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2004 Camshafts

LINEAWEAVER

LINEAWEAVER

Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
FYI:

OEM camshafts 820.36.010.000 and H-200.342.08 share identical profiles. The later unit is shipped with a matched auto de-comp lever.

Both camshafts will deliver near identical power characteristics to that of my X1 and in some instances provide for a broader power spread.

Unfortunately both OEM camshafts produce excessive valvetrain velocity, acceleration and jerk. (Twice that of the X1) 8O

If reduced valvetrain life is an acceptable tradeoff for your particular performance needs (ie race engine with frequent teardowns) then the above mentioned OEM camshafts are quite the performance bargain indeed.

Hope you find this information useful.

Kind Regards,
Dale
 
Are these part numbers 2004 OEM stock replacement parts or are they different?

Will these fit the 01-03 bikes ?. I will venture a guess that the H-200.342.08 would definitely not because of differing decompression mechanisms.

Will the X1 fit 01-04 models? I believe it is a regrind isn't it?

Is there a difference between the 01-03 and 04 cams.

Are the 04 camshafts a performance upgrade to the 01-03 bikes.

Sorry for the question inundation but inquiring minds want to know.

Thanks,
 
husabutt said:
Are these part numbers 2004 OEM stock replacement parts?
Yes

Will these fit the 01-03 blkes ?.
Yes

Will the X1 fit 01-04 models? I believe it is a regrind isn't it?
Yes and Yes

Is there a difference between the 01-03 and 04 cams.
Only the profiles

Are the 04 camshafts a performace upgrade to the 01-03 bikes.
Yes
Click to expand...
 
hi dale

can you place this cam peformance wise next to the '01' and the '53' and tell us what you can? for instance, does it give valve gear an easier life than the above mentioned pair and can therefore be considered halfway to the X1 or is it no better?

in other words have husaberg designed it with even greater performance in mind or same performance-better valve gear life?

any actual figures for it?

regards

Taffy
 
husabutt said:
Will these fit the 01-03 bikes ?. I will venture a guess that the H-200.342.08 would definitely not because of differing decompression mechanisms.
Click to expand...

Husabutt,

The 08 cam was used in the 03 650 and was a particularly good upgrade compared to previous years on the 53. I don't know about fit in the smaller capacity engines.

Cheers,
Simon
 
Hi Taffy,

All OEM Husaberg concave flank camshafts share a near identical peak valve acceleration rate of .0004843" In/Dg squared.

Regarding various OEM profiles:
Duration and peak lift have been altered (ie 01, 53, 08, etc.) to tailor performance characteristics and said alterations do indeed influencce valvetrain loading to some degree. However, it is the peak acceleration rate that has the greatest influence on follower life.

Both of my camshafts adhere to the more conventional peak acceleration rate of .0002727" In/Dg squared albeit with a slight reduction in overall width of peak torque.

Hope this helps.

Best Regards,
Dale
 
dale

what i'm saying is this; so this camshaft or the camshafts are more of the same from husaberg.

not the breakthrough we were hoping for!

Taffy
 
Taffy said:
dale

what i'm saying is this; so this camshaft or the camshafts are more of the same from husaberg.

not the breakthrough we were hoping for!

Taffy
Click to expand...

Correct indeed!
Based on the latest profile fingerprints one may expect enhanced engine performance without an increase in valvetrain life. That being said the latest OEM 650 profiles will indeed enhance the peak power output of 2001 through 2003 engines. :D
 
Dale, I have a 1-season old 2002 FE501E (updated to 2003 rocker when it was new) It has received regular oil changes and valve adjustments. After the initial few valve adjustments during break in, clearances have been very close at each check. I am considering tearing down the top end in the off season to inspect for cam and/or follower wear, would you suggest this or should I just wait until I start to see the valve adjustment fluctuating? Also in your opinion would it extend the valve train life to install one of your X1 cams now or should that be done at a rebuild?
 
Hi Dust_Buster,
I personally believe it best to error on the side of caution. I suggest you disassemble the rocker assembly for inspection and as a course of preventative maintenance replace the roller followers.

If all is as new you have simply purchased peace of mind.
If wear is indeed present you may have saved yourself hundreds in repair costs. Either way it is a sound investment.

All else remaining equal (ie good oil, regular maintenance, like hardware, etc.) engine rpm and total run time are the primary factors regarding follower component life.

The X1 Camshaft is not particularly well suited for smaller displacement engines operating in the lower rpm regions and / or those equipped with restrictive exhaust systems. The X2 is a more forgiving and user friendly option. However, if peak power is your objective the X1 will not disappoint you. Both camshafts have gentle opening and closing flanks in an effort to reduce valvetrain wear.

Hope this helps.

Best Regards,
Dale
 
Best cam to use?

So if I buy a 2003 FE501 for competing in enduros, where reliability is the key factor not peak horsepower, what cam would you recommend?Would it be wise to install it from day 1 or wait for measurable wear?I would rather stick with a quiet exhaust,thanks.
 
Re: Best cam to use?

mboygood said:
So if I buy a 2003 FE501 for competing in enduros, where reliability is the key factor not peak horsepower, what cam would you recommend?Would it be wise to install it from day 1 or wait for measurable wear?I would rather stick with a quiet exhaust,thanks.
Click to expand...

Sounds like you need an X2.
 
Dale, I have a few questions relating to valves. It mainly comes about due to the problems bikes seem to be having with titanium valves. We are being told that the incidence of valve failure in Australia is higher than anywhere else in the world. Most believe it is due to the ongoing drought we have had over the past few years and the very dusty conditions that have resulted. Dust particles as small as 3 micron are being found on the wrong side of the air filter.
I know CR’s have a reputation throughout the world for valve problems but there has also been a high rate of failure in the Husky TE’s . Are titanium valve fitted bikes other than CR’s having problems in other countries? With Husaberg about to release the 05 with titanium valves I wonder how they will go.

The only bike that doesn’t seem to be affected is the Yamaha. However I have read on another forum that the Yamaha valves aren’t the run of the mill nitride coated titanium but some form of titanium alloy. Apparently the Yamaha valves can be reground and also weigh more than a regular titanium valve.

Is the maximum accepted acceleration of 0.0002727 in/Dg/Dg that you mention for steel valves only or does it also apply to titanium and stainless steel. That is, will the titanium valves be less susceptible to pulling (tuliping) at this acceleration?

I know that fitting of stainless steal valves has been mentioned in the past and you have stated that lash caps would be required. When KTM released the 525 they changed to stainless steel valves but don’t use lash caps.
Is this because their cam is less aggressive (doesn’t have a concave flank) with lower valve acceleration?
 
twistthethrottle said:
I know that fitting of stainless steal valves has been mentioned in the past and you have stated that lash caps would be required. When KTM released the 525 they changed to stainless steel valves but don’t use lash caps.
Is this because their cam is less aggressive (doesn’t have a concave flank) with lower valve acceleration?
Click to expand...

Most steel valves have hardened tips (stellite tip), so as not to require lash caps. Titanium valves and non-hardened steel valves require lash caps. The stock steel KTM and Husaberg valves have the hardened tips.
 
twistthethrottle said:
Dale, I have a few questions relating to valves. It mainly comes about due to the problems bikes seem to be having with titanium valves. We are being told that the incidence of valve failure in Australia is higher than anywhere else in the world. Most believe it is due to the ongoing drought we have had over the past few years and the very dusty conditions that have resulted. Dust particles as small as 3 micron are being found on the wrong side of the air filter.
I know CR’s have a reputation throughout the world for valve problems but there has also been a high rate of failure in the Husky TE’s . Are titanium valve fitted bikes other than CR’s having problems in other countries? With Husaberg about to release the 05 with titanium valves I wonder how they will go.

The only bike that doesn’t seem to be affected is the Yamaha. However I have read on another forum that the Yamaha valves aren’t the run of the mill nitride coated titanium but some form of titanium alloy. Apparently the Yamaha valves can be reground and also weigh more than a regular titanium valve.

Is the maximum accepted acceleration of 0.0002727 in/Dg/Dg that you mention for steel valves only or does it also apply to titanium and stainless steel. That is, will the titanium valves be less susceptible to pulling (tuliping) at this acceleration?

I know that fitting of stainless steal valves has been mentioned in the past and you have stated that lash caps would be required. When KTM released the 525 they changed to stainless steel valves but don’t use lash caps.
Is this because their cam is less aggressive (doesn’t have a concave flank) with lower valve acceleration?
Click to expand...

Titanium makes for a very poor bearing surface consequently wear by abrasion is increased above that of most steel alloy valve material. Steel is better suited regarding longevity albeit heavier with a consequent reduction in peak power potential for a given displacement.

In order to obtain 50+ RWHP from a 450cc "racing" single maximum rpm limits are increased hence the new trend in lightweight Titanium valves. The key word being "racing" as rarely does longevity and performance both flourish.

Depending upon application I sometimes use lash caps over that of hardened tips as the bearing surface can be made wider providing for iimproved valve motion for a given cam.

Titanium valves are indeed subjet to wear as a result of ecessive valvetrain motion though to a lessor degree than that of a heavier valve.
Remember force is a product of both mass and velocity.


In my humble opinion amateur and pro alike seem to use the rev limiter as an indication of when to shift.

Our CRF 450 dirttracker has logged hour after hour without requiring a lash adjustment. Why? Because I pulled the rev limit in some 1K rpm to that of just 500 rpm above peak power.

Ps
In addition to using Titanium valves Husaberg has decreased the intake valve size from 37mm to that of 35mm in an effort to improve follower life.

Hope this helps.
Kind Regards,
Dale
 
LINEAWEAVER said:
Ps
In addition to using Titanium valves Husaberg has decreased the intake valve size from 37mm to that of 35mm in an effort to improve follower life.

Hope this helps.
Kind Regards,
Dale
Click to expand...

I may add that the 35mm valves are the now the exact same part as used in the KTM's. KTM has been using the 35mm intakes for years. Who here is now being assimilated, since the entire valve train is now the KTM redesigned version? What's next, a right hand kick? :lol:

P.S. Are you guys sure that the new Berg valves are Titanium? :?: The part numbers from the 04's match up to the SS KTM valves, not the Ti valves used on the KTM450SX's. There is also no mention of Ti valves on the Husaberg.se site for 04 enhancements.
 
PowerFiend said:
LINEAWEAVER said:
Ps
In addition to using Titanium valves Husaberg has decreased the intake valve size from 37mm to that of 35mm in an effort to improve follower life.

Hope this helps.
Kind Regards,
Dale
Click to expand...

I may add that the 35mm valves are the now the exact same part as used in the KTM's. KTM has been using the 35mm intakes for years. Who here is now being assimilated, since the entire valve train is now the KTM redesigned version? What's next, a right hand kick? :lol:

P.S. Are you guys sure that the new Berg valves are Titanium? :?: The part numbers from the 04's match up to the SS KTM valves, not the Ti valves used on the KTM450SX's. There is also no mention of Ti valves on the Husaberg.se site for 04 enhancements.
Click to expand...

Husaberg used 35mm intake valves from inception through 2000 returning to 35mm Titanium for 2005.

The current KTM valvetrain is that of pre 2001 Husaberg.

Dale
 
Hi everyone!

I'm grand-spankin'-new to this forum and I find it to be very useful. I have tried to search for what I want to know but it's TO MUCH info to search! 8O And not enough time available for me...
I was wondering if someone who maybe knows what I wanna know can help me?

I Have a FS650S -04 that blew out the left hand oilsealing on the crank. This renderd a complete tear-down because of rubber everywear from the oilsealing. As I have the engine apart I'm gonna "polish" it a little bit. The intake has already been cleaned up, and a suspected damaged valveseat is to be replaced and then all seat are to be overhauled so everything is perfect and airtight. Crank is also balanced.
What I'm wondering is the setting of the stock -04 camshaft? I wanna check if it's perfectly set or if there is gains to be made with timing the camshaft. Of course I need an adjustable camgear(?!) to do this, but that is easily solved with a little grinding.
SO, does anyone now the stock degrees for setting up the camshaft on a FS650S -04?

Thnx in advance!

/Ebbe


PS. English is not my native language so please bare with me... DS.
 
Ebbe said:
Doesn't anyone know?

:?
Click to expand...

1mm lift / 0 Lash / Straignt Up

Intake Open 19
Intake Close 67.1
Exhaust Open 98.8
Exhaust Close 17.9

Intake CL 114.9
Exhaust CL 115.1

Dale
 

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