I sold my TR650 long ago. Reading all the EFI issues makes me cringe. Spoke to my engineers at Lectron about a conversion. Willing to try. Anyone local with a problem child TR650 EFI they would want to try a Lectron. Going to be messy I'm sure. Would like to have someone local (Portland/Vancouver) so I can be involved and understand all of it and work tuning. Just tossing it out there.
Ignition is integrated with the EFI. What would you do about ignition if you dumped the throttle body?
I bought the Husky in part because it had fuel injection. Going back to a carb defeats a good portion of that. It's not that hard to get the FI to work well, far easier than trying to get the rest of the system to work w/o the injection portion.
yep, just tossing it out there. Probably more work than it is worth. IMHO it might run far better but would take some work to make it happen. I'm also guessing there would be a good gain in power and might fix the sluggish bottom end.
Actually I think it's probably the opposite. Once you ride one with the FI setup correctly I think you'd understand, it's amazing, better than any FCR carb I've used and it compensates for altitude. I just finished a ride that went from sea level to 8k ft elevation and it ran spot on at all elevations. In addition, tuning by laptop beats pulling jets and needles by a mile. I don't want to go back to that, been there for decades. I know I've got a bit of a quirky cold start issue with this Husky but it's the only FI bike with that, all my other FI bikes don't have it and they've all be remapped. I ran a PC3 on my Vstrom 1k and never had that issue or any others. It has to do with Husky's funky OEM base cold start map. I'm not knocking Lectron carbs, just trying to point out that FI really has some major advantages once you climb on board with it. There's a reason you can't even buy a carb'd car/truck and FI in cars runs 200,000+ miles without issues, been there.
I have several fantastic running EFI bikes as well as piles of Lectron equipped bikes. I understand it fully. Go look at the endless TR650 EFI thread, the many "fixes" and how the EFI is relearning and messing it all up. Look at all the locked stuff and how there is no real programmer to remap it and tell me everything is rosy in EFI land. I agree it should be but they lock it so we can't make it right. Lectron also does this easily. I am tuned for 50-2500. Did Idaho at 8500 and changed nothing and ran perfect. Snowmobile guys use Lectron because of this and how well it deals with tempo changes too. Not sure if you have owned a Lectron but once set you never really look at it again. And you don't have 20 sensors going bad, TPS to reset all the time, Fuel pumps clogging, filters clogging, injectors clogging... My Lectron bikes have been bulletproof. To each his own. I posted this looking for someone who was frustrated with the EFI to see if there is a solution via a Lectron. I personally think Lectron equipped TR650 would rule. I think it would make a bunch of spontaneous power, be uber consistent and be 30x more simple in operation and reliability. I get EFI and have a fantastic running TE511. It took mufflers, tuners, ECU remapping and butterfly removable to run great. About a $1000 of messing around and learning tuners etc.
What bikes have you successfully equipped with Lectron csrbs? I know they were big in DS650 atv drag racing, but it was hard to believe anything they posted on the web. I pondered it once on my bmw F650 strada, but then I found out the sales person was a Bible thumper from KY, so I naturally paused indefinitely, lol.
Lectron has put them on everything. 4 stroke wise I have put it on a YZF450, older FE501 berg, CRF450, YZ426F, and sold several for DR650's. All were a good improvement, some drastic.
I would love to see someone do this. This motor would rock! I would seriously consider it if I lived there.
What are the costs for this conversion? I wonder if the cost will yield benefits that justify that cost? Not trying to be a smart ass or naysayer, just wondering.
I dont think you will see MPG increases as the EFI is way lean. I think the only up side will be simplicity and smooth error free running.
To be honest I think it would be pretty cool to compare the two. I've never had the chance to work with a Lectron, but have worked with pretty much every other carb out there. I know they were used extensively in racing and have read some great reviews. I didn't mean to diss the carb, I'm sure it can be setup to run awesome. The FCR is "nearly" FI quality once you get all the circuits dialed in (and kept clean) and there is something to be said for simplicity. I could see the attraction for somebody just starting out with the Husky if a reasonably priced conversion kit could be developed. I spent about $500 on my FCR39 conversion for my DRZ, pretty close to what I spent on my PC5+AT setup on the Husky. It was worth it once it was all done on the DRZ. I know some KTM guys converted the 990s to carbs because they were so frustrated with the FI. If you or somebody else goes through with it please post up the results, more options are better.
I met the legendary Norton and Rotax racer Ron Wood today: what a privilege! Mr. Woods made it clear, more than once, you can't just get parts and give to a builder to make anything work right: that's the builder's responsibility! The DS 650's do have a lot of drag racing atv builders, so at this point, that would be a feasible alternative. The OP vendor has a lot of connections, but you need a verified rotax engine builder to help you: from the lips of the winningest motorcycle racing legend himself - he is retired in 2 weeks. He said when someone ordered a carb from him, it was in a designed system kit, and they would make about 25 alterations to a mikuni carb, cam, or whatever. It is a system of parts/alterations that produces a known increase in torque and hp measured on a dyno. Flatside carbs are very popular with racers of all types, especially the Lectron (although I think he mainly dealt with Mikuni (Norton's) or Keinin (rotax) carbs.) I did ask Mr. Woods about the Delorto carbs. He said he was the first one to bring them to the USA and was THE distributer for the Nation: but he quit them because they always delivered late. So I asked him if they were a good product, and he said, "Yes, they were a real good product, but I was running a business." So if it was good enough for him and the 1997 KTM Duke to get 53-55hp with a single carbe on a rotax 640cc I believe, then it is safe gamble for me. I have been following Mr. Woods since I had 1971 and 1972 Norton 750 Commando's. Ron Woods is the Man! I did put in a plug for the TR650, but he said Rotax is history for him after 2 more weeks.
rride, interesting post from what I'm SURE was a very interesting meeting with the legend Ron Woods. Man I'd love to know 10% of what he knows about building engines. Definitely a worthy legend. One thing to consider about adapting a carb to the Husky is the intake tract is vertical (downdraft) so you need a carb that can work in that position.
Sweet! Are they designed to work at that steep angle or just happen to work that way? I'm just curious how well the float bowl works at a steep angle like that. Are there different versions for near horizontal or near vertical? I read through the info on the Lectron website, it is an interesting carb.
