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 The previous version was outdated and no longer supported.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

WR125 DR Tested

If I wasn't clear my bike runs great now. I was just making the point that if you would have asked me to review the bike the day after I put my updated powervalves in (or the month after) my review would have been virtually identical to the dirt rider review, and a consumer reports test would have looked much worse.

In my opinion they quite fairly said "if someone can figure out the powervalves, it'll be great" or something to that effect, which luckily is being worked on my Walt with some others doing the testing.

Nuttin personal man, just the fact that Walt and others wouldn't be wasting their time playing around with powervalve springs if the bikes all ran as well as you seem to think they do. It's not just that these other owners are all idiots, or just bored and would rather spend their days swapping carbs, jets, and powervalve springs, some of these bikes really do have a bog. On the upside they are all seeming to get to a good place sooner or later but DR never said that the bikes couldn't be made to run right, only that you may need to work on it a bit to figure out how to get rid of the bog. There are many threads in the two stroke sections to back up that assertion.

Maybe we can talk Karel into retesting a perfectly running bike, just don't anyone let him read the past few months threads in the two stroke forum or he'll go and report that many owners are struggling to get rid of the hole in the middle of their powerband. I have no doubt your bike rips, mine does now and Kelly's always has since the updated powervalves, but you should have no doubt that many of them still aren't running as well as yours and mine now are.

The updated powervalves didn't fix everything for everyone.

As for the gas tanks, if you don't feel the Husky is on the extreme small end of the range then just name as many woods bikes with stock gas tanks smaller than 1.8 gallons as you can and I'll name three times as many with larger stock tanks. My point was not that different riders don't like different sized tanks, only that in my experience the stock tank is too small, and on the extreme small end of what is normally offered by manufacturers. Luckily instead of defending the 1.8 gallon mistake Husky has seen fit to upgrade to a larger 2.25 gallon tank, a step in the right direction as far as I'm concerned, 1.8 gallons is a track sized gas tank and was disappointing in a bike sold with a headlight, kickstand, and 18" rear wheel.
 
ok i agree with most of that. but i checked my tsb's and the only driveability issues i could find was the bad batch of PV unless im missing something. i addressed wally's genius in another topic...gotta say brilliant stuff. :notworthy: but bikes dont bog for nothing and they dont fix themselves. w/o an understanding of jetting principals it can be a wild goose chase.

the 1.8 tank from what i gathered is a hold over from the euro markets ...these bikes still aint got a market share here yet and we are getting what they send. husky's working on it as SH pointed out so they hopefuly will be more americanized the next go round with big tanks for big people/big terrain.

id also lke to say that husky, for the tiny, tiny market share they have just blows the other makes away in service. every dealer, every rep, everyone associated with the mere handful of bikes they sell has gone 10 extra miles to make anylittle thing right. unreal service and support from such a small network.
 
Husky, for the tiny, tiny market share they have just blows the other makes away in handling and ergonomics. Not sure how they do it, but I like it :thumbsup:
 
speedkills;81412 said:
Husky, for the tiny, tiny market share they have just blows the other makes away in handling and ergonomics. Not sure how they do it, but I like it :thumbsup:
Click to expand...

Which was very evident riding a 08 KTM300 back to back with the group of huskys we had last week. The KTM was OK but the huskys felt and handled a good deal better. :thumbsup: The 08 and up frames and ergos are spot on for me.
 
Husky Relic;80074 said:
The bike was perfectly jetted when delivered. Ty Davis and I both rode it. Bewteen the two of us we know when a bike is jetted correctly.

When we picked the bike back up from Dirt Rider the jetting was all jacked up. Apparently they elected to change it right from the start. We used the same bike for Bobby to win Adelanto over the weekend. They also fiddled with the powervalve setting. We put it back to the original position and the bike ran fine.

Working with the magazines is never an easy thing to do. Lots of bias, preconceived notions and a huge dose of unfamiliarity especially in Husqvarna's case since it has been dormant for so long and also since quite frankly the competition has been doing a very, very good job for many years in this area(don't forget I managed the Marketing and Media Relations for KTM for 20 years). In a way I'm now having to fight much of what I created.

It will take Husqvarna time to turn things around with the mags. It took us almost 10 years at KTM before we started getting really good press reviews. And that was only after we convinced the factory to make changes to the standard settings on the bikes so we could get better reviews. Fortunately the Husqvarna factory is listening and I don't think it will take as long to turn things around here.

Of course it certainly would help if there were more aftremarket solutions for our bike. These types of modifications are abundantly available for the other OEs. We are definitely lacking in this area. Unfortunately until we sell more bikes we won't have more aftermarket support.

You can blame me if you want but that is very simplistic. Unfortunately, the magazine testing process is much more complicated than that.
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Thanks Scott !!!
 
I'm a 2009 wr125 owner and as far as the engine is concerned, my opinion is, its behind others in power and torque. Even with the 144EG kit in it it still does not pull like a stock kx125.

Handling is the best, just wish I had either a ktm 200 or kx125 engine in it.

Trading for the new 250f. tested one and love the power. Handles almost like the wr125 with more power.
 
gestion01;82334 said:
I'm a 2009 wr125 owner and as far as the engine is concerned, my opinion is, its behind others in power and torque. Even with the 144EG kit in it it still does not pull like a stock kx125.

Handling is the best, just wish I had either a ktm 200 or kx125 engine in it.

Trading for the new 250f. tested one and love the power. Handles almost like the wr125 with more power.
Click to expand...


You want your WR to out run a kx or ktm and still run well and handle better Remember the WR is marketed as a off road bike and you want it to run like a motorcross bike so do the following as i have tested both and you will not beleive the difference
Remember it is a 125 so you have to get the motor working
Wr flywheel is BIG and Heavy works well as intended but the stock cr
is so much lighter and will let the motor spin up
change from a 18 inch wheel to a 19 the 19 is so much lighter i have raced the Nationals hare and hounds for 3 years now on a cr 125 no flats
Take the heavy o ring chain off and replace it with a regular non oring chain it is a 125 so a non oring will last a long time
Think about all the things that poor little 125 has to turn and pull before the power gets to the rear wheel
I finally got to ride a new WR 125 and it is a very good bike but for me the CR just works better for what i do that is racing .If all i wanted to do was trail ride or do super tight enduros then maybe a WR But i find the CR wil go any where i point it with no problem and the motor has that much less weight conected to the crank to spin when i turn the throdle
PS i have and both of my sons have many times out powered the
other makes of 125 Plus a CR will beat a 200 in a drag race the 200 has more power in the deep sand or hills but from corner to corner the cr125 will pull it and the 200 is 75 cc bigger
Just about any year CR electronics and fywheel from many years back will bolt onto a 2010 WR and it only takes a few min to change
You are asking to beat the other brands of motorcross bikes well then make your bike more like them then you will see
 
IMHO (as a non WR125 owner, we do own an RM125) the answer is WR ignition/flywheel even with the 144 kit. technically i don't think the little Italian 125 makes any less in HP than any of the Made in Japan motors or the Austrian 125 (those mentioned are the MX versions)
I think with the WR ignition the spool up and "hit" is tempered by flywheel weight and ignition map/curve. Plus in addition considering any updates in the PV along with well set up carburation/fuel oil mix. Again just my opinion.
A CR (MX designed) ignition would most likely change the whole character of the bike. And with the new FIM JR (125cc 2T) EU championship, I think that we will see more of the MX style 125cc stuff again (I hope we do!!).
Good luck with the 250F shopping those things rock! How much you want for the 144?? Just kidding.enjoy the ride, R
 
Maybe it can be made to run like the mx version. But I have already put to much in to it.

I should of just kept it stock. It ran good for tight and nasty situations as is. I have also become a 4t guy since then. But this time I'm getting the TC250 even if I ride off road. No more tame version ;)
 
good choice have not ridden the TC250 but have goofed off on 2 different TXC250s they have a really good feel and chassis set up, the harder you ride it the better it works
 
Gestion,

When EG grinds the power valves to get clearance with the big bore, he only grinds the piston side. He does not re-grind the bottom side and because of the design of the valves eliminating 2mm off the piston side of the valve also drops the port height by 2mm. So you now have an even more conservative low end to when it was stock. I reground my pv's to raise this back to stock and it made a huge difference in how the bike runs on the bottom to mid. The width of the power valve at that point allows you to raise the bottom another mm or 2 and still leave a good sealing surface. Just an FYI.

I also agree that eliminating all that flywheel weight will help you a great deal. As well as a more agressive timing curve.

Good luck on the TC250 F, I am sure you are going to love it,

Walt

PS, Which dealer are you trading it too?
 
We have a ''new', local dealer JP powersports. In fact I have been doing deals with him some time now. Scott has been great too.

I've been told by JP I'm making a mistake this afternoon...not sure what to do. Just so disappointed with the Alligator incident and then riding a friends old kx125 that seems to haul a lot more then my high dollar WR setup. Maybe the flywheel is the next mod to try out.

My 08' TC450 would make more sense to trade in, since the 125 is almost new.

I will have to sleep on it. :confused:
 
I would put a CR ignition in it if I was you.

We just put an EG144 kit in a buddies 08 CR125 and it is seriously FAST. He weighs 200lbs and it carries him around just fine. You were too lean on the main jet causing it to barf. 6th gear wide open is looking for trouble, plain and simple.

The spooge you talked about has nothing to do with the main. That is all needle and pilot jet.

Those EG 144s like a splash of race gas in them as well, but I think you were already running 50/50.
 
FYI it pulled great just before seizing Scott, almost like a kx :lol:

Yeah... I know, all my fault. First check was not even tight. But I felt great and wanted to go for broke. Enduros always have that flat out road section tempting you to pin it.

Main was a 460, 50-50 c12 @32:1 , temp was about 2-3 degrees when it went out. Probably needed a 480.
 
I know of one EG144 that the exhaust bridge was not done right and the ports not chamfered. Lasted 200 miles. Was sent to up-tite to get fixed and is much better / done right. I would think EG would be the place to do it as they have done a lot but was surprised to see it was not done correct. Probably not the norm but make sure you check these things before slapping it back together.
 
ScottyR;82481 said:
I would put a CR ignition in it if I was you.

We just put an EG144 kit in a buddies 08 CR125 and it is seriously FAST. He weighs 200lbs and it carries him around just fine. You were too lean on the main jet causing it to barf. 6th gear wide open is looking for trouble, plain and simple.

The spooge you talked about has nothing to do with the main. That is all needle and pilot jet.

Those EG 144s like a splash of race gas in them as well, but I think you were already running 50/50.
Click to expand...

What was the set up on that eg 144??
I had my 08 cr125 set up for pump gas and more bottom and mid. Still haven't been able to ride it yet ....

It would still be a 125 if it weren't 6th gear pinned!!
 
This is a old storie most have heard before but here goes I have a 2006 CR 125
and a 2008 CR 125 bone stock with stock as delivered jets and all carb settings
I run 32 to 1 motorex with race gas I race desert and AMA Hare and Hounds most races are 100 miles in 4 years both bikes have won many races and are always pinned .
Some times for us to 5 miles across a valley crossing pinned as fast as it will go .
Some times i do not even lift i just hit the kill switch so as to keep it lubed
The 2006 bike has won 2 different AMA #1 titles and is still racing
The 2008 has won 1 AMA # 1 title

I think race gas is the key to long race life There was a test once that i read where when you take 91 octane gas and add oil around 32 to 1 it goes down to mid 80
Give your little 125/144 another chance there must be some problem
PS Ty Davis had the 2010 WR 125 pinned at both the National and Adelando Gran Prix for 2 hours pinned and it still is going strong He did add race gas at 32 to 1
 
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