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 The previous version was outdated and no longer supported.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

1988 400WR?

ahh, thanks for pitching in on the rev redline question..I would have guessed 8k, just so you know I am a good guesser...but I am surprised it isn't common knowledge...then again these aren't track bikes so not an issue. sorta. And there are so many ways to trash a simple 2st engine, overrevving is just one of many paths to destruction.

I wonder if the TT tachs (cheap and seem to be handy) could have an ignition circuit that would be tunable/selectable and act as a rev limiter...the circuitry seem simple enough, no rocket surgery involved, and seeing the cheap prices of the chinese ignitions kits that do offer a rev limiting circuit (I think I read that in one of the ads) I wonder if there is some circuitry that could be just plugged in to the ignition circuit.
Agriculture meets digiculture I guess one could say..
Like all Great Ideas, talks cheap innit?

thanks..
 
Bodger said:
ahh, thanks for pitching in on the rev redline question..I would have guessed 8k, just so you know I am a good guesser...but I am surprised it isn't common knowledge...then again these aren't track bikes so not an issue. sorta. And there are so many ways to trash a simple 2st engine, overrevving is just one of many paths to destruction.

I wonder if the TT tachs (cheap and seem to be handy) could have an ignition circuit that would be tunable/selectable and act as a rev limiter...the circuitry seem simple enough, no rocket surgery involved, and seeing the cheap prices of the chinese ignitions kits that do offer a rev limiting circuit (I think I read that in one of the ads) I wonder if there is some circuitry that could be just plugged in to the ignition circuit.
Agriculture meets digiculture I guess one could say..
Like all Great Ideas, talks cheap innit?

thanks..
Click to expand...
a good guesser? lol, pretty good guess i must say! also pretty sure someone else guessed that number already haha! :D
really dont need a rev limiter on these, the vibes let you know, lol.
 
so any news on the gaskets? i also ordered a kit for my 95 360 thru athena..came with orings..different than a real head gasket i know
 
justintendo said:
so any news on the gaskets? i also ordered a kit for my 95 360 thru athena..came with orings..different than a real head gasket i know
Click to expand...


No, not since this post:

"Well I have received a response from Andre, he is trying to find a gasket that he can send to me at no charge which is a very noble gesture if he can, I am prepared to contribute so that he is not out of pocket for the correct gasket.

My initial thoughts were that it was not the seller's fault, and he admits that he didn't know that it was not included, and then says that most gasket kits are supplied this way?
It's the first gasket set I have ever bought that does not include a head gasket, but I have only been buying gasket kits for the past 42 years! :rolleyes:

Anyway, it will be great to report that Andre Horvath is a quality seller if this takes place.

All too often these days sellers use generic photos for their goods and expect us to trust them that what is stated is what we receive, whereas Andre has shown the actual gasket kit and it does not show a head gasket so I guess I have to take some responsibility in not checking the image properly. I'll keep you posted."

I'm still waiting to hear if he has had any luck.
Tony.
 
Just for another comparison, here's a dyno chart for the long-stroke '87 250 CR w/ power valve. I would think the '88 400 would be closer to this in RPM max.
Revs to about 9,000 with almost as much HP as the '84 400. However, the power and torque curves are much different. Much lower torque and comes on late in the 250, as you would expect.

dyno 87 250 CR.jpg
 
neat, thanks.and that's with a power valve and a long stroke (compared to what?) to help with tractibilty. a longer stroke and the same cc gives usually more low rpm grunt.
I still think the heavier parts and the longer stroke of the 400 would make 8000rpm a more practical grenade limit.

Some of the road racing 50cc went to 14000 and even more.

data loggers seem to have not made into vintage enduro riding.
yet, haha.
 
looking at those charts the 400 stopped making torque at 6000 and hp at 6500, which is where i figured it was
the 250 the torque peaked at about 7000 and the hp about 8000 seems high compared to my 87 CR250 but never really pushed mine that far
not sure on the 430 but probably similar
 
Hoping to have my engine back together in the next few days, all except the head gasket which I've heard nothing about yet.
 
Really only the plastics needing some restoration, replace the rear fender and rebuild the master cylinder so that I can take the DRZ400E wheel and brakes off and fit the originals.
Down the track a bit I will fit a Lectron carb and have some massaging done to the Up-tite expansion chamber, but it runs just fine for now.
 
I'll most likely order a head gasket or two since Andre hasn't been in contact and I don't want it to be the hold up for the first Vinduro of the year in March, which is only 70kms (45 miles) from home.
From the limited time riding this bike, it is very impressive.
Tony.
 
Agreed. The positive is that none of the above will prevent me from riding in the Vinduro event coming up next month,(except the engine of course) and I have every confidence that it will be a blast.
it's more of a social event for silly old farts (like me) on old bikes and mine only scrapes in because of the lax rules here in NSW, simply no upside down forks and no rear disc brakes. The Husky would have to be one of the latest model bikes that not only qualifies but also that you would want to ride (not TT350's etc) in an event like this.
A good friend is working feverishly to finish his PE250 for the same event, should I give him a ride of the Husky or should I leave him satisfied his PE? :rolleyes:
 
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