• Husqvarna Motorcycles Made In Sweden - About 1988 and older

  • Hi everyone,

    As you all know, Coffee (Dean) passed away a couple of years ago. I am Dean's ex-wife's husband and happen to have spent my career in tech. Over the years, I occasionally helped Dean with various tech issues.

    When he passed, I worked with his kids to gather the necessary credentials to keep this site running. Since then (and for however long they worked with Coffee), Woodschick and Dirtdame have been maintaining the site and covering the costs. Without their hard work and financial support, CafeHusky would have been lost.

    Over the past couple of weeks, I’ve been working to migrate the site to a free cloud compute instance so that Woodschick and Dirtdame no longer have to fund it. At the same time, I’ve updated the site to a current version of XenForo (the discussion software it runs on). The previous version was outdated and no longer supported.

    Unfortunately, the new software version doesn’t support importing the old site’s styles, so for now, you’ll see the XenForo default style. This may change over time.

    Coffee didn’t document the work he did on the site, so I’ve been digging through the old setup to understand how everything was running. There may still be things I’ve missed. One known issue is that email functionality is not yet working on the new site, but I hope to resolve this over time.

    Thanks for your patience and support!

250/390/430 connecting rod question?

The non-primary kick 250/390/420 share a common rod and the primary kick 250/400/430 share a common rod.
 
No the crankcase area is for the larger 400/430/500 counter weights on the crank.
I'm trying to use the last made 420 cylinder that fits the later 430 studs the transfer port need port matching but the 430 base gasket is the same, with a 390 fabricated crank shaft. I need a newer rod kit mated to the 390 counter weights using the two shafts from a later crankshaft to replace the original 390 shafts. I picked up the two cranks a 250/'83 split already and a scrap 390 crank that needs quality rod kit. I have a 430 empty case with cr gears. I need the primary gears and clutch setup.

I have two complete 430 wr and cr engines. But want to build a completely different engine. Ported to the max. Small PVL FLYWHEEL. Maybe a 40mm carb. I made a 40mm carb work before on a 390cr. Jetting plus leaning the needle jet is the key to cleaning up the richness.

It's built from parts not a complete engine. It's a misfit engine it has to scream.
 
Why? You maybe right. Ill test it with the little flywheel on the PVL and the motoplat small wr flywheel. But not with the larger motoplat 360/390 larger flywheel.

It should be very throttle responsive. I think it would be a wild ride?

I'm too old for wild women. I can still twist the twistie. I miss standing on the pegs hanging on for dear life as the bike tries to leave me behind flying in 6th gear. I like it.
I lost 60lbs in 3 months riding the 390cr. I need to repeat it and lose 100lbs. I don't need a gym. The husqvarna is my gym with a view. Green blur?

My bucket list.

To have a stable of husqvarna's again.
To build one animal husqvarna.
To build a 1,000 hp street shaking driveable car. I'm old school when a big block Chevy ruled. Plus I want to show my kids the Japanese cars aren't that fast.
 
I think it sounds like a good way to make a smooth and very efficient engine into something that will turn lap times much slower than it does stock.

I dont mean this to be harsh, but the bike you are describing is for a 24 year old AMA Pro, a person at their peak physical ability, not the person you describe yourself as. I am just trying to be honest with you because I am 47, an ex-pro/A enduro rider, I'm still pretty quick now but nowhere near where I was in my 20s and I can tell you the bike you are talking about building does not sound like it would be fun to ride. Thats just me though.

If I were in your position, I would build a bone stock 390 (or 420 if you have one of those cylinders). That stock 390/420 will be all you will need, at least until you lose the 100lbs you want to lose.
 
One of my 390's had a bad cylinder base gasket from the previous owner leaving the crankcase flooded it softened the base gasket. It was a screaming wild ride. It didn't scare me but I enjoyed the engine and power. I never knew there was a problem, it ran awesome. Then it sucked in and blew out the base gasket. I put in New seals, crank bearings and piston. Running it stock just wasn't fun. I wish it had even more rip again.
I want that excitement back again. The little base gasket leak had the engine running on the hairy edge. I think the 71mm stroke of the 390 with the larger 420 piston with the smaller fly wheel on the ignition with either the 38mm or 40mm carb could be the hot ticket. Add a new pipe and ported cylinder plus the larger transfer ports of the 430 newer case too. It has to run.
 
We will always help here on cafe. There are no lower thrust washers on 430s and 390s. The cranks sides are different. These are easy to look up in PDFs

Please beware - the 430 has more than enough power stock. if you up the kick in powerband , such as eyelets in piston and ports to much you will lose the
great wide powerband. Just adding the Mossbarger as example give power throughout and kick in middle to top. No porting is really needed.

As example - last year Trampas Parker rode a 390 and won his class at Diamond Dons and great fun to watch. Guess what ? I could never hear it rev. he used the wide power band, shifted early,
rode smooth and was flying. Even if you are former world champion in 125 and 250 GPs you don't need to port it. Just have fun riding it stock. Repeat it was the most fun seeing him ride a Craig Hayes build
390 real fast !!

Bigbill don't put a 40 on a 390. Please lookup the folks here have done with the 500
and installed a 38mm in please of 40 or 44. With great results.

Sorry Craig if I spelled your last name wrong
 
Gary is 100% correct. The bike he is talking about is a '77 390CR Craig built for two time World Champion Trampas Parker. I rode the bike a few months before Trampas did because Craig wanted my opinion. The engine is bone stock, other than an internal rotor Motoplat instead of the big external rotor. I didnt care for the power delivery, the internal rotor made the smooth 390 a little bit too abrupt for me I much prefer the stock flywheel, but Trampas LOVED it. We are exactly the same age, but the difference is he is a two time world champ, and I am...not.

The moral to this story is Bill, the bike you are talking about building would probably be too much for Trampas, and for someone who is not an ex World Champion, it will be totally unridable, as I have already said further back in this thread. Now, this is your bike, you can build anything you want and its not really any of my business, but I am pretty confident you will hate the result and I'm trying to gently get you to reconsider it.
 
Thanks for all your help and support. I get some crazy ideas at times.

I'll clean up and polish somewhat in the ports. My '79 / 390cr had a wide power band. I may try the internal flywheel and the small motoplat external flywheel. I have a 420 cylinder that fits the 83/84 case studs. The base gasket is the same but the transfer ports in the cylinder need to be opened up to the gasket and case transfer openings. Just match the ports.

My son's cr125 Honda I build was on the hairy edge. I ported it the same way I ported my '81 250cr husky. Your right it was either fully on or it was off. Fun when I wicked it.
But all mid to top end power. For a new rider the 125 was unrideable. The 125cr destroyed 250cr's down the straights. Not many 250 guys the 125's rev higher.

Note, funny my son had a Suzuki 400cc bandit for his first street bike. The 400cc engine was a European gsxr 400cc originally. It redlined at 17,000 rpm. It was like a Swiss watch. The Harleys tried to race the kid from red lights. Just for laughs not many knew what the bike was.
 
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