4 U TE/TXC250 guys

This is what Glenn runs on his race bike and it rips.

Glenn and Ben have been doing a lot of testing on the TE/TXC 250. The information they have developed plus the small amount of testing Ty has been able to do with EFI have determined the optimum setting for the TE/TXC 250 fuel injection system to be using the latest version of Ibeat to be 106, 112, 110. Those are the three measurement ranges that can be adjusted on the system. The standard setting is 100. In essence they are richening up the mixture across the board. With this setting the performance is quite good.

from an inside source

Also, just remember that they are running Leo Vince exhaust ( I would assume the complete titanium system).

Nice to get some info from your source.

Also, maybe this can be moved to the EFI section...

Mitch.

Almost identical to mine, but with all the respect (and there is...) the problem isnt there. 4st engines aren't too picky about jetting - they never were, and souhld't start acting like 2t just because intake side is EFI. It's true that you can always get better performance with perfect settings (which of course I'm always trying to have), but hickups I never got even from a very poorly jetted bike in the past.
This is beyond anything with iBeat CO settings. It's true that PC can PROBABLY fix it, but a solution for just a normal runing engine shouldn't be an aftermarket product at a few good $$$.

I will try these settings next time I go out but have used 106,110.109 and still had this off idle hesitation. I respect the information coming from the racing teams too but I still believe that Ibeat is not going to solve this. I will test this next ride and maybe I can document it.

Fact, ride it like 2T! rev and rip!

I will post the pipe used when that info is found/given, we all know the ZipTy bikes are the full Jardine systems, as for Kearney it looks like the LeoVince (right?) . You FI guys can do all the rest of your homework. But like Motosportz says rev em for rewards, I've ridden 2 so far and these things are no casual trail bikes, they are made for aggressive riding 2T style, or at the least reward you when ridden on the aggro side. Come to think of it thats the case with the TXC450 too!!

In Finland every TE 250 2010 owner get Leo Vince Full Ti exhaust and EFI box FREE!!, because bad bottom power. They also get new starmotor axis and sprocket to crankshaft. That happen this week.

No, not the case and I am not confused, no offense taken. I did not pay close to 7k for a bike to have a issue with a obvious stumble. I paid for the whole motor and it causes you to nurse the clutch in a technical setting. This may be fine for the more open terrain you may be riding or pro level riders. The bike should be able to be ridden anywhere correct? On two strokes you know when your jetting is off or a transition is not right. You work at it and fix it with either jets power valve springs etc.. This bike has the Ibeat and I am saying the Ibeat is not fixing this in my opinion. I will try again this weekend with the new settings and I would love to be wrong. I think the bike is going to be incredible but to me it is no different than what Kelly went through with his 2009 WR 125 and power valves. I believe the factory will do the right thing in time.

By the way did anyone catch the Cycle World test of the 2010 TE 250? In that issue it states that there will be revised EFI map for the bike by the time you read this article.

Glenn is running a Leo Vince with standard ECU.

+1 on that.

With SA out at 106, my TXC 250 seemed lean....I bumped it up to 108 and it runs much better. I currently have it set at 108, 110, 110 and it seems to run strong all the way around. I previously ran 110, 115, 115 (early specs) and it ran ok, but now I realize it was running rich.

I'm at 2,500 feet, So Cal.....Sounds like different folks are getting different results with there efi parameters.....

Funny thing with mine is that just above idle hesitation is not noticable anymore.....Then again, we ride faster flowing trails, so tend to stay in the midrange, 3rd gear type stuff.

I agree with Kelly, this motor is made to be ridden like a small bore 2t....Rob I sent you an email on that before I read Kelly's post.....Ride it like you stole it and then some...

Anywho, I like mine more each ride

Mitch.

My off idle bog went away when I put the SA back in and went to 102 from 111 on the bottom CO. Less than 1 hr on the bike and it runs clean. Kinda weak on the bottom compared to others but a good mid pull.

With the SA back in it is obviously less noticable, but its still there. I have 3 kinds of SAs at different lengths, and every inch makes adifference.
Tomorrow is another iBeat day...

JJHAWK, do you know if the free ECU and exhaust you are getting is a local treat, or a general husky call?

Of course Finlands importer gets those Kits free from factory...

Sounds like the Finnish importer is really supporting the bikes and riders.

I have to say I am disappointed at how poorly many TE/TXC's are performing showroom stock . . .

The previous carburetor equipped bikes only needed a JD jet kit and they were set. The magic of EFI is not yet realized, at least with these new 2010 bikes. I'll still pick up a TE250 next month but I don't relish all the trouble shooting it sounds like I am in for. It sounds like I need iBeat in addition to a PC-V to get the bike to run properly.

I have owned 9 huskies since 1995 and I am looking forward to my 10th, but Husky could have done a much better job with this bike than they appear to have done.

NC

I respectfully disagree with you. Any bike from the factory is going to need fueling adjustments for a particular altitude or riding condition. What easier way to make these adjustments than to plug in a lap top and have it done in seconds. No more removing the tank and twisting the carb to get to access to the jets and so forth. Yes, it may be a bit more costly now, but all new technology is expensive until it is assimilated into the main stream.

True, only that this time problems acur that aren't fixable through iBeat. I bought iBeat after the dealer tried all he can and still could't solve it. I believeqhope husky would come out with a fix - already we hear that in Finland every customer gets the modified ECU. I'm not sure if it's Husky Italy policy or Finland's importer good will, but I already asked my dealer to try and run his check on it.
Having said all that, the problem might not even be fuel related, as I tried so many CO/TPS settings. That ECU is more than just a fuel map chip, after all.
At this point I do wanna know already how, and if, Motology really did fixed the problem. Are you in here, MATE?

I agree that EFI tuning couldn't be any easier. The point is they missed the boat on the ECU in my opinion which in turn causes magazines to write what they do and for Husky not to sell as many bikes. I just think there is more motor there once this is solved however slight it may be.