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April 28th, 2004, 11:51 AM   #11
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The logical solution to that would be Titanium seats, right? Or, is there a CTE issue between Al and Ti that would not allow this?
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April 28th, 2004, 11:52 AM   #12
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I couldent answer that one. I dont think they make ti seats just jet.
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April 28th, 2004, 12:05 PM   #13
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Yes, there might be some CTE issues. Al about 14 microns/in. Ti about 5 microns/in. That's a factor of almost 3. Seats are pressed in, I assume. Though, the right press fit would do the job.

Cost... Ti way more than steel. Way way more. So much more that I would personnaly rather deal with the wear, and replace.

Man, I wish work would end, I want to ride when I get home........
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April 28th, 2004, 12:12 PM   #14
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Originally Posted by Taffy
and replace the husaberg valves with ti what from where?

Taffy
Taffy,

Check with your KTM dealer, he may be able to get you factory Ti intakes . I have no idea as to the cost though. I am running KTM intakes in my Berg (bergs were on back order) but they are the stock KTM OEM valves, not Ti.

Joe
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April 28th, 2004, 12:12 PM   #15
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I belive ti holds it's shape. From what i'm told. I may be wrong on this. If your ti valve is hot and somthing happens in the motor. And it bends, it will go back to it's original shape. So if that is true then I dont think it could be pressed in. But I may be wrong on this.
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April 28th, 2004, 03:40 PM   #16
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joe

i was being rhetorical. somebody was talking from a hole about their persons.

Taffy
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April 28th, 2004, 07:30 PM   #17
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Titanium and Stainless are both compatible with the majority of OEM seats providing proper valve motion is insured. (ie realistic RPM, correct camshaft profile and proper valve spring rates).

Many CRF valve recession issues are as a result of operator error.
The rev limiter is not to be used as a shift indicator.

Kind Regards,
Dale

Ps
Husaberg valves of either material are made to order.
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April 29th, 2004, 08:57 AM   #18
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Dale, my first reaction to that is....

NO KIDDING!!!!

I'm not trying to be a pr#ck either!

After seeing the HP curves posted on anther recent thread, if one is revving past around 8500, they are well past the power band, and ONLY at risk of hurting the motor.

Side note: A buddy of mine has a Formula Ford race car. I spend quite a bit of time chewin' the cud with him about this. Tuesday he spent about 1.5 hours on a dyno (only cost him $85!!!!!!!!!). Prior, he was under the impression that his motor produced power between 7-8ish. NOW, he knows that the power starts at 5.5 and goes to around 7. This new knowledge will change both his setup and driving style, thus making him more competitive. Getting back to how this correlates... he doesn't need to beat the p#ss out of his motor now that he has knowledge of how it performs. I think this is true of many a person out yonder. Most people don't realize (especially in the case of the mad low-end torque of the berg) that the top 10-20% of the theoretical RPM range is useless, unless you are specifically tuned/setup for it.

Agree?
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April 29th, 2004, 09:45 AM   #19
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Originally Posted by Parsko
....
Agree?
Ideed I do.
FYI and example: A basically stock CRF 450 peaks some 1200 rpm earlier than that of its factory set rev limit.

My friend and I campaign a CRF 450 in pro dirttrack competition. Using a Vortex ignition and suitable software the rev limit was adjusted to that of 400 rpm (+/- ) over peak power. Said engine with OEM Titanium valves now has some 40 plus hours of hard competition on it and has yet to require a lash adjustment.

Best Regards,
Dale
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