I am cutious if Nelson or any of the other two stroke wizards here might be able to answer a question for me. The Husky 125 I got came stock with a 38mm carb and a different cylinder port layout supposedly to take advantage of the big carb, prior years came with 32mm Bings. They also changed the piston to have two large oval windows on the reed side, while the earlier piston had a single window of the same size as one of the 82 windows, in other words they doubled the window area in 82. My question is, does the window area effect the intake velocity and low/mid power or does the carb size and reed valve control that? I have already put a 34mm carb on the bike and its better, but it is still seriously lacking in the midrange, so bad that I think my Penton 100 has double the midrange power as this Husky 125. It still feels like it has too big a carb, but I am hoping that buy going to one of the earlier single window pistons (which are identical to the 82 except for the intake windows) might help add some useable midrange power. Its also likely that the 82 cylinder just has too radical port timing and nothing but swapping to an earlier year less radical cylinder is the fix.
Brian
Brian,
I don't have the brain to answer your question but I do remember the 82 125 and 175 Huskys were pipey as hell and after riding one of the 125's I wondered how anyone could ride them in the woods.
Larry P
Brian,
I'm sure you have properly tuned the carb and ignition and checked for adequate compression. In my humble opinion I doubt seriously that the piston window area is your problem. Although a smaller carb may help some on low end, the reed valve will, to some extent, vary the flow area as a function of the natural frequency of the reed and the negative pressure in the crankcase. The reed natural frequency can be tuned to a certain RPM by changing the reed material or thickness. The crankcase pressure, which you want to be as low as possible, is affected by crankcase volume, including transfer passages, port timing, and to some extent expansion chamber design. I think you are on the right track with the port timing differences. If you have access to a less radical cylinder, it would be interesting to measure the differences, and, of course, run them both to see if there is an improvement. I suspect you will find that the radical cylinder is ported higher (exhaust port opens earlier) and has less blowdown (less distance from the exhaust port to the opening of the transfer ports) than the non-radical cylinder. Good luck, and I hope this is useful food for thought.
Nelson Lingle
73 Jackpiner
74 Jackpiner
71 DKW 125
Are you still running the 175 pipe? That may also make a significant difference in the point when the powerband comes on. Mike
Michael R. Winter
I enjoy rebuilding and appreciating Pentons!
1974 250 HS Pentons-1980 KTM 175-400'S
75 Can Am 175 TNT & 77 250 Black Widow
1976-78 RM & 77-79 PE Suzuki's
74 CR250M 07 CR125R & CR150R
Larry, your memory is correct, this thing is so pipey its basically unrideable for anything but MX. When I had my first one it was in California, not much in the way of tight woods in SoCal, plus I was a dumb kid so I wouldnt have known any better anyway.
Mike, I am running the 175 pipe, but it is better than the stock 125 pipe. The Husky Products 175 kit pipe was just a copy of the Pro Circuit 125 pipe from 80-81. I do have the stock pipe, and its an easy swap, so I'll try it just to eliminate one more thing.
Nelson, you confirmed my assumptions but it is good to have someone with real world experience let me know I am on the right track. The crankshaft of this bike has full circle flywheights but there are two very large holes on either side of the rod pin on both weights. Would it be a good idea to stuff those holes to decrease crankcase volume like was sometimes done with Sachs cranks? I am already going to split the cases to replace main bearings and seals so it would not be a lot more work to stuff the crank if you think that might help.
Brian
Brian,
I would definitely stuff these balancing holes with something light weight. It won't solve your bigger problem, but it's certainly the right thing to do.
I had a mid-70s 175 Husky, and, as I remember, it had lots of mid-range torque (compared to my DKW).
Nelson Lingle
73 Jackpiner
74 Jackpiner
71 DKW 125
Brian,
We had a early 70's 125 Husky. If I remember right, it was a 73 or 74 . Rode some enduros with it. The wife raced some MX with it.
It had a pretty decent power band that I remember. ( I raced some RM100's, Hodaka 125's to compare to)
My Dad had a 175 husky that he rode enduros with. Pretty decent power band on that one too.
IF someone raised the exhaust port on that model even slightly, it kills the bottom and midrange. My buddy, Tony, raised the ex. port 1 mm to get some more power. Well it had more power. At 12000 rpm
Below that, ziltch.....
1986 ISDE Italy
1987 ISDE Poland
1989 ISDE Germany
1973 Jackpiner 175
1974 Penton 250 Harescrambler
1976 Husky 250CR
1985 Husky 400WRX
1985 Husky 400WR
Brian,
Everything Nelson says is true and plugging the holes on the crank is fine as long as it is done with very lightweight material. I am more concerned about the balance of a crank when doing this more than anything. If it was my bike I would find a older cylinder and measure the exhaust port and go with one that opens later (like Bean mentioned). On to the carburetor you are on the right track and 32mm 0r 34mm (for reeds should work). What Nelson mentioned about the thickness of the reeds was something I leaned in Go Karts and it does make a difference. I do not remember the configuration of the piston ports (round or square) so you might send me a picture to my email when you tear it down. Sincein '82 I was worrying for Honda I do not ever remember looking inside on of these engines...but I liked the Engineering Design from back in the '70. Keep us posted.
Ron Carbaugh
Nelson, Unfortunately the '76 175 has nothing in common with the 125 engine, its based on the Mag 250 with a 54mm stroke and the 82 has the same bore and stroke as the 73-74 125 with 55mm bore 52mm stroke. My Uncle has a '76 175 and it is like an electric motor, super smooth with lots of torque, basically the polar opposite of this engine.
Bob, this bike was known in '82 as being all top and zilch below that in stock form, I think Husky went too far on the port timing trying to keep up with the Japanese. Its actually pretty darn fast in stock form and if it was only going to be a motocross bike I would leave it that way, but its completely unrideable as a CC bike.
Ron, I will figure out a way to stuff the holes with a light material if I decide to do it. I have not pulled the cylinder off yet, but I will post some pictures here when I do. I am sure that a 79-80 cylinder will have a milder port layout than this thing, plus I will do the case/cylinder transfer port matching that Clark mentioned in the first thread about the bike.
Brian
Brian,
I believe that by 1982 the crank case areas were already very close to being stuffed so I am not worried about the crank area except that you are fretting up the bearings. If you get another cylinder try it with the smaller carburetor and try both pipes. I am going to take a shot in the dark and say you will do best with the older cylinder with stock pipe 34 carb with smaller port holes in the piston. The only other thing I would do with the stock engine is to trim some meat off the head and move the compression to about 150 to 160 PSI. If you can find a hot rod pipe for that era you can use the pipe for MOTO X and the stock pipe in the woods. Like I said this is a shot in the dark since I haven't worked on this particular engine. You have my email address.
You are a really good rider so it you get a bike with a nice powerband that is that part of the equation. You indicated that you want this for woods ridding so my next cause would be to lower the bike on both ends. Just my thoughts.
Great posts.
Ron Carbaugh
Brian,
I had an 83 125XC back when and rode SoCal desert.
I tried a smaller carb and felt like it only lost top-end rpm's, without a noticeable gain in mid-range power. Ended up going back to the 38mm.
You might play with advancing the timing a bit to get a harder hit off the bottom, but be careful screaming it.
One other thing, the 125 Husky is the same size as the larger bikes. Frame, wheels, forks, etc and it feels like a big bike.
That's going to make it feel slower than your Berkie, even though you may be going just as fast. Just a thought.
Ron
Brian,I have a 82 125WR and it has a very strong mid-range.The WR cylinder reed block is smaller.Four pedal,I believe the CR/XC is six and a much larger intake track.Check parts #'s on a 82 WR cylinder and see if it's the same as a 79-81 or find a 82WR cylinder.When I got the bike it needed reeds,I replaced them with a set I had laying around and they really made it work in the mid range.I couldn't tell you what they were for,but they fit. I have to pull the top end for some maintance.If you shoot me a PM I'll set something up with you to compare porting and reed thickness.
Hey Brian,
Congratulations on finding your 125 XC. I've been collecting Husky's for several decades and love the 1981-82 era bikes. I've attached a few pictures of one of my 125's for you...a 1981 CR in this case. Historically, the 125 Husky's always got the previous year's parts and considering how expensive they were, many people chose to go the Japanese route instead. Using your bike as an example, the "new" tank, seat, rear hub, and 40mm forks were introduced in 1981 on the bigger bikes, as well as the Ohlins piggyback shocks.
Regarding your engine dilemma, I spent some time with Kevin Brown today working on our 495 and mentioned your situation to him. He rode for Burleson on the Husky team from 1981-83 and spent a lot of time on the 125's. He also rode a 1981 125 WR at the Italian Six-Days, won the final moto, and came away with a gold, which is pretty impressive considering the 125 Husky was underpowered compared to the other 125's of the era. On the other hand, it was a tried and true setup and it was dead reliable.
As you have found out, for 1982 the 125 top end was radically reconfigured and the result was a bike that was both unrideable and unreliable. The ports were so big they would wear very quickly and start snagging rings. These problems were quickly recognized and Kevin ended up using a one-off engine with a 36mm Mikuni during the 1982 season. As a side note, neither of us are aware of any primary kick 125 Husky's from that era...even the pre-production 1984 water-cooled 125 he rode in Wales was not primary kick.
As far as your engine goes, I think you should revert to a previous 125 top end and, assuming the ports match the bottom end reasonably well, your bike will run fine. It won't be the fastest setup out there, but it will be reliable...something I value much more than peak HP. I would also strongly recommend spending the majority of your efforts on getting your suspension sprung and valved correctly, and you should have a very reliable and competitive machine.
Kent
(//%5BIMG%5Dhttp://i397.photobucket.com/albums/pp54/Knute63/Husky3-1.jpg)[/img]
(//%5BIMG%5Dhttp://i397.photobucket.com/albums/pp54/Knute63/Husky10.jpg)[/img]
TEAM PENTOVARNA
Kent Knudson
Kevin Brown
Gary & Toni Roach
James & Adam Giddings
Dennis & Cory Buttrick
Auto,
Only the CR and XC got the "new" cylinder for 82 and the WR still had a Bing, according to the brochure I have so your bike should have a nice strong midrange. I also have the 175 kit accessory bulletin and it says "If you want to adapt any 81 or the 82 WR model to a 175 you must order a larger carburetor and reed assembly".
Knute,
Great information! You confirmed a lot of things I had wondered about this 82 cylinder. I see your 81 has the same Koni remote res shocks as my bike too. Sounds like I definitely need to find an earlier top end. I'll gladly give away some peak HP to gain some midrange and reliability.
I dont know what to say about the primary kick, but this bike and the one I had new in '82 both have it for sure. In '82 I didnt even know there was such a thing as a bike with non-primary kick as I had only ridden Japanese bikes, so I know I would have noticed back then if the bike didnt have it. I checked when Clark said something about it in the first thread, and I double checked again last night, the bike I have now 100% sure has primary kick.
Brian
Brian,
You may end up chasing your tail trying to get the 125 setup to run the way that you'd like it to.
If at all possible put the 175 kit on it and THEN begin tuning. It will be a lot more fun to ride. Though even the best running 175's were still mild hitting easy (& fun) to ride mid range bikes.
If you are determined to make the 125 run try to find a 34 or 36mm Mikuni or Lectron (preferred), do the bottom end stuff we discussed, and then start jetting. I've never bothered to stuff the cases on one - seemed like a lot of work & risk for moderate reward.
Oh - by the way - I'm sure you have checked, but - make sure that no one has left a rag or shop towel in the exhaust port that is now halfway down the pipe clogging things up.
Remember - I have the parts & service manual as a pdf file. Let me know your email address if you want them.
Clark
Clark, I would prefer to run the 175 top end but I need a piston and the 82-83 175 pistons do no exist anywhere so I am stuck running it as a 125. One possibility is the 175 top end seized on the previous owner, but the cylinder is fine and even the piston is only scuffed. It is possible I could salvage the piston and have it coated somewhere like Swaintech.
I'm not expecting a lot out of the 125, just something I can work with. After riding that MC5 400 in the woods last year I might actually enjoy a ''slow'' bike.
Brian
Brian - have you called Stahl's Husqvarna?
aka Forest Stahl
1700 South Nebo Rd. Yorktown, IN 47396. Phone: 765-284-7653
He has no website, and only works by money order. But I have gotten unobtanium from him in the past. I think he must have dozens if not hundreds of parts bikes & motors to scavenge from, plus a large NOS inventory.
I have also emailed Phillip @ Husqvarna-Parts.com - he has been an invaluable resource for me, and is a lot more reliable than some of the other suppliers (he treats it like a business). Will let you know if he comes up with anything.
By the way - what size is the piston?
I have never personally used swaincoat but I have a couple of friends that are Master Mechanics that have used their coating for years and they really like it... works good
Thom Green,Still crazy after all these years!
76' 250 MC5 (orginal owner)
74'250 hare scrambler (project)
74' 1/2 440 maico
78' 440 maico
72' cr125 Husky (project)
74' TM125 suzuki
93' RMx 250 suzuki
Clark, I have already contacted Larry Stahl, Forests Son, and every other one of the usual Husky specialists, there are no 82-83 175 pistons anywhere. My Uncle called John Lefever who keeps a database of piston part numbers, he gave him the piston I need and Lefever said "I dont have one, and in all the time I have been doing vintage Husky stuff, no one has ever asked for that piston." They only had the 175 kit in 82 and the 175 bike in 83 but they hardly sold any of either. The standard size piston for the 175 is 64.75.
Brian
Brian,
Do you know if the older 175 piston would work ?
I will check with my dad and see if he had any for his old 175.
Also, there is a guy that will make pistons for any bike.
Tony Williams had him make some for his 75 KX 400 after trying
to find some for years.
Bob
1986 ISDE Italy
1987 ISDE Poland
1989 ISDE Germany
1973 Jackpiner 175
1974 Penton 250 Harescrambler
1976 Husky 250CR
1985 Husky 400WRX
1985 Husky 400WR
Bob, the piston for the 72-74 175 kit is the same with no reed window in it, the '76 175 has a totally different bore and stroke so it wont work.
Brian
Try LA Sleeve , they have new and old inventory .
Would my 1979 125 cr husky have a slot on the intake side of piston no one knows for sure who I have talked to.
Yes, your '79 should have a oval whole in the intake side. All of the Husky 125 pistons are basically the same from 76-up, with the 82-83 having two holes instead of one, but otherwise are the same.
How does your '79 CR run? There is a compete, but in separate auctions, '79 CR 125 top end including reed valve on eBay I am considering.
Brian
The pistons on E- bay as of now show up to 76-78 have a reed slot and a 79 piston kit E-bay #360334179046 that sold did not have one; I asked the seller if it had a slot he said no. The piston in my 79 is not sloted anywhere but someone could have run the wrong one? The bike ran good a few times up the street but the motoplat dumped.
Brian,
Dad dropped off 3 box's of old husky parts at the shop late today. I will try and go thru them tomorrow and see what is in there.
I saw a bunch of 360-390 Auto parts and a few bigger pistons,
but had to leave before checking the other box's.
Bob
1986 ISDE Italy
1987 ISDE Poland
1989 ISDE Germany
1973 Jackpiner 175
1974 Penton 250 Harescrambler
1976 Husky 250CR
1985 Husky 400WRX
1985 Husky 400WR
You know - Stan Beni's last Husky was a mid 70's 175 for Gary Woodling. I don't know if he used a piston for that project, or if Stan had any in his stock.
Does anyone know where Stan's parts stock ended up? Does his family still have it? I seem to remember that some of the Vinduro group were helping the family to get bikes to their rightful owners after Stan passed.
Brian,
No luck. No 175 pistons in the boxs. Several big bores and a couple 250's.
What is the wristpin diam. ?
I know KTM has a 200 piston that is 65mm ?
Perhaps change bore size to use a piston from another brand ?
I will also check with Tony W. and get the contact info for the guy that makes custom pistons for you.
Bob
1986 ISDE Italy
1987 ISDE Poland
1989 ISDE Germany
1973 Jackpiner 175
1974 Penton 250 Harescrambler
1976 Husky 250CR
1985 Husky 400WRX
1985 Husky 400WR
Clark, the 76 Husky 175 piston wont work, its a 62x54 bore and stroke, the 82-83 is 64.75x52.
Bob, the wrist pin is 15mm just like all Penton/Sach/KTM 125s up to now, unfortunately the KTM 200 went up to a 16mm pin. The Yamaha RT180 piston looks like it would work too, but it is also a 16mm pin.
Brian
Brian,
The company that makes custom pistons is called Diamond pistons. Tony is at work and didnt have the number for them, but can get it tonight.
The only thing is, you have to get 4 pistons made....
They will make them in 2 sizes.
They run about $100 each.
I ran into a company that made custom pistons 1 at a time last fall.
I think they were about $150 each.
It was on either Vinduro or Husky Cafe I think...?
I tried a quick search but didnt find the link yet.
Darn work, keeps interfering ! <G>
Bob
1986 ISDE Italy
1987 ISDE Poland
1989 ISDE Germany
1973 Jackpiner 175
1974 Penton 250 Harescrambler
1976 Husky 250CR
1985 Husky 400WRX
1985 Husky 400WR
Quotequote:Originally posted by brian kirby
Clark, the 76 Husky 175 piston wont work, its a 62x54 bore and stroke, the 82-83 is 64.75x52.
Bob, the wrist pin is 15mm just like all Penton/Sach/KTM 125s up to now, unfortunately the KTM 200 went up to a 16mm pin. The Yamaha RT180 piston looks like it would work too, but it is also a 16mm pin.
Brian
Hello Brian.
A friend of mine used to be the Canadian Husky Importer for years.He sponsord a ISDT team on Huskys.We needed 3 differend class categories and he chosed one bike a 125.
For almost a year,even with help from the factory they tried to get the 125 Husky running good enough to make it trough the ISDT.They finally quit trying and took a big bore instett.
They kept trying to finish the 125 anyway,but finally he gave up and never ordered any 125 cc Husky,s.The once he had sold had more trouble than a human could stand for.I remember that in a few cases he had to take the bikes back and there was trouble with Husky Sweden because of this models.
Bob, its funny that you mention Diamond Pistons, I know of them from Ford 2.3 turbo engines. A lot of other companies make 2.3 turbo pistons, but only Diamond makes exact copies of the original Ford part. I would happily buy 4 pistons, that is not a problem, and I might even be able to get a couple other guys from the Husky Yahoo list together and get 10+ made.
Speedy, I think that was the old Husky 125, these bikes are pretty reliable, just not very fast.
Brian
Eric's Motorcycle Co. Pasadena Ca. ph 626-449-3742. Husky dealer from the 1970s till today, sells KTM as well . He should still be open, has all of whats left of his old inventory. Think he rode Pentons in a few ISDT's .
I finished the 1982 ISDE in Czecho on one. I had to put a 530 main jet in mine. My Qualifier bike was a XC125 with the close ratio gearbox. Why I don't know ? At DB's recomendation I put in a 1974 SC125 6th gear. as when geared for the woods the XC would only do about 53mph with stock gearbox. With the SC125 6th gear I could do 65mph. I seized mine once with a 510 main jet and stock gearbox on a dirt road.
Dwight
Quotequote:
Speedy, I think that was the old Husky 125, these bikes are pretty reliable, just not very fast.
Brian
Brian,
Interesting topic as I had just talked with Forest Stahl Wed am about the '83 175 piston. He confirmed what you are saying when he said he didn't have any of them. Let me know what direction you are going with the pistons if you get a chance. Cheers.
Mike H.
Tulsa
[email protected]
I got my 82 125wr from Stan Beni.He gave me a 175 kit cylinder and piston with it.The piston is a Wiseco.There is no casting ID on it,but it is a wiseco P40.Contact Wiseco,they can locate inventory sometimes with their dealers.
Mike,
Do you have an 82-83 175 Husky? I am going to have Diamond Racing reproduce some pistons, if they are $100-150 each with a minimum of 4 I will buy that many just for myself. My cylinder is std bore too, so I will probably have std size pistons made and have my cylinder nicasil plated that size. Let me know if you want some, and what sizes you think I should have made.
Brian
Hey Brian,
Several things...Kevin had told me that the 1981 125's did NOT have a windowed piston, but that the team bikes used pistons modified to include a window.
I wasn't aware that Diamond would do "one-off" pistons, but I spoke with JE Pistons several years ago at the Dealer Show and they were willing to make me affordable one-off's with no minimum. In fact, they were even advertising this service. JE is a very high quality piston and, if Al had not started offering Wiseco Sachs pistons, I was going to have JE make them for me.
As far as Nikasil goes, I'm not sure I understand your theory. Nikasil plating was developed as a coating that is directly applied to the aluminum cylinder and offers several advantages over an iron liner. For one, the main problem with an iron liner is that it expands at a different rate than the aluminum piston, thus requiring larger tolerances. This becomes especially problematic with larger bore sizes. By coating an aluminum cylinder with Nikasil, you've gained a hard, low wear surface for the piston to be run against, as well as expansion properties that are similar to the piston, allowing tighter tolerances. An added benefit is the cylinder also has better heat conductivity, which has aided in the development of engines with higher specific output. I'm not aware of Nikasil being applied to an iron liner, but perhaps it could be done...I just don't see why you would do it.
Kent
TEAM PENTOVARNA
Kent Knudson
Kevin Brown
Gary & Toni Roach
James & Adam Giddings
Dennis & Cory Buttrick
Kent,
Thats odd that all the 76-78 and 82-83 pistons have an oval window but apparently the 79-81 dont? I thought all cylinder reed pistons had windows, but I guess they dont. The case reed piston on my 84 KTM 125 has no window, but the case reed piston on my '99 YZ125 does. Go figure. [?]
You can apply nikasil to an iron liner just as well as aluminum. You obviously dont get the thermal advantages because you are plating over a liner, but you get the wear advantages, once plated it will basically last forever provided you keep the air filter clean and dont snag a ring or something like that. If applied to a cylinder like mine you never have to get oversize pistons made, you just get one size made and reapply the plating if/when it wears out. Larry Stahl told me he does that with 360 Huskys, those pistons are hard to find, but a 2mm over is the same size as a std 390 which is easy to find so he overbores then has it plated to fit the std 390 piston.
Brian
Brian,
Can you email me directly at
[email protected]? I can't find your email address. I have a bunch of questions concerning the Huskys'. Cheers.
Mike H.
Clark, the 76 Husky 175 piston wont work, its a 62x54 bore and stroke, the 82-83 is 64.75x52.
Bob, the wrist pin is 15mm just like all Penton/Sach/KTM 125s up to now, unfortunately the KTM 200 went up to a 16mm pin. The Yamaha RT180 piston looks like it would work too, but it is also a 16mm pin.
Brian
Brian,
The company that makes custom pistons is called Diamond pistons. Tony is at work and didnt have the number for them, but can get it tonight.
The only thing is, you have to get 4 pistons made....
They will make them in 2 sizes.
They run about $100 each.
I ran into a company that made custom pistons 1 at a time last fall.
I think they were about $150 each.
It was on either Vinduro or Husky Cafe I think...?
I tried a quick search but didnt find the link yet.
Darn work, keeps interfering ! <G>
Bob
1986 ISDE Italy
1987 ISDE Poland
1989 ISDE Germany
1973 Jackpiner 175
1974 Penton 250 Harescrambler
1976 Husky 250CR
1985 Husky 400WRX
1985 Husky 400WR
Quotequote:Originally posted by brian kirby
Clark, the 76 Husky 175 piston wont work, its a 62x54 bore and stroke, the 82-83 is 64.75x52.
Bob, the wrist pin is 15mm just like all Penton/Sach/KTM 125s up to now, unfortunately the KTM 200 went up to a 16mm pin. The Yamaha RT180 piston looks like it would work too, but it is also a 16mm pin.
Brian
Hello Brian.
A friend of mine used to be the Canadian Husky Importer for years.He sponsord a ISDT team on Huskys.We needed 3 differend class categories and he chosed one bike a 125.
For almost a year,even with help from the factory they tried to get the 125 Husky running good enough to make it trough the ISDT.They finally quit trying and took a big bore instett.
They kept trying to finish the 125 anyway,but finally he gave up and never ordered any 125 cc Husky,s.The once he had sold had more trouble than a human could stand for.I remember that in a few cases he had to take the bikes back and there was trouble with Husky Sweden because of this models.
Bob, its funny that you mention Diamond Pistons, I know of them from Ford 2.3 turbo engines. A lot of other companies make 2.3 turbo pistons, but only Diamond makes exact copies of the original Ford part. I would happily buy 4 pistons, that is not a problem, and I might even be able to get a couple other guys from the Husky Yahoo list together and get 10+ made.
Speedy, I think that was the old Husky 125, these bikes are pretty reliable, just not very fast.
Brian
Eric's Motorcycle Co. Pasadena Ca. ph 626-449-3742. Husky dealer from the 1970s till today, sells KTM as well . He should still be open, has all of whats left of his old inventory. Think he rode Pentons in a few ISDT's .
I finished the 1982 ISDE in Czecho on one. I had to put a 530 main jet in mine. My Qualifier bike was a XC125 with the close ratio gearbox. Why I don't know ? At DB's recomendation I put in a 1974 SC125 6th gear. as when geared for the woods the XC would only do about 53mph with stock gearbox. With the SC125 6th gear I could do 65mph. I seized mine once with a 510 main jet and stock gearbox on a dirt road.
Dwight
Quotequote:
Speedy, I think that was the old Husky 125, these bikes are pretty reliable, just not very fast.
Brian
Brian,
Interesting topic as I had just talked with Forest Stahl Wed am about the '83 175 piston. He confirmed what you are saying when he said he didn't have any of them. Let me know what direction you are going with the pistons if you get a chance. Cheers.
Mike H.
Tulsa
[email protected]
I got my 82 125wr from Stan Beni.He gave me a 175 kit cylinder and piston with it.The piston is a Wiseco.There is no casting ID on it,but it is a wiseco P40.Contact Wiseco,they can locate inventory sometimes with their dealers.
Mike,
Do you have an 82-83 175 Husky? I am going to have Diamond Racing reproduce some pistons, if they are $100-150 each with a minimum of 4 I will buy that many just for myself. My cylinder is std bore too, so I will probably have std size pistons made and have my cylinder nicasil plated that size. Let me know if you want some, and what sizes you think I should have made.
Brian
Hey Brian,
Several things...Kevin had told me that the 1981 125's did NOT have a windowed piston, but that the team bikes used pistons modified to include a window.
I wasn't aware that Diamond would do "one-off" pistons, but I spoke with JE Pistons several years ago at the Dealer Show and they were willing to make me affordable one-off's with no minimum. In fact, they were even advertising this service. JE is a very high quality piston and, if Al had not started offering Wiseco Sachs pistons, I was going to have JE make them for me.
As far as Nikasil goes, I'm not sure I understand your theory. Nikasil plating was developed as a coating that is directly applied to the aluminum cylinder and offers several advantages over an iron liner. For one, the main problem with an iron liner is that it expands at a different rate than the aluminum piston, thus requiring larger tolerances. This becomes especially problematic with larger bore sizes. By coating an aluminum cylinder with Nikasil, you've gained a hard, low wear surface for the piston to be run against, as well as expansion properties that are similar to the piston, allowing tighter tolerances. An added benefit is the cylinder also has better heat conductivity, which has aided in the development of engines with higher specific output. I'm not aware of Nikasil being applied to an iron liner, but perhaps it could be done...I just don't see why you would do it.
Kent
TEAM PENTOVARNA
Kent Knudson
Kevin Brown
Gary & Toni Roach
James & Adam Giddings
Dennis & Cory Buttrick
Kent,
Thats odd that all the 76-78 and 82-83 pistons have an oval window but apparently the 79-81 dont? I thought all cylinder reed pistons had windows, but I guess they dont. The case reed piston on my 84 KTM 125 has no window, but the case reed piston on my '99 YZ125 does. Go figure. [?]
You can apply nikasil to an iron liner just as well as aluminum. You obviously dont get the thermal advantages because you are plating over a liner, but you get the wear advantages, once plated it will basically last forever provided you keep the air filter clean and dont snag a ring or something like that. If applied to a cylinder like mine you never have to get oversize pistons made, you just get one size made and reapply the plating if/when it wears out. Larry Stahl told me he does that with 360 Huskys, those pistons are hard to find, but a 2mm over is the same size as a std 390 which is easy to find so he overbores then has it plated to fit the std 390 piston.
Brian
Brian,
Can you email me directly at
[email protected]? I can't find your email address. I have a bunch of questions concerning the Huskys'. Cheers.
Mike H.
The piston from the 1975-76 GP175 Husky would have to be 64mm not 62mm. That is if the stroke was 54mm.
I dont know what the stroke is on the 76 Husky, but I know the standard piston is 62mm. You are right though, the Can-Am 175 has a bore of 62 and a stroke of 57.5 so the Husky cant have a stroke of 54, it would have to be longer. The 125s all had a 52 stroke.
Brian