• 4 Stroke Husqvarna Motorcycles Made In Italy - About 1989 to 2014
     TE = 4st Enduro & TC = 4st Cross

  • 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 The previous version was outdated and no longer supported.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 power upgrades.

Super5onic88

Super5onic88

Husqvarna
AA Class
Hey all,

I now have my SMR 449 going pretty fast with the following:

TC airbox lid
PC5
Full Akra evo system.

Just wondering what's next? :P

What other things can be done to make this bike even quicker?

TC cams?
Port n Polish head?
Injector?
Airfilter?

Cheers,
Kane
 
I've heard quite a bit of people talking about this and having owned a TE511 and a few TC449s the TC449 model is quite a bit more power. I'm also wondering the same what mods are being done for reliable power. I'm getting my but towed around the supermoto track by 65hp bikes and 45ph out of a TC449 isn't cutting it anymore. I know you can bolt on a 511 jug and piston to a TC449 and get a bit more torque on the bottom end but doesn't do much for HP.
 
Sorry, I'm pretty sure the TC uses a thinner head gasket to achieve a higher compression ratio, part of what gives it more power than the TE.


Edit : Welp I looked up the part numbers and they are the same, so I must be mistaken but I swore I read about this before. Can someone who knows chime in ?
 
There's a guy that does flat track with a 449 that seems to build his own performance mods. I'll try to find his posts tonight
 
the head is where the added compression on the TC comes from. I've also heard of a few higher HP flat track bikes no details on HP or modifications.
 
R. Stephen said:
the head is where the added compression on the TC comes from. I've also heard of a few higher HP flat track bikes no details on HP or modifications.
Click to expand...
The head, head gasket, piston, and crankshaft/rod all have the same part numbers for the TE and TC. I don't understand where the compression increase comes from
 
TC head _ 8527737 1 Testa completa Cylinder head
TE Head _ 8527736 1 Testa completa Cylinder head

The compression comes from the head as stated before
 
I looked into the TC camshafts and at over $500 AUD each it is a rather costly upgrade.
A port and polish by PowerFlow heads might be on the cards though.
 
oregonsage said:
Make it a 511....
Click to expand...
"There's no replacement for displacement"

Super5onic88 said:
I looked into the TC camshafts and at over $500 AUD each it is a rather costly upgrade.
A port and polish by PowerFlow heads might be on the cards though.
Click to expand...

TC cams give you quick snap horsepower but then flatten out on the top. Power is similar to the Japanese bikes. TE cams offer very linear power and offer power to the top revs. I have both TC cams and TE, but I chose TE cams because they are easier on the TL. TE throttle bodies have larger diameters than TC's and the intake horns are larger (you can have your TC TB bored out). I chose a TC head because there was more material in the upper dome to shape. We port the heads only where needed, nothing more so no strength is lost. I chose the FMF Megabomb/4.1rct which offered more power over Akro. Iridium plugs. Still playing with the PCV. Currently running 1500cc M1 0W40 to keep the TL cool. Crank mod keeps the rod bearing from seizing. I'll toss her on the dyno as soon as we get it bolted down again. :thumbsup:

Tinken_WR511_1024.jpg


Thanks Ryan for the side covers :)
 
are the SMRs and the TEs the same motor? 449/511s
and are the TCs and the TXC the same motors ( heads, pistons, etc.)?
 
TC's are slightly different, rest of the models are the same. TC's have 5 gears on the stack, high compression head, different cams, different throttle body/air horn/ecu, different exhaust.
 
Tinken said:
"There's no replacement for displacement"



TC cams give you quick snap horsepower but then flatten out on the top. Power is similar to the Japanese bikes. TE cams offer very linear power and offer power to the top revs. I have both TC cams and TE, but I chose TE cams because they are easier on the TL. TE throttle bodies have larger diameters than TC's and the intake horns are larger (you can have your TC TB bored out). I chose a TC head because there was more material in the upper dome to shape. We port the heads only where needed, nothing more so no strength is lost. I chose the FMF Megabomb/4.1rct which offered more power over Akro. Iridium plugs. Still playing with the PCV. Currently running 1500cc M1 0W40 to keep the TL cool. Crank mod keeps the rod bearing from seizing. I'll toss her on the dyno as soon as we get it bolted down again. :thumbsup:



Thanks Ryan for the side covers :)
Click to expand...

Glad to see them go to a good home. I can't wait to hear how it does on the dyno. I have heard the 476cc jug will give you torque but no power. I hate how the TC falls on its face at high RPMs. You really need to pick your gearing since the gear box is so short and no power up top. Halls is also cleaning up the heads and making a little more power. Heard the FMF flows well almost as well as the Pro Circuit, but man they are both hideous to look at. I was thinking about the FMF header with my akro and the PCV and go back to the dyno see if I can get a hp or two. My last pull on my 2013 netted 43.89hp with max power around 8000rpm, on a pretty hot day. I can hold my own against 55-60 hp bikes but not on big tracks. Every little bit helps. I have 30hrs of hard riding on my 2013 TC449 and it is still doing really well. winter will be tear down time.

What crank mod are you doing?
 
I wonder what all they do to them in Europe and if that's where you need to look for mods. Husky does well over there in Supermoto with the 449
 
They get whooped over there because they can't make the Hp. they need. Everyone goes to TM. Yeah when we dynoed my 2011 the dyno sheets showed 55hp, After we dynoed my 2013 and it feels the same, I think the first one was wrong, As much as I would like it not to be wrong I think it was.
 
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