Ignition Timing KDX220
- KDX4ID
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Ignition Timing KDX220
From the Service Manual... "the ignition timing can be adjusted for different power bands to suite the riders preference and ability"
Question: has anyone done this and what were the results?
The manual shows three lines of adjustment.
Question: has anyone done this and what were the results?
The manual shows three lines of adjustment.
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2008 KTM 990 Adventure...Alaska here I come!
2010 KTM 300 XCW... stop me before I buy again!
2005 KDX220... single track sweetie
2007 KTM 450 EXC... my baby
2008 KTM Superduke... Canyon Carver
1996 Honda 650L... GONE but not forgotten
http://www.friendsoftruckeetrails.org
2008 KTM 990 Adventure...Alaska here I come!
2010 KTM 300 XCW... stop me before I buy again!
2005 KDX220... single track sweetie
2007 KTM 450 EXC... my baby
2008 KTM Superduke... Canyon Carver
1996 Honda 650L... GONE but not forgotten
http://www.friendsoftruckeetrails.org
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- KDX4ID
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I re-tarted the timing and got great results on my test loop a 2000 ft vertical 1st and 2nd gear switch-back single-track trail.
I've still got that main seal leak so that should be fixed before any more "tuning" goes on.
I've still got that main seal leak so that should be fixed before any more "tuning" goes on.
CURRENT FLEET
2008 KTM 990 Adventure...Alaska here I come!
2010 KTM 300 XCW... stop me before I buy again!
2005 KDX220... single track sweetie
2007 KTM 450 EXC... my baby
2008 KTM Superduke... Canyon Carver
1996 Honda 650L... GONE but not forgotten
http://www.friendsoftruckeetrails.org
2008 KTM 990 Adventure...Alaska here I come!
2010 KTM 300 XCW... stop me before I buy again!
2005 KDX220... single track sweetie
2007 KTM 450 EXC... my baby
2008 KTM Superduke... Canyon Carver
1996 Honda 650L... GONE but not forgotten
http://www.friendsoftruckeetrails.org
- jlove1974
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Yes. I check mine a few months ago. I like to go for as strong a top end I can get, but my timing was already as far advanced as it should go. IIRC, there is some kind of mechanical stop that prevents moving the plate any further...
This is not a "something for nothing" adjustment, though. If you retard the timing for better low end, you can expect similar sacrifice on the top end, and vice-versa.
On the 2 H series bikes I have owned, both were already set at (or very near) the advanced limit when I checked them. This leads me to believe that this is how they arrive on the showroom floor - but I could be wrong...
This is not a "something for nothing" adjustment, though. If you retard the timing for better low end, you can expect similar sacrifice on the top end, and vice-versa.
On the 2 H series bikes I have owned, both were already set at (or very near) the advanced limit when I checked them. This leads me to believe that this is how they arrive on the showroom floor - but I could be wrong...
2004 Dual Sported KDX200
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
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After reading Mr. Gore's document, I may, at 50 years old, still be learning. I will try retarding my timing and see if what he says holds true.
I usually like a strong "hit", but he says that retarding the timing will not only give me more over-rev, but will move more heat from the cylinder to the pipe. If I lose too much hit, I won't be happy though. Good thing this only takes 10 minutes or so to try out...
I usually like a strong "hit", but he says that retarding the timing will not only give me more over-rev, but will move more heat from the cylinder to the pipe. If I lose too much hit, I won't be happy though. Good thing this only takes 10 minutes or so to try out...
2004 Dual Sported KDX200
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
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I played with this last night, and took several test rides. There are 3 small marks on the stator plate (retarded - normal - advanced) that line up with one small mark on the case. I actually found that I had intentionally left my timing in the full retarded setting for the last several months. My bike was hard to start when cold, and not very exciting to ride. As Nick said, I guess you could say that there was more over-rev, but there was very little power accompanying it.
I reset my timing to the advanced mark, and the bike fired right up and felt much more alive. The "hit" is much more pronounced, and the bike is much more fun to ride.
I reset my timing to the advanced mark, and the bike fired right up and felt much more alive. The "hit" is much more pronounced, and the bike is much more fun to ride.
2004 Dual Sported KDX200
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
problem with 2 strokes is that you can't just change 1 thing and have a better bike, if you want a revvy engine you need to adjust the timing, reed block, carb size / needle / jetting, squish band, and every other bloody thing to suit! im aiming to make mine a revvy bastard, so i will keep you people in the know as i continue on my quest
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For a revvy KDX, I would guess that you would have to go for an FMF Desert pipe, and a V-force reed cage with the reeds on the high tension setting. And maybe run a longer muffler. That is about as far as I would go. Beyond that, I'd be looking at getting the carb bored, and maybe lowering compression a bit, but at that point, I would start to lose most of the benefits of starting out with a KDX to begin with.
2004 Dual Sported KDX200
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
1999 Ninja 250 (Daughter's)
1996 DR 650 (stock, mostly street use)
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Re: Ignition Timing KDX220
In order to adjust the ignition timing, do you have to remove the flywheel, or can you access through the holes in the flywheel.
Thx !!! Michael
Thx !!! Michael
87 KDX200 / 02 KTM 520 EX/C / 87 XR 200 / 90 XR 200
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Re: Ignition Timing KDX220
Never mind, got home and checked manual, yes flywheel has to be removed, however it does not state if turning it clockwise, or counterclockwise will advance the timing. I want to see if advancing the timing gives more bottom end that the PC I pipe took away. I have no problem trading up some bottom end for some top end. If that doesn't work, then the head mod is on the wish list, for more bottom.
Michael
Michael
87 KDX200 / 02 KTM 520 EX/C / 87 XR 200 / 90 XR 200
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Re: Ignition Timing KDX220
This is the link that answered my question;
http://67.222.34.237/forums/viewtopic.p ... 10&p=24330
Michael
http://67.222.34.237/forums/viewtopic.p ... 10&p=24330
Michael
87 KDX200 / 02 KTM 520 EX/C / 87 XR 200 / 90 XR 200
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Re: Ignition Timing KDX220
I tried the full on advance and could not feel much of a difference. Idling RPM's did not go up, which I expected, it felt like there was no loss of top end, bottom end, or mid range, no additional hit. The only thing I did notice was once it got warmed up, the kick starter wanted to kick back at me and the combustion seemed to burn cleaner. Now I am testing this down at sea level, but most of my riding is @ 3,000 feet+, which i believe would make a difference, albeit a small one as I lose about ~ 3 to 6% in power due to the elevation change(s). Less air & atmospheric pressure = less power.
Michael
Michael
87 KDX200 / 02 KTM 520 EX/C / 87 XR 200 / 90 XR 200
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Re: Ignition Timing KDX220
Back in 86, my cousin got a new kx80. It had NO low end at all, and no hit. It was a razor thin, pro type powerband. We either advanced or retarded( whichever gives low end) the timing, and it gave it an unbelievable mid range hit-but took away all top end it had (and it had a lot for a mini if that time). I'm loathe to start fooling with my kdx timing, but if it's anything like that old kx it would reap all kinds of benefits.
2002 KDX 200
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Re: Ignition Timing KDX220
Advancing the timing typically gives more bottom end and gives a bit more hit in the mid range and you lose some top end. Retarding typically does the exact opposite of trading up bottom end for top end. I was trying to see if would get rid of, or some portion of the popcorning, some I believe refer to as 4 stroking, but it sounds like a popcorn machine, hence my phrase. I am still on a quest for more bottom end, still think the head mod might be the next thing on the bucket list. If that does not it clean up, perhaps a torque pipe is in order, or a throttle slide #6 vs. #5, dunno, still researching.
The problem I see with over advancing is the kick back. Last thing you want is the motor to kick back on you when you are in tight situation. I know I used to have an XR 600 back in the day. If you touched the throttle to much on a start up, it would kick back with a huge force that if you weren't prepared could potentially break your leg, it was that intense. I used to call it the 1 cylinder Harley, or the lower body work out machine, as it was a bugger to start if you had a get off.
Michael
The problem I see with over advancing is the kick back. Last thing you want is the motor to kick back on you when you are in tight situation. I know I used to have an XR 600 back in the day. If you touched the throttle to much on a start up, it would kick back with a huge force that if you weren't prepared could potentially break your leg, it was that intense. I used to call it the 1 cylinder Harley, or the lower body work out machine, as it was a bugger to start if you had a get off.
Michael
87 KDX200 / 02 KTM 520 EX/C / 87 XR 200 / 90 XR 200
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Re: Ignition Timing KDX220
When I had only ever ridden a mini bike (84-87 at the time) a guy who lived next to the coal mine I rode at rode up on his xr600 almost brand new. I'd been hitting a small jump and getting about 8 feet height and 20 feet distance on my cr80. The guy says "try my 600" so I jump on his bike and hit the jump full speed in 4th. I'd be willing to bet I got 15 feet height and about 60ft distance. Lol. I landed accidentally hit the front brake and destroyed the handlebars, levers, and tweaked the forks. Moral to the story is I always wanted an xr600 lol.
2002 KDX 200