Husaberg
Go Back   Husaberg Forum > Mechanical and Technical > Mechanical

Mechanical Mechanical Forum - spinning bits and gyrating bobs


Thanks Tree57Thanks
Reply
 
LinkBack Thread Tools Display Modes
July 13th, 2017, 03:26 AM   #31
Senior Member
 
Joined: Jan 2014
From: Central Point, Oregon

Posts: 164
Thanks: 84

I Ride: 08 Husaberg FE650, 92 Husaberg FC501, 1991 Honda CR500, 1982 Honda CR480
Yes Berglsmerg, I agree a before and after dyno session would be ideal.

From what I have heard about Thumper Racing they will be the place I send my head/heads.

Thanks,

Jason
Big Berg is offline  
 
July 13th, 2017, 11:29 AM   #32
Senior Member
 
Joined: Nov 2012
From: Sweden

Posts: 405
Thanks: 315

I Ride: HB 570 FE
Taffy, you got some explaining to do re the heads, remember If you forgot what I asked for its how you got a berg head to flow over 400fps.
TomTom is offline  
July 14th, 2017, 08:33 PM   #33
Senior Member
 
Oregon Trail's Avatar
 
Joined: Oct 2014
From: Jacksonville, Oregon

Posts: 176
Thanks: 44

I Ride: 2012 KTM 350 XC-f, 2007 Husaberg FE450, 2000 RM125, 1996 RM250
Don't forget about MSV Racing, those guys are supposed to be guru's on all big bores!

http://www.msvracing.com/bikes/

Last edited by Oregon Trail; July 15th, 2017 at 08:30 AM.
Oregon Trail is offline  
July 15th, 2017, 05:57 PM   #34
Senior Member
 
bushmechanic's Avatar
 
Joined: Jun 2007
From: south east WA Australia

Posts: 3,740
Thanks: 1039

I Ride: 2008 700FK, 2002 628FST
Oh its easy Tom Tom you just impart a bit of your alter ego in the form of super dark matter into the aluminium and it creates a self perpetuating vacuum swirl engine with logarithmically increasing volumetric efficiency

In simple numpty terms the more you talk yourself up the faster it goes
Thanks from spanner, berglsmerg, TomTom and 2 others
bushmechanic is offline  
July 16th, 2017, 11:11 AM   #35
Senior Member
 
Joined: Jan 2014
From: Central Point, Oregon

Posts: 164
Thanks: 84

I Ride: 08 Husaberg FE650, 92 Husaberg FC501, 1991 Honda CR500, 1982 Honda CR480
Anyone know what the big bore JBS Racing 650 engines were putting out?

This would indicate what is possible in naturally aspirated MX style power.
Big Berg is offline  
July 16th, 2017, 08:02 PM   #36
Senior Member
 
bushmechanic's Avatar
 
Joined: Jun 2007
From: south east WA Australia

Posts: 3,740
Thanks: 1039

I Ride: 2008 700FK, 2002 628FST
Well dr c is at about 85hp

With a big bore, billet dohc head and efi

Last edited by bushmechanic; July 17th, 2017 at 05:27 PM.
bushmechanic is offline  
July 18th, 2017, 08:34 AM   #37
Senior Member
 
Dr_C's Avatar
 
Joined: Oct 2003
From: Sweden

Posts: 777
Thanks: 590

I Ride: Husaberg Supermono, Ducati 888sp5
Originally Posted by bushmechanic View Post
Well dr c is at about 85hp

With a big bore, billet dohc head and efi
Hi Bushie and all Husaberg friends!
As I'm slowly recovering from a MAN-COLD (Yes friends, a near death experience), I have time to kill with browsing this thread and noticing how fast it all went bonkers! Somewhat entertaining but more worrying.

My last dyno result was 88 RWHP (not for comparison with results from other dynos) and that was with these specs:
Bore: 104mm
Stroke: 80mm
Cylinder volume: 680cc
Intake valve dia: 41mm
Exhaust valve dia: 34mm
Intake max lift: 13,0mm
Exhaust max lift: 12,0mm
Intake cam duration (@0,050" lift): 256deg (little less on exhaust)
Geometric compression ratio: 13,5:1
EFI: Megasquirt III
Throttle body and injector: Ducati 1198

Maybe that gives some reference on what a 680cc thumper is capable of putting out? When i started stop calling it a Husaberg? Well, the crankcases, covers, gearbox and clutch are still Husaberg... -ish.

Well, now I will not participate in leading this thread any further from the topic!

My 50-cents:
Porting job and flow testing does not tell near half the story, when it comes to finding as much power as possible. With that being said, if you are not changing anything else, nice ports WILL of course give you some positive effect. If that is the case, I'm sure any skilled, experienced head porting company will do it for you! Just correcting possible edges in the casting and ensuring smooth transitions from carb/throttle body to intake to valve seat, will help a lot. Some are tempted to cut off the valve guides, which will increase flow but reduce technical life span. I would have to advice against that, however it might be OK for a dragracing engine. Some are tempted to polish the intake, but it will not increase flow but cause fuel to condensate on the shiny walls (poor air/fuel mixture which needs to be compensated with a richer jetting than necessary). The Husaberg intake is of "dump" type (not "tumble"), so porting should make the most out of that (which is not bad at all). Trying to port it more like "tumble" will not give the benefits a "tumble" type intake normally is associated with. So keep away from taking material from the "floor" close to the valve guide and downstream! All this is yesterdays news to anyone claiming to know their stuff. A nice service minded attitude from your head porting company will maybe be just as important to the whole experience?

If you are feeling free of the boundaries of the OEM design, another world of opportunities to spend money is available to you! The whole shape of the intake plays a big(biggest?) role and second to that, the exhaust system. To my experience the total length (velocity stack to valve seat) and the areas all the way through the intake (not causing any sudden pressure changes), is more crucial than just the flow test results. I have made the largest leaps in gaining power at the dyno, trying out different intake and exhaust lengths. Once I discovered that the velocity stack was a tad too small, causing the air flow going super sonic! Just enlarging the stack (costed me just a couple of hours in the workshop and two cups of coffee) was rewarded with some 10 RWHP! I have more examples, but it´s supper time in Sweden now!

Good luck with Thumper Racing, Big Berg, and may the force be with you!

@Thorgan: "stock 84mm stroke"? Is that true for a 2008 650? Didn't know that! To my knowledge the 644 cranks were 82mm and the 628 cranks 80mm.
Dr_C is offline  
July 21st, 2017, 03:01 PM   #38
Senior Member
 
Joined: Jan 2014
From: Central Point, Oregon

Posts: 164
Thanks: 84

I Ride: 08 Husaberg FE650, 92 Husaberg FC501, 1991 Honda CR500, 1982 Honda CR480
Originally Posted by Dr_C View Post
Hi Bushie and all Husaberg friends!
As I'm slowly recovering from a MAN-COLD (Yes friends, a near death experience), I have time to kill with browsing this thread and noticing how fast it all went bonkers! Somewhat entertaining but more worrying.

My last dyno result was 88 RWHP (not for comparison with results from other dynos) and that was with these specs:
Bore: 104mm
Stroke: 80mm
Cylinder volume: 680cc
Intake valve dia: 41mm
Exhaust valve dia: 34mm
Intake max lift: 13,0mm
Exhaust max lift: 12,0mm
Intake cam duration (@0,050" lift): 256deg (little less on exhaust)
Geometric compression ratio: 13,5:1
EFI: Megasquirt III
Throttle body and injector: Ducati 1198

Maybe that gives some reference on what a 680cc thumper is capable of putting out? When i started stop calling it a Husaberg? Well, the crankcases, covers, gearbox and clutch are still Husaberg... -ish.

Well, now I will not participate in leading this thread any further from the topic!

My 50-cents:
Porting job and flow testing does not tell near half the story, when it comes to finding as much power as possible. With that being said, if you are not changing anything else, nice ports WILL of course give you some positive effect. If that is the case, I'm sure any skilled, experienced head porting company will do it for you! Just correcting possible edges in the casting and ensuring smooth transitions from carb/throttle body to intake to valve seat, will help a lot. Some are tempted to cut off the valve guides, which will increase flow but reduce technical life span. I would have to advice against that, however it might be OK for a dragracing engine. Some are tempted to polish the intake, but it will not increase flow but cause fuel to condensate on the shiny walls (poor air/fuel mixture which needs to be compensated with a richer jetting than necessary). The Husaberg intake is of "dump" type (not "tumble"), so porting should make the most out of that (which is not bad at all). Trying to port it more like "tumble" will not give the benefits a "tumble" type intake normally is associated with. So keep away from taking material from the "floor" close to the valve guide and downstream! All this is yesterdays news to anyone claiming to know their stuff. A nice service minded attitude from your head porting company will maybe be just as important to the whole experience?

If you are feeling free of the boundaries of the OEM design, another world of opportunities to spend money is available to you! The whole shape of the intake plays a big(biggest?) role and second to that, the exhaust system. To my experience the total length (velocity stack to valve seat) and the areas all the way through the intake (not causing any sudden pressure changes), is more crucial than just the flow test results. I have made the largest leaps in gaining power at the dyno, trying out different intake and exhaust lengths. Once I discovered that the velocity stack was a tad too small, causing the air flow going super sonic! Just enlarging the stack (costed me just a couple of hours in the workshop and two cups of coffee) was rewarded with some 10 RWHP! I have more examples, but it´s supper time in Sweden now!

Good luck with Thumper Racing, Big Berg, and may the force be with you!

@Thorgan: "stock 84mm stroke"? Is that true for a 2008 650? Didn't know that! To my knowledge the 644 cranks were 82mm and the 628 cranks 80mm.
Dr.C the smartest guy I knew on here, Bushmechanic refers to you as the higher Berg power. What are your thoughts on the WEB cams vs 08 650 and I am looking into making my own equal length exhaust pipes with the Akrapovic muffler. Do you have a recommended header length for my situation and would a "spacer" between intake boot and head be worth the trouble? This is a bike used 90+% off-road/10% sand dunes with paddle.
Big Berg is offline  
July 23rd, 2017, 06:45 AM   #39
Senior Member
 
Dr_C's Avatar
 
Joined: Oct 2003
From: Sweden

Posts: 777
Thanks: 590

I Ride: Husaberg Supermono, Ducati 888sp5
Originally Posted by Big Berg View Post
Dr.C the smartest guy I knew on here, Bushmechanic refers to you as the higher Berg power. What are your thoughts on the WEB cams vs 08 650 and I am looking into making my own equal length exhaust pipes with the Akrapovic muffler. Do you have a recommended header length for my situation and would a "spacer" between intake boot and head be worth the trouble? This is a bike used 90+% off-road/10% sand dunes with paddle.
Gee, thanks, I will have a really hard time living up to that!
I suppose you will have more use of midrange power in your offroad driving. The #08-cam gives a little more top end, compared to the stock #53(?) cam, I managed to get my hand on a #62-cam, which was very good all over the range. In you case I would spend more time on getting the squish right (1,0-1,1mm) and compression to around 13,5. That should give you some good mid range power.

To be able to test different intake lengths, you will need to build an air box. As long as the intake air flows through the frame and the rubber duct, you cannot really get a clear response on changing of the intake length. Also the exhaust systems on dirtbikes are designed to keep away from dirt, driver and gives very small possibilities to really optimize for power. Header length should be in the region of 500-600mm. My current exhaust system has a muffler underneath the engine, with a chamber in the front end, giving that distinct header length I want. After that it's only a matter of getting the exhaust gasses out with low noise and a minimum of resistance.

I'm afraid I'm not not very helpful on OEM and close to OEM applications, as I have not been working with that since 2002, when I rode a 650 in the Nordic Supermono Cup. I think I managed to squeeze about 69-70 RWHP out of that one at the time, if I remember correctly. That was with a 41,5mm Dellórto, relocated larger valves and a fully custom exhaust system.
Dr_C is offline  
July 23rd, 2017, 11:06 PM   #40
Senior Member
 
FE350's Avatar
 
Joined: Apr 2014
From: Chilliwack, BC, Canada

Posts: 633
Thanks: 236

I Ride: 2014 FE350, Beautiful Blonde
Of course I have to get my 2 cents in lmao.

Now I happened to see Taffy does porting and has no flow bench?????. Who on this earth can port correctly without a flow bench. If you are grinding and polishing and taking a guess then you are not porting correctly. Heads need to be benched while porting to check as if you take to much then your f%%ked, cause you cant put material back. You might be able to port match, but nothing more.

A good port job will be matched and ported for flow tested on a bench.

Porting is not guess work but a science that is done and with a flow bench. You will also need a dyno to check as well. Without these things then its just backyard Bob hacking away and taking a wild guess. You can not gain anything without the correct tools to measure or its just guessing. I cant say how many times I have heard this statement. I have x number of horsepower but yet the machine was never dyno'd by anyone. It is because a shop has threw cams at it, exhaust a bigger piston ect. and taken a guess.

Anything you do that you cant do yourself, ensure you go to a reputable shop who has the correct equipment to do the job correctly as this will save you in the long run.
Thanks from canolman and paolo6
FE350 is offline  
Reply

  Husaberg Forum > Mechanical and Technical > Mechanical

Tags
head, porting, racing, thumper



Thread Tools
Display Modes


Similar Threads
Thread Thread Starter Forum Replies Last Post
Thumper Racing 610 kit. berglsmerg Mechanical 143 May 18th, 2015 12:50 PM
570 Thumper Racing 610cc kit ??? Gazza Mechanical 16 July 21st, 2010 07:03 PM
Porting the Head pdmarks Husaberg 2 April 18th, 2009 04:03 AM
Couple pix of my buddy Thumper kelsow Husaberg 0 May 26th, 2008 06:27 AM
Cylinder head porting and exhaust Vegard Mechanical 6 August 24th, 2005 03:32 AM


Facebook Twitter Google+ RSS Feed