Hi guys, sorry for the really late reply, there was an unbelievable difference from changing the pipe and upsetting my main to 250, the bike pulls very strong through low end and has a big kick at high revs, it also absolutely screams way higher than my old stock expansion chamber with dep end can. Here's a video I took a while ago of a quick acceleration with the pipe, although it doesn't have quite the kick it has now that I've put my boost bottle back on, I had it off for a while to see if there was a power change.
The overall speed and power of the bike is about the same as my mates 2016 CRF 250x, both accelerate about the same and top out roughly the same, but the Dt suspension isn't quite as good
https://youtu.be/KQQ217FyGFE

Merry Christmas to everyone here, hope you all get The bike parts you asked for from Santa
I heard he would be doing the rounds Abit quicker this year

Bonus points for Christmas related bike pics

Went out for a solid 10 minutes to warm the bike up and check headlight wiring was correct, wasn't up for breaking an arm today

Hopefully it worked this time

It's been a while, again
But my DT is finally out of hibernation properly and I've done some little bits, passed her MOT the other week with a couple advisories, but nothing major at all.
Over the winter I've been fitting and experimenting with a new Polini PWK 32mm carburetor, after lots and lots of tuning and jetting I've finally got her right, not perfect, but right for now!
The carburetor made a nice difference I found, revs up clean and seems to have more torque throughout the revs than standard, fit original intake system nice too.
I bought a cheap blowtorch, butane and some heat proof lacquer to blue the welds on my romeu exhaust and clean up some of the rough spots from the grit and grime of the UKs winter roads.
It took a long long time and nearly killed me with the fumes but it's looking good now! And I'm starting to be happy with the build, still after some decals for the bike but struggling to find someone who can do designs how I'd like, but I'll keep the search up.
I also just got an absolute bargain of a DTR engine, I think it's a 2003 but it is completely unsplit, none of the bolts had been touched (until I got to it ) and it came with a fresh original carb and servo. Took the cylinder off to free the rings, piston and bore look brilliant but rings are slightly out of spec at 19 thou so ordered an original set and Athena gaskets to bring it up to spec. This engine will be dropped in my bike over the next couple months, just got to steal the unrestricted head from my current engine and it should be good to drop in once built.
Got a 200 mile memorial run in a week and a half so trying to get some miles on the bike and iron out all carb issues etc, I'll keep updated on how it all goes.
Here's a pic of the toys currently

I love my romeu hendriques pipe, the bike revs very happy, but I wont say anything else as it always seems to cause controversy with dep fanboys in DT groups haha

@Calum the ride homes a lot nicer than the ride there, even in summer 6-7am is cold at 60mph

@calum my DT must spend a lot of time in reverse, went from 18k to 14k in a year

Alot of enduros are registered under power from factory, they can be riden on A2 however if police decide to Dyno you it can cause issues. My mates Beta 300rr came brand new registered at something like 11kw, and I have seen alot of the KTMs are the same. Some insurers ask for proof of restrictions with a2 bikes, most don't. It's on you wether you want to risk it or not, however the likelyhood, atleast in the UK, of being convicted seems fairly slim, I know alot of people riding 600s, KTM 690 unrestricted etc on A2 with no issues, but in the event of a crash you may not be paid out, but the same goes for not declaring modifications. Insurance nowerdays is a nightmare, it's up to you how you want to go about it all.

Hello all, it’s been a while since I posted
Just got the dt back out after a long time sitting, poor compression about 150 miles after rebuild with my new DTR bottom end and 3mb head and barrel with wossner piston, glazed bore so honed it and shaved my cylinder head down from a whopping 1.5 ish mm squish band to 0.9mm. Just run it in but been having issues with bogging out at higher revs and my ignition maps on ignitech. Long story short I’ve sorted out my float issues and jetting with Polini 32mm carb, that’s all good, and I’ve got good compression and squish band now. But I’ve been experimenting with ignition maps based off what I can find off old threads and research through varius forums, my ignitech ignition was a universal DCDIP2 so I had to splice into my loom and in turn had no basemap for the DT... I never got a reply off ignitech direct so couldn’t get a one ready made. I have a few maps that I think are in ballpark, ones near a standard curve which runs well but I’m looking to push this bike and make good power, I don’t commute and it’s a toy I’ve owned since I was 17 so I’m not all that worried about reliability. I experimented with a tune based off a 4DL race bike, the owner had been dyno testing and made somewhere around 28hp. I used some data off his curve and retarded it slightly where I thought it was a little advanced and then went for a ride. The bike was a completely different beast, for a short while... then I had some issues and basically in the higher gears it’s not wanting to push past 120-130kmh, it falls flat on its face like it’s losing fuel, but I’m sure it isn’t as I’ve got my carburettor issues all sorted out and with my regular slightly advanced stock tune I can push well past and off the clock zero issues. The bike has also melted a couple plugs after short pulls with this 4DL based tune (BR8ES)
I’ve ordered some BR9ES plugs but I’m back on my nearly stock tune now, I’ll post screenshots of the maps shortly when I’m on my PC, but I’m just wondering if any of you few Zeeltronic or Ignitech users out there have some good ignition maps that you wouldn’t mind sharing, I thought by creating this post we can share abit of knowledge to help someone in the future who might be having the same issues as me to come to a solution. I obviously have a lot to learn on this subject but I’m really struggling for base material on the original curves and how far these engines can be pushed, for reference my current modifications are a Polini Pwk 32mm carb, cut air box lid, slightly smoothed port where they transfer in crankcase, carbon fibre reeds, 3mb head @ 0.9mm squish, DTR bottom end (1998?) Romeu hendriques exhaust system. Thanks in advance and anything I find I’ll add into here later, but I don’t wanna share potentially dangerous maps and cause anyone else to have the same issues haha

@Calum thanks Callum, yeah I’m sitting a bit more advanced than that but a similar curve, I’ll compare better later and update, but I’m at 14 degrees timing at around 10k rpm

@Calum if you get a spare minute that would be great cheers, I can’t seem to get the files off the zeel website, I downloaded the programmer but can’t load anything as need to plug a unit in by the looks of it. I’ve spent an hour or so adjusting my safe map to add abit of advance and try get abit more torque in the midrange for now, will see how this goes over the next few days and update this post, but yeah it would be great if I could compare against a professional such as zeel

@Calum oh great I’ll have a look for that, you wouldn’t remember at all which one you had best success with would you? Or are they all fairly close

@Calum the ignitech seems to work fine but I’ve had a couple little issues, it took ALOT of time to get it wired and actually doing something at the start, these are hard to diagnose faults aswell, I’m just a little lost with it all now and looking to possibly push some boundaries with a fairly budget setup, I’ve got someone local ready to do dyno sessions after lockdown. Even the standard ignition map details from a zeeltronic would give me a good start I think, I just need the degrees per 1000rpm or such. It’s very interesting how much of a difference small changes in timing affected mine, the 4DL based tune really ripped, I’m +1t front sprocket on sm wheels and it stood right up in first and second under acceleration, shame I can’t keep it from eating plugs haha

Hello all, it’s been a while since I posted
Just got the dt back out after a long time sitting, poor compression about 150 miles after rebuild with my new DTR bottom end and 3mb head and barrel with wossner piston, glazed bore so honed it and shaved my cylinder head down from a whopping 1.5 ish mm squish band to 0.9mm. Just run it in but been having issues with bogging out at higher revs and my ignition maps on ignitech. Long story short I’ve sorted out my float issues and jetting with Polini 32mm carb, that’s all good, and I’ve got good compression and squish band now. But I’ve been experimenting with ignition maps based off what I can find off old threads and research through varius forums, my ignitech ignition was a universal DCDIP2 so I had to splice into my loom and in turn had no basemap for the DT... I never got a reply off ignitech direct so couldn’t get a one ready made. I have a few maps that I think are in ballpark, ones near a standard curve which runs well but I’m looking to push this bike and make good power, I don’t commute and it’s a toy I’ve owned since I was 17 so I’m not all that worried about reliability. I experimented with a tune based off a 4DL race bike, the owner had been dyno testing and made somewhere around 28hp. I used some data off his curve and retarded it slightly where I thought it was a little advanced and then went for a ride. The bike was a completely different beast, for a short while... then I had some issues and basically in the higher gears it’s not wanting to push past 120-130kmh, it falls flat on its face like it’s losing fuel, but I’m sure it isn’t as I’ve got my carburettor issues all sorted out and with my regular slightly advanced stock tune I can push well past and off the clock zero issues. The bike has also melted a couple plugs after short pulls with this 4DL based tune (BR8ES)
I’ve ordered some BR9ES plugs but I’m back on my nearly stock tune now, I’ll post screenshots of the maps shortly when I’m on my PC, but I’m just wondering if any of you few Zeeltronic or Ignitech users out there have some good ignition maps that you wouldn’t mind sharing, I thought by creating this post we can share abit of knowledge to help someone in the future who might be having the same issues as me to come to a solution. I obviously have a lot to learn on this subject but I’m really struggling for base material on the original curves and how far these engines can be pushed, for reference my current modifications are a Polini Pwk 32mm carb, cut air box lid, slightly smoothed port where they transfer in crankcase, carbon fibre reeds, 3mb head @ 0.9mm squish, DTR bottom end (1998?) Romeu hendriques exhaust system. Thanks in advance and anything I find I’ll add into here later, but I don’t wanna share potentially dangerous maps and cause anyone else to have the same issues haha

@Haako-Smith Mikuni jet sizes differ to Keihn etc and flow differently, 210-240 main jet is correct on the standard flat slide 28mm

Ive been off this forum for a good few months now but I went through a lot of tuning with a Polini PWK 32mm on my DTRE. On standard engine it took a lot of jetting and needle changes to find one that worked but when it was done it had a little more torque than stock. I had plans in the pipeline for a new engine build and programmable ignition which is why I changed the carb, my engine was worn out when I tried it at first but it does work and go well, you'll need to adapt your throttle cable. I have now built my new engine up with ignitech ignition and advanced map, carbon reeds etc and it needs rejected but goes very well, unfortunately I haven't had the time or enthusiasm to go on any bikes since spring last year but if I get round to it this year I will finish tuning the DT and write more on here, I have wrote some stuff about the polini carb on here before, I'm not sure if you seen it or not.

@Calum saved Abit of money with the ignitech and I'm really happy with the new software etc to be fair though, and the spark is terrific out the unit!

Jetting a none standard carb on a DT is a ballache, 32mm polini pwk didn't make my DT much faster at all without any supporting mods like ignition etc. The fuel usage was well over double too even with both carbs appropriately jetted.

@Darty yeah seems a difficult one, really don't know where to start with the YPVS at all wiring wise..