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April 17th, 2005, 03:50 PM   #1
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the lineweaver cam LX2

well i've fitted dale's cam and timed it up this week. i was unlucky in that i had adjusted the original '53' cam i've been running until it was at the end of the slot i had filed in the camwheel. '53' or 'LX2' i would have needed to turn the gear at the bottom of the camchain a tooth around and then the camchain on the camwheel a whole tooth in the opposite direction. the renolds chain is made of marzipan as well IMHO! (D.I.D. here we come!).

now i could get the cam timing right!

the cam is beautifully made and marked ready for you to go. there are no signs of it being anything but OEM.

i went to besthorpe today, a MX track that oddly enough i haven't visited since the very first day i rode the husey three years ago and asked a lot of gawky questions about suspension! 1990 posts ago! however it has some 100m straights and i figured i'd see most of what i wanted out of it there.

the bike started first time in the shed-after i'd turned the fuel on and even with the bike at tickover the valvegear is just so quiet! i mean-you can't hear the tappets anymore!

i rode around like an old woman and came back in. otherwise very happy with the first ride. the exhaust note has actually mellowed slightly and lost it's sharp edge-it now sounds sweet and not at all like a three-legged camel.

power wise i have to say that i can't detect the difference. i think it was better at mid to 3/4 throttle but if it is i am detecting about 1 bhp here! the '53' cam is a beast and should be respected. it's what SR off-road have gone back to over here on their SM's.

but the valve gear! you can't hear it anymore. it sounds like other bikes in the paddock- you know-when they start you hear the engine and you hear the exhaust but you don't hear the bits do you!

with a berg you hear the lot! tappets, chain, whizzing and whirring away. so i really liked this. i knew that a good cam profile should mean that dale can find a softer spring and although slightly suprised that they aren't available he is looking into a softer spring which does the job JUST (and "just" is the name of the game) and saves power.

i suggest that it's worth the money and if you're a budget racer i'd still get either the '53' or the '55' cam otherwise fit this and sit back. budget racers know the rules; knife edge maintenance, don't forget-coz if you do....!!!!!

i like to smell danger and cheap is my middle name. however i'm glad i bought this cam coz i know the bike is going to run and run!

i haven't tried dale's jetting kit yet because i want to try and feel this cam at an enduro next weekend first! you need to ride at those same speeds around logs and rocks that you normally do in an enduro enviroment just to evaluate things.

BTW, i rode with about 10 MX machines and stuffed them all with an enduro bike. CRF450's abounded. i expect they were just regular lads that weighed 200lbs etc. but i beat them all on a 400.

regards

Taffy
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April 17th, 2005, 09:06 PM   #2
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Taf,

I'm curious to know what you have done to/with your ass to make it sensitive enough to feel 1 BHP??????

I know I should research, but...

What is the short and skivvy regarding the difference in the LX2 vs. 53? I ask for a laman's answer, disregarding lift and duration words...

I suppose Dale should answer this one, but you'll do just fine!!!

-Parsko
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April 17th, 2005, 09:16 PM   #3
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Okay, I did the research.

The LRX2 provides for a broad power delivery which is very user friendly.
The LRX1 favors high rpm with a reduction in power from that of OEM below 4500 rpm.

But, with that said, a few curious questions remain for Dale.

Are you regrinding OEM Husaberg cams?

How many custom (that you have offered to this community) have you designed? LRX2, LRX1, 53...

I probably know the answer, but I'll ask anyway for the sake of the community. Why? Why new ones? Why aren't OEM good enough?

Also, for the community. How many different Husaberg cam's exist, lest Lineaweaver specials?

Enough asked, I'll sit back and shut up know...
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April 18th, 2005, 12:59 AM   #4
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first of all i went over a certain jump in a certain gear at certain revs and i thought the bike did well so that's why i feel that there may be an advantage at mid/higher revs over the '53'.

the enduro race will tell me. on a certain corner in a certain gear......you get the picture i hope!

the '53' and the '55' cam are powerful beasts but they do smash the valve gear around and dale has always pounded this point home first and foremost.

nobody has an answer to why the factory made a cam with such a vicious profile for the poor ol' cam gear!

i have found out a little more lately and that is thaat the '08' cam is probably so close to dale's LX2 as to be a spitting image. the tornado G2 is also the same but these two have about 1mm more lift.

that sounds great but for a valve to operate at 10.75mm of lift it has to breath there! port restrictions, valve sizes can all be stopping the valve breathing above say 10mm so it's a waste of time!

the cams are welded and reground for dale to his specs. quality kit.

IMHO there is no such thing as a new cam to a cam master. over here we ahvea company called joy engineering and he will look at a cylinder head design and do you a cam grind that he thinks will work.

it always does!

BTW. phil once did a mk1 cam for the old XR500 that lifted the valves let's say 8mm. he then did a mk2 that opened the valves 9mm but with shorter duration.

but the bike was slower.....

when he got his flow machine it turned out that the design of the head meant it couldn't flow better at 9 than 8mm and in the meantime it was 'shorter duration' so....

there's a lot to this game!

regards

Taffy
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April 18th, 2005, 04:37 AM   #5
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the 53 cam was fitted to the 470/550/650 whilst the 55 cam was fitted to the 501.

both cams are the same bar 5d different compared to the bolt holes to which you fix the camwheel.

however any 'dime bar dave' (read; thick idiot) fitting a cam should check the cam timing and set it properly. with all husaberg cams (tornado is 1 degree different inlet to exhaust so hardly worth counting!) they are symetrical. so to get them absolutely identical at TDC is all you have to do is get both lobes pointing up the same height and stick a steel ruler across the lobes (cam chain tensioner freed and working don't forget!). the ruler should ba parallel to the head surface.

however it would appear (without me having seen one yet) that the '08' cam which is presently only fitted to the 650 has the LX2 profile that i am presently running.

but if i had a 650 i'd want more top end because i'd know that sheer CC will grunt you outta the corner! you may even have too much power and therefore a LX1 cam would be fantastic because it is weaker under 4,500rpm for a bigger bang higher up the revs.

the answer is oddly enough in a thing called the stop watch! why? because it never lies!!!!

regards

Taffy
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April 18th, 2005, 09:30 AM   #6
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Dale has an older post where he specifically compares the "08" to his "X1" profile.

Having never ridden one, but just going off of reviews the 650's seem to be grunters. I just wonder if the intake and exhaust flow isn't the limiting factor for this motor, and that they would benefit from 37/32mm valves, some porting, an open exhaust, a flowed and bored carb (43mm Keihin), and maybe some slightly different cam timing.

After all the head and carb are the same as the 450/550, and the 35/30 valve combo is standard with current 450 MX motors.
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April 18th, 2005, 10:04 AM   #7
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Camshafts

In addition to increased duration both LRX1 and LRX2 camshafts provide for increased overlap. Said overlap when complimented with correct inlet and exhaust finite wave tuning provides for improved volumetric efficiency albeit over a limited range of three to four thousand rpm.

LC is a good indication of a camshafts overlap. All else remaining equal large LC figures indicate low overlap and visa versa.

LC = Lobe Center

However forgiving the LRX2 it remains a fact that increased duration and overlap favor a properly tuned low restriction intake and exhaust system.

The LRX1 will not tolerate anything other than a racing exhaust system below 4500 rpm @ WOT. "Spark arrestors in particular." Ask JOEUSA for riding impressions of just such a combination.

Large displacement engines favor the LRX1.

With an OEM intake and spark arrestor / quiet core exhaust the LRX2 provides for a more linear delivery of power to that of the OEM 53 or 08, however, peak numbers shall remain similar in particularly on the smaller displacement engines.

Why does Husaberg and / or KTM use such a profile as that of the "08", etc?
Short duration, limited overlap, high lift camshafts coupled with large valves provide for good power output even with a restrictve (ie quiet / spark arrestor) exhaust system.

In short:
Finite waves are no longer a problem.

Hope this helps.
Sincerely,
Dale
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April 19th, 2005, 02:27 AM   #8
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Sorry to jump this thread, but which camshafts are fitted to an 04 FC450?
A friend of mine owns an 04 FE450 and it's definitely slower. I guess the carb could be a contributor, but are the camshafts different as well?
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April 19th, 2005, 03:22 AM   #9
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vegard

we don't have the old style part numbers anymore. we have new ones and if only i could find it i would tell you which thread that it's on.

this is it

here

Taffy
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April 19th, 2005, 02:16 PM   #10
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vegard

both models have the same camshaft so your differences will be;

gearing-a big difference?
jetting-the MX will have sharper jetting (w/o checking)
weight?
down pipes check 'em out?
tailpipe = bigger on the MX and louder makes you think it's quicker.

a lot of this you can check for yourself. all i did was visit the parts book at husaberg.se for the '04 bikes.

well worth having a look!

on the subject of camshafts again. we have seen a few references lately that no matter how 'green' you are about cam timing should start adding up.

first, the famous 'figure of 8' husaberg cam profile. if you think about it, overlap is the bit where the valves are open on the inlet and the exhaust and it ain't going to be by more than smidge is it? so to delay that overlap the factory leave the valves closed till very, very late and then it has to shoot them open.

this lack of overlap on the '53' cam is pointed out by dale above on this thread.

he mentions the harmonics of the inlet and the exhaust and again dale has supplied a photo of the longer inlet belmouth for the 41mm carb which helps here.

finally, although the LX2 cam is a superior cam, the overlap means that until we deal with these harmonics the bike won't improve powerwise a great deal. a bit but other work is required!

i have mentioned in the past that the inlet port dimensions suit a 650-they're massive for a little 400. also that all the inlet rubbers are suited to a 41mm carb more than a 39mm etc, etc.

also dale and i have mentioned that the exhaust ports are restrictive. they have to be for low end power, however there is a point where they are too small. 35 to 27 is 8mm and too big a difference and dale has said it as well. the KTM's run 35/30.

breaking down what needs doing next is going to be fun. it's not that they can't all be done, it's that they need to be done in the right order so as to save money!

dale has indicated the 'sock' is a big let down.

in the meantime i'm out with the new cam on sunday again and well see how we fair.

keep you posted!

regards

Taffy
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