Jaguar CDI
Posted: 07:00 pm Apr 10 2017
Just thought I would drop in and say hi, apologize I haven't been around, and since it's been a while, give a bit of an update. Between work and the crazy events that have taken place in my life, I just haven't been online a whole lot. Even went a while with no riding Hopefully I'll be around more and can contribute to the forum again.
Anyway, as some will remember, I had my Gas Gas EC250 stolen so I found a killer deal on a '98 220 for $700. Bike came with RB carb and head mods, Boyeson RAD valve, FMF desert pipe and matching turbine core silencer. Then I upgraded it with '05 KX250f Showa forks and a '01-'04 RM125 Showa shock with separate high/low speed compression. The bike has been great for the most part but I really miss the top end pull of my old E-series KDX200 and GG 250. The 220, while awesome down low, just didn't have the pull up top that I want.
Fast forward to a couple of months ago. I had a problem with the silencer, and while looking through my spare parts, I found one left over part that I boxed away and never installed on the 200, the Jaguar adjustable CDI. Because the 200 ran so good I just didn't mess with it. I thought, hmm, why not try it on the 220? Now, this is the older model without the dip switches or the KDX specific terminated connectors. Mike has made quite a few improvements to his CDI since I purchased mine. My older one has four complete timing curves that parallel one another other than how much advance/retard they start with. The second adjustment is for top end retard that starts at about 3000 rpm and varies how fast it kicks in. I followed his directions for determining what the best ignition curve was for my particular bike.
After determining what felt the best to me, I mounted it up, and went for an 11 mile singletrack ride that has long straights, rocks, deep soft sand, whoops/braking bumps, and really tight turns. All I can say is... WOW! My 220 is like a different bike. It has so much power now that the bike is actually easier to ride. Not explosive power but just more power everywhere throughout the rpm range and it extended the top end considerably. It still has the bottom end the 220 is known for but the bottom is even better. I can carry a higher gear than before in almost every situation. This also allowed for better traction in the super dry conditions here AZ. I can lug up hills now that I had to have my momentum and revs up to make before. I even found myself using 6th gear (normally 5th) on a long somewhat straight section as it would still pull the bike hard where before it would be soft/boggy feeling in the same gear. It has so much power now that the bike is just plain easier to ride. I can now lift the front at will and it makes clearing g-outs, charging whoops, and powering through soft sand much easier. Another benefit I noticed is the throttle response as it feels more crisp and instantly responds to throttle input. My jetting is pretty spot on so I really didn't expect any difference there but it was definitely noticeable. It also seems to rev just a hair quicker and especially so once you hit the powerband.
In conclusion, IMO, I would say this is one of the best mods to do to a KDX220. I would put it behind suspension and the RB carb/head mods and maybe just behind an aftermarket pipe. I truly think it would be a worthwhile addition to any KDX if you're looking for a wider power range and/or want to get every bit out of power out of it. The only thing left is to see how durable it is but only time will tell. I'll keep everyone posted if anything new pops up concerning it
So, there you have it.
Anyway, as some will remember, I had my Gas Gas EC250 stolen so I found a killer deal on a '98 220 for $700. Bike came with RB carb and head mods, Boyeson RAD valve, FMF desert pipe and matching turbine core silencer. Then I upgraded it with '05 KX250f Showa forks and a '01-'04 RM125 Showa shock with separate high/low speed compression. The bike has been great for the most part but I really miss the top end pull of my old E-series KDX200 and GG 250. The 220, while awesome down low, just didn't have the pull up top that I want.
Fast forward to a couple of months ago. I had a problem with the silencer, and while looking through my spare parts, I found one left over part that I boxed away and never installed on the 200, the Jaguar adjustable CDI. Because the 200 ran so good I just didn't mess with it. I thought, hmm, why not try it on the 220? Now, this is the older model without the dip switches or the KDX specific terminated connectors. Mike has made quite a few improvements to his CDI since I purchased mine. My older one has four complete timing curves that parallel one another other than how much advance/retard they start with. The second adjustment is for top end retard that starts at about 3000 rpm and varies how fast it kicks in. I followed his directions for determining what the best ignition curve was for my particular bike.
After determining what felt the best to me, I mounted it up, and went for an 11 mile singletrack ride that has long straights, rocks, deep soft sand, whoops/braking bumps, and really tight turns. All I can say is... WOW! My 220 is like a different bike. It has so much power now that the bike is actually easier to ride. Not explosive power but just more power everywhere throughout the rpm range and it extended the top end considerably. It still has the bottom end the 220 is known for but the bottom is even better. I can carry a higher gear than before in almost every situation. This also allowed for better traction in the super dry conditions here AZ. I can lug up hills now that I had to have my momentum and revs up to make before. I even found myself using 6th gear (normally 5th) on a long somewhat straight section as it would still pull the bike hard where before it would be soft/boggy feeling in the same gear. It has so much power now that the bike is just plain easier to ride. I can now lift the front at will and it makes clearing g-outs, charging whoops, and powering through soft sand much easier. Another benefit I noticed is the throttle response as it feels more crisp and instantly responds to throttle input. My jetting is pretty spot on so I really didn't expect any difference there but it was definitely noticeable. It also seems to rev just a hair quicker and especially so once you hit the powerband.
In conclusion, IMO, I would say this is one of the best mods to do to a KDX220. I would put it behind suspension and the RB carb/head mods and maybe just behind an aftermarket pipe. I truly think it would be a worthwhile addition to any KDX if you're looking for a wider power range and/or want to get every bit out of power out of it. The only thing left is to see how durable it is but only time will tell. I'll keep everyone posted if anything new pops up concerning it
So, there you have it.