• 4 Stroke Husqvarna Motorcycles Made In Italy - About 1989 to 2014
     TE = 4st Enduro & TC = 4st Cross

  • 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 The previous version was outdated and no longer supported.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!

TXC310R Fails

My question has to be Mike , why if the KTMs are so superior are you riding a Husky ?

Husky gives 2 year warranty on ALL bikes in UK (TC,TXC, TE etc...). KTM 3 Months.

I cant be arsed to argue the point, but there are dozens of KTM failures on any KTM Forum.
Just today my mate snapped this Rear Shock Mount on a 2012 SX350 ! I wonder who should be fired over that ?

I'm happy to accept a few problems, because I'm happy racing one of the best Enduro Bikes in the World !
Just upset that next year I wont have the chance to buy another !
 
I have been in two different tag team hare scrambles with my 2010 TC250, and both times my team mates KTM's blew(two different guys and bikes), and I gladly shared my Husqvarna with them so we could finish.
 
robertaccio said:
incident cause hypothesis, ignition advance kick back caused very rapid reversal of the crankshaft and the quick blast back had the oil pump hydro locked and a tooth or so cracked on the drive gears. They were being rolled in normal motor direction from me kicking then it slammed back the opposite direction from ignition advance kick back. Once the engine was running normally they unmeshed on the no tooth/broken tooth spots and continued to gnaw all the teeth off of both mating gears as the race continued. Also note the gears for the oil pump on these X-lites are Xlite thin little light weight gears
Click to expand...

I'm not so sure about this theory because there would be no back pressure for the pump to hydro-lock to. The idler and driving gear are very small and these engines produce a lot more power now than they did before with no lower end upgrades. Plus if you had any sort of misalignment with your end bearing, it would of put pressure on your drive gear.
 
Tinken said:
It is not good engineering.
This is the main problem that we had with the 449's. It is also a major problem on all 310's from 2010 to 2013. It isn't so much the size of the bearing, but the design of the bearing, races and it's oil pathways. Also, little known fact is that the way the oil flows through will push the rod towards the correct side. We redesigned the crankshafts and the bearings on both the 449's and the 310's allowing them to function properly and increase the reliability. The bearings in the KTM 350s are similar size to the Husky 310s, but they spent big money designing their pathways correctly.
Click to expand...

When my 310 motor craps out, I'll send it to ZipTy to have it "Tinkenized."
 
Tinken said:
It is not good engineering.
This is the main problem that we had with the 449's. It is also a major problem on all 310's from 2010 to 2013. It isn't so much the size of the bearing, but the design of the bearing, races and it's oil pathways. Also, little known fact is that the way the oil flows through will push the rod towards the correct side. We redesigned the crankshafts and the bearings on both the 449's and the 310's allowing them to function properly and increase the reliability. The bearings in the KTM 350s are similar size to the Husky 310s, but they spent big money designing their pathways correctly.
Click to expand...

Is it worth sending a new motor to you guys to go thru it or wait till it blows. I bought a new 13 and I am in love with it. Would like to race it for awhile. After gettind suspension fixed this bike is perfect! I have 2 other bikes to play/practice with.

Any of you guys locktiting your engine case bolts. Ive tightened them twice now in four hours. Is there a correct tourqe rate on those bolts?
 
fire1998 said:
Is it worth sending a new motor to you guys to go thru it or wait till it blows. I bought a new 13 and I am in love with it. Would like to race it for awhile. After gettind suspension fixed this bike is perfect! I have 2 other bikes to play/practice with.

Any of you guys locktiting your engine case bolts. Ive tightened them twice now in four hours. Is there a correct tourqe rate on those bolts?
Click to expand...
It's usually cheaper to mod a working engine than to have to buy new parts to mod. Blue loctite those bolts.
 
I've got 2 010 250s ... I'll have an answer on how reliable the engines can be under less than extreme conditions ...

Pedec said:
My 2010 tc 250 lost it connecting rod bearing at less then 50 hours,big repair job. I have posted this many times I do not think these xlite motors are going to be remembered as the most reliable motors. On the other hand my 2008 cr 165 is still going strong and has been the best bike I have ever owned and I will buy another when it blows up.
Click to expand...


This oil flow is a little interesting ... The 250s xlite are different in regards to the internal oil flow than the 310s?

What does 'push the rod towards the correct side' mean?

Tinken said:
It is not good engineering.
This is the main problem that we had with the 449's. It is also a major problem on all 310's from 2010 to 2013. It isn't so much the size of the bearing, but the design of the bearing, races and it's oil pathways. Also, little known fact is that the way the oil flows through will push the rod towards the correct side. We redesigned the crankshafts and the bearings on both the 449's and the 310's allowing them to function properly and increase the reliability. The bearings in the KTM 350s are similar size to the Husky 310s, but they spent big money designing their pathways correctly.
Click to expand...

EDIT: Too bad about your bike ROB .... :( ...
 
@ Ray - There is play from side to side on the crankshaft journal and the oil flow pushes the rod to the outter edge causing an imbalance at high rpm, then failure.
 
Tinken said:
I'm not so sure about this theory because there would be no back pressure for the pump to hydro-lock to. The idler and driving gear are very small and these engines produce a lot more power now than they did before with no lower end upgrades. Plus if you had any sort of misalignment with your end bearing, it would of put pressure on your drive gear.
Click to expand...
I'm not sure he was talking about hydro locking due to back pressure but rather trying to pull the oil back through a closed bypass.:excuseme:
 
Tinken said:
I'm not so sure about this theory because there would be no back pressure for the pump to hydro-lock to. The idler and driving gear are very small and these engines produce a lot more power now than they did before with no lower end upgrades. Plus if you had any sort of misalignment with your end bearing, it would of put pressure on your drive gear.
Click to expand...
Tinken,
The reason I got onto this idea/cause hypothethis, was that I remember exactly where I was when I stalled around a tree section and when I kicked her, she kicked back and made a bad crunching sound. I just thought of it as a kick starter idler grind, just something to do with the kick start assy,,, but now I think it was a gear breaking off or cracking or something. But like I said its just the hypothesis of the fail.
 
Crank and clutch basket are up at ZipTy, Cyl and piston are up at Millenium for replate/fit.
Rebuild Parts are starting to arrive now, soooo she should be back up and running in the next couple weeks.
 
Note: Add on, I was doing close inspection of all the bearings as the engine is apart. the output shaft bearing has detents in it, I will replace this low hour bearing.
Now, take notice when I received this bike it was a factory shared and ridden demo bike and the chain was way too tight, when I bounced my heavy arse onto the machine at max chain length/ swingarm straight back from CS/output shaft the chain was like a piano wire and definitly had and effect on the suspension and loaded the crap out of that bearing when it slammed into that tight spot upon suspension compression.
NOTE to all (Ok CTS is somewhat exempt) give your chain enough slack as to not become too tight as the suspension compresses (that's why the manual has that rather large measurement under the chain when lifted off the guide).
Again the bike is just a machine, things can break and will given the conditions to do so. age/mis adjustment/crash/bad prep/bad maintenance/ etc etc . I am thinking of this as I'm getting a brand new "2014" X-Lite TXC310R fully race prepped and bullet proofed.
 
joedirt said:
What is the average life of a crank that doesn't get the love?
Click to expand...
That depends on who is riding it and what the conditions are. Sustained high rpm is usually what kills them. The clutch baskets get a cushioning system which reduces vibration and prevents mechanical failures inside the engine.
 
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