DynoJet PC5 for '10 250 FI

I just got back from DynoJet after taking them my 2010 TXC250. 2010 250cc FI bikes should soon be officially supported

What fuel did you use - and how did they monitor coolant temp run to run?

MAT

I can't wait to see what your new Dyno run looks like. I am especially interested in that spike off the bottom. A huge thanks for taking the time to travel to Dynojet!

Pump fuel, 91 octane Shell Vmax. They did not monitor coolant temp (although PC 5 does have an input for it).

I did not leave with any dynos- but I will get them from DynoJet ASAP for posting. Needless to say the entire fuel curve, at any load point, at any time is a dead nuts 13.2:1. The bike makes only slightly more total power as the WOT mixtures from Husky were pretty close- but it feels night and day everywhere else.

I was rather stunned at how poorly tuned the base "race" map from Husky appears to be. PC 5 is adding and taking away as much as 17% and the is no apparent trend in the map. Certainly explains my uber odd A/F ratios I was seeing.

If you have an "x light" engined FI Husky- you NEED one of these!

Dustin didnt say specifically- but IMO they must now support the '10 TE250 as well- the engines are identical.

I did get an AutoTune module. I will attach the map that is inside the box later today when I get some time.

Thanks for making the trip! I'm curious to see a dyno chart off of the dyno that you used previously, since all dyno's are a little different.

Big thanks to Kleeman for bringing his bike all that way. Our local dealer is a joke!
2010 TCX250 will be part #23-006 but is the same as all the other Husky units. You can use 23-001 thru 23-004 on this bike. This should also work on the TE250 but until we get a bike that we can develop a map I can not release it. If anyone knows if the TE and TCX should use the same ECU then that will tell me what I need to know. Thanks.

The model is actually a TXC250 (just so you list it correctly on your www).

According to Husky the PNs for the 2010 ECUs are as follows:

2010 TE250: 8B00H1322
2010 TXC250: 8B00H1322

No difference between TE and TXC.

PN 2nd digit changes for countries:

USA: B
AUS: D
JAP: F

One VERY interesting thing did happen on the dyno.

Once the PC 5 and AutoTune were on and running (maps built) we removed the SA and did some runs. We verified that the A/F was still at the target of 13.2:1 and guess what? ZERO gain if any kind- nothing but noise.

All this means is that at 13:2 A/F with DynoJet package working there is no advantage to taking out the SA. Removing the SA may in fact help an OE bike with the CO 1, 2 & 3 trimmed. Another kind of pipe may provide power, or not.

Keep our riding areas open and the tree huggers happy, buy a PC 5 with AT and keep the SA in!

DynoJet dyno, done at DynoJet in NV, with PC 5 and 13.2:1 AutoTune map built.

This is a WOT dyno- which does NOT tell the beautiful story of how WELL the bike now runs in all the other part load ranges. Its night and day better than OE in those ranges.

That A/F chart is just amazing, can someone please help me wipe the drool from my chin.
Good luck getting a carb to do that, change the air temp 15 degrees and throw your jets out the window.
Now all I have to do is hurry up and wait for my '10 txc 250 to show up. 4 weeks ago it was only 2 weeks out, yesterday it was still 3 weeks out. Maybe I should call my dealer. Oh wait, never mind, I AM A DEALER! Just wish corprate would be a little more helpfull to the dealers.

Sorry about the rant, that dyno chart has me itching. Great stuff, as always a very helpfull thread kleemann.

Cant wait for the weather to get better and go RIDE. I like to fiddle with the bike as much as anyone but its time for some seat time!

I need something for my '10 TE250; it has an off idle hesitation that makes it almost un-rideable in the tight woods.
Will the PCV & AT clear that up or will I need to get the IBeat and tweak the settings?
The bike runs great above 1/4 throttle it's just the transition from idle to 1/8 throttle that's off.
Thanks for any info,

I know what you'r talking about, I have the same thing, as well as other 10te250s I rode. Some are worst than others, but its there. It's obiously acting as too lean up to 3000 RPM, but it's not something that CO settings through iBeat can fix. Among the eforts I did to cure it, I built a new steped header with a smaller diameter (external 32mm) right from the cylinder, which goes back to its original size (external 38mm) somewhere below the radiator, and than back to 40mm into the mid pipe. from a short ride around the block, It helped some, but I have't really tested it yet. Once I do, I'll report in a new thread. Where I think the answer to our problem is, is at TPS setting. From looking at Symore's chart (in the PC map thread in EFI section), I see that in the low RPM area (where CO1 is responsible) the given ECU settings (the yelow surface) are too lean up to 15-20% of throttle opening, and then goes too reach. Of course PCv needed to compensate for that, and with AT module help actually did. But, on the other hand, the bike was a TXC, and so far I don't remember any TXC owner complained about what we feel, even though the TXC and TE are identical as far as engine/EFI/exhaust.
I'm also waiting for Motology's part 2 of his long term review of the bike, as he also felt that problematic spot, and in his last reply in his thread he said something about having it fixed, as well as getting injured in the process... Patience is a virtue...
This coming weekend I plan to go out with my laptop (I do have my iBeat) and cable (semcodesign) and cheat the TPS sensor a little - set it at 0.2-0.4% of throttle opening as if it was closed.
Going back to the thread topic - I do believe PC can fix this problem, as well improve the whole curve, but this really is something that should be fixable even without PC.
I'll report back if, and when I have something, but will be glad to read that someone found the cure before me.

Keep us posted if a TE250 specific unit is released.

NC