'10 TXC250 baseline dyno

[kleemann]

2010 TXC250: SA in, CO settings at 100%, "race" enabled with O2 delete plug and open air filter cage.

Baseline dyno, pre-tuning. Now- if I could only get DynoJet to sell me a PCV. Called and they claim they do not have one? I was under the impression they did

Air fuel ratio was NOT working during this run- I still have to configure the device for my datalogger. I will post again when that is working.

 

[glangston]

Should eventually be around 35hp+

 

[dirthead1]

Man, that is a low output.

 

[kleemann]

<2 hrs on the bike.

 

[kleemann]

OK- now the AFR is working.

Below is a baseline with the SA in, and then one with it out. Zero changes to any parameter. What is odd? The AFR got richer and it LOST power. Counter to what peoples seat of the pants perceptions and iBeat settings are telling them. Is noise a psychosomatic power increase?

I certainly shouldnt be ADDING CO % to make this run better with the SA out.

xxx03 = SA in
xxx04 = SA out

 

[Darkside]

The higher the AFR # the leaner it is.

 

[AndrewS]

Were these dyno runs done with a smooth tire?

 

[kleemann]

The higher the AFR # the leaner it is.

Look at the A/F lines, the value shown in the box is the AFR at its highest numeric value- which may or may not be the total trend.

SA out = richer mixture across the board

 

[wallybean]

Are you compensating your numbers for altitude? This is at 5000' right?

Walt

 

[kleemann]

Were these dyno runs done with a smooth tire?

My dyno has two sets of rollers, one in front of the other. The drive wheel sits in the "V" of the rollers. The bike is strapped down fore and aft. The drive wheel is constantly trying to "climb out" of the V. Pressure applied to the front roller forces the wheel down into the V and against the rear roller. The two rollers are coupled together with a honker of a cog drive belt. The rollers are also deeply knurled. The dyno will quickly ruin a tire- smooth or otherwise. I have tested numerous bikes on this dyno, the same bike with many different tires and it makes no difference in the reading, period.

 

[kleemann]

Are you compensating your numbers for altitude? This is at 5000' right?

Walt

My altitude in the shop is 6,215 ft above sea level. Today's barometric pressure was 795 mb (sea level is typically ~1000 mb). My dyno has a built in weather station that applies a correction to get the number close to sea level. No correction is 100% accurate, but this is as close as the math can be to reality.

 

[bbcmat]

I agree - you are too rich. The shape of the curve would have me pull the valve cover and check lash.

I'd put another 4 hours on it of mixed riding - oil change and strap it in again.

If another run looked the same, AND the valve lash was in specification, AND the oil level was at proper height - I would pull co3 back to 94% to test (with SA in) and tweak from there.

You likely have a fuel pump pressure that is running on the high side of specification - not a bad thing IMO. The motor wants what it wants.

Did the EFI programmer put in break in period? I don't know. It wouldn't be out of reason to keep the ignition curve soft and fuel rich for the first few hours. I don't know.

MAT

 

[john01]

All dyno's read a little different some high some low. Yours is putting down 29 Hp stock on a new engine so I don't think it's bad at all. The dyno I saw on the 2010 TC250 showed it at 33 Hp stock. How do other bikes on this dyno seem to do?

 

[AndrewS]

My dyno has two sets of rollers, one in front of the other. The drive wheel sits in the "V" of the rollers. The bike is strapped down fore and aft. The drive wheel is constantly trying to "climb out" of the V. Pressure applied to the front roller forces the wheel down into the V and against the rear roller. The two rollers are coupled together with a honker of a cog drive belt. The rollers are also deeply knurled. The dyno will quickly ruin a tire- smooth or otherwise. I have tested numerous bikes on this dyno, the same bike with many different tires and it makes no difference in the reading, period.

Okay. Wishful thinking, I guess...

 

[ioneater]

Good stuff, man! I like to see real numbers. Can't wait to see how it changes with break-in and iBeat adjustments down the road.

 

[wallybean]

Thanks for your work Kleeman.

I sure wish I was closer to you so I could do some runs with all the different 125 power valve springs.

Walt

 

[elliott-rider]

have you taken all restrictors in the pipe.

 

[ray_ray]

Is it possible to set / reset the RPM limiter on these bikes? Unless something changes in these charts, I don't see a reason to go pass 10G ....

Nice work also!

 

[NumberCruncher]

When I spoke with the Power Commander folk two weeks ago they said until someone lends them a TXC or TE250 to test with, they won't have a PCV available.

NC

 

[Joe Chod]

Look at the A/F lines, the value shown in the box is the AFR at its highest numeric value- which may or may not be the total trend.

SA out = richer mixture across the board

Agreed but the super lean "spike" with SA out at 4500 and below is what may be the cause of the low end hiccup and popping that some are experiencing. Could also have been the culprit in the (read as some) magazines hard starting/moderate low end statements.
It is richer with the SA out across the board but very moderately above 5000 RPM. I know from 2 stroke days it was very normal to have to go up a jet size when putting a sparky on an otherwise perfectly jetted bike....don't know why.just know it. Maybe backpressure or something. Wonder what the same parameter runs would show with the "Sound Deadener" (Huskys Itie-english translation for the part) in would be??

Good stuff. I wonder what the ideal AF this motor likes. Me thinks and it looks like somewhere around low to mid 13's.

Joe