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Perhaps James from JD Jetting will chime in on the precise needle measurement details compared to the Red (II II) needle. In the public (you-guys) there was a request for a needle that was slightly thicker in the upper straight section and slightly longer in the straight section. The precise dimension was listed by James JD Jetting in an earlier posting in this forum. This new “white” tipped needle fills a void that could not be achieved with the manufacturer's availability as well as the aftermarket which did not have the desired dimensions.

The decision was to address the need to improve the first10% of throttle movement. This was only detected by the most discriminating individuals (and that is a good thing) that were seeking perfection in this area. Most individuals did not notice any issue with the STIC’s slight richness as they pass through this 10% window without notice. In our effort to address the issue of low speed finesse for some trails, James from JD Jetting was kind enough to make the new “White tipped” needle to address any concerns that one might have. In the attached video from Dirt Bike TV, this is a down-hill run video after several minutes of up-hill testing. In this video the STIC performed very well in the uphill as well as the downhill.

The original STIC remains the same since its inception, I have made adjustments to the STIC tube outlet diameter, and it is now offered in two sizes, however, the new “white tipped” needle may eliminate the need for one of the sizes. The tube outlets are 2.870mmor .1129” (aka .113A), and the 2.900m (aka .114A), as you can see, the new needle will work with both tubes. The N3EJ needle was recommended by RC250 and verified by Derek, Harris Performance, we also sent this combination to Mark from TOKYO Off-Road and he found the combination with the N3EJ to work very well. The exception being that Derek Harris and others found the N3EJ tip to be too thick, and they subsequently filed the tip to a smaller diameter, and ultimately this led to the JD Jetting STIC specific kit. From this point several individuals were using the Red needle (II II) in the #1 and #2 clip.

This led to the new JD white tipped needle allowing those tuning the STIC, to start with the white needle in the center clip (#3). I think most will find the STIC to work very well in all scenarios; rider demands from mild to wild; trail to hot motocross and every thing in between, whether you use the Keihin PWK 36mm or 38mm, it fills a unique window of improvement in how carburetors work. I have also sent complete carburetors to various professionals for their unbiased opinions, and to various others throughout the world, I think you will find the STIC is really a great product. Rather than make blue-sky claims I have let the riding public decide how good the STIC is; to date it is good.

Dirt Bike TV

Dirt-N-Iron
 

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New posting by James Dean (KTM Talk)


Originally Posted by James Dean View Post
The next leaner STIC needle will have scribe line marking 3-1, and "white marked".

The diameter of the straight portion of the needle will be between NECJ and NECK per specification. The needle will have a small diameter tip like the other STIC jet kit needles with marking 4 scribe (blue - richer STIC needle), 2-2 scribe (red - standard STIC needle).

The length from the clip slots to taper start will be approx. 27.4mm by comparison to how sidecarbod is measuring (27.9mm on red 2-2). This makes the needle bigger (leaner) than the 2-2 over the entire length of straight diameter and tapers to the tip. The length of the straight diameter does not need to be longer than the 2-2 needle because the first taper is shallow enough to allow a slightly higher taper start ( 0.5mm) and still remain a larger diameter along the entire length of the needle. If the needle had a longer straight diameter than the red 2-2, then the clip choice would more likely have been #4 instead of the requested #3. We're waiting on the precision machine shop to produce the parts at this time.

Perhaps James from JD Jetting will chime in on the precise needle measurement details compared to the Red (II II) needle. In the public (you-guys and ladies) there was a request for a needle that was slightly thicker in the upper straight section and slightly longer in the straight section. The precise dimension was listed by James JD Jetting in an earlier posting in this forum. This new “white” tipped needle fills a void that could not be achieved with the manufacturer's availability as well as the aftermarket which did not have the desired dimensions.

The decision was to address the need to improve the first 10% of throttle movement.....
The short explanation:

The White marked (III I) JD needle has a bigger diameter along the entire length that meters fuel, making it leaner, and that allows using a clip position #3 or #4 when other needles would need the top #1 or #2 clip positions. The needle is a triple-taper design with small tip like the Red marked and Suzuki needles.

The white marked (III I) needle makes the motor run cleaner in the first 10% throttle range compared to the Red (II II), and still has the strong mid-range and over-rev that the STIC jet block is known for. The needle will give improved throttle control for the 250-500cc motors when riding in technical, low speed, rough terrain. The mileage will also be improved with added throttle control and cleaner running.
www.JDJetting.com
JDJetting support- [email protected]
'21 KTM 500 EXCF w/JD EKI Tuner
'18 TE250i TPI, Now a 300i, JD EFI 250/300 Tuner
'18 300 XCW - Mikuni TMX JDJet Kit (S-4 Needle Jet), Jet Block Gasket Fix
'17 FE450 w/JD EFI Tuner
'08 530EXC FCR Carb Kit, Dual Spray Accelerator Pump, Motard Wheels
 

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White needle exchange for the STIC:

Here is the latest information from James JD Jetting. Send a letter to JD Jetting along with the JD Blue needle, four-scribe (IIII); stating the JD Blue is too rich for your use and you would like to exchange it for the new White needle.
You must send 10.00 (to cover shipping handling) along with the request. Contact JD jetting to verify the method of payment that is acceptable to JD jetting. In turn JD will send you the new White marked STIC needle (III-I).

Send to:
JD Jetting
1930 carpenter Road S.E.
Lacey, Washington 98503
Dee: Sales 1-360-350-0557 Dee

Quote: James from JD jetting

(James): “…. We will exchange the Blue marked STIC needles (that riders find too rich to use) for White marked needles. The jet kit owner will need to send the Blue marked 4-scribe STIC (IIII) needle to JD Jetting in the mail with $10 for shipping/handling within the US. Thanks, James….”
 

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Here are the jetting combinations recommended by JD STIC

(James): “…JD New Jetting STIC combinations

The needle combinations of White/Red and Red/Blue are going to be available for the STIC jet kits.

At this point we already have three standard STIC kits-

STK01 kit: #50PJ, 180/190/200MJ, Red/Blue needles (38mm AG Short Body)
STK02 kit: #52PJ, 180/190/200MJ, Red/Blue needles (38mm Long Body)
STK03 kit: #48PJ, 175/180/185/190MJ, Red/Blue needles (36mm AG Short Body)

The new version jet kits with White & Red needles are suggested for both slower/technical and open conditions, also encouraged for the 250-500cc models, parts are:

STK04 kit: #50PJ, 180/190/200MJ, White/Red needles (38mm AG Short Body)
STK05 kit: #52PJ, 180/190/200MJ, White/Red needles (38mm Long Body)
STK06 kit: #48PJ, 175/180/185/190MJ, White/Red needles (36mm AG Short Body)

Thanks, James….”
 

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Newsletter #104 (new “White” needle details)

The STIC is designed to have a super aggressive acceleration enrichment in all positions including the instant low speed window as well as all positions to wide open. This has led some riders to complain of a richness in the first 10% of throttle movement. To tame the STIC aggressive system down; a new “white” needle has been developed by James from JD Jetting; this needle is not available by itself, however, it is available in the JD Jetting kit made for the STIC Metering block. For those that have already purchased the kit from JD, STIC, or other distributors, and find the JD Blue (IIII) needle to be too rich, JD has an exchange program that allows those that have the Blue (IIII) needle to send it to JD along with $10.00 (to cover Shipping and handling); then you will receive the new “white” needle at no charge. STIC Headquarters offers the same program and may be contacted at [email protected] or you may call STIC at 715-479-7822.

In order for an internal combustion engine that is carbureted or with fuel injection to accelerate, there must be a momentary enrichment of the fuel mixture, this can be accomplished in several ways, the addition of an accelerator pump, wings, restrictive reed cages, richer slides, smaller carburetor bores, and other features. Without the use of an accelerator pump there are other ways to do this. STIC invented a method that senses an increase in intake pressure to cause the differential pressure to increase (a lower pressure drop), this causes more fuel to flow from the STIC’s tube outer chamber (acceleration well) to discharge into the throttle bore.

The STIC’s aggressive acceleration feature is enhanced by the Keihin air striker with its two-vortex wing, they are designed to cause intense directional air flow surrounding the tube outlet thus, increasing the differential pressure drop. The use of the vortex direction wings in a carburetor on both sides of the exit was first conceived by Boswell in patent number 5,386,145, filed during 1993: section 15, referring to fig 15, 16, “…. The optional vortex generator… provides enhanced air fuel mixing and air flow characteristics over the air flow surface….” The Boswell patent issued during January 1995.

Here is the point; the STIC metering process creates extremely high differential low pressure drop at the jet tube exit that is very intense, and with the Keihin’s enhanced directional vortex generators being directed toward and near the tube outlet, this causes the surrounding directional spinning air flow spirals to exit near the tube outlet. The modification enlarging the slot on the backside of the slide, although it will enhance the signal strength of a regular carburetor without the STIC, it is not recommended when using the STIC. The modified larger slot is directly behind the tube outlet thus increasing the signal strength on an already aggressive STIC metering and acceleration system. Although it may work well on carburetors with weaker differential pressure, it is not recommended for the STIC process.

The STIC process has several aggressive features; the idle/intermediate (the pilot jet) merges with the main jet just off idle, this feature allows instant transition from the idle/intermediate to the main circuit, and from the main back to the idle/intermediate. The other feature that many of you like, the STIC has an instant pressurized acceleration feature that is active just off idle and is available in every other throttle position including wide open. The STIC pressurized acceleration feature is extremely aggressive and is hair triggered with the slightest throttle movement; thus, excessive air flow directly behind the STIC jet tube in the low speeds will activate the acceleration feature and is a contributing factor to the richness that we are discussing. Ultimately, it is recommended that slides with no modification to the back side be utilized along with the new “white” JD needle made for the STIC metering system.
 

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Newsletter #116

STIC is pleased to announce that is has filed a new patent application October 22, 2020, titled “Apparatus, system, and method for improving induction for an internal combustion chamber” (emphasis added, this is a new STIC reed system along with new manifold with unlimited rpm boost system for two and four stroke engine). This has already been tested at Husqvarna Sweden on a small bore two-stroke 72cc engine, showing a 30% increase in HP with exceptionally low CO (Carbon Monoxide) reading of near zero. Product will be available during late 2021.

Receipt Date: 22-OCT-2020 Filing Date: Time Stamp: 16:04:53 Application Type: Provisional
 

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372XP by any chance?
 

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Too much information for you to digest, I get it, will refrain from overloading you with information. Seeing that this is your forum will leave the intelligent matters to you. thanks.
 

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Newsletter #116

STIC is pleased to announce that is has filed a new patent application October 22, 2020, titled “Apparatus, system, and method for improving induction for an internal combustion chamber” (emphasis added, this is a new STIC reed system along with new manifold with unlimited rpm boost system for two and four stroke engine). This has already been tested at Husqvarna Sweden on a small bore two-stroke 72cc engine, showing a 30% increase in HP with exceptionally low CO (Carbon Monoxide) reading of near zero. Product will be available during late 2021.

Receipt Date: 22-OCT-2020 Filing Date: Time Stamp: 16:04:53 Application Type: Provisional

Is there a description how it works George? Pictures, drawings, links?
 

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steveman, I can tell you there is zero back pressure, the system processes the back-pressure and shock waves to effectively instantly supercharge the intake. There is no delay in the engine response, It is quite amazing, the engine sounds completely different and produces instant higher than normal torque. STIC will release this during 2021 with kits for all makes. STIC recently purchased new cases and cylinders for the KTM 300, carbureted and the new TP!.
 

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Sounds good to me, if it works as described. Is it kinda stand-alone or does it only perform well together with a STIC'ed carb?
 

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Sounds promising!
 

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Newsletter #124

STIC tuners:

The addition of the new JD White marked needle was created by James from JD Jetting specifically for the STIC, it fills a void that was not obtainable in the OEM market and the aftermarket. The N3EJ Yamaha needle was close at .108” for the top section, however it had a .074” tip and required filing to make it work (this was inconsistent from needle to needle). The larger Suzuki needles were in short supply for larger sales. The New JD White needle at .1082” and a smaller tip in the range of .059” and was just what the STIC needed for trail riders that were having to use the JD Red (II II) needle in the 1st and 2nd clip to help the clean the richness in the first 10% of throttle movement.

The STIC system has a minimum of 10 successive extreme adiabatic ionization vaporizing steps plus other patented features. This increased super vapor production is changing and increasing the combustion mixture speed as well as influencing, changing, and improving the exhaust pipe scavenging. The STIC methodology may be applied to existing engines without changing any of the engine’s prior art features; thus, proving it is the STIC’s mixture improvement that is changing the game. The new STIC represents a change in the paradigm (a new way in how we think). I can tell you with great certainty the STIC system is doing something completely different to the air/fuel/vapor mixture that has never been done before, taking vaporization to a new higher level. For those that say it's the Keihin carburetor, yes, we know at the present time it is a better carburetor, however, a majority of the STIC metering blocks are installed into existing Keihin carburetors. See the Dirt Bike TV videos wherein the KTM 300 was already equipped with a Keihin carburetor with the JD Jetting kit. The Yamaha 125 had a Mikuni carburetor that was jetted and tested; it was then switched to a stock Keihin with JD Jetting kit and tested, subsequent to that the STIC Metering Block was installed in that Keihin carburetor with the JD STIC jetting kit; it was cleaner and it performed better. STIC has many customers all over the world that start with the Keihin carburetor and then add the STIC Metering Block for added performance.


Do not change the STIC pilot jet to a smaller number below #48. The assumption that this will clean up the low idle with a smaller pilot jet is the very step that we must change the mindset of prior-art tuners. Here is the reason; for the first time in the history of carburetion, the STIC process allows the pilot jet to work in series with the main jet and the STIC tube outlet. As you follow the flow diagram you will see that the STIC tube siphon breaks the pilot thus allowing it to diminish its output at idle. Further, the new STIC siphon break also allows the pilot system during idle to see and produce a high degree of “vapor only” emanating from the liquid level within the STIC tube. This very process preloads the main jet system by consuming the head pressure and vapor above the fuel level within the STIC tube and the pilot jet system.

This STIC process continues to work as long as the engine is running; in essence, bringing air/fuel vapor production to the very “physical top” of the STIC tube and the “physical top” of the pilot system; near the carburetor bore rather than the wet float level. This feature allows a STIC equipped Keihin carburetor to transition from idle to full acceleration instantly and back to idle without hesitation. As the carburetor transitions from an idle/intermediate to full main circuit activation; the gaseous liquid speed increases through the STIC tube outlet; this causes an ever-increasing shearing pressure drop at the connection with the pilot system thus allowing the pilot system air/fuel/vapor to be progressively more sensitive as it is incorporated into the main tube/jet system.

This allows the air/fuel vapor and connective intake pressures within the new STIC pilot jet system passages to be progressively blended into the main circuit (aka STIC tube outlet); all controlled by throttle opening. In other words, the more aggressive opening of the throttle; this increases the speed through the tube outlet and increases the shearing pressure drop sensitivity; thus allowing a more aggressive blending of the pilot system; its communicating air passages as well as its connection to other pressures into the STIC tube outlet.

The demand for instant acceleration causes a progressive increase in intake pressure; as the intake vacuum (suction) diminishes; this increase in intake pressure is transmitted to the STIC tube outlet causing a higher differential pressure (super vacuum) drop at the tube outlet. The lower pressure at the tube outlet pulls all connective air/fuel/vapor higher pressure sources into the STIC tube outlet. Any higher-pressure air/fuel/vapor mixtures that enter an extremely low pressure will be instantly vaporized to a higher degree. This process of the STIC tube outlet being able to communicate with changing engine pressure dynamics within the intake system allows the STIC main system to instantly react to changing torque demands due to its surrounding environment, landscape changes, as well as operator demand.

All jet sizes have a transition point where the flow rate at low-speed flow is diminished as the size increases beyond a certain point. This applies to main jets as well as the smaller pilot jets. In this analogy compare a ¼” inch straw to a 1.5” straw; even though the larger straw will flow more liquid it will take more suction [vacuum] to cause that to happen. Further, as the suction [vacuum] diminishes to a certain level, the flow through the larger straw will stop abruptly. In summation I hope this gives you a different outlook on how the STIC system operates. STIC Headquarters
 

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Endorsement
[email protected]

Scott Whalen <[email protected]>
Thu 11/7/2019 7:08 AM
To:
[email protected];

I have a 17 KTM 300 XCW six days, the original Mikuni was way too rich & finicky, so I did the JD kit with much improvement but not completely satisfied even after making different adjustments. Then found out that JD had the Keihin with another jet kit so I got it and had better results but still not completely satisfied (had a low rpm bog) btw I do have the RK Tech head and "KTM’s/husky's" heaviest flywheel weight with a Gnarly pipe and short silencer. Then I just happened by chance found out about the STIC metering block while watching Tokyo Off Road and everything sounded better than the Lectron & Smart carb so after talking to George at STIC Fuel I was convinced this was what I needed and last Saturday proved that to be very true! WOW amazing! It feels electric now with a very predictable/linear power delivery, no more low rpm bog, it really feels like a 4 stroke now! Money well spent and from everything I’ve been reading, the STIC outperforms the Lectron and Smart carb plus George was very helpful and even replaced the top of my Keihin (mine was not threaded where the throttle cable screws in). HIGHLY recommend the STIC period! side note; I ride between 1k-5k elevation in central az. mix 60:1 Motorex w premium pump gas. run only bibs, Goldentyre fatty front/120 ibex rear, I weigh 185lbs 60 yrs. young, blah, blah, blah... :)

Check this video by “Tractor” on KTM Talk; this is a KTM 125 with STIC .113A and JD Red II-II needle, 200 main, 50 pilot, and 3 and ½ turns on air screw. Scroll down to picture and then watch.


STIC jetting thread: - Page 74
 

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Newsletter #127

I mentioned in an earlier post I would eventually explain how the STIC works, here is the first part of ten (10) parts.

Part I: Viscous friction:

Wikipedia defines Viscous friction: “…. In the absence of external forces, viscous friction within the fluid tends to organize the flow into a collection of irrotational vortices (tornadic rotations), possibly superimposed to larger-scale flows, including larger-scale vortices. Once formed, vortices can move, stretch, twist, and interact in complex ways. A moving vortex carries with it some angular and linear momentum, energy, and mass….”

The STIC inventor designed a series of irrotational vortices (adiabatic ionization expansion passages) that enter tangent and vectored to the STIC’s central flow’s outer peripheral throughout its longitudinal axis. These irrotational vortices (passages) are designed to enter an aggressive centrifuged central flow’s outer peripheral creating an extraordinary increase in the turbulence (mixing) of the fuel and oxidizer (ambient oxygen and nitrogen) into a homogeneous mixture with a significant increase in the mixture’s kinetic energy.
 
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