Joined May 2005
40 Posts | 0+
Melbourne Australia
Good story;
Bike should be back from the dealer soon.
Weather conditions not hot at present, hope to get another ride in before christmas.
I'm sorry did you mean good bike stories?
:lol:
Bike should be back from the dealer soon.
Weather conditions not hot at present, hope to get another ride in before christmas.
I'm sorry did you mean good bike stories?
:lol:
Joined Dec 2005
1K Posts | 0+
australia
aussiehussa
when you get your bike back and ride my advice to you is to lean your bike against the wall ,
over far enough so you can remove the magnetic oil drain bolt without oil coming out .
the idea is to check for anything sinister attached to it , do this every 100 klms for a while until you are satisfied that all is good .
when you get your bike back and ride my advice to you is to lean your bike against the wall ,
over far enough so you can remove the magnetic oil drain bolt without oil coming out .
the idea is to check for anything sinister attached to it , do this every 100 klms for a while until you are satisfied that all is good .
Joined Apr 2004
518 Posts | 0+
Arizona
Does anyone know what it is about the 550 that makes it hard on mains? Would think the larger the stroke the more the stress making the 650 the most loaded, but from reading posts that doesn't seem to be the case. Picked up a new Husaberg brochure last weekend and it lists the crankcases being beefed up on the 07 550, but not the 450 and 550. Maybe the crankcases are flexing on the 550 causing the roller tips to dig in. Gonna stick my neck out here and say that the 12.7 compression ratio is a factor. 650 is 11.7 and so is the old 501. Do I hear Pinging anyone? That 496 kit (95 MM piston from 501)would lower the compression and might be something to consider if ones engine is open.
dan
dan
Joined Nov 2001
17K Posts | 774+
Ely, England
the only difference is the fact that the 550 has a shorter stroke and can therefore rev higher than the 650. the mains are clearly on the edge of their performance limit with the 550.
like most you think it's the bang that wrecks the bottom end, it's not, it's the revs.
regards
Taffy
like most you think it's the bang that wrecks the bottom end, it's not, it's the revs.
regards
Taffy
Joined Apr 2005
134 Posts | 0+
Rodeo, California
I agree with Taffy, usually it's revs that get 'em, not compression. That reversal at high revs has to be tough on them.
Hi everyone / Taffy and all the aussies
I'm new to Husaberg and to this forum, but I have enjoyed it allot. However I'm not new to bikes and I thought I should shear my experience.
Many years back, I had three friends driving Honda XR600 and two friends driving Honda XL600
Well, for toughs who don't remember the differences then they were identical bikes apart from the fuel tanks plastic/metal and yes the gearing was different.
Well my story is like this; my friends on the XR's chased my other friends on the XL's down long strait road doing top speed. After chasing the XL's They all suffered the same problem. All three XR's killed their big end Bering.
Well at that time we were young, so we thought it must be a manufactures defaults as all the XR's suffered the same fault. Well we found out there was nothing to blame on Honda as all five engines were identical. The only real difference was the gearing these bikes were running.
If I remember then the top speed on the meter was as follows.
XL600 160km
XR600 140km
Well, the point I would like to make here is. When you ride on Off Road gearing then don’t do top speed for too long as you might as well just rev it in neutral. If you ride supermoto gearing, change up before top rpm. And don’t hang on top rpm for to long…
I’m from Iceland but currently living in Dubai so I just hope my English is good enough for everyone to get, even Taffy he he he…
I'm new to Husaberg and to this forum, but I have enjoyed it allot. However I'm not new to bikes and I thought I should shear my experience.
Many years back, I had three friends driving Honda XR600 and two friends driving Honda XL600
Well, for toughs who don't remember the differences then they were identical bikes apart from the fuel tanks plastic/metal and yes the gearing was different.
Well my story is like this; my friends on the XR's chased my other friends on the XL's down long strait road doing top speed. After chasing the XL's They all suffered the same problem. All three XR's killed their big end Bering.
Well at that time we were young, so we thought it must be a manufactures defaults as all the XR's suffered the same fault. Well we found out there was nothing to blame on Honda as all five engines were identical. The only real difference was the gearing these bikes were running.
If I remember then the top speed on the meter was as follows.
XL600 160km
XR600 140km
Well, the point I would like to make here is. When you ride on Off Road gearing then don’t do top speed for too long as you might as well just rev it in neutral. If you ride supermoto gearing, change up before top rpm. And don’t hang on top rpm for to long…
I’m from Iceland but currently living in Dubai so I just hope my English is good enough for everyone to get, even Taffy he he he…
I must agree on this. I use my bike solely for Supermoto. As it's a 450 I really need to rev the socks of it to get moving. BUT, it's sold as a Supermoto race bike. It should last one year of racing.
Why don't the KTMs or the Yamahas do this? I've never seen anyone else with main bearing failures in Norway or heard of any.
Why don't the KTMs or the Yamahas do this? I've never seen anyone else with main bearing failures in Norway or heard of any.
Taffy said:
Taffy i don't beleive the numbers you are quoting there. i beleive you, but not the figures
The reason is that i too read those figures a couple of years back. the figures did not really seem to hold up at trail rides etc. the fact is that KTM Oz had that many bergs pushed onto them by KTM. Then KTM state how Husaberg manufacturing is rapidly growing. the only problem with all this was that the bikes were not selling here. you can still buy a new 2005 Husaberg here. prob a 2004 if you dig around. i know a dealer who just sold a 2004 450 about 3 months ago.
the most recent 2 years Husaberg sales have dropped by about 36% pa. this is the official figure from the Motorcycle authority, which only measure SALES.
main bearings do seem to be a common fault. Revs can't be blamed since equivalent bikes of other brands hold up much better to similar abuse. i agree that revs don't help the situation, but really it shouldn't be a factor here.
Yes the 'bergs are fun to ride. no argument there. but they need a REAL fix if there is to be a future Husaberg. I am all for KTM selling them off so that someone can make a go of it. Husaberg will go nowhere in the meantime. I beleive the Kokusan ignition/Keihin carb change was more to suit KTM supply contract rather than a true investment in Husaberg development.
i would like another berg, but the current situation represents a bad investment in my view.
whosaberg i know where you are at. its a hard decision.
Have Fun
Jeff
In my experience it is one of four things that kill mains cheap bearings, not man enough for the job, ***** oil or lack of it.
What size bearings do they use 6???.
Sparks.
What size bearings do they use 6???.
Sparks.
Joined Nov 2001
17K Posts | 774+
Ely, England
sparks
they were so desperate to keep the bottom ends on the 650's reliable that in '06 they went from 650 down to 630cc. now if you are a detective like me, there is a story in there!
it tells me that the next size up main bearing from the shelf would say - increase the case mouth by 5mm?
my guessing is that after testing they found that they got fracturing from the main bearing housing to.....to......to.....mmmmmmm? MMMMMMM?? i'm gonna say the half speed /balancer shaft!
this happens to dozens of bikes. just ask the japs. seen yamaha run nything bigget than a 680? nope!!!!!
this would be a good point to bring JBS from the UK in. he builds 750cc sidecar engines......
from now on EVERYONE should be using c4 (not even c3) bearings. (courtesy, as usual, dale lineaweaver)
regards
Taffy
they were so desperate to keep the bottom ends on the 650's reliable that in '06 they went from 650 down to 630cc. now if you are a detective like me, there is a story in there!
it tells me that the next size up main bearing from the shelf would say - increase the case mouth by 5mm?
my guessing is that after testing they found that they got fracturing from the main bearing housing to.....to......to.....mmmmmmm? MMMMMMM?? i'm gonna say the half speed /balancer shaft!
this happens to dozens of bikes. just ask the japs. seen yamaha run nything bigget than a 680? nope!!!!!
this would be a good point to bring JBS from the UK in. he builds 750cc sidecar engines......
from now on EVERYONE should be using c4 (not even c3) bearings. (courtesy, as usual, dale lineaweaver)
regards
Taffy
Hi Taffy,
You bugger the one thing I forgot to mention and I was going to mention it in my next thread was, are they using c4 bearings?, you have just answered my question.
Who are the standard bearings manufactured by?.
Does the failure occur on the same side or can it be random or do both sides suffer the same kind of failure?
What are the bearing sizes being used?.
Is there any problem with the bearing surface tolerence in the crankcase?.
Regards
Sparks.
You bugger the one thing I forgot to mention and I was going to mention it in my next thread was, are they using c4 bearings?, you have just answered my question.
Who are the standard bearings manufactured by?.
Does the failure occur on the same side or can it be random or do both sides suffer the same kind of failure?
What are the bearing sizes being used?.
Is there any problem with the bearing surface tolerence in the crankcase?.
Regards
Sparks.
Joined Nov 2001
17K Posts | 774+
Ely, England
Quote: Ball bearing Crankshaft: 2ea 360 001-01 SKF 6206/C4
trust me, my weakness, hate doing the groundwork but i had to go and check the doc for this under useful part numbers. so i spoke too soon..... there's a first hey!
you know they could have had a rough batch of 550 cranks...
regards
Taffy
trust me, my weakness, hate doing the groundwork but i had to go and check the doc for this under useful part numbers. so i spoke too soon..... there's a first hey!
you know they could have had a rough batch of 550 cranks...
regards
Taffy
Quote Taffy
They were so desperate to keep the bottom ends on the 650's reliable that in '06 they went from 650 down to 630cc. now if you are a detective like me, there is a story in there!
The above actually occured in 2005 and continued on into 2006 and so far 2007.
Faktor
They were so desperate to keep the bottom ends on the 650's reliable that in '06 they went from 650 down to 630cc. now if you are a detective like me, there is a story in there!
The above actually occured in 2005 and continued on into 2006 and so far 2007.
Faktor
Joined Dec 2005
1K Posts | 0+
australia
i have never heard of a 650 failing [ 04 on ] in this area .
hey mine is an 04 and the guru was shocked at its as new cond on inspection .[ 9000 klms ] .
hey mine is an 04 and the guru was shocked at its as new cond on inspection .[ 9000 klms ] .
OK this is my understanding of what is commonly known as the DCR main bearing mod:
'04s went to a roller bearing crank which if the end float wasn't set right could destroy themselves at tickover :shock: DCR put this right by a ballrace on the timing side with a spacer between the bearing and primary drive gear that pulled the crank tight against that bearing so there is no axial float. The ignition side has a roller to cope with the rotor/flywheel weight overhang. This makes sense to me as my 470 destroyed the ignition side main bearing which then meant the rotor destroyed the stator, and my current '03 650 shows evidence of this in its history. JBS racing use a higher rated 9 ball ballrace on the timing side as opposed to the std 8 ball berg one :idea:
Of course this doesn't factor in whippy cranks from long stroke motors that roller bearings don't like either :wink:
'04s went to a roller bearing crank which if the end float wasn't set right could destroy themselves at tickover :shock: DCR put this right by a ballrace on the timing side with a spacer between the bearing and primary drive gear that pulled the crank tight against that bearing so there is no axial float. The ignition side has a roller to cope with the rotor/flywheel weight overhang. This makes sense to me as my 470 destroyed the ignition side main bearing which then meant the rotor destroyed the stator, and my current '03 650 shows evidence of this in its history. JBS racing use a higher rated 9 ball ballrace on the timing side as opposed to the std 8 ball berg one :idea:
Of course this doesn't factor in whippy cranks from long stroke motors that roller bearings don't like either :wink:
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