Has anyone got their tuned o1,o2 and o3 settings they found worked well with the new ecu and injector with stock exhaust? Just trying to find a good starting point and tune from there.
Hi,everyone, I have been trying to solve my 2011 TE 310 issue for several months, but no real progress. I have a 2011 TE310 with the TXC ECU, 12 point injector and Leo Vince (whole Husq factory kit). The Bike runs good in the medium and high rpm range. But my issue is, on the tight course I need the engine to transition smoothly between say 2500 to 3800 rpm. And thats is the main issue, it seems like between those a rpm, the engine seem to surge power so suddenly that is so much difficult to control. What I am interested is to have a smooth power band in that rpm range and if there is a power hit then its better to hit it at 6000 rpm or more. Is there anything I can do ??.. I have a I Beat and I tune various combination of CO value. such as mild CO 1 100,CO2 102, CO 3 100, or radical suchas CO1 117, CO 2 113, CO3 103..and of course some where in between. But I could never eliminate that surge of power (like on-off, instead of smooth transition) My TPS is 996 mv. Or is it typical Husqvarna trait ( This is my first Husq, I have the same problem with original TE ECU), anything I can do to smooth out at this range ? or at least like KTM EXCF engines ? Or do I need to tune the hard throtle stop ?, the Idle screw or anything else. Help or insight is greatly appreciated. Thanks
Sorry to add another question, just got a TE-310 the other day, and based off this tread the cpu/fuel injector sounds like the best bang for the buck, but my question is what is the difference between I beat and the jd tuner since I will need to reset the tps?
You need both. Nothing but iBeat will reset TPS. iBeat has three fuel adjust points, low, mid and high, JD has many more. See if you can borrow iBeat from someone or use the dealer.
Glangston, Do you think If I buy JD Tuner, then I can solve my low rpm power surge problem ? Or it simply Husqvarna TE310 Traits ? Thanks
people seem to be getting the most out of the TXC ECU and 12port injector combo. They don't seem to need JD with this but do require a session with iBeat. Robertaccio and Bobby at Atlanta BMW/Husky bith seem to like this. I may do this after putting a few more miles on even though my dealer doesn't think it's all that. There's at least one thread on this, maybe two.
ok thanks had me worried, I am fine with the re flash after the cpu and injector, I've seen some cool stuff done using the O2 sensor but I honestly just wanna do it once and not have to worry with daily tuning since the weather where i live is so consistent.
Glangston, What is the best IBeat CO 1,2,3 combination for the best power transition especially for low rpm bog-surge issues ?. my logic is to increase the co1 so its a bit richer than the Co2.. I ve tried modest difference like 104,102,100, or 107,104,102 till more radical like 117,110,104 but all these does not eliminate the bog-surge issues. I got a feeling something is wrong in setting the throtle stop or the TPS is out of sync with the butterfly valve. The tps is read and set at 996. Is there any measurement of opening in the throtle butterly we need to set up ?, there is an adjustment screw which is set and painted. Also after chnaging the TXC ECU, the "race map 1 or 2" does not seem make any difference like when i use the original TE ECU.. Thanks
I let George set the iBeat stuff. Not sure if TXC ECU has map 1 and 11. There is a thread on hard setting the TPS but it's not something I know about. Some have done it and say it gives them better throttle response, ESP bottom end but these were generally people trying to make the TE ECU WORK. Supposedly the TXC ECU has a better advance curve that gets the low end working right. I have some surge so I know my bike is not perfect. Have not decided yet how to fix it. CO values are 113.0, 107.0 and 104.0
Bought a NEW 2012 TE 310 Friday with (partial?) power up done to it at the dealer. Yellow injector. Bike runs terribly!!! The 40 tooth rear sprocket + ridiculous stalling makes it practically unrideable. I just read all 15 pages of this thread and concluded the same as the above posters. A TXC ECU (spark and fuel) + 12 port injector (fuel) sounds like the way to go. Now I am curious where to obtain ibeat? I am taking the bike back Tuesday morning to have a rekluse installed. I am thinking about calling it off entirely until the fueling issue is completely solved, as the rekluse will mask it. The previous two bikes I've owned have been carbed rekluses, and both had probs with deceleration flame outs. I bought this bike hoping that EFI would solve all my flame out troubles Not so far!
Welcome http://semcodesigns.com/Products.html, or your dealer, for iBeat. I would definitely make sure you are happy with the fuel situation before going any farther. Don't take this the wrong way - but the fact that you had 2 bikes with carbs before and they both had fueling issues, in addition to this bike, suggests to me that it might be a good idea for you to get together with other Husqvarna riders for a fun ride to compare bikes. In general, dirt bikes have a hard time on deceleration and tend to 'pop'.
Would love to. I am out in Missouri and usually travel out to KS to ride. Specifically with decel I think I actually meant sudden throttle movement. With my CRF the problem was usually on hill climbs toward the end letting off and then WOT, and I don't think the bike had enough flywheel to overcome resistance from the rekluse before it disengaged fully. A sudden lean condition probably wouldn't help matters. The KTM would usually flame out if it was too hot and I blipped it for logs. Efi at least adjusts somewhat for engine temperatures. I will test the capabilities of the 12 port injector for my throttle control abilities and report back here. If I can't stall it then it will be the last bike I own
I have a 2011 310 with the txc ecu and 12 hole with rekluse. The ecu and 12 hole got me 80% to where the bike should be and the rekluse finished the job. I never reset the TPS or messed with any of the CO values so I am probably leaving some performance on the table, but it rides so good now that I don't care. If you have the 40t sprocket you don't have the full power up kit installed. My power up kit came with a 50t sprocket, a plug for the harness when you remove the O2 sensor, and a new air filter cage. Also, make sure the throttle stop and catalitic converter are removed. I might be missing something else from the power up kit - I am sure someone can chime in if I did.
The 2011 TE310s came with an extra 50t sprocket and a longer chain for dirt use. The 2012+ models only come with the 13/40 combo that is installed on the bike. The powerup involves: remove O2 install plug on other end of O2 sensor wire. swap air filter cage to the one that can actually breathe remove throttle stop some consider pulling the cat out of the exhaust part of the powerup. I have a PDF of the power up procedures on my machine at home. I'll try to remember to dig it out and post it for reference. I have the stock ECU and injector (4 hole) on my 2011 TE310. I added the JD 6X Surge tuner for about $200 and haven't looked back. It runs pretty good. It could be a tiny bit better in the low rpms, but I'm happy enough with it.
Aside from the EFI tuning issues, the bike handles very well in the trails, even on the street knobbies. Feels very stable. Going to hit Utah in October. When it returns I will strip it to the minimum required for Missouri trails and install MX51s. I had a JD kit in the mail as of Friday night. I figured that will help solve the fueling issues one way or the other, but the bike is going in tomorrow for the dealer to take a whack at it first. How do I tell if I have the improved filter cage? It looks like they removed a restrictive insert, but that's it. They did remove the cat & spark arrestor, and it came with the O2 plug installed. It said "race map 1" on the dash.
Hi there, I have the same bike and went through a bunch of hoops trying to get it to run properly, JD tuner, power up, exhaust, BDSB injector. I finally bought the 12 hole injector and TCX ignition, it is in my opinion the only way to go. My bike runs perfect now, I wish I would have just done it to begin with. Its a great bike, no flame outs now, but prior to the upgrade it was way worse than my CRF, and any KTM I have ever owned as far as flame outs.
Don't know. It has to go back in anyway. I dropped the bike off this morning. A mechanic test rode it while I watched and said it felt lean everywhere, something wasn't right. When I picked it up this afternoon, the service dept said it ran great after they plugged the O2 simulator back in. Different test rider. So they went ahead with the Rekluse install. It never saw computer time. I wasted my breath explaining why I plugged the O2 sensor back in. My dealer was pretty dismissive about the whole thing. It does not stall with the Rekluse in there. It does, however, still have an oscillating idle around 3500. It's very obvious. They said they can chase tuning symptoms due to the EPA, or I can throw a TXC ECU/injector in. That was what I planned to do anyway. So much for scientific method. I will trail ride it with the Rekluse and see if it flames out. My opinion of the motor Sunday with the stalling symptoms was totally disappointing. Hope the new ecu gives this thing some balls! And a 47 tooth rear sprocket maybe.
