This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.

Billet cylinder head

bushmechanic said:
Nice Dr-C!

fully adjustable cam timing without buying new lobes, proper cam chain and cam drive gear profiles not the silly plate ones.

its far too sensible just like the self cleaning design of a dogs er umm nuts ... so i probably don't think i need to ask but .... ball bearings on the camshafts ? splash lube or pressure feed?
Click to expand...
Thanks Bushie!
The oil comes into the cylinder head at the rear left corner as normal, then exits to a hose that feeds both cam shafts through their right side end. The lobes are drilled on the "back side". Cam shafts are supported by needle bearings (DxdXW, 22x16x12mm) which has not been an issue on the Folan/Highland engines. This lets me use larger diameter camshaft body (less bending) and keeps the external dimensions of the cylinder head down.
 
sounds good

FWIW the new KTM engines that use a large diameter needle roller on the cam are having some fail, not sure why exactly but roller speed is up on the bigger ones, yours (small OD) sound good.

looking forward to the next cartoon
 
Hi guys!
Thought I'd keep you posted on the progress. Most of the Folan head internals have arrived. The camshafts were particularly fun to see, as they are a new design. The duplex gear (chain, tooth gear), driving the cam shafts is ready for hardening. The weekend was spent on wiring looms, sensors and brackets for the fuel injection system. Without the dedicated support from Patrik "Swedish Steel" Eriksson, this project would never have come this far! :cheers:
Hopefully the machining of the head itself will be completed the next coming days.
 
something new for you to read in the next 24 hours. I'm doing a thread on the sherco stuff again Mats.

regards

Taffy
 
Goodies are arriving!

Kamaxel.jpg
 
it's like going 300 miles to the beach one day and being told by your dad that you've got to turn straight round and go home again!

regards

Taffy
 
bushmechanic said:
Nice Dr-C!

profile looks ahm pretty aggressive
Click to expand...
"Looks" I believe is the key word here. Direct acting lobes are looking meaner than ones with rockers. The inlet cam (see picture) is lifting 13,0mm, duration is 270 deg measured at 0,050" (1,27mm) with 0-play. So duration is more or less equal to OEMs, but the max lift is increased to fit the 41mm inlet valves.

My machinists 5-axis CNC mill had a problem with a position sensor, so machining of the cylinder head has been delayed. The first race is taking place next weekend, so the old billet head engine will have to do! :twisted:

There is still a lot of work to get the whole package together but I'm more than halfway around the lake so I'd better roll up the sleeves (one more time). :D
 
Smorgasbord said:
Have you considered a Ludwig Apfelbeck type valve arrangement?, or is it far too complicated?
Click to expand...
My general idea is to introduce common, modern, racing head design into a 1-cylinder light weight application. The porting, intake/exhaust system design, valve timing and combustion chamber are not far from what can be found in contemporary succesful engines (fx Ducati 1198, BMW 1000RR) with some F1/Top Fuel derived flow dynamics added to it. There must be some good reason why there are no "Apfelbeck" head designs and no rotary valves in F1.

The electropneumatic actuated valves have caught my eye though. Imagine being able to control valve timing AND lift from an engine control system! No further need for a throttle interfering with the flow and optimal valve timing through-out the range. The flip side is that you will have to carry/power a 15bar air compressor... :(

If this project turns out well, I might add a servocontrolled velocity stack, adapting the intake length to fit all through 4500-9000rpm. Manufacturing a DOHC-head, fuel-injecting it and getting to help me lower my lap times, is challenging enough for a hobby-tuner! :D
 
Dr_C your new head looks amazing. Can you tell me what brand/model EFI computer and Spark Control box you plan to use in your machine?

That W-9 motor on the atomracing site is also a good looking bit of gear. With that intake manifold and the injectors up nice and high it looks like it is designed to spend most of it's time up there in the 12,000 RPM range.
 
Davo said:
Dr_C your new head looks amazing. Can you tell me what brand/model EFI computer and Spark Control box you plan to use in your machine?
Click to expand...
Thanks Davo! There is still quite a journey before it is bolted together and performing up to specs!
I'm using a Microsquirt control box for the fuel injection and ignition. I purchased it, together with most of the sensors, from DIY Autotune. This company retails Megasquirts range and sensors that are fitting their control boxes.
 
Look what just came out of the 5-axis CNC mill of Mossbergs Mekaniska!
IMG_4314.jpg

A kitchen table!!!! :D

I have mounted the throttle body, velocity stack and fuel injector holder that I intend to use.

For more photos, see my gallery!
 
I have hold it in my hands, and a can say that even those picture from my kitchentable cant give it justise how beautiful it is in reallife, how every detail is made with both function and great desingn in mind, and machining. I told Mats when we looked at it. If our wifes just would understand how a man that appreciate this kind of piece feel when touching it, turn it aroud, look at the detail in closeup, it would be like cheating, like have a nakedgirl lying on the table, thank good they dont understand :D Its a Masterpice.

Regards
 
swedishsteel said:
I have hold it in my hands, and a can say that even those picture from my kitchentable cant give it justise how beautiful it is in reallife, how every detail is made with both function and great desingn in mind, and machining. I told Mats when we looked at it. If our wifes just would understand how a man that appreciate this kind of piece feel when touching it, turn it aroud, look at the detail in closeup, it would be like cheating, like have a nakedgirl lying on the table, thank good they dont understand Its a Masterpice.
Click to expand...

ahh now i see the positives to the wife not understanding when I show her the husaberg engine parts

I think if I bought a DrC head though she might notice some money missing and my huge smiles etc and ask me if i had paid a pro for *** or something :twisted:

my freind married a girl who appreciates this stuff but he's allways in trouble for wreaking (riding) her bike :cry:

DrC what is the head volume ?

I should have asked a month ago but I noticed today the cooling passages for the stock head don't really line up optimally with the block, the holes in the block are further away from the bore. did you get the cooling passages in the head located further away from the liner?

just wondering as with the 105mm bore there is not much room to seal between the bore and the cooling passages in the head.
 
just wondering why you have stuck with the 2 exhaust ports outlets dr-c?
i see most of the later ktm's/husabergs & jappers have just a big single port redirecting the exhaust out to the one side.
any reason or theory which is better?
..weed..
 
frame tube! if this is to have any commercial pretensions then the twin port has to continue!

regards

Taffy
 
to get the true benefit of DOHC i'd have thought the 550 bottom end with 108mm slug on it or even the old 400 crank with the 60mm stroke.

the ducati uses 60mm i believe.

I had nearly the first ducati pantah in the country in 1980 and it was 74 x 58 for 500cc. they later bought out a 583 with a 80mm bore and a 598 racer that was 81mm.

then they went to 82 x 61.5 for a cagiva and that became a 88 x 61.5 for a 750 racer.

when the 851 came out with essentially the same bottom end as my 500 but with a water jacket, 4-valves, DOHC, Fi, it was something like 92 x 64. they then made that a 916, 950 and 996 by going out to something like 110 x 64.

i don't actually know the water-cooled stuff coz i no longer follow that stuff but i did notice a month ago that the 1200 is something like 125 x 60mm. that's back to the stroke of a 500 or the 175 from the 50's.

it's grown 2" on the bore and barely moved on the stroke.

i could say more but getting comment out of mats is hard enough without pissing him off deliberatley.

regards

taffy
 

Similar threads

Dr_C
Billet crank case for 650
Replies
22
Views
5K
sfg
S
Taffy
New - improved carb needle 2004-2008
Replies
3
Views
2K
FlyingZebra
FlyingZebra
hyebo
For Sale Cylinder Head and Rocker Cover FE 400 2000
Replies
1
Views
2K
aleksi5555
A
G
For Sale 2009/2010 Husaberg FE450/570 Head and Cylinder LOW HOURS
Replies
18
Views
6K
Gasper Lampe
G
kli
FE501 top end refresment
Replies
31
Views
7K
kli
kli

Register CTA

Register on Husaberg Forum! This sidebar will go away, and you will see fewer ads.

Recent Discussions

Recent Discussions