@cyber-ninja Tell you what, it's said that there were some 3RM CDI's that were Unrestricted from factory for last model 2003'

I can't remember the CDI code, if you had one, that was pretty rare!

@finnerz89 Yeah sick, the DTRs though - are different sadly.

DTRE/X use a non Restricted CDI.

2002''s are doomed to 8.5k.

From Germany... on to the 1997' 125R. Love that riding gear.

Then came 1998. The last year to use the original Oil pump design. The last of the real DT125Rs. You could still get 11,500 RPMs when you wanted it.

This is the end of the DT125R, 99-03' models are completely sanitised and the heavier Generator design that followed make these engines even more soulless.

So quite enthusiastic I own a 2001...

Oh well.

If your are looking for the most refined 125 2stroke ever made, it would be 3RME DT125R.

I found quite a rare copy for the 2005 DTRE 'Stefan Everts Edition'.

No love for the DTRE at this point, fatter and confusing ergonomics, It's amazing Yamaha stretched the DT125R from 1988 to 2007. The everyday 2stroke market was finally dead.

Production of the DTRE completely moved into Europe to.

The RE borrwed dimensions and design from the 1997' DT230 Lanza, Yamaha's last attempt to keep selling a 2stroke relic at that point.

No offence to you DTRE owners. Be assured!

To a great bike, that is actually best when you leave it alone and original..

Everybody has to remember that 99' onwards 3RM DT's are CDI restricted to 8,500 RPM...

So, don't expect anything like a 3 wire servo Pre 96' model.

@declan Unless you ARE actually raising the Octane of the fuel, it's otherwise a mixture of shite in a bottle that is a bit like a solvent.

@declan Not quite,

A leaner burn can still give the right operating temperature as the fuel is taking slightly more heat away from the cylinder walls.

But yes, as more friction occurs, more heat is generated and thermal expansion will eat into your cylinder tolerances quicker than a richer mixture.

It's hard to say, cylinder fill being very efficient nowadays!

@Mightyman I was reading in Motocross Action Magazine that Husqvarna were recommending going from 40:1 to 60:1 to fix the jetting issues the MXA test team were having when running the 2017' TC250.

And it it worked! Incredible for a complete MX race engine.

@terry-tz So I may have to adjust my Build thread title

Keep us updated as you go, mine was always a weekend work in progress when I had the time. I used it pretty much everyday during the week.

@CYBER-NINJA It's werid people say this, A boost bottle and the YIES chamber design from Yamaha never increased horsepower.

All Boost bottles or 'resonance chambers' do is help to smooth out 2stroke induction, which is of most benefit at lower air speeds... Low to Mid RPM running.

@jgr72 The WR200 inlet wont raise the height of the carburettor, but, it will make it clear the Clutch arm and give better clearance around the Shock Absorber.

Also for the love of GOD, do not chop this bike around anymore!!!

I would get rid of my DTR for your 'Endurance Blue' 3DB1 DT125R. They are one of the most desirable models.

See my build thread for carb placement, and note that there is no clean way to upsize carburettor bodies!

EXCEPT. using a (TM30ss) That will just about fit in with the original 125R inlet tract.

https://dt125r.co.uk/topic/77/yamaha-dt125r-01-running-project/73

@declan Please follow the Manufacturer recommendations first before asking any of us.

It's best to 'guestimate' a healthy oil supply from that. But, from experience, as less oil you can work with the better!

I run my DT on a 42:1 mixture still. These road going 2strokes just don't require heavy lubrication.