• 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 The previous version was outdated and no longer supported.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!

Performance guide for 2013 TC250R

It's re-machined to tighter tolerances (250 or 310). I wonder if the TC449's 16 hole injector would fit on the new 250Rs
 
Tinken said:
It's re-machined to tighter tolerances (250 or 310). I wonder if the TC449's 16 hole injector would fit on the new 250Rs
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Cool. Grind the crankshaft and shim the crank? Who can do the work?
More holes for smoother map points?
 
I'm not sure what it would be like on the new bikes, but that was the cooking recipe for factory bikes in '12.
 
everfree said:
More holes for smoother map points?
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Depends on if you needed it or not, after the head work and depending on which exhaust you chose, more holes, more fuel. I'm not too sure I would go with pro circuit's exhaust. On the one hand it's the only one available for bolt on right now. I prefer FMF and would mod an old powerbomb to fit the new head on a 310. The silencer would be a 4.1, but Zipty literally chop sawed off the last 25% of the silencer to make the stubbies. If you look inside a pro circuit or fmf pipe, they are basically the same, fmf's has slightly larger diameter, but the last quarter of the silencers have a non-pref tube and you know we sawed that right off... Lost a bit of weight too. Then you just tune the pcv to match.
 
Wow tough crowd here!! Maybe a few of you ought to actually read the article before writing it off with your own expert opinions!! Lol it's all good, of course these mods won't be for everyone. I just think it's cool to see the most prominent MX testing magazine seeing the promise of the latest Husky, and taking the time to improve it. These are , after all, cold hard numbers produced by a real dyno with repeatable results, not just speculation on mods with no numbers. Let's break it down so as not to be swayed by mis-information.

1: GET ignition, $710.38. Improved horsepower at EVERY POINT on the RPM curve with four horse more at 12k. You may not ride there but I certainly do and most MX racers do. Cylinder head porting usually takes some power to give some power, guess it depends on what you consider a "good value". I think all get and no give is good value.

2: Pro-Circuit T5 exhaust full system, $779.95 with removeable spark arrestor. Pretty reasonable for a top-name exhaust, certainly not on the high-end. I'll take Andy Jefferson's word that it improves the power everywhere and is a worthwhile investment, he kinda knows a thing or two about Huskies and racing MX.

So my math shows $1490.33 divided by 2.2 horsepower is actually $675.42 per HP, only looking at peak. Or $372/HP looking at gains above and below peak. Not looking so bleak now, eh?

They also added :one tooth on rear sprocket and a cool traction-control device that works with the ignition for $243 but doesn't factor in to the HP gains.

Again, not for everyone, maybe not important for the non-racers. Of course these are the Cliff Notes and it is a good, positive article and a very fun read that covers ALL aspects of this great machine, not just increasing power.

Heck I just think it's cool that we're seeing articles titled "Performance guide to the 2013 Husqvarna TC250"
 
I just need to get a subscription. I get dirt rider, mxa, and dirt bike almost every month lol. I did just subscribe to this east coast mag, Trail Rider. I hope it's good lol
 
Tinken said:
So, now I'm curious, do you feel 1490 dollars is a good deal for 2.2 hp?
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Sold like that? I'd have pause......

"do you feel 1490 dollars is a good deal for more power at every RPM, with a huge gain in overrev power and 2.2 gain in peak, that doesn't permanently alter the bike and can be removed and sold separately?"

Sounds pretty reasonable. I guess I'd have to compare it to the price and performance of other known mod packages that have been tested by independant testers. Know of any more?
So, now I'M curious!! Are you implying that tearing a motor down to it's crank and back, doing a full-race head and using a PCv with autotune and some other full exhaust system is cheaper and gives more power? I showed my math using MSRP prices!:thumbsup:
 
I called Ty to ask how much hp from just the pcv alone, he said it was more a tuning tool for the rest of the mods, but you do get atleast 2hp from the pcv, depending on what it costs you can figure your $/hp.
 
If I pick a TC I don't want to tear into the engine I will follow their deal with the GET and PC exhaust unless somebody comes up with a better exhaust. The T/Control and sprocket change also sounds good. I need to get that mag and read up on those mods. So it's 4 hp more under and 2.2 more at 12k peak?
 
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