Re: e-ton 90 performance help
A couple of things come to mind:
First, don't run the bike with the stock jet while using the pod filter and pipe. It will be waaaay too lean and can lead to engine damage. The stock jet is around .82 - .85. Going to the pod filter changes the jet requirement to as much as 110. Adding the pipe will make it go higher, though I'd start with a .110.
Second, the purpose of the new cluth springs and rollers is to allow the engine rpm to run in the power band of the pipe. This can seem odd at first especially if your intentions are to trail ride. However, if the clutch won't engage unless you are holding full throttle, then something is wrong. The target engagement speed (for motocross) is to have the clutch engage about the same time the pipe comes on, otherwise there will be a lag. Engagement speed is controlled by the little clutch springs. If the ones provided in the kit are too stiff, then you should replace them with a weaker set.
Tuning the variator is another animal. If you have a scale, weigh the original and new rollers. The new rollers should be definately lighter. I don't know the weight of either off hand, but a good place to start is 4.5 - 5.5g. The roller weights control the rpm when shifting occurs. Stock rollers are akin to you driving your automatic car in normal driving conditions: a little gas and the transmission will shift to the next higher gear. Using lighter rollers is akin to pressing the gas pedal harder which allows the engine to wind up higher before shifting. Again, the target is to get the shifting curve inside the pipes power band. Too heavy, and the bike will lug. Too light, and the engine will screem but you'll not get anywhere (like staying in 3rd gear).
It is also likely that installing a larger jet will make a difference since you engine is currently starving for gas.
Hope this helps.