DT125R FORUM

Otherwise, I found some decent-looking kits on eBay, but they ship from the UK, and with shipping costs and import taxes, they end up costing more than €50 and i dont know if they are worth it.

Another update, seems like it was fitted with powervalve servo from tzr125, hence why cables are crossed but still follow 1-1 2-2 arrangment i need to wait for battery to come in order to see if thats what setup should be in order to open properly

The earthing detail is the part that trips people up: tying the brown wire to a good ground and isolating it at the connector is what makes the single-diode setup behave. On the flasher, a proper LED unit matters as much as the diode, since a stock thermal unit won't see the lower current draw. I'd also add a quick check with a meter after soldering to confirm the diode direction before buttoning it up. Curious whether the same wiring split holds across both your 2005 and 2006 harnesses.

The 15 hp restriction on the 1D0 depends on how the bike is registered, not just the model year or color. In France, a 125 from 2004 is generally treated under the A1/formation rules, but the exact applicable power limit for that specific DTRE frame should be confirmed against the carte grise and the manufacturer's documentation. "Vert/noir" alone won't identify the relevant fil; the registration category and any restriction noted on the paperwork matter more. Checking the official French licensing guidance for your exact registration would give a clearer answer than guessing from the color.

As far as I was aware the catalytic converter was only on the RE/X and not the early model, for the UK at least, not sure about everywhere else. Either way, there is definitely some great points being raised here with cutting the window option, any debris that get sucked back into the engine could be disastrous.

Probably worth mentioning, as you can see in the background of this photo, I have managed to acquire a fully supermoto setup for this machine as well. These come off the Aprilia MX 125. Since I'm running an MX rear end, that should be simple enough to swap out, but the front end shows some challenges. The MX125 front wheel uses a digital speedometer, so swapping out the front end means losing the speedo. Instead, I managed to find a brand new old stock MX front rim, and I've also managed to source an RX125 front hub, so I will look to lace the RX hub onto the MX rim, thus retaining the original speedometer configuration. The rear wheel is in poor condition, the hub has snapped in several places, but I managed to find a brand new old stock MX rear hub, so the plan is to lace both wheels and have an easy to swap out setup for both road and trail riding.

Hmm I did already, anything else I should check?

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Thanks for the reply’s gents but I’m afraid I’m going to ask more questions haha.. I’ve got some main jets on the way as I think the problem is it’s not getting enough fuel, I changed it from the 210 that came on it to a 260 to match the 5dp39 buts it’s still too lean, I was going to just revert back to the original set up but it turns out I’ve lost the original 5j25 needle and they are like rocking horse shit, I can’t find one anywhere. So if that doesn’t work I’m on to a new carb. Taking onboard @calum suggestion I’ve been looking at the Dellorto VHST 28mm but wanting to stick with a MIKUNI I’ve also been looking at the Tm30. Now here comes the questions, Given the Tm28ss has slanted intakes will a carb like the ones mentioned fit okay as they have straight intakes? Is the tm30 a valid option? Is there a baseline/recommended setup with jets and needles for the VHST and TM30 for the Dtr ? You’ll have to bare with me this is the first bike where I’ve had to deal with carb issues and I’ve been thrown in at the deep end

Hi, thanks for the help it's a 1998, the one I have goes into the intake boot with a peice of tube which I would guess and say is around 250mm in length then the chamber sat on top. Will get some photos tonight

@Calum yea the thing is that I have heard that the German version uses a diffrent cdi from other regions and I haven't found a guide on how to derestrict the cdi on a German one

There are wiring diagrams and manuals around on this site. Try searching using the built in search. Another great tip is using Google In Google search engine do site:dt125r.co.uk wiring diagram 6 wire and let Google indexing do the heavy lifting.

I can't say I am very familiar with thise pipes sadly. I have been away from the tuning scene for these bikes for many years now. It's been years since I've even ridden my DT to be fair.

Zeeltronic easily the single best upgrade for my DT

Hey! I know I'm late but I have a 1988 Yamaha DT125R swiss edition, which has the 3DD code. I checked the parts diagram and the 3DD-14610 pipe is originally the 1988 swiss edition pipe, which is supposed to be heavily restricted. I'm pretty sure mine only has a catalytic converter, I was hesitating about cutting it open but now that I saw your pictures I think there's no reason to do so. Your pictures look like the pipe really only has a catalytic converter. But I must ask, were there any restriction cones or washers that you didn't take a picture of? Thanks!

I meant the wiring for the bulbs. Thank you for the picture, the problem was that the diagram I found showed that the brown wires aren't supposed to be connected (brown from the thermometer, oil bulb, neutral bulb), mine showed that the thermometer needed to be connected to the oil bulb and that the neutral bulb brown needed to go straight into the 6pin connector, without connecting to the oil bulb or the neutral bulb. I didn't understand that but the diagram you sent made everything completely clear, thank you!