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.

Hi everyone, thought id finally make a thread for my build
Basically towards the end of last year I decided it was time to strip my DT down and rebuild it, sorting out all the shocking wiring and mess the previous "builder" had left.
Just before I stripped the bike down it looked like this

I had been wanting to do a USD fork conversion for a while, and a WR 426 came up on facebook for breaking, so I quickly snapped up the forks and front brake for a good price. I then went and bought a front axle and triple clamps for the forks and got myself a set of RFX bearings to match. I finally got round to striping the front end off the bike early this year and made my spacers following the bearing cup guide on here, worked a treat but I had to add an extra spacer at the bottom bearing and make a 1mm bush for the outer bottom race to fit in the standard headstock. Once the triples were painted and fitted it looked a treat, alot bigger than the standard triples and forks!

I then cleaned up, primed and painted my forks, fitting some fork sleeved to keep them protected, also fitted some grips and mounted some bits on the bars.

Notice the MT 125 wheel in the rear, I had bought and planned to fit these wheels to my DT as they were a cheap option, but the manufacturing needed for them to work would of been very tricky, I made an axle first which worked good, but the rear wheel even when spaced correctly would need a hubcentric spacer for the disc and spacers for the sprocket. The axle was also very thin compared to the standard DT rear axle, long story short I scrapped the idea as I just wasnt happy with how safe the bike would be after all the work, mainly the tiny mt rear axle. Once some DTX hubs laced to saxess rims with stainless spokes came up for £100 I snapped them up.
While waiting for my wheels to arrive I sanded and polished my tank which I resprayed in 2k gloss black last year, also fitted the seat on the bike

I made a custom front axle along with bushing for the DTX front wheel to work in the huge forks, spacers were nearly perfect on standard rim and only needed slight modification, I also got to keep the speedo drive and standard clocks which was a big plus for my budget.
I made the axle out of 30mm EN8 bright steel, worked great but was tricky to turn down. The end was threaded in M14 x 1.5 like the standard DT front axle and a stainless nylock nut used.

Rear wheel fitted with standard axle as youd imagine, fitted new pads front and rear aswell, sadly the rear caliper pins had corroded a little so the slider wouldnt go far back enough for the disc to be free, after some grease and persuasion it went and the brakes free.

Got the bike out today as it was fairly dry, alot easier to see any marks or rough spots when in sunlight.

Overall im very happy with how the builds going, ive definitely missed alot of work that ive done but will try keep the thread updated as I go along. Ive got the caliper adapter to make along with other things like the headlight etc, but the bikes been fully serviced and should be good for its mot next month, new chain, sprockets, oil, pads and good tyres. This summers going to be a good one.

Cheers
Glynn

@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..

Got my DT running and mapped with the ignitech and new DTR engine, sounds really sweet, couple little issues but only one I don't think I can work out how to resolve, how is the YPVS wired into the unit? And by any chance would anyone be able to tell me the cable colours to the terminal number on the Ignitech DCCDIP2? I'm pretty sure it's the four pin servo as it's the later DTRE/X loom and pv. I am pretty lost right now haha. I bought an unwired unit as ignitech never replied to any of my emails, same goes with the support for some reason.. Would like the bike rideable soon but struggling enough for time to get out in the garage at the moment

On DTX SM rims I run 120 front and 150 rear Conti Attack SM tyres, you don't really wanna go much wider than them on standard rims as the profile is pretty agressive, takes alot of lean to get full use of the curve but they feel very good on tight mountain roads.

@Mike1992
I'm having success with a Polini PWK 32mm on my DT, runs good with supporting mods but ideally you want to get a programmable ignition if going up to this size of carburetor, as you won't see too much gain. My RE with romeu exhaust, airbox cutout, reads etc ran good with it and had more torque over standard but didn't see an extreme speed difference, however my piston rings were pretty gone and bike was low compression. Original jetting the carb came with was well out and the needle was wrong, took me alot of time and money setting it up to work with the DT, happy to pass on the current good basepoint for it if anyone off here needed it
. Fuel consumption was extreme compared to standard carb too, with +1t on the front on long runs I would average 80mpg with some acceleration and cruising 60-70mph on standard carb with 250 main jet, however I'm guessing around 30mpg currently with the Polini.
Long story short, can't really get much better carburetor than standard without supporting mods ie programmable ignition
I have a pretty much brand new standard carburetor sitting in my shed off an 03 engine, this things done nothing and is a thing of beauty, was tempted to put it on my new engine but going for big power so keeping the Polini. Was gonna keep it as a backup but might be tempted to sell if a good offer came up, none of the bolts have ever been touched or undone, checked mixture screw and it's nice and free. Probably would want bowl and passageways cleaned which I would do but it's just too clean to touch haha.

@Jgb19830 I'm the same, I had access to an entire workshop with milling machines, large lathes etc, just not worth it for the wheels, they're too skinny anyways really.
Good luck anyways

I think I made a post about this, the later ones are the same as an MT 125. I bought the rims off a 2015 and attempted the rear first, spacing for disc and sprocket are well off, you'll need a hubcentric spacer for the sprocket for certain, good luck getting one made, I wouldn't trust using individual spacers and longer bolts. The rear axle is also tiny compared to the DT one, I machined an axle with a step up on one end acting as a spacer and also to allow the caliber bracket to fit on correctly, then I was going to make a step up collar/spacer for the other end. The axle worked and I had the bike rolling but I sacked the project off and bought DTX wheels cheap, there's no real way to mount the wheel correctly and safely without getting expensive components manufactured. The front wheel looked easy enough.
Long story short, sell them on and get some TDR or DTX rims mate.