I am the other guy Bobby was referring to with the full system and no restrictor. Id did get to ride at Highland Park in West GA. I had a blast, the bike worked great. Highland Park has a lot of uphill & downhill switchbacks with ruts and roots. The loop trails are fast with a lot of small jumping opportunities, turns and washboard ruts. The bike was delivered with the power up kit. I learned quickly this bike liked revs up and clutch, but after the first 4 hour service it was somewhat better or maybe it just broke me in. The more hours the smoother both of us got. Could I live with it after the run in, TPS rest and no extra money, yes, no problem. I do have the G2 stock throttle tube. Short answer with the full race system and TPS rest, perfect! No flameouts, boggs or stalls, except for the one I purposely caused on a long downhill, just to see where it would stall. Power seems to be up in the mid and upper range even more than I expected. Lugging is doable now when needed, but don’t expect instantaneous power going from lug to full throttle just no flame out. I had a 08 TE510, but I like 250 and I am a woods guy. After run in, working out the suspension for me and adding the matched race system I have my perfect bike and the money was well spent. Just remember this is what works for me and my bike. Good job Bobby, thanks!
Quick update, maybe helps someone... 2011 TE250 stock pipe w SA in and Cat removed with Race 12 hole injector and ECU It turns out that when the shop installed the new injector and ECU, they went into iBeat and richened up the mix (CO1 @ 106, CO2 @ 105, CO3 @ 104) because "that is what Husky told them to do", which was probably what they were told to do to get stock ECU/injector to work well after the emissions stuff was removed. With these settings, the bike was not fun in bush (flame outs, akward stalls, wouldn't idle when rolling through slow sections). The addition of JD tuner help a little bit when leaned out, but still no fun and lots of clutch in the tight woods. Friday I went back to dealer and got onto their computer and set all CO's to 100 (as well as TPS WOT% @ 101.5). Saturday the bike ran pretty good, but it was just a mellow ride. Yesterday, I finally got to test it in tight rooty rocky slow stuff and the bike ran GREAT and only stalled a couple times!!! I finally like this bike! I am starting to lean out the mix, likely to reflect that I'm still running stock exhaust and not the more freeflowing one that the ecu map was designed for, and it is starting to get even better! This bike doesn't have a lot of juice down low, but it is now happily lugging along at 3,000rpm in 1st gear over rough stuff. All the screwing around was definately annoying, but I'm happy now. I'm still battling a high idle that also hangs (sometimes pushing me through the trails faster than I want), but I think that is because of how I adjusted the TPS. Eventually, I'll go back to 102.0 and see what happens. Would be nice to know what Husky recommends. In retrospect, having the JD tuner is helpful to be able to now try different things on the trail, but on my bike, the new injector and ECU (w all CO's @ 100) was pretty darn close, and I think would have been perfect had I bought the pipe too. If the guys at the shop hadn't messed with the CO's when installing the new ECU, I probably wouldn't have had any problems or needed the JD tuner. YMMV but after all this "learning", it would be nice if others can benifit from it too. From a more philosophical perspective (not to be taken as anything more than the ramblings of an EFI neophyte), I think it would be hard for Husky to provide an ECU mapping that works to both meet the emmissions rules and deliver proper performance when Powered Up. Playing with the CO and TPS settings obviously helps to improve performance, but I think at the end of the day this is effectively just trying to manipulate the EPA compliant mapping to work better. JD has taken it to the next step and has done the math to figure out how to further modify the stock map to work even better than simply adjusting the CO numbers, but even JD has found it hard to get past a really rich blip in the mapping around 3,000rpm and other odd idiosynchrasies of the TE ECU mapping. In my not-to-be-taken-too-seriously summation, ultimately if we want our cake and eat it too (a street legal dirtbike that actually performs like a race bike), I think the simplest answer is to buy the emissions compliant TE model and then put in the race injector and brains (same as TXC?). Thank you very much for everyone's help. The posts in this and other threads have been invaluable.
Out of curiosity, does anyone have the part number for the Husky 12 hole injector? Not the Husqvarna number, but the one printed on the injector. My stock yellow injector was an EAT257-25709ZM, the Kawasaki injector that I replaced it with is an EAT287-28710ZK. I was just wondering if the Husky and Kawi injectors are the same part. If anyone knows what those part numbers mean, that would be nice to know too.
From a more philosophical perspective (not to be taken as anything more than the ramblings of an EFI neophyte), I think it would be hard for Husky to provide an ECU mapping that works to both meet the emmissions rules and deliver proper performance when Powered Up. Playing with the CO and TPS settings obviously helps to improve performance, but I think at the end of the day this is effectively just trying to manipulate the EPA compliant mapping to work better. JD has taken it to the next step and has done the math to figure out how to further modify the stock map to work even better than simply adjusting the CO numbers, but even JD has found it hard to get past a really rich blip in the mapping around 3,000rpm and other odd idiosynchrasies of the TE ECU mapping. In my not-to-be-taken-too-seriously summation, ultimately if we want our cake and eat it too (a street legal dirtbike that actually performs like a race bike), I think the simplest answer is to buy the emissions compliant TE model and then put in the race injector and brains (same as TXC?). Thank you very much for everyone's help. The posts in this and other threads have been invaluable.[/quote] -------------------------------------------------------------------------------------------------------------- great observation. I wonder if the TXC EFI ECU is the same as the upgrade kit. Or is the Kit ECU tweaked a little different to maximize the Leo Vince pipe. Seems to be less published complaints with the stock TXC setup.
I'll be interested to see how this works for you (kiwitxc). Are you just putting on the 12 hole Kawasaki injector by itself or with a new ECU and pipe? I'd like to get this problem fixed as well and want to know exactly what to do and how much money to invest. I guess more and more people will switching to this injector if it works as well as expected. Let us know how it works out
Shall do Laura, it'll be a combo of the 12 hole Kawasaki injector & my existing JD kit once I get it installed.
I installed just the injector only (stock pipe and ecu) on my 2010 TE250 with a Power Commander and AutoTune. The AutoTune took out over 40% of the fuel in some areas below 4000 rpm. The bike really comes alive in the mid to top with this injector. The bottom is definitely better, but is not a killer improvement. Overall it is a very very good upgrade for 50$. But, you do need a way to change the fuel mapping. I have never used Ibeat and do not know if it provides enough fine tuning to get the most from the injector.
Short answer,...............no. However the one thing the TXC/aftersales parts ECU is doing that neither a power commander or JD tuner can do is manipulate the ignition timing/curve to compliment the injector and timing is a big factor for proper gains.
The 310 Race ECU w/12port injector should be the equivalent to the oem stuff on 2012 TXC310, however I have not compared ECU numbers to assert that notion.
My boyfriend ordered me the 12 hole injector and updated ECU for Christmas. Just waiting for the dealership to get it and we will be down there with the TE 250 to get it all installed. Hoping for a nice day to test it out... It's been slushy and wet lately.... not a typical winter for Ontario so far....
Happy New Year! Yes the upgrade is worth the $ My 2011 TE 250 is now a 2012 TXC 250, plated in CA. Very happy with the way it runs now without aftermarket fuel tuners.... Just got back from some Gnarly single track 1st and 2nd gear, straght up and down 12mi. on some private property the bike never missed a beat. A 12 in front would have made it more fun, but I only do this ride once a year... Cheers #510
#510, Sounds like your bike is running to perfection now. Can you send a link to the Leo exhaust system that you bought. After we install the new injector and ECU, I may be interested in the Leo down the road.. Money is pretty tight after buying the bike and Christmas etc... Not to mention that it's frigidly cold up here now. and spending money on the bike that I can't really ride at the moment is not fun. I did get some other parts for Christmas.. new Shroud (tree ate it the first day) and new (road legal) knobby tires ... Can't wait to try that new injector when it comes... Take care for now, Laura
Can anyone give me the part number for the ECU on the 2012 TXC310. Maybe a less expensive way to go by getting the injector from Kawasaki ($50), the ECU from Husky, and the complete exhaust from Pro Circuit ($500). The msrp from Husky for the kit (injector/ECU/ complete exhaust) is $1300.
Thanks for the offer Rich, I really don't need it though. The power commander is working well for the new injector. I just did not want to mislead anyone about the injector. It definitely is richer in the lower RPM's than the 4 hole unit.
OK, I dug up some the paper work so I will share Pt #s etc of my system. 1. P/N 8000H2456 KIT TE-TXC 250 RACING EXHAUST MY' 10 (full-ti "Meo Replica"). Upgraded ECU (CDI) from below. 2. P/N 8000H7563 RACING INJECTOR KIT FOR TE 250 (includes 12 port nozzle (Mikuni P/N E265006) and 2012 TXC 250 RACING ECU (CDI) installed I don't have a P/N. Factory Duel Map is working good... 3. Settings: The TPS was set @ 1021 at the dealer as per Instructions that came with the pipe. Was @ 1035 before reset. As for CO settings, I would like to Know? dealer has been busy, no time for I-Beat (check of settings), and the bike runs great. So I just RIDE MORE !!! Good luck everyone, I really think until PC or JD can work with the ignition (around EPA/CARB) this will will be a lingering issue. # 510
Interesting on the TPS settings- 1021mv (that's the WOT voltage) do you know the numbers of WOT%? (basically its equivalent but in different terms) Also <I am guestimating> the 1021 mv is around 101.0% and you were closer to the 100.4% at 1035 mv. So those numbers were given to your dealer? see if that dealer can confirm that and see if the TPS WOT voltage or WOT% is different for bikes without the LeoV pipe.. many are looking for a baseline for the TPS on the http://www.cafehusky.com/threads/2010-te250-tps.21399/ thread
As said, FI is new to me, and do not really understand all this??? Bike runs Great now!!! The documentation that came with the pipe was from Husqvarna not LEO, I will scan it but it seems the copy if very low res and hard to read??? The last line states "Is necessary to make this procedure, in order to set the motorcycles correctly". Also I now Retain the "Factory 2 maps" with the new ECU (CDI). #510
