just installed the KTM 950 jetting kit
and it works perfectly. Thank you very much, your work is spot on
as always.
Cheers,
Paul Perkins
European Accessories
331 W. Cambridge Ave.
Phoenix, AZ 85003
(P)602.277.3727
(F)602.277.3268
(2004, May 12)
46145 Oberhausen Germany Scuderia West - San Francisco, CA
Green: Akrapovic
exhaust and stock jetting
This is TRUE HP scale!
Next time buy an EC997 Eddy Current
dyno from us and avoid the conflict. These dyno companies are
fluffing the hp number up higher than the True HP numbers and are vying
for the distinction of exaggerating the most so that inexperienced dyno
purchasers will buy their dynos instead of just displaying the amount of
power delivered to the rear wheel... |
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Comments:
This first email is from a bike at 6000 ft elevation
2007 July 12
Marc,
I have read with interest (?) the various Adv Rider threads on jetting the 950.
I have continued to work with your needles in my 2006 Supermoto. I am pretty
happy with performance based on only my seat of the pants dyno. I have worked
through 12 different settings generally trying to follow your step by step
instructions. I must admit that, even after 30+ years of fooling with mc carbs,
I cannot be 100% sure if I am experiencing a lean or rich condition. I have
fooled with side draft cv carbs quite a bit. I never found them to be so
difficult to diagnose—whether on single cyl dirt bikes or 4 cyl street bikes. Is
there something about the down drafts which makes them harder to “read”?
(Marc: I'd guess that it's the engine that makes the rich/lean diagnosis
tough, more than the carb)
I run the following and would appreciate any comments you might have:
R/F
Mains 160/155 ( I have been up to 180/175 and back down)
Pilots 45 (tried the 42’s and had major surge)
Needles FP#2 with small shim under/thick on top of clip (tried #3)
Fuel screws .75/.5 turns out (biggest difference in eliminating surge)
I run Akro slip ons with quiet inserts IN, “Sommers door” mod, snorkel in, stock
paper air filter and no prefilter. I live and ride mostly at
6,000-7,000 feet
but have ridden the bike extensively at sea level, with the above set up, in
relatively cool (50 deg. F) weather.
The bike pulls very cleanly from low rpm, idles great, 40+ mpg and generally is
a joy to ride. I am concerned that I am so far off your recommendations as to
main jet and fuel screws. Any thoughts?
(Marc: You did a great job.)
Thanks in advance for your help!
George Smith
From: "nsnowlin" <nsnowlin@sbcglobal.net> To: "Marc Salvisberg" <factory2@ix.netcom.com> Subject: Re: KTM 950 Adventurer Tuning Date: Sun, 19 Sep 2004 16:38:15 -0500
You can tell them that YOUR kit works everywhere. I just
returned from Colorado with the 950, where I managed to crash on all sorts of
rock ledges. It always started and ran perfectly. On top of Mosquito pass
(13,100 feet) it ran as well as it did at 850 feet at home., EXCEPT, I should
have put 42 pilots in rather than the 45s for that altitude, but it still ran
cleanly. That bike is a great big dirt bike and I was doing stuff on it that I
normally would only do on my 450 EXC. It did it and crashes only left me with
minor cosmetic damage. Try that on any other street bike!
Stu
----- Original Message ----- From: "Marc Salvisberg"
<factory2@ix.netcom.com>
To: "nsnowlin"
<nsnowlin@sbcglobal.net>
Sent: Saturday, September 11, 2004 9:03 AM
Subject: Re: KTM 950 Adventurer Tuning
BTW - We are just now selling kits to large German KTM specialist company (I just saw in our ordering queue)
Cheers!
Marc
Links
Factory Pro KTM products in Germany
(website in German)
Suggest one -
