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I'll have a look at KTMLaos. Have both your KTMs been reliable?
Steady as a rock.
200 bought in BKK and ridden to Mukdahan, imported in Savannakhet and so far done about 25,000 in Laos.
390 bought new at Burn Rubber Suk. 26 KTM Import in Nov. 2015 done about 25,000km in Thailand from the Malaysian border up to Myanmar border and now unfortunately parked since Feb 2019 on Phuket.
Run Motorex semi-synth.10W-50 in the 200 and Ipone full synthetic 10W-60 in the 390
Both bikes have DNA air filters and a PowerTRONIC piggyback.
Another thing you can consider is lubricating your cable once a year. That’s what I do. I use a regular cheap chain lube spray (non-paraffin based). Some people use motor oil. You can find videos on YouTube on how to lube the cables. Super easy and even cheaper than buying new.Thanks, KTMasean. I believe on my 2018 390, it is a ride-by-wire throttle, so no throttle cable to worry about. I asked about the clutch cable as I had a Suzuki DR250SH in the early 90s which suffered a broken clutch cable after 3,000 miles, but it had been used offroad before I bought it. That wouldn't help.
Thanks for that, John. I will.Another thing you can consider is lubricating your cable once a year. That’s what I do. I use a regular cheap chain lube spray (non-paraffin based). Some people use motor oil. You can find videos on YouTube on how to lube the cables. Super easy and even cheaper than buying new.
Keep in mind that increased air volume requires more fuel and if the ECU cannot give you the right amount of fuel the air/fuel ratio will be too lean and that will be harming the engine. It really depends how much air is being available though.If it has been drilled it most likely is the filter element cover (where the snorkel sits).
An easier way would be to separate the bottom part and the top part of the cover.
The advantage of fitting the filter element upside down is to create a slightly larger intake filter volume underneath the filter element which some argue benefits running the engine.
Correction: I am referring to a first Gen Duke, no idea on the after 2016 models.
It was all done by BKK KTM. It isn't running lean.Keep in mind that increased air volume requires more fuel and if the ECU cannot give you the right amount of fuel the air/fuel ratio will be too lean and that will be harming the engine. It really depends how much air is being available though.
I read that to take advantage of more air one needs to invest in piggyback fuel controller as those controllers wich has the feature to dynamically self adjust the ratio will ensure the proper air/fuel ratio.
Keep in mind that increased air volume requires more fuel and if the ECU cannot give you the right amount of fuel the air/fuel ratio will be too lean and that will be harming the engine. It really depends how much air is being available though.
I read that to take advantage of more air one needs to invest in piggyback fuel controller as those controllers wich has the feature to dynamically self adjust the ratio will ensure the proper air/fuel ratio.
I don’t understand what you mean by “open circuit” and “closed circuit”. Also if you’re drilling more holes in the air box’s cap you are enlarging the amount of air that comes in more easily.This is where the O2 probe comes in. The OEM ECU is being fed the exhaust data and (I presume) will inject more fuel if the exhaust gasses indicate a too lean burning process.
A piggyback in general adds more fuel in the open circuit but the majority of piggybacks rely on the bikes ECU for the closed circuit.
I believe that the air column inside the air box determines the amount of air being able to enter the engine at the intake sequence, a clean and/or enlarged air intake filter will not change this much.
It becomes a different story when the whole process is enlarged, air intake and exhaust (larger air/fuel displacement).