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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 The previous version was outdated and no longer supported.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!
449/511: air inlet horn - different sizes?
- Thread starter Londin
- Start date
James Patton
Husqvarna
AA Class
I am just a knuckle buster mechanic, sounds like we need one of them engine ears....Tinken?
OlderHuskyRider
Husqvarna
Pro Class
Do the 2 bikes mentioned have different cams in them?
That's a very good question. SMR & TE have the same cams if I recall and the TC does have a different cam.
Ohhhh Tinken.....where are you? He'll know he knows everything.
Ohhhh Tinken.....where are you? He'll know he knows everything.
OlderHuskyRider
Husqvarna
Pro Class
If possible, it would be great to get the actual specs of the cams used in the different Huskys, we could then see how "radical" they are, for lift and for overlap.
When I did alot of research on cams when I was riding and modifying my Harley, I learned that the more overlap that the exhaust and intake cams have (that time when the intake valves and the exhaust valves are both open at the same time) the more important the muffler (back pressure) and intake snorkel are to "streetability". At the drag strip, there is no problem with some of the intake charge being pushed out of the carb (seen as a bubble of misty gas above the intake) or of some of the charge going out the exhaust (flames, gassy exhaust smell) since the throttle will soon be opened completely and no interference is needed at the intake or the exhaust for a few seconds. However, for max torque, streetability, and power to the ground at mdeium, street RPMs, the muffler and intake snorkel work together to keep the charge of air and gas suspended in the combustion chamber whilst both sets of valves are open. If the muffler is opened up and the intake left the same, typical result is backpopping, backfiring out the exhaust, etc. If the intake is freed up and the exhaust left with stock back-pressure, you'll get intake back-fire, which is what I experienced when I installed stock mufflers on a Honda V-twin and left the airbox completely open, the intake backfire blew one of the carbs out of the intake manifold. Once I re-installed a stock intake snorkel that had been specifically designed for the back-pressure of the stock exhaust, the bike ran great, even better than when it had an open exhaust and an open intake.
Any given camshaft will be perfect only at one engine speed. At every other engine speed, the engine won't perform to its full potential. A fixed camshaft is, therefore, always a compromise. This is why carmakers have developed schemes to vary the cam profile as the engine speed changes.
http://www.howstuffworks.com/camshaft.htm
When I did alot of research on cams when I was riding and modifying my Harley, I learned that the more overlap that the exhaust and intake cams have (that time when the intake valves and the exhaust valves are both open at the same time) the more important the muffler (back pressure) and intake snorkel are to "streetability". At the drag strip, there is no problem with some of the intake charge being pushed out of the carb (seen as a bubble of misty gas above the intake) or of some of the charge going out the exhaust (flames, gassy exhaust smell) since the throttle will soon be opened completely and no interference is needed at the intake or the exhaust for a few seconds. However, for max torque, streetability, and power to the ground at mdeium, street RPMs, the muffler and intake snorkel work together to keep the charge of air and gas suspended in the combustion chamber whilst both sets of valves are open. If the muffler is opened up and the intake left the same, typical result is backpopping, backfiring out the exhaust, etc. If the intake is freed up and the exhaust left with stock back-pressure, you'll get intake back-fire, which is what I experienced when I installed stock mufflers on a Honda V-twin and left the airbox completely open, the intake backfire blew one of the carbs out of the intake manifold. Once I re-installed a stock intake snorkel that had been specifically designed for the back-pressure of the stock exhaust, the bike ran great, even better than when it had an open exhaust and an open intake.
Any given camshaft will be perfect only at one engine speed. At every other engine speed, the engine won't perform to its full potential. A fixed camshaft is, therefore, always a compromise. This is why carmakers have developed schemes to vary the cam profile as the engine speed changes.
http://www.howstuffworks.com/camshaft.htm
TE in RC
Husqvarna
AA Class
If possible, it would be great to get the actual specs of the cams used in the different Huskys, we could then see how "radical" they are, for lift and for overlap.
When I did alot of research on cams when I was riding and modifying my Harley, I learned that the more overlap that the exhaust and intake cams have (that time when the intake valves and the exhaust valves are both open at the same time) the more important the muffler (back pressure) and intake snorkel are to "streetability". At the drag strip, there is no problem with some of the intake charge being pushed out of the carb (seen as a bubble of misty gas above the intake) or of some of the charge going out the exhaust (flames, gassy exhaust smell) since the throttle will soon be opened completely and no interference is needed at the intake or the exhaust for a few seconds. However, for max torque, streetability, and power to the ground at all RPMs, the muffler and intake device work together to keep the charge of air and gas suspended in the combustion chamber whilst both sets of valves are open. If the muffler is opened up and the intake left the same, typical result is backpopping, backfiring out the exhaust, etc. If the intake is freed up and the exhaust left with stock back-pressure, you'll get intake back-fire, which is what I experienced when I installed stock mufflers on a Honda V-twin and left the airbox completely open, the intake backfire blew one of the carbs out of the intake manifold. Once I re-installed a stock intake snorkel that had been specifically designed for the back-pressure of the stock exhaust, the bike ran great, even better than when it had an open exhaust and an open intake.
Any given camshaft will be perfect only at one engine speed. At every other engine speed, the engine won't perform to its full potential. A fixed camshaft is, therefore, always a compromise. This is why carmakers have developed schemes to vary the cam profile as the engine speed changes.
http://www.howstuffworks.com/camshaft.htm
So you are saying that bigger is not necessarily better.
I think the SMR is based on the TE which has the different two flapper EFI body setup. The TC has a totally different single flapper EFI and thats probably why the boot / interface is different.
Tinken
Husqvarna
Pro Class
If you swap to a smaller air horn (because the power is too much for you and you want less power), can I have your larger one?
I looked up the part numbers and they are the same number on my end..
Tinken
Husqvarna
Pro Class
The TC has different cams. All other models use TE cams. TC cams are great for MX because they deliver explosive power faster in the power band, much more like the Jap bikes do. They have a steeper curve but peak sooner. And after a certain rpm, they tend to really flatten off.
However TE cams are much more linear which makes them great for trail riding, very smooth, easy to control, electric in nature. I almost installed TC cams, but Ty explained why he raced with TE cams and I decided not to install.
Haha, hush, I don't know everything.
Londin
Husqvarna
AA Class
Did think it was odd that it would be smaller! Heard of people just installing the exhaust cam and port/polish in order to get best of both.If you swap to a smaller air horn (because the power is too much for you and you want less power), can I have your larger one?
I looked up the part numbers and they are the same number on my end..
I'm gonna do nothing to mine tho. Need to learn how to ride first!
James Patton
Husqvarna
AA Class
Dat Tinken purty good fer a Cali enginear