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July 23rd, 2017, 11:20 PM   #41
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Originally Posted by Taffy View Post
I have done three styles of porting and had them checked. I don't do it proffesionally. has the man you go to done 4 heads (one more than me) then? has he done one Husaberg head more than me and flowed the valves?

if he is a generic porter he will know what he wants and doesn't have 4 previous Husaberg jobs. bang goes your theory.

Taffy
Gotta question this??????

Oh and yes it shows you are not a professional for sure.

Oh and what is flowing the valves? You flow the whole head not the valves as porting is flowing the runners to and from the valves.

Three types of port jobs???? WTF????? Is this guess 1, guess2, and guess 3???? Porting is porting man, If your getting your head ported than it should be ported matched and flow tested or its not a porting job.

What is a generic porter??? A machinist who ports and benches is one who does it and most do all makes and models as this is their job. What? Do you think a porter only does one make of machine? Man sometimes you amaze me. I once again need to stress this to you. Time to go to school or get off this backyard mechanic thing.

Last edited by FE350; July 23rd, 2017 at 11:24 PM.
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July 23rd, 2017, 11:54 PM   #42
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July 24th, 2017, 01:00 AM   #43
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Geeez,

FE350, ignore as it only encourages.

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July 24th, 2017, 01:58 PM   #44
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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 itīs 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, you are absolutely correct on the stroke lengths for the 650s. However, the engine I'm developing is based on the older 600cc displacement and, as such, sports an 84mm stroke (and 95mm bore - hence my desire to use a newer 100mm piston and see what happens). I actually have 3 of these engines (2 actually in bikes and running at the moment with the third apart for the 660 project) and REALLY like their performance when coupled to a 41mm FCR. I have to admit that I have never ridden a 650 of either the 644 or the 628 variety. I would love to if given the opportunity. In the meantime, my old 600's are easy to get parts for given the frequency of part-outs on ebay and the treasure trove recently stumbled upon by Taffy.

Maybe now might be the time to mention carb work. I seem to recall that Taffy has a billet venturi available to provide a larger (than 41mm) bore Keihin. However, if Big Berg were to have Thumper Racing perform their port work, I can tell you that they will also do carb work. They quoted me $350 to bore my carb to 43mm. Might be something to think about.
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July 24th, 2017, 11:13 PM   #45
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you'ver helped me price mine up now!

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July 25th, 2017, 07:07 AM   #46
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You're welcome.
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