449/511 Breather hose mod

Hahaha bling. Funny, I handed it to Ty and his comment was something about a panzer tank, I dunno... I've been waiting for someone to comment on bulk haha. One of the necessary evils I found from the first proto was the need for volume.
I will anodize the next one, it will be way thinner, lighter and some sort of vacuum forging to fit the cylinder.

Just as a FYI Toxic Moto is in the process of making a kit, I've ran a prototype all season to make sure it is bullet proof and it is. I put about 80hr on my TE511 and 15 on my TC449 and absolutely no issues. The stunting and racing I do defiantly made the oil in the air box issue very noticeable right away. Not a single issue since . The kit is very well done stop by http://toxicmotoracing.com/shop/ and shoot them in email for info. more pics here
http://s1116.beta.photobucket.com/user/rieguy187/library/oil catch TOXIC MOTO

Those of us with the full Ti system have an issue with that location

understandable. Mine is TI too but not that cool !

It's the number one question people ask me about "What's that canister thing on the exhaust do?" Takes up useful space!

not to get off subject but I would love to see real dyno number for that. If it help low end torque or not. Steep price here in the states though.

I picked it up from the first batch into Aus, the 2nd batch was 80% more expensive! ($1000 vs $1800). I'd like to get it on a dyno to make sure the JD settings are making a smooth A:F ratio, but dyno time over here ain't cheap. Might do it when I get a few weeks off at the end of the month, then a respring/valve for the bouncy bits.

Very cool Stephen! My original design was on the exhaust side of the 449/511. It is much easier to put the breather on the exhaust side because of the unused large threaded mount and the oil filler on that side. But space is limited on that side, especially for those who have powerbomb/megabomb headers. I am very curious how well the Toxic breather performs with the full 1150cc of oil? I am glad they will be providing kits, sets me at ease since mine won't be ready for production for awhile.

I tested my breather in Gorman, CA this weekend for 10 hours, up and down steep inclines, high speed, sand, jumps, etc. I am currently running 1336cc of oil which is 186cc over recommended. I had no blow by on the first day, but even with my huge capacity, I did notice a small amount of blow by on the second day of very steep inclines/declines. Still not bad considering I used to puke oil like a super-soak-er 2000 on the inclines.

One thing to note was that when running the higher quantity of oil, the engine seemed to vibrate less, run cooler and seemed quieter with no clunking sounds. The engine only flamed out once the whole weekend on a low rpm rock uplift technical (RacemapII, no JD or PCV).

Too much oil can get you in a lot of trouble, A little more than recommended not a big deal but if you want to add capacity a cooler of some sort or larger reservoir could work too if plumbed correctly. The TE models are pretty tame compared to the TC. The TC is running on the ragged edge of destruction, but it makes a ton more power I guess. Im only running The factory oil and changing it every other race day to be safe.

I checked the capacity of the cases prior to coming up with an oil quantity, literally had the split cases on a table in front of me. The TC obtains it's power advantage from it's camshafts. They are higher lift and longer duration than the TE/TXC models. Horsepower output is increased by 3.5, but 300 rpm higher on the power band. This combination is awesome for motocross and smr applications. Other than one less gear on the TC stack, the engines are identical. 1150cc of oil is the original BMW specification for the 449 power-plant, but no one has been able to duplicate this level without blow by. I purposely ran 186cc higher to make sure that 1150 could be obtained easily. I lost about 30cc of oil after 10 hours of vigorous riding. Not bad, I am sure I can maintain 1200cc without a problem.

These engines are semi-dry sumps, meaning that oil is stored in the reservoir which is also the transmission area. Oil is not stored in the crankshaft area and extra oil in reservoir does not come into contact with the crankshaft. Also, when started, you will notice that the engine oil on the sight glass drops well below, this is due to the oil filter area and galleries consuming close to 200cc of oil. If 946cc (1 US quart) is used, 746cc of oil will remain in the sump. If 1150cc's is used and 200cc's is consumed by the oil filter and galleries, then 950cc's will remain in the sump (1 US quart).

I feel enlightened!!! Why did you have your bike ripped down already? The TC also picks up the power from 13:1 compression and completely different intake/ fuel system. Not sure but I thought they had a little different bottom end too? The TEs seam to last forever but not the TC engines? maybe its just the type of use they see but there are quite a few high mileage TEs running around but not any TCs yet that I have heard of yet. hopefully mine will be the first!

Haha, heck no I'm not tearing into my new Husky motor! No, Ty has many many spare engines to fool around with and happened to have a set of TC/TE cases available for me to be enlightened too.. I felt like a fat kid in a candy store lol. You are correct, the throttle body is different and the compression is upped by 1, but the majority of the power comes from the TC cams which will fit a TE engine btw. The TC head is a TE head that has had it's mating surface resurfaced for higher compression.

Really????? So a 511 jug and piston would still yield a 13:1 compression as well? I thought the higher compression came from the piston? I guess its time to cross check some part numbers........ I still need more power to hang with the big boys! 56hp isn't quite cutting it. Now I'm really enlightened!

Is your head ported and mirror polished? I seriously doubt that the TC tbi produces more power, I was under the impression that Husky used that throttle body because of it's simplicity for racing. The Te's have dual stage butterfly's, much like the dual stage on the old XR's to smooth out the powerband. Not something that is needed on a race bike, but they both are ridiculously over sized for our engines. Husky didn't invent the 511, the over bore kit was created by Speedbrain @480cc. The TC 449 is actually 1 hp shy of the 511, but a TC with a 511 jug would be something.

TC cams are in my long term wishlist, $450ish for both. What sort of supporting mods would you need to do to get them in an SMR or are they just a drop in and timing thing?

I believe it's a drop in thing, but you will have to check for tolerances. There is also the regrind option which might be a little cheaper. Basically they take your stock camshafts, add material and custom grind them. Roost Powersports does it, I am sure a few others also do too.

When you factor in shipping overseas both ways and not having a bike for a weeks/months I'd be better off getting new cams, idea was to get 'em swapped during a service/valve clearance check.

the books might sat the 511 makes more power but seat of the pants they are no where near each other. I've owned both and spent a lot of seat time on 2011 TE511 and A 2011 TC449 not even close. ThanX for all the info!