It just needs someone with a bag of $$$$ (or a four pack of beers ) to take there 449/511 to the Lectron factory saying they worship Cafe Husky, Kelly is a special friend and " get a lectron working on my bike". I do worry about you American guys having to technical vision
So this afternoon I called Kevin from lectron and gave him my update and he's been extremely helpful with this project of mine and so awesome that he is sending me a rubber adapter so that my carb from lectron will fit nice and snugly into my air box boot and he's also sending me a new choke for ease of reach like the factory keihin one, as he just developed that part. Last but not least he is sending me some lectron shirts on top of that all for free, such a great guy. A+++ on customer service. I will work on my bike tomorrow late afternoon again and try to figure out my spark plug issue, that is if I feel good because I think I may be coming down with a cold or something? Anyways ill update more as things progress.
I finally got a 1st ride in after installing the Lectron on my 09 WR250 three weeks ago. We had ice and snow and rain and cold since the day before I got the carb delivered. I have a small riding area (15 acres) in my back yard which is kind of cool considering I live in a golf course community. Apparently my house did not fall under any of the neighborhood restrictions which adds to my riding pleasure. The down side is the dirt is made up of mostly clay and is like grease when it's wet. It was wet today so I had a hard time putting a hard load on the engine because the rear tire would break loose and spin unless I found a rare patch of traction. Ok here's how it went; with the metering rod 1/2 turn lean from out of the box and the power jet as is the bike started 2nd kick with the choke on and fast idled perfectly for about 15 seconds until it started sounding rich at which time I clicked off the choke and the idle was good but a hare high. I rode it around for a bit and once warm the idle increased and I adjusted it back down again. I cruised around down by the creek jumping logs and doing trials stuff and was very pleased that the bike never tried to load up no matter how long I piddled around. I believe it would idle endlessly or until the tank was empty. The power was very smooth and responsive and the exhaust smelled really good like it does when it's running clean and crisp (Ammsoil Dominator with VP110). The more I rode it the better it got as if it was burning crap out of the pipe from previous miles of single track with the Mikuni. If I never touched the carb again I would be happy with my purchase, the bike is so much easier to ride under control. The engine pulls hard but doesn't have that hit when your in mid wheelie that scares the crap out of you when you're not ready for it. Once the slick dirt dries out around here I might adjust things a bit but I kind of doubt it, when something works this good I probably won't touch it without a reason. Other benefits are the bike will start 1st kick in any gear and idle endlessly with one finger pulling in the clutch. The top end revs out like you would expect a 125 or a 200 to do although I couldn't rev it out too much today because the slick conditions combined with my desire to live so that I can ride again tomorrow. When the traction is good I have a feeling this is going to be the next best thing to rocket power.
Really sounds good Doug, I don't ride my 250 much at all since the 165 has been around, but I'd sure like to put a Lectron on there and re-start the love affair.
Why, yes you do! I tried to motivate you by sending $$ early but you returned it instead of giving me my dam Lectron for my TXC250 LoL.
Not sure I understand ... pull the fuel pump and the injection body and run a fuel line from the tank bottom to the Lectron ... what am I missing?
I'm not speaking from experience, but it seems on newer bike with EFI, the ECU would not be working correctly if the EFI was disabled. Someone with some real knowledge will chime in. I'm just throwing darts at the board blind.
Yep Kevin is a great guy. Thats one of the main reasons I signed on with them and have been working closely with them. The choke was my suggestion for the huskys and glad they got it rolling. We are working on a bunch of other very interesting things for the future. Look forward to you progress and info regarding 4 strokes.
I don't like to send stuff to people that is unknown and you have a bad experience. If you are willing to deal with the possible frustrations of making it work I will make you a deal on one. Emails me.
Gobs of reason almost all electrical. The ECU gets lots of info from various sources and modifies the ignition and EFI accordingly. IT would be adjusting the timing and spark all over the place trying to figure out whats up and be in limp mode as it is not getting input from the various sensors. I have spoke with several int he know people about this and it would be a really hard thing to do. Sure it can be done but would require a custom ECU and a bunch of other stuff.
Thanks Kelly - I don't know how serious I'd actually get if it were possible but .... would the ECU from a 2010 TC250 with a carb work? How many sensors are in my injection unit besides TPS? Would all 4 strokes with TPS have a problem converting to Lectron?
Thanks for the info / feedback. That number cant be right for max power, must be the tire or a calibration. My bike likes a lot of powerjet too. BUT, 3-3.5 is all there is as you found. the powerjet is a fine tune for the top end and the rod is still fully operating and the powerjet supplements this. So yes, you would need a rod with more top. We are testing working on this not and doing more testing. also note that the powerjet is more affected by throttle position than RPM. I have found more roll on power even at lower revs with more PJ. thanks
Today I got out and rode some good single track with some fast quad trails and some connecting dirt roads. After 2 hours of riding I checked my fuel level and I still had 3/4 of a tank. (I will save big on VP110) Everything worked well and I didn't touch the carb all day. In general I can say that the Lectron is at least 10% better in every way than a perfectly tuned Mikuni. The big advantage is how much easier the bike is to ride and it never loads up no matter how tight the single track. The fuel mileage is going to be way better as well. I used a new ap on my phone called Every Trail, unfortunately I screwed up and lost the data at the end of the ride but 80% of todays ride was tight single track and I only used 1/4 tank. Tank size is no longer an issue for me because I don't think I have the fitness to ride more than one tank out of my bike in one day. (insert 50 year old man comment here)
Hey Cam, Dyno's are so finicky from day to day much less year to year and with changes in tires, etc that effect results. Any kind of serious tread pattern is going to reduce dyno numbers. I just have a rule that you can't compare numbers unless they are done on the same day with all the same variables. When I was doing dyno work at a shop north of me the unadjusted numbers were surprisingly low and then they showed me a graph from a dialed in Kaw 250F and the peak numbers were virtually the same as my high compression 144. That kaw motor makes pretty impressive numbers on other dyno's. Even adjusting for altitude and that days barometric pressure and humidity the numbers were significantly lower than the rags were touting. I couldn't get a number on the 165 as we couldn't keep the back end in contact with the dyno once the power valves opened. And yes I was using a knobby and the Kaw had mounted a street tire.
Well i've run the carb for 3 rides now first ride too lean and second too rich so put the rod in the sweet spot and went for a nasty gnarly ride tonight at Mcnutt if anybody on here is familiar with it?I also opened up the power jet from 1 turn to 1 3/4 turn and instantly noticed an overly rich lack of power feel as soon as i gave it some throttle so turned it back to the original 1 turn and felt much better.My bike is a ktm 200 with a modded head producing 220psi and when the bike worked hard i was getting your typical decal knock associated with high compression heads?I thought these metering rod carbs were suppose to atomize the fuel so fine that this wouldn't happen?Any thoughts on this?Apart from the harmless knock which is more annoying than anything else it ran very strong yet smooth.
