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 The previous version was outdated and no longer supported.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

My SM 610 ie.... with some more !

I

italy_guy

Husqvarna
B Class
I think it could be interesting for this forum ...

xpv40h.jpg


1218qa8.jpg


:cheers:
 
Hi, I'm the same Theo of ultramotard.com. Welcome to CafeHusky, it's a great forum.
So, according to what I read under your nickname... you have a turbocharged 610!!!
Please, post more pics, videos, power graphs and whatever you want about it and please tell us how it feels to ride it!
 
Yes guys , it's a turbo bike.
I've used a Garrett GT1544 , some electronic stuff to manage the boost and a lot of time to install , making the manifolds , getting the adds as light as possible.
The weight add is about 3.5 kg , with an expected 95-100 hp of power at 0.8 bar of boost. (still not tested on the dyno)

20uz6hd.jpg


v45klg.jpg
 
Hi all , sorry for the late reply ..... i was on hollyday :cheers:

I don't think someone could remember this bike , it has just been made , a few days ago .....
The all engine is a stock one , with no upgrade at the moment , this is the "step 1" of a more large project, and the new sunny season will be used to confirm the initial idea , everything is based on.
I'm in the core part of the electronic developent and mapping , and first impressions are very positive , expecially about the turbo lag and the turbo/engine coupling .

If you are interested in discussing or better , suggesting .... i'm here to listen and talk so .... keep in contact.


PS : can someone explain me how to change the title of this thread of mine ? Thank you in advance :banghead:



bye :)
 
Wicked. Did you complete it? I see the turbo and EFI body are not connected int he pics. Are you pressurizing the EFI or running the EFI before the turbo?
 
Motosportz said:
I see the turbo and EFI body are not connected int he pics. Are you pressurizing the EFI or running the EFI before the turbo?
Click to expand...
In the first picture of the first message of the thread they are connected ;) and the EFI is after the turbo. Just an air filter is misssing.
 
Motosportz said:
Wicked. Did you complete it? I see the turbo and EFI body are not connected int he pics. Are you pressurizing the EFI or running the EFI before the turbo?
Click to expand...

Well the bike is "hardware completed" , just the air filter is missing as Theo correctly noticed .... Now it's time to map and adjust the electronic management , but i think it will be the simplier part of the joke !!
 
DYNOBOB said:
How are you doing fuel management?

.
Click to expand...

The fuel adjust is made 50% by itself and 50% by me using a PowerCommander V and a Freescale MPX series MAP.

I say 50% itself because the injection pressure is regulated by a pressure regolator depending on the absolute pressure after the gas butterfly , ... with a base of 3 bar at atmopheric pressure (it means full trottle in a standard byke). In this case the overpressure (boost) rise up the fuel pressure over 3 bar (more or less the same value of the boost value , for ex. 3 bar + 0.8 bar of boost = 3.8 bar of fuel pressure) make the quantity of injected fuel larger at the same opening ms time.

Other 50% is made with a PCV and a Frescale MAP that reads the after butterfly pressure or vacuum and converts it in a 0 to 5 Volt signal. This signal is inputed in the PCV. Here i have the possibility to build a speed/density correction table .....
A wideband oxigen sensor in the downpipe after the turbine gives me the A/R ratio feedback , so i can set the timing correctly in every condiction of driving.
 
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