• Husqvarna Motorcycles Made In Sweden - About 1988 and older

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430cc and 500cc pipes?

Bigbill

Bigbill

Husqvarna
Pro Class
Hello guys and gals. Let's talk about getting pipey with my cr430. I'm trying to cover most of the things I want to improve performance wise. While the bike is still down to the bare frame waiting for paint. I'd like to plan all my moves now to gather parts. I feel the exhaust is a big part of the performance. Can we have too much pipe?

Has anyone tried installing a 500cc pipe on a 430cc bike?

I'm assuming the 500cc pipe has a larger or longer chamber?

If you tried doing it was it successful?

Or are the 430 & 500 pipes similarity?

Or is there a better way to up the performance with a new pipe and who offers the best one?

Since I'm porting the cylinder and allowing it to breathe better something has to be done to tune the exhaust so it's an even, equal flow from the carb to the muffler.

Ok what pipe?
 
If you can find a 500 pipe to play with, go for it. Personally I am not sure the restriction would be the expansion chamber. I have an extra LC pipe for 400 and LC 430(87 and later) that I ended up with from eBay when I was looking for an 83 430WR expansion chamber. I have toyed with the idea of modding the header to use on the AC430 I have but as usual have too many higher priorities. If you do not have enough restriction you will have reverse gains so too much pipe flow has no benefit if the stock pipe is fine with a silencer change.

Case in point the 85 400WRX and the 86 400 Enduro. Tests have shown the 85 400WRX having a peak of 38.5 hp and the 86 400 losing 3hp due to the more restrictive silencer. The expansion chambers are identical. I can verify that as I own both
 
Are you bringing the porting specs equal to the 430CR that was intruded in 87 to replace the 500CR? You can always drop in an LC430 sleeve in the AC cylinder and have more power than most people can handle from a 430. There was a reason it replaced the 500CR.
 
My 390cr '79 & 400 wrx sure seem to be a notch in power and performance. My '83 430wr had tractor like torque. Just point it and wick it. The 390cr would take you anywhere by ripping up the trail at will. The 400wrx was smoother yet seem to have the best of both worlds.

I have a 500cr silencer I purchased a while back. I have a chance to pickup a '83 500cr pipe. Let's say I have a few more builds left in me. I'd like to build some exciting rides.
Something that comes alive.

I'm sorry I had a '99 Suzuki 1200 bandit retuned to some of its gsxr 1100 roots. I enjoy the rush when I wicked it. The front wheel would just come up she was a torque monster. I want my next dirt bike rides to mimic my bandit just some similarity badazz.
 
Bigbill said:
Hello guys and gals. Let's talk about getting pipey with my cr430. I'm trying to cover most of the things I want to improve performance wise. While the bike is still down to the bare frame waiting for paint. I'd like to plan all my moves now to gather parts. I feel the exhaust is a big part of the performance. Can we have too much pipe?

Has anyone tried installing a 500cc pipe on a 430cc bike?

I'm assuming the 500cc pipe has a larger or longer chamber?

If you tried doing it was it successful?

Or are the 430 & 500 pipes similarity?

Or is there a better way to up the performance with a new pipe and who offers the best one?

Since I'm porting the cylinder and allowing it to breathe better something has to be done to tune the exhaust so it's an even, equal flow from the carb to the muffler.

Ok what pipe?
Click to expand...



first off what year engine and bike is it
second pipes are built for stroke firstly the 430 and 500 are the same bore with a different stroke, a 500 pipe won't help
before you go crazy porting remember this was built as a production competition bike
the production part infers cast as ports, if you want to wake it up without losing your bottom end work on the transfer ports
a huge improvement on my 87 430 was to knife edge the transfer ports and clean all the rough casting in the rest of the ports
it is almost as fast as my 500, HUGE difference, FYI I have an UpTite pipe, great pipe
 
Like above what frame, the silver one or the white one dual shock or mono shock. The pipe bends around the frame.

The liquid cooled liner is an intresting suggestion you would still have the ealier reed cage.

I used a wr 430 pipe on a 360 I put in a later frame. A lot of the pipes that came from around here have been modified I think they cut in two places and lengthen kind of in front of the engine. I think most of the stuff around here was for woods not cr or motox. Whether there is really enough room on a motorcycle for the pipe is up for discussion, look at what the quad/atv/4 wheeler guys were doing when they were two strokes or at kart racing. Modern stuff has a longer non tapered tube before the silencer. Supposedly modern silencers are better though I spent most of my time with the spark arrestor ones or a modern one.
 
a 500 pipe is designed to make power at a far lower rpm than a 430 .
500 pipe on a 430 would make a lazy 430
430 pipe on a 500 would make a 500 go nuts by my rekoning

eg gas gas ec 250 and 300 use the same expansion chamber . and both make low 50 hp .

on a similar note . given the same bore . can you swap the heads ? and would anyone want the high comp of a 430 on a 500 ?
i read the 430 was in the double digits for comp ratio and the 500 was single digits . or was this just someone using one method and the other person using another method
i have a decomp in the in the CYLINDER so thats not an issue
 
I've got both an 82 430 and an 83 500 and trust me you do not need anymore power. The best thing I have found is to make sure the carb is jetted properly and if you have the money put a NOS carb on both. My 430 ran a bit like a bag of spanners until I chucked the original worn out carb away and put a stock jetted NOS one on.

I've put new pipes from HVA in the UK on both bikes, but they are more for the esthetic look than improved performance.

Also the 430 has a 6 speed box so is designed to rev harder. when I ride the 4 speed 500 it is more like riding (spitting as I say this) a 4 stroke. It's a much more torquey engine.

That's my take on it.
 
Exhaust design is based on piston stroke. The 430 and 500 motors have a different length stroke, so the 500 pipe on a 430 would make a very lazy motor. The shorter 430 pipe on the 500 would put the power in a much higher range, and may make the power hard to use other than TT racing, or desert where you can use the top end power.
 
Just put the thing together stock and ride it. The stock 430 will have all the power you need without trying to reinvent the wheel.
 
Funny story, a guy came to my house looking to buy my 1982 250XC. He sold off his same year 430 because he found it difficult to start and just too much power for his level of riding. So I fire up the bike and let him take for a spin. He rolls around a corner and opens it up and proceeds to wheelie through the first three gears before quickly running out of street into a dead end. He comes back and says, "was thinking I might want to get a custom pipe and maybe tweak the engine a bit to improve the power, but clearly not necessary, the bike kicks ass as is!"

I have to agree, no need to try and mess with the perfection that is the 430, build it stock other than maybe matching transfer ports. Even if you weigh 300 lbs a 430 will move you faster than is safe for all mere mortals.
 
I have tried lots of different bikes in my 50+ years of riding, and the worst ones were the modified bikes. Most were done by top hop up companies. One guy with tons of money to burn always put every mod on every bike he bought. One was done by Pro-C, and had a buddy that left his stock. The stock bike would pull away easily from the modded one, and was easier to ride.
A motto I have is; Stock is Trick!

The 430 is more than good enough stock for most riding types, unless you are going for money in a 1/4 mile drag race. But they were not designed for that. Clean and match any ports, check gasket overhang, seal the header pipe from leaks, jet the bike to the oil you like, and go. Always remember to jet, gear, and set suspension for the type of riding you plan to do, then have fun.
 
As far as the year the frame is a 1980 cr. I just checked it today. I have a 1982 cr frame also. I have a 82/430 complete engine assembly with the wr and cr gears. My choice at assembly but I'm leaning towards the cr. I have a '87 500cr 5 speed bottom end no cylinder. This could be air or liquid cooled. Now I have another 430/500 empty case with a 420 cylinder. I do have an option of building three bikes.
 
use the stocker, match all the case ports and get them just cleaned up atad. will effectively give you as good as your gunna get
 
I was playing with the idea with my 430, 84 mod as I had 500 pipe but they need to be cut a bit under the tank to make them fit so they don't just bolt straight on.
 
Reading your post about 430 and want to ask a question. Just became a member and finished a 1981 husky cr430 and my main problem with the bike is it has great low and mid range but flattens out on top so your our short shifting all the time. I figured porting was the only way to increase the top end to rev like my friends stock 390?
 
Bigger bores don't rev as high as the smaller bores do.

But, I'd check the main jet first. Once the main jet is dialed in. You might want to move the needle next.

Did you try a richer main jet? It could want more gas. If it gets blubbery then go one size smaller on the main.

What main jet is in there now?
What groove is the needle in?
 
Been playing with the carb for about 2 weeks and my best settings are pilot 35, Needle 6DH3 #2 position, Needle jet R-0, Main 450 and slide is a 2.0. I live and ride at 2,000-4,000' and bike would not start with a 40 or 45 pilot, and a R-2 needle jet. It now starts in 5 kicks cold, 1-3 kicks warm and plug is tan on electrode and black around base of plug.
 
Oldtimer said:
Been playing with the carb for about 2 weeks and my best settings are pilot 35, Needle 6DH3 #2 position, Needle jet R-0, Main 450 and slide is a 2.0. I live and ride at 2,000-4,000' and bike would not start with a 40 or 45 pilot, and a R-2 needle jet. It now starts in 5 kicks cold, 1-3 kicks warm and plug is tan on electrode and black around base of plug.
Click to expand...
hows the compression?
 
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