I am anxious to see how the trannys turn out on the '11 TE 449/511. I see the ratios specs are different then the ones in the '08's, but it's a bunch of head scratching to me trying to compare them. I wonder if they will be more DS friendly then the past factory plated TE's? I have no complaints with the gearbox on the '08 TE 250/510, but of course we keep them off the pavement as much as we can. Kelly, hurry up and get your TE 511.
Someone posted a pdf somewhere. I took a peek and the top/bottom ratio looks the same as on the previous models. About 2.5. I'll attach the pdf. .
Maybe I am missing something, but the '11 numbers are different then from the '08 workshop manual: TRANSMISSION Multi-plate clutch in oil bath, hydraulic control (the SMR 450-R model employs a "SLIPPER" clutch) 5-speed (TC) or 6-speed (TE-SMR-TXC) gearbox, constant mesh gear type Drive between engine and gearbox main shaft by straight toothed Primary drive Drive pinion gear (TC 250) ............................................. z 20 Drive pinion gear (TE-TXC 250) .................................... z 24 Drive pinion gear (450-510) ........................................... z 23 Clutch ring gear (TC 250) .............................................. z 67 Clutch ring gear (TE-TXC 250) ...................................... z 88 Clutch ring gear (450-510) ............................................. z 63 Transmission ratio (TC 250) ......................................... 3.350 Transmission ratio (TE-TXC 250) ................................ 3.666 Transmission ratio (450-510) ....................................... 2.739 Gearbox ratios (TE-SMR-TXC) 1st gear .......................................................... 2.000 (z 28/14) 2nd gear ......................................................... 1.611 (z 29/18) 3rd gear ......................................................... 1.333 (z 24/18) 4th gear .......................................................... 1.086 (z 25/23) 5 th gear ........................................................ 0.920 (z 23/25) 6 th gear ........................................................ 0.814 (z 22/27) Gearbox ratios (TC) 1st gear ....................................................... 1.866 (z 28/15) 2nd gear (250) .............................................. 1.529 (z 26/17) 2nd gear (450-510) ....................................... 1.444 (z 26/18) 3rd gear.......................................................... 1.263 (z 24/19) 4th gear ......................................................... 1.086 (z 25/23) 5 th gear ......................................................... 0.954 (z 21/22) Final drive Drive between gearbox and rear wheel by 5/8" x 1/4" chain (with OR for TE 250-450-510 and SMR 450-510 models; excluded SMR 450-R). Transmission sprocket (TE 250-450-510; TXC 250-450-510; SMR 450-R) ... z 13 Transmission sprocket (TC 450) ...................................................................... z 14 Transmission sprocket (TC 250) ...................................................................... z 12 Transmission sprocket (TC 510) ...................................................................... z 14 Transmission sprocket (SMR 450-510) ........................................................... z 14 Rear wheel sprocket (TE 250 TXC 250) .......................................................... z 50 Rear wheel sprocket (TC 450) ......................................................................... z 50 Rear wheel sprocket (TC 250) ......................................................................... z 50 Rear wheel sprocket (TC 510 TE 450-510; TXC 450-510) ............................. z 47 Rear wheel sprocket (SMR 450-510) ............................................................... z 42 Transmission ratio (TE 250) ......................................... 3.846 Transmission ratio (TE 450-510) ................................. 3.615 Transmission ratio (TC 250) ........................................ 4.166 Transmission ratio (TC 450) ........................................ 3.571 Transmission ratio (TC 510) ........................................ 3.357 Transmission ratio (SMR 450-510) ............................. 3.000 Transmission ratio (SMR 450-R) ................................. 3.230 Rear chain size ........................................................ 5/8”x1/4”
That is some quick copy/paste/editing What counts (to me) is the top/bottom ratio which determines how fast the engine spins in top gear, when set up for trail riding. So if at 5000 rpms in first gear the bike is going 10mph, then in 6th gear at the same 5000 rpms, the bike will be going 25mph. 2.000/0.814 = 2.457, or about 2.5, which is what the other TEs are. About 3 years ago which was the last I checked, that was the same as the drz400, crf450/250x. Whereas the ktms & Yamaha wr450/250f is about 3.0, and the 610/630 (and the klr250 I had) is about 3.4.
Thanks Coffe. I see the math now. So I think my future has me keeping my viagra on knobbies TE 510 and selling off the DS DRZ for the DS TE 630.
Husky pres Thoma broke his leg testing the 449. Hope he is ok and hope it was not cause bike did a bad thing on him.
Just wow. I hope he is doing as well as he can be. If there are any official news about Thoma it would be good to start up a new thread about it.
subject change, with smirk, I heard BMW designed and constructed really bad motors from someone/lots of folks, on the internet...... http://www.usautoparts.net/bmw/racing/history/index.htm http://en.wikipedia.org/wiki/BMW_801 http://www.sub5zero.com/motorcycles/2010-bmw-s-1000-rr-superbike-most-powerful-yet
I am being a critic here but we all are right? Love that suspension is 1 maker and KYB. (Although I love the Sachs shock) TE models always had a 6 speed, the introduction states "new 6 speed". Love that they still have the Husky feel we all love. Hate the goofy fenders! Especially the FAT rear on the TE. Is that three pieces?? Front fender underside is gonna be a bitch to clean. Love the new linkage and countershaft/swingarm pivot. I think this will be the standard very soon with all manufacturers. And never liked riding anywhere without a kickstarter. I cant wait to own one. C ya, Jim
http://www.youtube.com/watch?v=oIT330YmeBc is this posted up all ready? it gives a great view of the suspension action
I think the SM is staying the same as the 2010 bike. They have to use up all the unsold bikes somehow... http://www.husqvarna-motorcycles.com/_vti_g5_ver.aspx?IdVer=40&rpstry=198_ The TXC doesn't look like its using the new bike either!
This might have a little bit to do with that ... Its from the Husky link above ... Their sites lag behind a lot of times for the current times so the line below might be outdated ... The Husqvarna SM 450 R and SM 510 R have seen some quite radical changes reflecting the experience gained from wins on world championship supermotard tracks. Husky has dominated since 05 in this arena ... I'm interested to see how the new engine \ FS fits into the world championships that have been racked up with the current machines ...
Ride report on the new 449 not overly enthusiastic from Transmoto mag (Australia). Admitted to only a short ride at the relaease but thought the bike was overly tall and felt tippy. The coaxial bulge in the frame and the clutch mounted on the crank made it feel fat. Thought the engine was pretty good but thought the frame looked like a work around. They had big wraps on the new 310.
IMHO the 449 will be a great competitive enduro bike, for MX it will need the usual hot rod work to bring into form.
Just sold my 390. These TE's have me thinking. Might be getting back in the mix. I've been reading but does anyone know if these gearbox's are "wider" or not? If they are this could be trouble for me.
The span from high to low on the existing TE 450/510 is 2.45. The span on the new TE449/511 is 2.49. So it is virtually the same (2.8% wider).
