• 4 Stroke Husqvarna Motorcycles Made In Italy - About 1989 to 2014
     TE = 4st Enduro & TC = 4st Cross

  • Hi everyone,

    As you all know, Coffee (Dean) passed away a couple of years ago. I am Dean's ex-wife's husband and happen to have spent my career in tech. Over the years, I occasionally helped Dean with various tech issues.

    When he passed, I worked with his kids to gather the necessary credentials to keep this site running. Since then (and for however long they worked with Coffee), Woodschick and Dirtdame have been maintaining the site and covering the costs. Without their hard work and financial support, CafeHusky would have been lost.

    Over the past couple of weeks, I’ve been working to migrate the site to a free cloud compute instance so that Woodschick and Dirtdame no longer have to fund it. At the same time, I’ve updated the site to a current version of XenForo (the discussion software it runs on). The previous version was outdated and no longer supported.

    Unfortunately, the new software version doesn’t support importing the old site’s styles, so for now, you’ll see the XenForo default style. This may change over time.

    Coffee didn’t document the work he did on the site, so I’ve been digging through the old setup to understand how everything was running. There may still be things I’ve missed. One known issue is that email functionality is not yet working on the new site, but I hope to resolve this over time.

    Thanks for your patience and support!

Has any one seized a TE449 yet?

I don't think Kelly is replacing his JD. The JD tuner doesn't fine tune like the stock ecu or pcv. So by loading a "better tuned base map" will allow the JD to function more effectively. Never the less, I did run Kelly's ecu on my bike and it ripped.
 
oregonsage said:
For the guys worrying about JD vs Map 3, I think its important to remember that when the 2011 models came out the first and only solution to the flame out/lean surging was the JD tuner....which does an admirable job, at least on my bikes. Shortly after the more complex and more tunable PCV came along...and then Tinken got the word out about Map 3.

That said, a properly configured map (eg Map 3) should be a better solution than the JD...and offers the possibility of using the JD for further fine tuning for those inclined to fiddle. One of these days I will have Bills load Map 3 on one of my bikes and see how it compares, but I have no reason to doubt the reports of its efficacy. I believe Kelly has just made the switch from JD (his bike was the JD test bike) to Map 3 and hopefully he will give us a report after he gets back from Idaho City.
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Yes my stuff is on the way back from ZipTy, ECU remap and suspension. Will report when i get back. Not sure i will be removing the JD but might just to try it. I already have the JD tuner and using it to mod a really good map 3 might be nice. One the other hand it might not be necessary. One use for it might be to lean it back out some for better MPG when that's more important. We will see.
 
Tinken said:
I don't think Kelly is replacing his JD. The JD tuner doesn't fine tune like the stock ecu or pcv. So by loading a "better tuned base map" will allow the JD to function more effectively. Never the less, I did run Kelly's ecu on my bike and it ripped.
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I assume you mean his remapped (Map#3) ECU...
 
Tinken said:
Well actually I ran his stock ecu too, but that sucked and wasn't worth mentioning. lol
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:p


My 511 seems to run stronger than his and we have the same setup; JD on top of stock ECU using JD standard settings. I am starting with a TXC and his is TE. His taller gearing no doubt robs some punch. I will get the ECU remapped soon and then I can play with JD vs no JD that way....but stock 2011 ECU with no JD is basically a light switch that worked OK for track racing, but really bad when any kind of throttle control was needed.
 
Your exhaust is no doubt different than his. This makes a huge difference. Had Chilly White of put a 4.1rct on his 511 instead of the Q4, his review would certainly of favored the 511 more.
 
On my TE250 - it has about 3,000 miles of on and off road.. about 40- 50 hours of 50/50 riding.. and when my local mechanic tore down the engine said to be cautious with the Timing Chain as it looked 'very worn'. I was surprised after hearing about how perfect these bikes are
 
Tinken said:
BMW using 10w40. I would imagine a few more thousand miles out of 5w40 or 0w40 from start up wear.
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I see that the BMW and Husky compression ratios seem to be the same 12:1. Are the cam profiles on the Husky 449/511 more radical than the BMW 450X cams?
 
OlderHuskyRider said:
I see that the BMW and Husky compression ratios seem to be the same 12:1. Are the cam profiles on the Husky 449/511 more radical than the BMW 450X cams?
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I think on the TE/TXC's they are actually less, but on the TC's they are near the same. And it would depend on the year too. The G450x's were a mild 19/30HP until 2009-10 when they were pushed to 51BHP.
 
Many Husky riders push their engines to 60HP and some even as high as 70 (BHP). So obviously engine wear will be increased.
 
I found out Thursday that my newly refurbished engine, courtesy of Zip-ty racing is ready to be picked up. They informed me it is better than new. A lot of work went into it although they said to take it from a 449 to a 511 I would have to replace the head with the 511 head or mill down the 511 piston because you can't just replace the piston and cylinder to make it the 511. I will just be happy to get it back in the bike so I can talk about a running motorcycle.
 
My mistake, I thought we increased it to 511. The lighter piston is what I would have chosen, but you did get the brand new crank with the mod.
 
No worries, it was already done when danny told me what they would have to do to make it the 511. I'll have to talk to you once I get it back together, maybe you'll be there when I pick it up.
 
I was there today making a few parts on the lathe for the breather tank kits. Everyone had Zipty racing shirts on today except me, I was wearing this bright orange Blais Racing services KTM tshirt. Ty gave me wierd looks all day, was pretty funny.
 
That's a 511 cylinder and milled piston. On the production 511's, the head has been milled to reduce the compression from the 3mm bore increase. I don't believe the kit's are still available, but the cylinders are. If anyone wished to do the conversion, Ty and I have discussed carrying the kit pistons in stock.
 
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