Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Hi Madero,
Large displacement Husaberg engines rerspond particularly well to an increase in exhaust valve diameter.
Lineaweaver 32mm Stainless exhaust valve Kit.
Best Regards,
Dale
Large displacement Husaberg engines rerspond particularly well to an increase in exhaust valve diameter.
Lineaweaver 32mm Stainless exhaust valve Kit.
Best Regards,
Dale
Here's a question for all you valve gurus out there, how can larger valves be a benefit, I always thought that valves were a necessary restriction and that the smallest valve you could get away with running would be the best.
If someone could clear this up for me it would put my mind at rest.
Cheers Gang.
If someone could clear this up for me it would put my mind at rest.
Cheers Gang.
Joined Oct 2004
1K Posts | 14+
nova scotia
Larger valves have the ability to flow more air through the port.More air means a larger volume of mixture in the combustion chamber which can produce more power.The trade off is between the volume of mixture and the velocity of the mixture that that is moving through the port.Carb size,cam design and exhaust lengh and diameter,piston design as well as valve size all determine engine power, and to be most effective all these components should work together to achieve the required engine perfomance.There have been volumes written by many engineers on this subject all of them a thousand times more qualified than I,but I hope this laymans explanation is of some help.......nsman
How much for a set of oversized valves, pulling the head off the 04 after a year motarding, is there any other parts I could use while I have it apart? The bike is standard apart from a full FP system and changes to jetting. Did someone mention a while ago that the valve springs were breaking on some 04's. Thanks.
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Wilson said:
Hi Wislon,
Intake valve recession, camshaft follower and support bearing wear are common issues of concern. Should you decide to remove the cylinder head play it safe and replace the above mentioned items. Valve springs (unless defective as delivered) have an average useful lifespan exceeding 200 hours.
Custom 37 mm Intake / 32 mm Exhaust valves are readily available. At $400.00 US a complete set is marginally more expensive than that of the lessor quality OEM pieces.
Power and reliability enhancing camshaft profiles are also available.
Hope this helps.
Sincerely,
Dale
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
madero said:
Hi Mathieu,
Your 32 mm exhaust valves have been shipped in the good faith that you will indeed transfer payment on Friday.
Best Regards,
Dale
[email protected]
www.D-Lineaweaver.com
Dale,
You mentioned the cam, how much for one of these as well, I want to get it all done at the one time, and is that paypal ok for transfering payment? Thanks again.
You mentioned the cam, how much for one of these as well, I want to get it all done at the one time, and is that paypal ok for transfering payment? Thanks again.
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Copy of Email correspondence related to this topic:
hello,
Did you get my latest Pm on the husaberg site??? yes.
The money is transfered,so normally you make expect the amount this friday.
is it necessary to change the cam with the larger exhaust valves ????? No, as a matter of fact the engine responds quite favorably to the increased exhaust valve diameter with nothing more than proper fuel and ignition tuning.
What is the largest power output and couple,you ever had out of a 650 cc
Husaberg???
Since Dirttrack regulations limit displacement to that of 400cc, 505cc and 600cc most 650 engines I prepare are used for pleasure. Such engines require a friendly power curve and must run on pump fuel. Said engines on average produce between 62 and 65 RWHP (DynoJet). (My personal Dynamometer readings are reported to be low in comparison to that of others. This is possibly as a result of stating actual values of the day as opposed to that of the potential output).
Average Husaberg race engines are as follow:
400cc ~ 46 RWHP
448cc ~ 56 RWHP
600cc ~ 65 RWHP
Most graphs may be viewed in my gallery via the UHE website.
I personnally think dat the power will not raise spectaculairy,but I think
that the power comes faster out of the engine regarding to the time.
At the dyno in 5 gear, 15-40 reduction max power (61,8 SAE BHP) output at
4.4seconds.Hopefully this goes still a bit faster,3.8seconds for example.The
dyno will give the verdict.
Acceleration rate is directly as a result of total power (power under the curve) An increase in average power output shall reduce acceleration time for a given set of variables. BHP is Brake Horsepower and is intended to represent that which is derived directly from the crankshaft. Correction factors are very misleading as well. My power output is derived via the rear wheel using a street tire. Conditions are uncorrected (actual power @ the time of testing) @ seal level and most often with 30% - 40% humidity and between 55 and 75 degrees Fahrenheit.
Greetings Madero,
Hope this has answered your Questions.
Best Regards,
Dale
Ps
I shall copy and paste this correspondence to the appropriate post as it does address issues that may prove of significant value to others contemplating modifications and / or tuning.
hello,
Did you get my latest Pm on the husaberg site??? yes.
The money is transfered,so normally you make expect the amount this friday.
is it necessary to change the cam with the larger exhaust valves ????? No, as a matter of fact the engine responds quite favorably to the increased exhaust valve diameter with nothing more than proper fuel and ignition tuning.
What is the largest power output and couple,you ever had out of a 650 cc
Husaberg???
Since Dirttrack regulations limit displacement to that of 400cc, 505cc and 600cc most 650 engines I prepare are used for pleasure. Such engines require a friendly power curve and must run on pump fuel. Said engines on average produce between 62 and 65 RWHP (DynoJet). (My personal Dynamometer readings are reported to be low in comparison to that of others. This is possibly as a result of stating actual values of the day as opposed to that of the potential output).
Average Husaberg race engines are as follow:
400cc ~ 46 RWHP
448cc ~ 56 RWHP
600cc ~ 65 RWHP
Most graphs may be viewed in my gallery via the UHE website.
I personnally think dat the power will not raise spectaculairy,but I think
that the power comes faster out of the engine regarding to the time.
At the dyno in 5 gear, 15-40 reduction max power (61,8 SAE BHP) output at
4.4seconds.Hopefully this goes still a bit faster,3.8seconds for example.The
dyno will give the verdict.
Acceleration rate is directly as a result of total power (power under the curve) An increase in average power output shall reduce acceleration time for a given set of variables. BHP is Brake Horsepower and is intended to represent that which is derived directly from the crankshaft. Correction factors are very misleading as well. My power output is derived via the rear wheel using a street tire. Conditions are uncorrected (actual power @ the time of testing) @ seal level and most often with 30% - 40% humidity and between 55 and 75 degrees Fahrenheit.
Greetings Madero,
Hope this has answered your Questions.
Best Regards,
Dale
Ps
I shall copy and paste this correspondence to the appropriate post as it does address issues that may prove of significant value to others contemplating modifications and / or tuning.
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Wilson said:
Hi Wilson,
Paypal is indeed welcome.
Camshafts are of an exchange basis as a suitable core is required.
Average cost is $350.00 US depending upon volume of submitted grinds at the time.
Hope this helps.
Sincerely,
Dale
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Regarding KTM:
On paper the 37 / 32 valves are drop in (seat work required as with the Husaberg) and the LR camshaft profiles suitable.
Be it known "In the real world I have yet to personally confirm the above".
Sincerely,
Dale
On paper the 37 / 32 valves are drop in (seat work required as with the Husaberg) and the LR camshaft profiles suitable.
Be it known "In the real world I have yet to personally confirm the above".
Sincerely,
Dale
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Regarding KTM:
On paper the 37 / 32 valves are drop in (seat work required as with the Husaberg) and the LR camshaft profiles suitable.
Be it known "In the real world I have yet to personally confirm the above".
Sincerely,
Dale
On paper the 37 / 32 valves are drop in (seat work required as with the Husaberg) and the LR camshaft profiles suitable.
Be it known "In the real world I have yet to personally confirm the above".
Sincerely,
Dale
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
I have worked with Laurie Dunlap and Web-Cam for many years.
I own the masters for which they grind the above listed profiles.
For extreme duty I have turned to an alternative process featuring a different overlay, application and unfortunately a considerable increase in the cost of production.
Sincerely,
Dale
I own the masters for which they grind the above listed profiles.
For extreme duty I have turned to an alternative process featuring a different overlay, application and unfortunately a considerable increase in the cost of production.
Sincerely,
Dale
Joined Nov 2004
158 Posts | 0+
What are the biggest valves available for a 2003 650, what is their cost and availability (time)?
What modifications are need to the head and seats to allow the bigger valves to be used?
Dale
As you know I am now building a 750cc Husaberg motor based on the piston in my gallery and a 4mm stroked '03 crank. This motor doesn't need to be rideable - it needs to make as much power as possible every were but favoring top end. It is to be used in a motocross sidecar were the throttle is either on or off. It is pulling 165kg bike + 2 riders so the weight tends to tame the power to a usable limit.
What mods (big valves, cams etc.....) do you think would help with this end goal?
Do you forsee any weak spots down stream of the crank? The balencer is going.
Happy new year.
Best Regards
Ben Ballard
JBSracing
What modifications are need to the head and seats to allow the bigger valves to be used?
Dale
As you know I am now building a 750cc Husaberg motor based on the piston in my gallery and a 4mm stroked '03 crank. This motor doesn't need to be rideable - it needs to make as much power as possible every were but favoring top end. It is to be used in a motocross sidecar were the throttle is either on or off. It is pulling 165kg bike + 2 riders so the weight tends to tame the power to a usable limit.
What mods (big valves, cams etc.....) do you think would help with this end goal?
Do you forsee any weak spots down stream of the crank? The balencer is going.
Happy new year.
Best Regards
Ben Ballard
JBSracing
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Similar threads
Register CTA
Register on Husaberg Forum! This sidebar will go away, and you will see fewer ads.
Sign Up
