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Found 17 results

  1. In my searches I didn't see too much about anyone who has tried both of these options. I tried the jd jetting kit first and did some fiddling and got the bike to run good, seemEd pretty clean. I also lowered the float level slightly and did jd jettings overflow tube loop to try and minimize lost fuel on the ground. Then I bought a lectron hv 38mm carb and it was considerably better than the mikuni with a jd jetting kit. There was a big boost in low end torque that is super smooth. The bike sounds better. Automatically adjusts for altitude. Starts great. And I get considerably better fuel economy (about 15 or 20 percent better). My conclusion having used both products is that the jd jetting kit will make your bike run well and be much more rideable than the terrible stock jetting. The jd kit is also much cheaper. The lectron carb will make your bike run amazing, give a big boost in rideable smooth low end torque. Also a big boost in fuel economy over the mikuni with jd jetting. The bike is really really good with a lectron. It's like fuel injection that is simpler, lighter, and available in North America.
  2. Hi all , I have tried to find a comprehensive explanation of how I can adjust the timing on my 2016 Husqvarna te 250, it has a detonation knock once in a while a low revs , and I would like to check if it needs to be advanced or retarded, any one with a 'How to' link , or explanation?
  3. Dreaded EURO 3 Removal, wiring and map switch 😉 So, Like many I brought a bit of a project bike. A re-framed TE510 2007. The bike originally stared life as a EURO 3 TE510 2007, but at some point around 3-4 years ago become a police write off due to being stolen and recovered. Unfortunately the VIN was removed when it was stolen, causing the police to scrap the frame. The Lad who I brought it from brought all of the bike Except the frame from the police. he then found a bare SMR450 frame for it around a year later and built it back up. He had it running but just lost interest in the project meaning it sat from 2016 until now 06/2019. We both talked and spoke about a deal with swapping my road legal yz125 ( 03 steel frame ) for it, we got a deal together and I went and made the journey from Cambridge to Brighton then back and finalised the deal. That night I set the challenge to get the bike ready for the upcoming bike show ( 2 days ) Having started to take it apart and noticed extra wiring and boxes. The dreaded euro 3 dellorto box and all its extras ( air box restriction, wiring, air solenoid ( intake was just trimmed and a valve cap clamped in upside down ) maf sensor unplugged, tps unplugged etc ) I unplugged it and found it ran fine, just the fan and rpm didn't ( rpm didn't work anyway ). Next the flushcuts came out and started to hack at the loom removing as much extra wiring as I could, I probably ended up with a loom at half the thickness. The only problem was the Dual mapped CDI unit, having done loads of googling, forum searching ect I finally found the Pins for the switch ( 13 + 14 if anyone asks 😉 ) So due to the plug being waterproof, all I did was remove the back cover and remove the two white plugs in the pins I wanted then put the plug back together, I found some .8mm welding wire and slid pieces in the pin holes whilst connected to the CDI and the soldered two wires up and heatshrinked them up. Then I got some Loctite superglue gel and glued the two "pins" in. Checked up on them a few days after the show and they are still perfect. All I did on the other end of those wires was put a small toggle switch in and it sits in the air box. The difference is unbelievable between the two modes. So next on the list was to sort out the fan, Rpm signal and the catalytic converter. I did toy with the idea of using the original head mounted temp switch, but after reading on the forums and seeing how hot it actually gets I decided to wire the fan to be permanently on with the ignition. Simply found the relay and bridged the 12v switch wire and that sorted that. Next the RPM signal, the signal used to go into the black dellorto box then back out to the computer, I found the signal from the CDI unit ( Green and white wire ) and connected it to the computers RPM input ( white and red wire ) and it works perfectly when the computer chooses to work ?? Finally the catalytic converter.... The silencer on this bike has a welded cat in the intake end, simply took the silencer off stuck it in the vice and attacked it with a diamond masonry bit drilling lots of small holes and then a long chisel broke it away into smaller pieces. A couple of shakes and its out, the silencer still weighs a tonne so I might find a nice FMF ect and tig the correct end and brackets on. The bike is finished for now ( until I find some Enduro wheels 😉 ) But a set of panels tidied it up, and it went through its first mot since 2016 with no issues... AND it made it to the bike show 🙂 So.... the bike show went great other than loosing my front sprocket guard... Few pieces of 2mm steel, lacquer and some tig welding later.. Thats a rough build and breakdown on the euro 3 removal, If anyone needs any help or has any questions drop me a message ill try my best to help you out !
  4. Just bought an 09 te250 wondering if the UFO hukit609-999 plastic kit will fit ? Or if anyone know which kit will fit let me know . Thanks
  5. I have a 2009 husqvarna te250 that I bought and while riding the stator cover was hit on a rock and cracked pretty good and now leaks oil. I’ve researched by part number and every way possible online to find an aftermarket or oem stator cover but can not find one for my bike. Any help?
  6. So I haven't even broke this bike in yet. I have been way to busy to ride it. So I cleaned the garage out Thursday and moved the bike I come out today to watch some football and noticed a few drops under the bike. I can't seem to figure out where it's coming from. I personally don't even think I should try it's BN never rode. What's your thoughts? Thanks Jeramy
  7. My 11 TE 250 has a bog just off idle...kind of a slow throttle snap until the rpm's pick up. Any suggestions where to start/look?
  8. So I buy these new rad braces for the Husky. Not a damn clue how to fit them and no advice from Husqvarna dealer. I'm starting to wonder whether they're for this particular model. Can't be me, right?? Any ideas?
  9. Hi Thumpertalkers, Just making a thread where I can share my videos as I make them. I will start the post with posting a few old ones until I get some more new ones. I'm no expert by any means just have fun making and sharing videos! Thanks lars
  10. Hello everyone, So I'm looking into a new 250 2 stroke for riding/racing. I do lots of hare scrambles and come closed course and sprint enduros. I have a woods ready YZ 125 but i think its time for and upgrade. Right now I'm between a YZ250x and a TE250. Any input of both bikes would be awesome. If anyone has ridden both I would love to hear the differences and which is better at what. Lastly any input on any other possible bikes is also appreciated. Thanks!
  11. Hi I own a 4stroke TE 250 year 2008 EFI bike, it has high idle (about 3500-4000rpm), and the neutral light is on, sometimes flashing. Bike is without lambda with 2.2K resistor, but stock exhaust, hard throttle stop removed. I install ibeat v2, and can connect to bike via cheap vag-com cable. What i did: - i set full open throttle to WOT 100.5%, closed is now 0% - idle air screw i adjust full closed position, then 2,5 back. - i check and measurement valve clearence is all good. - i check the fuel pump and fix it, now there is in original place. - I set TPS setting read/set 0% is about 980mV full 100% is 43xx mV (i remember...) - All my CO1 CO2 CO3 is 100%, and i dont change that - Checked fail history, and cleared it was ,,tilt sensor" in history (i think because the wrong TPS before) - I remove the 2.2K resistor, and the idle stand on normal about 1750-1800 rpm. I let about 5 min to run it was linear, but when i put out the choke nothing happen, except i hear like more air flowing in engine. With resistor and using choke the idle increase normally as by cold starting. Bike is running well, starting good clod and warm, i dont have much experience (i ride with my bike 1 hour) but i think it is weak, i own before a Suzuki RM 125 it was much stronger. I read many thopic about the problem, i think i shoud buy a lambda (I dont have the original lambda) and warm the engine, connect to ibeat and set the FB1 to 100, and all will fine......... Any experience? WBR Bertold
  12. Revolutionary TE 250i/300i Fuel-Injected Machines Headline Seven Model 2018 Enduro Line-Up May 30, 2017 – (Motor Sports Newswire) – Adding a significant benchmark to their timeline for model year 2018, Husqvarna Motorcycles introduce the next generation of 2-stroke machines – the all-new, fuel-injected TE 250i and TE 300i. Offering unprecedented advantages in terms of performance, rideability, fuel consumption and ease of use, the introduction of fuel-injection by Husqvarna Motorcycles is a bold new step into the future of offroad motorcycling. ogether with the fuel-injected 2-strokes, Husqvarna Motorcycles present a heavily updated range of TE and FE machines for model year 2018. Collecting feedback from top-level competition and combining it with extensive research, the brand’s engineers ensured that the 2018 TX 125, FE 250, FE 350, FE 450 and FE 501 remain true to Husqvarna Motorcycles’ commitment to offer premium motorcycles across their enduro range. NEW GENERATION 2-STROKES Perfectly embodying Husqvarna’s pioneering spirit, the new from the ground up fuel-injected TE 250i and TE 300i machines feature engine technology that revolutionises the field of 2-stroke enduro motorcycles. Featuring a pair of fuel injectors positioned at the transfer ports, the new system delivers the perfect amount of fuel into the engine at all times, across all conditions. Offering a significant reduction in fuel consumption and emissions, it also provides a smooth and clean power delivery on both machines. With the injectors delivering the fuel mixture downwards into the transfer port, the system ensures a much more efficient combustion. Carefully placed at the rear of the cylinder, a special tube relays intake pressure data to the new ECU. Gathering information from the throttle position sensor, the air and intake pressure sensors, together with the crankcase pressure and water temperature sensors, the ECU automatically compensates for temperature and altitude changes eliminating the need to modify carburettor jetting. Vital for internal engine lubrication, the 2-stroke oil is stored in a separate tank thus eliminating the need for pre-mixing. With its filler tube running through the frame, the 0.7 lt tank contains oil for five full tanks of fuel depending on conditions. Controlled by the EMS the oil pump delivers the ideal amount of oil reducing waste as well as excessive smoke. TE 250i/300i FUEL INJECTION HIGHLIGHTS => Fuel injectors at the transfer ports → Ideal amount of fuel in all conditions => Oil pump & oil tank → Convenient, eliminates pre-mix => 39 mm throttle body → Regulates air flow, TPS relays airflow data => New EMS → Modern engine management, no need for jetting changes => Standard map select → Customise power characteristics => Frame integrated oil filler cap → Simple refills => Translucent fuel tank → Large capacity, fuel pump integrated => New intake snorkel → Adapted to throttle body A COMPLETE LINE-UP Combining the most advanced engine technology with a series of dynamic upgrades, all Husqvarna Motorcycles 2-stroke and 4-stroke machines set the benchmark in terms of handling, power, weight and aesthetics. Developed by WP Performance System the front forks are specifically designed for enduro riding. For MY18, the forks feature new outer tubes offering improved flex characteristics and reduced friction. A stiffer setting also provides extra sensitivity and improved bottoming resistance. Also new for MY18 are the Magura front and rear brake systems. Featuring a similar layout to the design used on previous model Husqvarna enduro bikes, each system features optimal sensitivity and a progressive feel while retaining the highest level of performance. Second to none in terms of functionality and style, the new ProTaper handlebars feature class-leading fatigue resistance while adding minimal weight. MY18 ENDURO HIGHLIGHTS (ALL MODELS) => WP Xplor 48 front fork → new fork tubes & setting for added sensitivity & bottoming resistance => Magura brake callipers & GSK discs → Excellent sensitivity & progression => New ProTaper handlebar → Class-leading function & style The new Husqvarna MY18 enduro range will be available worldwide from July 2017 onwards at all authorised Husqvarna Motorcycles Dealers. For all details on pricing and availability, please refer to your national Husqvarna Motorcycles Subsidiary or Importer. The Media Kit with the complete technical information and the full Image gallery will be released on June 26, 2017. Husqvarna Motorcycles. Tradition on two wheels since 1903. Husqvarna Motorcycles are widely known and respected in the off-road world for a heritage of competition and numerous motocross and enduro world championships. Originally founded in Sweden in 1903, Husqvarna Motorcycles have been designed and manufactured in Mattighofen, Austria since 2013. Source: Husqvarna Motorcycles GmbH
  13. I'm looking into buying a 2011 TE250. I was trying to see how easy it is to get OEM parts, but I just go around in circles. I'm in central NY, where does everyone get their OEM parts?
  14. Solid Four Rider Lin-Up Set for Exciting 2017 FIM Enduro World Championship Campaign March 23, 2017 – (Motor Sports Newswire) – Ahead of this weekend’s season-opening EnduroGP event in Finland, Husqvarna Motorcycles are pleased to share the Rockstar Energy Husqvarna Factory Racing EnduroGP preview video. Fielding a four-rider squad across two classes, the Rockstar Energy Husqvarna Factory Racing team are geared up for what is expected to be a hugely challenging series opener. As the championship’s only ‘spiked tyre’ event, the Finnish winter enduro will sees team riders complete 19 hours of racing and a total of 26 special tests. Frenchmen Mathias Bellino and enduro newcomer Christophe Charlier will spearhead Husqvarna’s EnduroGP class effort. Bellino returns to TE 300 2-stroke machinery, with Charlier campaigning on Husqvarna’s FE 350 4-stroke. Danny McCanney also makes the switch to 2-stroke machinery for his Enduro 2 class campaign, competing aboard a TE 250. Racing alongside him on an FE 250 4-stroke is Pascal Rauchenecker. The nine-round 2017 FIM Enduro World Championship begins this weekend in Finland before visiting Spain, Italy, Hungary, Slovakia, Portugal, Great Britain, Argentina, ending in Germany in October. Husqvarna Motorcycles. Tradition on two wheels since 1903. Husqvarna Motorcycles are widely known and respected in the off-road world for a heritage of competition and numerous motocross and enduro world championships. Originally founded in Sweden in 1903, Husqvarna Motorcycles have been designed and manufactured in Mattighofen, Austria since 2013. Rockstar Energy Drink Rockstar Energy Drink is designed for those who lead active lifestyles – from Athletes to Rockstars. Available in over 20 flavors at convenience and grocery outlets in over 30 countries, Rockstar supports the Rockstar lifestyle across the globe through Action Sports, Motor Sports, and Live Music. For more information visit: www.RockstarEnergy.com Source: Husqvarna Motorcycles GmbH
  15. I enjoy riding flowing single track and double track with some small technical sections, nothing insane. I'm also way too cheap to spend thousands of $$$ every riding season on maintenance and rebuilds. I've owned a dual sport 1987 XL185 that was underpowered but predictable and a 1991 YZ125 that was overpowering and exhausting in technical stuff (though I'm not a fan of 2-stroke exhaust and noise). I'm 6'1" and 200 lbs with riding gear. I've narrowed down my choices to Honda CRF250L (heavy and underpowered but low maintenance), Honda CRF250X (smooth power but expensive maintenance), Husky TE250 (smooth power and easier maintenance than CRF250X), Husky WR125 (super light weight and easy maintenance but 2-stroke) and KDX200 (cheap, lightweight but 2-stroke). I realize that the CRF250L is more road oriented and closer to my vintage XL185 - I'm considering putting on more aggressive tires and raising the bars. I like that the CRF250L engine has a 8,000km service interval though it is greatly underpowered. I don't mind trailering a bike, so road worthiness is not a deal breaker. I'm concerned the CRF250L will be cramped for my 6'1" size and I've read that the rear suspension is too soft and sags significantly for anyone over 180 lbs. The CRF250X seems like the best choice for single track and woods riding but I've read that rebuilds can be expensive and complicated. I've ridden the CRF250X a few times and it feels slightly bogged down at lower rpm. The TE250 frame and design look easier for rebuild/maintenance and people have said it is more agile (I've raced mountain bikes most of my life so I appreciate a maneuverable bike). I'm only considering the 2-stroke WR125 and KDX200 because they are super lightweight and should have a smoother power delivery and better low-end grunt than my old YZ125 on the trails. I'm not a fan of the sound or smell of 2-strokes but if it makes the riding experience that much better I would consider a 2-stroke. Hoping to get some feedback before the spring riding season.
  16. couple months back on my way home from a 2 hour ride my bike lost compression and quit. lucky I was just by my driveway. pushed it back and immediately checked the spark plug and cylinder temps with a temp gun. all seamed fine. pulled reads and pipe. everything looked fine but no compression. pulled the head and found the top of the piston trashed from metal flying around. chunk went down beside the piston and scored the cylinder. bike had 59 hours and 2048km on it. pulled the motor and took it to the dealer for them to decide what happened. chunks of metal looks like bearing cage material but no play or evidence of anything wrong. the ktm tech found a bunch more chunks of metal in the bottom end but could not find out where It came from. ktm ended up paying for a new head, cylinder, piston, crankshaft and power valve along with all the associated gaskets, bearings and oil seals. total for parts was around 2900$ Cdn. I had to pay Labour as they couldn't find the source. Labour ended up being 730$ Cdn. motor is back and running great. I was happy with the result as it was 7 months out of warranty having never been back to the dealer with over 2000 km on it. here are pictures of the top end damage
  17. Howdy, I'll start off saying that my question is actually regarding a 2012 Husaberg TE250 but since they have virtually the same engine, I figured there would be more KTM 250 XCW owners that have encountered this problem. I got home yesterday from a race and went to start the bike up via kick. But as I pushed the lever down I could hear the electric start gears turning. Nothing sounds like it is grinding, just gears that are turning that shouldn't be turning. Also, immediately after my race I went to start the bike with the electric start and it definitely took a few extra turns of the motor to get running. It sounded more 'slappy' and rattly than normal as I held the start button down, but I was wiped out by that point so I can't be completely sure of what I was actually hearing(nor do I wish to recreate the noises by testing the electric start). Additional info... I had the clutch basket(which is attached to the gear that is engaged by the kick start) and inner clutch cover removed about 2 weeks ago to replace the shift lever shaft. This process included removing the kick start lever and the gear on the clutch basket, but not much else of the kick mechanism. I know I'm gonna have to open it up again but I just want to get an idea of what I should be looking for once the covers are off. I appreciate any wisdom you can share! Hoosleberg
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