here's a press photo of the internals of the new engine. (Well, ihope it works out fine with the upload)
Cheers,
Adriaan
Cheers,
Adriaan
I assume you are referring to the cylinder config? If so, I'd disagree. The cylinder is a combo of both the old & new. It fits onto a face like the pre2001, but it also extends down into o-rings in the case with the outside of that water jacket section against the cases like the post 2001.Taffy said:
Hope it hasn't scored the worst of both worlds!! Must still have 2001 style case-to-cylinder o-rings to leak even though they are not shown. Still has the 2000 cylinder that is not a nice revolved section to make it easy and cheap to modify or repair. Problaby still gotta split the cases to get the cylider out - if not I'd reckon you'd wanna split them to get it back in again...
They've created a cylinder with two separate water rings around it and a great section of metal fair around the centre. Might be good if water flow around the top hot section is greater than around the bottom section, but I doubt it is like that. Might have a cylinder that does not respond well to big changes in temp such as when flogged or overheated.
The piston crown is a funny looking fucr also. Is it like any of the previous models?
Still it's always easier to look at someone else's design and pick things that might be a problem rather than it is to come up with better ideas...... :roll:
actually, it's all KTM parts. the 450 has the cylinder from the KTM 530 (bore = 95 mm)
The complete top end is KTM.
The 570 seems to have the same crankshaft as the KTM 530 (stroke = 72 mm)
same goes for the gearbox & clutch assembly.
electric starter: mainly KTM apart from the torqlimiter
Balancer shaft: apart from the shaft itself, all KTM parts
radiators: LS = 07 KTM model RS = 08 KTM model hoses are Husaberg (obviously)
ignition: rotor = husaberg due to the higher demand for amps, stator = KTM part
I think the Husabergs engineers main achievement is to use as many existing KTM parts as possible and come up with a rearrangement that is truly setting new handling standards for enduro bikes if we may believe all reports).
I'm also a little concerned after reading through threads on KTMTalk it seems that all the new KTM RC4 engines run very hot, very quick. Hopefully the new injection will sort out that problem.
The KTMs also have a real issue with the right crankshaft oil seal. oil is migrating from the crankshaft compartment to the gearbox (inmost cases, sometimes it's the other way around)
We won't see this problem with the 2009 Berg since theres only one oil compartment.
Also there seems to be an issue with the auto decompression mechanism on the KTMs, so we can expect the same problems in the 2009 Husaberg. In the 2009 models there's an updated ADC/Camshaft so lets hope this cured the problem.
Anyway, I ordered two 2009 bergs, a 450 and a 570. Come and try them in sunny Algarve
The complete top end is KTM.
The 570 seems to have the same crankshaft as the KTM 530 (stroke = 72 mm)
same goes for the gearbox & clutch assembly.
electric starter: mainly KTM apart from the torqlimiter
Balancer shaft: apart from the shaft itself, all KTM parts
radiators: LS = 07 KTM model RS = 08 KTM model hoses are Husaberg (obviously)
ignition: rotor = husaberg due to the higher demand for amps, stator = KTM part
I think the Husabergs engineers main achievement is to use as many existing KTM parts as possible and come up with a rearrangement that is truly setting new handling standards for enduro bikes if we may believe all reports).
I'm also a little concerned after reading through threads on KTMTalk it seems that all the new KTM RC4 engines run very hot, very quick. Hopefully the new injection will sort out that problem.
The KTMs also have a real issue with the right crankshaft oil seal. oil is migrating from the crankshaft compartment to the gearbox (inmost cases, sometimes it's the other way around)
We won't see this problem with the 2009 Berg since theres only one oil compartment.
Also there seems to be an issue with the auto decompression mechanism on the KTMs, so we can expect the same problems in the 2009 Husaberg. In the 2009 models there's an updated ADC/Camshaft so lets hope this cured the problem.
Anyway, I ordered two 2009 bergs, a 450 and a 570. Come and try them in sunny Algarve
The ktm rc4 is the 250f engine and is bulletproof. The new xc4 as used in the 450 and 530 xcrw seems to have some problems. This is the engine that husaberg used for parts when building the fe 450 and 570. Doubt the husaberg will have the same oil migration problems that ktm is dealing with. Also the fe450 uses same bore/stroke as the ktm 450 xc4 (assume same crank/rod/barrel/piston). The fe570 is a ktm 530 xc4 motor that is over-bored 5mm to achieve 100mm bore/72mm stroke.
Joined Jun 2007
4K Posts | 1K+
south east WA Australia
We will have to wait and see exactly how similar the '09 fe engine is to the ktm xc4. Travis at Thumperracing already has a 570 kit and a 610 kit for the ktm xc4 72mm stroke engine. The 610 is 105 mm bore. Apparently the xc4 was designed with overbores in mind. The xc4 case is tight for a stroker, but the fe being a different case might have room.
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