Thumper Racing 610 kit.

Gday everyone I thought I'd share with you all my experiences with the above montioned. I now have 7 hours on my TR 610 kit which I installed last year, (work and family commitments have soaked up the lions share of my time)

The piston is a custom CP forged unit withe the company logo neatly engraved on the underside wrist pin boss. The cylinder had the apperance of a stock unit and was well finished. The entire piston assembly weighs 18% more than the stock setup.

SO how do they go ?



The power is, no, the TORQUE is incredible :bounce3: Its there from idle, it is so dependable and repeatable and confidence inspiring. Where the 570 had a reasonable bottom end and a cracking midrange the extra 40cc fills that gap and makes a great powerplant truly tractable and smooth. I have never ridden with a rekluse or revloc or any type of auto/slipper clutch but I dont think I'll need one, it is very rare that you will find yourself in too higher gear and it will lug a build pace from near stall. On bitumen or fire trails you will grab the next gear when coming to a bend, in single trail and snotty hill climbs you will attack in a gear too high and use that torque to sneak along with bugger all whell spin.

My friend who owns a 09 570 as well came out for a ride not long after I finished my motor, his first question to me was " Have you geared this thing down ?" as he found himself short shifting into 6th quite quickly.
His second Question was " When can you get me one ?". Robbo now has 3 hours on his motor.

I took the bike to the dealer for a singing lesson and dyno run. Employing the user setting tool they changed the mixture by 5% either way but found the best power was made at 1% richer. The end result was

before tune 56.5 hp @ 7800 and 42.5ft/lb @6200
after tune 57.6 hp @7500 and 44ft/lb @ 5900

According to the operator the peak figures bettered a 628 with full exhaust and tune. Robbo runs a FMF power bomb systom with a factory 4.1 silencer ( ? ) which gave good gains in the mid to top end before the 610 conversion so I am keen to see if he can nudge the 60 hp mark. I will try to get the dyno sheet up as soon as I can get to a scanner.

Tyres chains and sprockets are feeling the strain, hte body is not. Gathering pace is no chore and short shifting is the order of the day. 14 50 gearing on this motor would be......... out of control.

The 610 is a bigger better fatter smoother torquier motor that does not loose out on top end whack, it has to be the best mod I've ever made to the bike, I will be doing this on my next 570 straight off the showroom floor.

A big shout to Travis @ Thumper Racing for the after sales support and for making business a pleasure. :cheers:

Whitestarz said:

I want to be in that club so bad what parts and labour are required ?

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The kits were landed here in Australia for less than $1000 AUD, and I built both motors myself. Your best bet wold be to talk directly to Thumper Racing. I was lucky enough to buy torque monsters cylinder and he was gracious enought to send it directly to Travis thereby avoiding the cylinder core charge.

Ghost said:

Sounds like you've got a sweet ride there berglsmerg! :cheers: :cheers:
Wish I had something similar in my garage.

FWIW since results in different dynos differ...
A friend of mine got a bit better figures out of a 628 engine than your dealer got. The recipe for that engine was, SR-Racing Ti-full system with twin silencers (only 92dB without dB-killers!), a mild porting job in the intake and a tune up on the dyno. End result with a crazy lean race tuned carb was 68bhp and 70Nm (ca 51,6ft/Ib). In the end she opted for a gentler adjustment to get more miles between rebuilds and ended up with 65bhp and 65Nm (ca 47,9ft/Ib)



/Nick

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Yeah too true, the first dyno they went to only produced 51 hp and 38 torque, was pretty disappointed untill a friend of mine told me his ported, 480cc CRF made 42 hp on the same dyno. This guy doesn't mess about either he is the top running privateer in S1 over here.

Forgot to mention that the gaskets supplied were top quality SCE copper head gasket and cometic MLS base.

No I didnt get the crank balanced, and I havent noticed any more or less vibration or noise for that matter. It feels just as smooth as standard at full noise right down to lugging around just off idle. To me the 610 motor sounds quieter but thats neither here nor there.

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Crapp...... that didint turn out the way I wanted it, there is the final dyno sheet anyhow, all my build pics were on my phone which conveniently got drowned on boxing day

yes that is correct, unfortunatley the $300 and 350km round trip was a bit too much for my budget. Wierus did one on his stock '10 FS 570 here http://husaberg.org/forum/viewtopic.php?f=7&t=15388. Comparing the two it would seeem that I have blown my dough on face value but I don think there are two dynos that read the same anywhere. It is interesting to note the my peak figures arrive earlier and max torque for the 610 is higher.

I think you are on the money there gazza, I just spoke to the operator who did my bike and he advises that in the 8 years he has had his Dyno dynamics dyno you can add 10% to his figure to compare to a DynoJet. For example a CR 500 would crank 50 hp, 52hp for a fit example on his dyno. So I should have around 63 Dynojet hp.

seat on and seat off was worth 2 hp on the dynojet dyno that was used first or about 4%. Cant figure out how to resize the sheets to get them on here.

yea yea cam would be the go any suggestions ? They seem to be a bit thin on the ground.