It's been one of those weeks

Can't find my parts. Missing a 83 250 crank halves that's pressed apart. I bought a used crank from eBay that had a film of rust on the piston end. Using 400/2500 grit paper the rust cleaned up and I saved the crank. The wrist pin and rod bearing are perfect. Well looks like I'll spend the holiday looking for my missing crank. I need to get slelving and get better organized. I have husky parts all over the place. I'm a borderline hoarder.


I have the new hva rod kit. Found my 500cr crank that needs the rod kit from hva.

My first build is at the point I'm putting together tires for a roller soon. 79/250cr.

Bill, I have been working on a 1980 250CR for a guy I know on the yahoo forum. During the course of sorting out the work needed on the engine, I found the bottom of the cylinder liner did not clean up at the last rebore. I think it was a bad liner that got out of the factory when the bike was produced. It will not clean up at the largest overbore so I recommended he find another cylinder. I told him without wall support in the lower 3/4" of liner, he was risking losing the centercases to a broken skirt.

Of interest to you, I have found an 82 -85 aircooled cylinder fits the studs of the 1980 250 cases as the studs moved in 1980 for the 250 as well as the 390. May need to open the top of the centercases where the ring around the cylinder fits. I could not locate my 82 & 84 cylinders to verify this, but did verify the con rod at 135mm center to center.

At some point the transfer ports were lengthened. I purchased a complete 79/80 250cr that had a 83 250 cylinder on it. The transfer ports are missed matched. Not much gasket sealing area. I purchased the 79/80 cylinder so it's matched correctly. The eveloution time frame through these late 70's to early 80's is when Husqvarna stepped up to the plate and made changes just about every few years. There is one of the older style cases I think it's a 81 250cr that has the larger 82/83 transfer ports. One year if I remember correctly it's a odd ball.

The stud pattern before 1980 was more rectangular as my guy had a 78 or 79 case set. The stud pattern lengthened front to back in 1980 on the 250 when the 390 was changed to allow the 420 cylinder. A 79 cylinder will not fit the studs on an 80 or 81 because of this transition.

I'll have to look up my lower cr 250 case number. It had a 83/250 cylinder on it. It's a late 70 later case. There's two different stud layouts on the 390, I had both. I know where two different 390 cylinders are.

I think my lower case number is 2065. The studs are correct but the transfer ports are smaller.

Here's all the different gasket sets and what years they fit.
http://www.vintagehusky.com/parts4.htm

Case numbers per year.

http://www.husqvarna-parts.com/page/page/3895714.htm

But one year is by itself I think it's the '81 cr250 #2079 or 2081 I think. These older engines ran better than the rest. My built 81 cr250 was undefeated down the straights. The nay Sayers and smirkers who snickered as we pulled in the dam who didn't have a clue about huskys were impressed when we left.

Neither Mike nor myself at this point know exactly what year this bike is. He is convinced it is a 1980 but the case number was broken off and I think I saw in his paperwork from Morel that the engine was 1981. There is a stud pattern change so I surmise that would have changed in 1980 along with the 390. I have also noted the 250 and 390 centercases are identical with the exception of the crankwells. Husqvarna has always saved money by using common castings between models. They did it much cleaner with the 1982 engine where the 250 case has the double crankwell. The web that can be removed to convert to a 430 case.

The 2081 shows up on the 1980 250CR but then shows on the 1981 250XC. Since there is a significant change in engine prefix change (1979 250CR 2079 to 1980 250CR 2081) I would still assume the stud pattern changed in 1980 not 1981.

Do you have a frame number?? MN? That doesn't help much it could be a cr, or, wr. You need a parts list that has a gear tooth list. Then hash it out as to what it is a cr or what by the gear teeth.


A while back I purchased a 250 mp #2087 (auto) the seller listed it as a 250 but there's a 430wr that's a #2087 too. The numbers are wrong or mixed up on the husky list. Like you say.

I have a spec sheet on a 1980 250CR that shows how many teeth are on each gear. I have checked the primary gearing but did not consider that to be a factor because the same primary gears were likely in CR, WR, & OR engine. I confirmed the count on 3 gearsets and then compared the main shaft to the mainshaft from my 390WR. Seeing nothing matched between the the top 2 gears in my comparison, it must be CR gear ratios.

I also compared crankwell IDs on both the 250CR and my 78 390WR. I found the 250 and 390 have used the same diameter crank cheeks with the respective offset per application.
I was initially surprised that the discarded centercase gasket fit the centercase of the 390WR set.

I believe all those cases were similar only the rear out put shaft was changed to a larger diameter with more splines, the cylinder studs were moved farther apart for a bigger bore and the transfer ports were lengthened. The "OR" tranny is awesome the bottom three gears are wr while the top three gears are cr, we don't have to wind the snots out of it to emliminate the bog with the wr if you not way up in the power band. You can shift it at a lower rpm and still go.

I needed a '82 cr 430 lower case and I ground out that wall on a 250. The 430 crank fit perfect. On the newer case.

The important thing to do when opening a 250 case to 430 is to save the web you remove. Parent weld material. You know the cost of magnesium rod and I do not have the correct TIG right now.

there are only so many cases out there...i guess i preserve the 250 ones as its alot of work to make a 250 out of a 430/500 one. so im not as much a fan of making 250 cases from big bores.

I know I have more 250 case sets around and that is one more than the count of 250 top ends and crankshafts I have on hand, So when I need a case set to make a 430 from, I have a nice 250CR case set that might get converted. I would only do that due to the scarcity of 430 cases that do not have rear mount damage. I got a case set from a 1987 430WR and requested verification of the rear mount before purchasing/ The seller missed the egging in the right centercase so now I have 3 case sets to make custom interlocking bushings for.

I have a cr500 LQ that has a damaged right case were the swing arm goes thru they used epoxy. I purchased the right case. I'll save the scrap case for filler mAterial. I been buying up 250/430/500 cases.
I'm trying to purchase good cases and parts of there affordable. I think in the near future parts will be scarce. I'm thinking once my bikes are running my extra parts will be sold.