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Only $10 for all 2026 SX, MX, and SMX series.
http://www.hpracedevelopment.com/stic-metering-block.html
Do you have your own dyno chart that you tested?
This is the first review I've seen not in line with all the others.
About the only negative to the STIC seems to be increased importance on engine condition, paying attention to jetting, and fuel selection. This all stems from increased dynamic compression and related heat. Bottom line is, you make an engine produce 5 more HP on top and scream it's lungs out and that stresses everything more. If something isn't right you'll find out a lot sooner.
I'm considering one for my YZ250. If I get one, I'll definitely voice my honest impressions on here.
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HP Race Development was able to achieve some nice gains with the STIC on a YZ250. Not sure about fuel/jetting or other details, but these are some nice gains.
Heres a dyno of a KTM 300 with the STIC.
What was my suggested jetting that was too lean?
What is your suggested jetting? Which bike or needle in the jetting equation?
I have NEVER suggested anything too lean so I'm not sure where you get that from or why you say it.
Email me or call me.
We are the designers, manufacturers, & wholesalers. Derek is one of our dealers.
I believe the test was performed at varners on a ktm300 that was in reference to the dyno chart showing a loss..
I have found that the .031 version looses for me across the front side and usually a touch better past peak.
I feel the original .024" is consistently a better dyno performer.
KP, feel free to post up your own dyno charts and jetting suggestions on the ktm 250sx, 300, yz, cr, kx, and rm. The more thats out there for the consumer to see the better.
I have been against the .031" block since the first time I tested the prototype early last summer. As I rode the bike, I could sense an ever so slightly wavering in power...ever so slight. I immediately knew that the .031" was too big & that there would be no way to jet it out. Most guys wouldn't even notice or possibly wouldn't get it to happen but since I've been a part of the development of this block since day one, I have seen ALL the problems that needed to be sorted out. With my experience & knowledge of this technology, I could make some of the problems happen when all other tests were showing GREAT results. Ifor there was going to be ANY short comings, I wanted to experience them BEFORE the part was finalized or sold to the public. The suggestions I made solved those problems.
For the record, I was told that YOU were having your best results with the .031" block as I was asking for a .027" or .024" block. He (G) was telling me that you were pushing for the .031" block. I told him my findings were contrary to that. So if you got the idea that I liked the .031" from (G), then that was FALSE information passed along.
As far as the .031" block, I don't know WHY Terry initially got that size. I had voiced my opinion about the block almost a year ago....should've never been sent out. The .031" was supposed to be a test block to (if possible) keep evolving the technology & to gain further knowledge. If the results were good, then it would've been the new dimensions....my results were NOT good with that block.
As far as anyone interested in the block, anything that comes from me is correct, safe, & the latest in design. Nothing prototype or unproven should EVER go to the public.
Derek, hit me up via enail. This feels like a trailer trash to me. Dirty laundry out in public.
How was all this was measured and under what conditions?
Gentlemen review the following data and you will see several unique combustion by-products and their measurements when using the STIC process that does not occur when using the OEM Carburetor. Notice that the STIC setup has more HC [hydrocarbon] vapor in the pipe; thus verifying my previous disclosure of more vaporized air/fuel in the pipe that follows the exhaust exit pulse. A normal engine has raw unvaporized fuel in the pipe; thus when it back charges; the engine receives raw fuel rather than the more explosive STIC vapor process.
Note that the STIC process has higher hydrocarbon [HC] in the pipe; lower Carbon Monoxide [CO], higher Carbon Dioxide [CO2] and lower Oxygen [O2]; all traits of improved combustion that is verified by facts that support my design and claims. For those that are interested this live run is posted on the STIC home page; click on videos. http://www.sticsupertorque.com/videocenter.html, contact me these data sheets are available along with the live 15,000 rpms dyno run.
Note the emissions and CO comparisons at 13,000 rpms:
Stock:
CO: 10.10 vs STIC: 4.4
HC: 7392 vs STIC: 8,119
CO2: 3.70 vs STIC: 7.1
O2: 6.40 vs STIC: 4.3
In summation, the data supports the fact that the STIC system is more efficient with lower emissions and will consistently run in the +15,000 rpms range where other systems fall off as they are not able to deliver fuel in that range.
Technical information:
Dear Nino; the STIC processing is completely new technology that causes the air/fuel to have a greater degree of vaporization than OEM. This allows the vapor mixture to purge the combustion chamber of combustion residuals [AKA exhaust] and this vapor flow continues to follow the exhaust pulse; thus having a larger source of air/fuel/vapor in the back charge pulse. This accounts for instant response at all rpms. The 125 in the video has actually ran to 15,000 wherein it was shut down; even at that high rpm upon letting off the throttle it will still accelerate instantly.
http://www.sticsupertorque.com/videocenter.html
Technical information:
Dear Nino; see the enclosed drawing addressing the area of concern in high rpm reciprocating mass operation. All excess clearances will combine to close up the area between the head and the piston. Note the small radius at the cylinder’s edge as it touches the piston edge; the closing of the clearance will cause perimeter detonation at the pistons outer edge. Your present compression may be ok with premium fuel as well as addressing the small radius at the piston’s edge, and increasing the clearance between the piston and the head. See the home page for the
video.
http://www.sticsupertorque.com/videocenter.html
Technical information:
Dear Nino; see the enclosed drawing addressing the area of concern in high rpm reciprocating mass operation. All excess clearances will combine to close up the area between the head and the piston. Note the small radius at the cylinder’s edge as it touches the piston edge; the closing of the clearance will cause perimeter detonation at the pistons outer edge. Your present compression may be ok with premium fuel as well as addressing the small radius at the piston’s edge, and increasing the clearance between the piston and the head.
Here is what I do know; the superior super vaporizing STIC process is a game changer. I have attached a Wikipedia graph showing how the two-stroke sonically back charges the combustion chamber; thus the importance of a STIC high vaporizing system.
https://en.wikipedia.org/wiki/Expansion_chamber
Addressing my previous pipe length issue with the exhaust spacer of 10mm at the head connection to the pipe, I would experiment with the spacer and the pipe length itself. As you know a longer pipe makes more torque than a short pipe; however, the STIC over-rev could give you the better of two worlds. I do not have engineering drawings of the Mugen cylinder; there may be some features that allow this configuration to perform better.
When you have a STIC superior vapor in the intake; a portion of the gas mixture is pulled [scavenged] into the exhaust entrance [head pipe]; thus giving the combustion chamber a denser air/fuel/vapor charge. The better the exhaust scavenging; it helps suck the pure vapor up through the transfers and then into the exhaust system entry; this effectively purges the upper part of the transfers of any residual exhaust combustion and trapped pressures; thus allowing a greater pure charge mixture in the combustion chamber. This STIC vapor is first pushed up from the case and is then drawn up through the transfers by the exhaust pipe’s scavenging [suction] thus causing a purer air/fuel mixture in the combustion chamber. This process is enhanced due to the superior STIC burn process. This improves combustion chamber filling [thus more horsepower with a denser vapor mixture]; this would not be possible without the STIC’s extreme vapor processing; this lighter denser mixture is faster; has greater cooled density vaporized energy packed within a given area with a faster more efficient burn rate.
This STIC feature of causing additional denser air/fuel vapor in the exhaust pipe’s entrance will permit a longer column of air/fuel vapor mixture with a stronger sonic back charge during the brief time the exhaust port is open. All at the same time the engine is in its induction window. This back charge is capable of reverse charging at the speed of sound and greater; thus accounting for the superior acceleration at all rpms. You can see this feature by observing the chart, note there is more HC vapor in the pipe [estimated to be 10/20% greater than stock]. The STIC’s greater density of super-cooled air/fuel vapor in the exhaust permits the STIC system to be a game changer by charging from the back side [exhaust] as well as from the transfers; thus charging the chamber instantly and supersonically at all rpms. This process is in keeping with two stroke dynamics and Thermodynamic rules; heat flows to cold.
Pit Row
STIC +15,000 rpms if that’s where you need to be:
That’s right; the STIC system will rev past 15,000 rpms if required. Three patent filings are posted addressing the STIC processing; here is the latest 2016 publication: To those that may want more technical information, contact the STIC home page [select “Contact”] to receive current testing data.
https://patents.google.com/patent/US20160215733A1/en?q=carburetor&q=met…
The STIC processing invention solved a 150-year-old mystery of being able to cause a single main jet carburetor to deliver high-quality air/fuel/vapor mixtures over a larger spectrum of rpms; [500rpms to +15,000 rpms]. The STIC metering system is a breakthrough in vaporizing technology as well as methods to cause the delivery and the required amount of air /fuel vapor instantly at all rpms. The STIC system can sense engine demand based on load; driver demand, as well as changing landscapes, including altitude and temperature changes. The STIC insert is now available at $295.00; performs the processes above while running cleaner than fuel injection. The STIC system can drive [over-rev] past conventional pipe design. The back to back tests was conducted without changing any of the engine settings; using the same pipe as the base test with no attempt to perfect the settings. The STIC system may be calibrated to have very high mileage as well as in-between performance, to all-out racing.
With any high-performance system; the actual mileage is driver dependent. Caution should be used when using the STIC processing; meaning the STIC processing metering block can exceed engine structure; the inventor suggests using some form of rpm limiter to protect the engine at the higher rpms. Message from “The Old Guy”
May 31, 2017
I've been hounding George about the STIC pricing - and I think it finally got through - as I received an update on pricing - the STIC blocks will be available for USD 295 from now on with some new machining center at larger batch production quantities is how I understand it. Although I don't currently have any available, I think directly through STIC you can get some at this pricing.
Since this will likely upset some people who already purchased at whatever price you paid - if you got a block from me (and those who have are limited in numbers - most of which have posted their ride reviews), and I didn't already credit you - please contact STIC West and I think George has a solution.
I'm also excited to say what REALLY needs to come out, and has been in the works, is likely going to happen - a complete solution rather than an insert. But I do know that a Mikuni carb is under R&D for STIC insert as well; he just received a new Mikuni from Mikuni America for the prototype retrofit.
Anyways, with amateur racing full tilt, I haven't been able to devote any time to serious testing. I can say the local KTM’s here I have fitted, a customer has a husky 250, KTM 250 and KTM 300 we built - he is extremely pleased with the improvements the STIC made. He recently text me and said his 300 was too fast - and it isn't even jazzed up to the tilts...but the pull and response has been great.
I did experience a stuck float on one - that caused a major headache but this of course wasn't STIC related - the bike sat for a month and we aren't sure exactly what caused it to stick, but a quick clean and inspection and it was back going. Bummed I can't offer a good update - I've just been insanely swamped. Jeff
STIC, will you guys have an in stock notification type deal on the website for the Mikuni version?
To the Vital MX readers; the real world and dyno evidence of STIC performance is overwhelming; read the forums, this is the real deal. The STIC system is so unique it has three patents filed on this new emerging high vaporizing technology. KTM’s recent disclosers addressing the initial problems with the Mikuni performance issues; they recommended going to a higher oil to fuel ratio in the area of 60:1 versus the original recommendation of 40:1 to improve the Mikuni performance. With the STIC system, you do not have to take chances as this is not a requirement with the STIC; you can run the conventional recommended oil to gas ratio. The STIC performance is not affected by the two-stroke oil ratio.
Contact STIC at the home page http://www.sticsupertorque.com/index.html for all of the dyno test results and new products, or email directly at stic@frontier.com. Tell your friends about VitalMX; post your questions and answers on VitalMX.
Aaron Turner [Quote] June 1, 2017: “I put a STIC in my 2016 KTM150SX a while back, and it took very little dialing in to get perfect. This thing is an absolute rocket it feels night and day faster than before. I haven't noticed much of a change in fuel economy, and I would say it may even be a bit better. This thing is the "real deal" and the service has been nothing but top notch. They even credited me the difference of what I had paid for the new lower price. I can easily say you can't go wrong with this product !”
Kenny MC [Quote] June 2, 2017: “Sweet, rocket-like gains in power and better fuel consumption. The first documented evidence of such an experience. I figured I'd help everyone out by quoting said reference so as to preserve it for future generations to come”
I have been following this thread and also several threads on Thumper.
Has the Mikuni TMX version a reality yet?
I have a 18 Husky TC250 that begs for this STIC mod...
George, Is there an east coast "go to company" for your products?
Reprint from "Microsoft Bing." Microsoft Bing recently reviewed the top three fuel systems in the carburetor marketplace.
Microsoft Bing: “…. The STIC Super X carburetor stands out in several ways compared to other aftermarket carburetors like the Lectron Billetron Pro Series, Smart Carb, and JD Jetting kits. Here are some key comparisons….”
STIC Super X vs. Lectron Billetron Pro Series
Power Delivery: The STIC Super X is known for its exceptional throttle response and power gains, especially in the lower mid to top range1. The Lectron Billetron Pro Series offers smooth power delivery but is often praised for its simplicity and ease of tuning2.
Tuning: The STIC Super X's advanced design offers more tunability, including a jet-tunable air correction passage1. adjustments.
STIC Super X vs. Smart Carb
Performance: Both carburetors provide significant performance improvements. The STIC Super X excels in creating a high-velocity vapor mixture that enhances power across the RPM range1. The Smart Carb is known for its fuel efficiency and consistent performance across altitudes and temperatures2.
Fuel Efficiency: The Smart Carb is often highlighted for its ability to improve fuel mileage significantly2, while the STIC Super X also offers better fuel mileage but focuses more on power gains1.
STIC Super X vs. JD Jetting Kits
Cost: JD Jetting kits are generally more affordable and provide a good balance of performance and cost2. The STIC Super X is priced higher but justifies the cost with its advanced features and significant power gains
BING: “…. Overall, the STIC Super X carburetor is a top choice for those looking to maximize performance and tune-ability, while other options like the Lectron and Smart Carb offer ease of use and fuel efficiency….”
We run the Lectron Billitron in my sons KTM85 and it absolutely rips.
Took a bit to get right... I emailed Lectron and they gave me base settings that I followed to the letter.
He can pull hole shots even though he is not the fastest rider and clearly the bike is faster than his competitors.
Power is smooth with loads of bottom end... sounds fluffy at idle but don't be fooled... this is just how they sound and you cant tune it on the stand.
We then added the VHM 12 deg piston and ignition.... getting great piston life also.
It's too bad that STIC never released a smaller carb for 85's. The Pro Series version with the extreme rod is the much better version.
When it comes to the STIC PWK meter block or Super X carb. The STIC tech has a much more aggressive power level. I personally use the most tame G2 throttle cam for my 200SX, as to regain the spread of power to a more normal condition.
I've talked with two 125 riders that removed the STIC products, as they were not adjusting to the STIC's intensity. The other meter rod products are more of an enhancement to stock power. The real issue was that these riders didn't tune for mellower jetting and needle settings. STIC does provide specs for Trail or MX these days.
Post a reply to: Smart Carb vs Lectron vs STIC Keihin.