• 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 The previous version was outdated and no longer supported.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!

Building a TC310 or big bore X-Lite motor.

MOTORHEAD

MOTORHEAD

Husqvarna
Pro Class
You guys know if it's possible and what it would take to turn a 2010 TC250 into a 310?

Crank, cylinder, piston?

How about just a 3mm bigger bore using the 310 cylinder and piston? Think it's possible? I'm really interested in just doing a big bore on a 250 X-lite more and making it a 280. So, basically I'm just wondering if a 310 X-lite cylinder will fit on a 250 X-lite bottom end.

Just thought you guys may have looked into some of this stuff already.
 
Wyatt Seals would be the one to ask. I played with the idea for a little bit. I kind of got turned off of it when I read that the Cam journals were beefed up for '11, building it bigger may make it less reliable. Also tried to see if it was possible to just order a 310 crate motor, which got shot down and is more expensive than just buying a TE 310. The big bore idea and leaving the crank may be the best option but these motors are pretty thin already so I am not sure you could get away with that much. Have you looked into trying to bump the compression up on the TC 250? The parts book does have a thinner gasket and Huskies always have been spacious on the clearance with there two strokes. I also think the Mototasinari Air-Force will give this motor a boost, problem is that it will be a while before they make it for Husky. When the motor was first announced I contacted Athena to ask them to do something but was told by them in Italy that they were not going to. Might be a good idea to e-mail them again. I like the idea of it, even just a little more CC's would be a good thing.
 
I had hoped that Athena would just bring out a 3mm bigger cylinder like they did for the old 250, but if this 310 cylinder will work.......

I'd really like to see what a big bore will do for this thing and if I can stroke it while I'm at it, that's even better.

I've looked over the parts files, but it's hard to tell from that. It dosen't have to be a straight parts swap, I'm up for a little machine work to make it work. Basically, if the 250 and 310 share the same basic castings and cylinder stud placement, then it's very possible that it can be done. I just don't know if they are two totally different motors, or if the 302 is built from the 250 platform.

Why do you think this Air-force intake boot is going to help it so much?
 
I think the air tract may be causing this motor to lose some of its bottom end. You know how quick these motors are at spinning up but have much more top end than bottom. My theory is that its taking too long for the motor to get the air flowing at lower rpm's. In other words I think the air is kind of stagnant in the air tract until it gets moving with higher rpm and that is causing some of the lack of bottom end. Basically the Air-Force is like a funnel and helps push the air through the motor. I think it is worse for the FI models for some reason too.
 
You must log in or register to reply here.
Back
Top