Husaburg 570fe
- Thread starter Jimb
- Start date
R
Rush44
Well-known member
I've rode a couple of these and they are good bikes. Excellent torque and the added features like estart and enough power for grip heaters and other accessories is sweet. I do still very much prefer the SXF if you want the hot rod bike and are willing to sacrifice a few creature comforts.
Overall there may be some better performing bikes out there but the 570 with an akropovik exhaust to open the top end up is a serious contender, and has a lot of amenities like others have mentioned. the tranny works rather well for snowbiking. 2nd and 3rd rail the trees and 4th isnt far off for bowls. very torquey motor makes it fun to hop on.
The factory skid plate and weird motor mounting help keep engine temps surprisingly high in deep snow. The intake works amazingly well, and easy to pop the seat off and clean it off in really fluffy pow days, but overall the bike takes almost no effort to go enjoy in the snow.
The factory skid plate and weird motor mounting help keep engine temps surprisingly high in deep snow. The intake works amazingly well, and easy to pop the seat off and clean it off in really fluffy pow days, but overall the bike takes almost no effort to go enjoy in the snow.
you can put all of the creature comforts on a sxf too!
N
NVRENUF
Active member
If you are looking for more, from the 570 Berg….the 610 kit is good, the 660 with the extra stroke is best. Rode a 2011, Berg 570 with a 660 stroker kit most of last winter, best bike yet, passes a 2014 Turbo KTM 500 in 4th pulling a hill. Supposedly the 660 is around 85hp. Going to put a 14.5:1 piston in it this summer and see if I can get some more out of it. Totally reliable, sounds like a stock bike but pulls super hard. If you want big bore reliable power this is it.
Wow I thought I was the only Husaberg nut job on the snow!!!!!!
It's good to hear from you.
Where are you from? Where do you ride?
It's good to hear from you.
Where are you from? Where do you ride?
N
NVRENUF
Active member
We gas burning fools from Edmonton. We ride mostly in Blue River BC and Sicamous BC. I was riding yesterday afternoon up at 6500' here so missed your reply.
I have another complete crank here now, and a second bike, I bought a clean Berg 390, which I will build up to another 660 ( from what I can tell, it has the same cases, and ECU, the crank and bore don't matter anyhow, the rest is the same).
This past winter I had a Titanium ST kit I bought from Dale at TS with the 14' updates on it ( there were only 2 built this way), and Cory Brewster from Brewster West built me an under pipe and skid plate to go with the 660. We built a custom aluminum replacement for the rubber air filter boot, and we could suck air from under the intake where the pipe is now gone from and from the top where the seat sits too. This bike is 12:5 to one (CP piston). I had Pro Circuit port the head, and ran a Bazzaz EFi tuner, and a Bazzaz wideband 02 sensor. Simple to tune and ran great! I built 2 more of those motors for my buds, and they really loved them too.
I had built 4 bikes to ride this past winter and this one was the most fun. It was totally reliable. It weighed 324lbs complete. So it was a bit of a cheater, but it rips!
You riding a 570 too? Any mods? Can I get more power than 85-90hp NA?
I have another complete crank here now, and a second bike, I bought a clean Berg 390, which I will build up to another 660 ( from what I can tell, it has the same cases, and ECU, the crank and bore don't matter anyhow, the rest is the same).
This past winter I had a Titanium ST kit I bought from Dale at TS with the 14' updates on it ( there were only 2 built this way), and Cory Brewster from Brewster West built me an under pipe and skid plate to go with the 660. We built a custom aluminum replacement for the rubber air filter boot, and we could suck air from under the intake where the pipe is now gone from and from the top where the seat sits too. This bike is 12:5 to one (CP piston). I had Pro Circuit port the head, and ran a Bazzaz EFi tuner, and a Bazzaz wideband 02 sensor. Simple to tune and ran great! I built 2 more of those motors for my buds, and they really loved them too.
I had built 4 bikes to ride this past winter and this one was the most fun. It was totally reliable. It weighed 324lbs complete. So it was a bit of a cheater, but it rips!
You riding a 570 too? Any mods? Can I get more power than 85-90hp NA?
N
NVRENUF
Active member
I guess your not the only Berg Nut Job! lol
I saw at the end the bikes you are riding!
I think I saw your post on building the 570 turbo with KMS. I was considering building the 660 bike into a turbo. How did that front mount work? How much power did the dyno say? And how much does it really feel like vs the other bikes around that you rode with?
I only ask that cause we built a few turbo bikes this winter, and they all seem lame and none of the kits I believe make the power they say they do, and the turbo's exhaust housings seem oversized, the boost power band is too narrow, and on and on.
What turbo are you running? What exhaust A/R housing is on your turbo? What rpm do you think it comes on at? It is on a stock 570 motor?
There has to be a better way to make the turbo work!
I saw at the end the bikes you are riding!
I think I saw your post on building the 570 turbo with KMS. I was considering building the 660 bike into a turbo. How did that front mount work? How much power did the dyno say? And how much does it really feel like vs the other bikes around that you rode with?
I only ask that cause we built a few turbo bikes this winter, and they all seem lame and none of the kits I believe make the power they say they do, and the turbo's exhaust housings seem oversized, the boost power band is too narrow, and on and on.
What turbo are you running? What exhaust A/R housing is on your turbo? What rpm do you think it comes on at? It is on a stock 570 motor?
There has to be a better way to make the turbo work!
Im just not sold on the turbo bike thing. I've had turbo sleds for nearly a decade, hard to believe, and I just don't feel like dicking around with that stuff anymore. Are you using a 660 kit or doing up your own? I ran a 520 BB on a 450 last season till the rod let go.
M5
M5
N
NVRENUF
Active member
M5, Jim,
The 660 we used an assembled billet crank with a Carillo rod. There are a few suppliers out there for that. If you can run an simple mill, the machining of the cases needs to be done for the big bore of the sleeve, and the clearance for the crank ( due to the rod being further out on the crank throw ). Set the crank end play and re-assemble the top. Not much to it really, just standing at the work bench for a few hours, paying attention.
I agree on the turbo stuff. However the 13' SXF I big bored to 520 with the turbo, was a very good set up compared to the 14 500 xcw we built. The 500 I sold after one ride, the 520 we put on around 100 hours this winter, and it was completely stock, never missed a beat. It will get a new piston this summer, and go again.
M5, what did the 570 turbo run like with the front mount set up? Was there an intercooler on that set up?
Jim, I would say you are going to be around $1800 for a crank, $300 for a piston, $150 for a camshaft regrind, $400 for a resleve, $550 for a port job, $300 for an intake made, $ 550 for an Bazzaz injection boxes, plus 02 sensor, $450 for a custom skid plate, and $500 for an under pipe, plus labor, gaskets, etc. Cory Brewster from Brewster West Motorsports built the pipe and skid plate, intake and gathered most of the parts for me. We built them together to see how they would work.
My guess it's a quick $8000 and your in, less if you do the work your self of course. If you do an 570 or 390 it's the same price. You will get rid of the crank in both cases and bore the cylinder. In the 390 case you just have to reflash the ECU too.
So far after building many bikes last winter it's still my fav one. ( the 660)
But we are going to build and dyno some 500 big bored KTM's to 610 with the high compression also. I think they will be good, but not as good, and you will have a current bike.
That's why its NVRENUF
The 660 we used an assembled billet crank with a Carillo rod. There are a few suppliers out there for that. If you can run an simple mill, the machining of the cases needs to be done for the big bore of the sleeve, and the clearance for the crank ( due to the rod being further out on the crank throw ). Set the crank end play and re-assemble the top. Not much to it really, just standing at the work bench for a few hours, paying attention.
I agree on the turbo stuff. However the 13' SXF I big bored to 520 with the turbo, was a very good set up compared to the 14 500 xcw we built. The 500 I sold after one ride, the 520 we put on around 100 hours this winter, and it was completely stock, never missed a beat. It will get a new piston this summer, and go again.
M5, what did the 570 turbo run like with the front mount set up? Was there an intercooler on that set up?
Jim, I would say you are going to be around $1800 for a crank, $300 for a piston, $150 for a camshaft regrind, $400 for a resleve, $550 for a port job, $300 for an intake made, $ 550 for an Bazzaz injection boxes, plus 02 sensor, $450 for a custom skid plate, and $500 for an under pipe, plus labor, gaskets, etc. Cory Brewster from Brewster West Motorsports built the pipe and skid plate, intake and gathered most of the parts for me. We built them together to see how they would work.
My guess it's a quick $8000 and your in, less if you do the work your self of course. If you do an 570 or 390 it's the same price. You will get rid of the crank in both cases and bore the cylinder. In the 390 case you just have to reflash the ECU too.
So far after building many bikes last winter it's still my fav one. ( the 660)
But we are going to build and dyno some 500 big bored KTM's to 610 with the high compression also. I think they will be good, but not as good, and you will have a current bike.
That's why its NVRENUF
N
NVRENUF
Active member
Jim,
You can't do much with the stroke of the 390 it is 55.5mm vs the 570 at 72.0mm. There are many used clean 570's around. I would look for one of those. It would save you pulling out the crank. If you cannot find one a 390 would do, but you will need to find a 72mm crank to put in it before you big bore it. I have a 40hour 570 crank that I would sell cheap $200 if you want. That would help you with the 390 bike.
Post a wanted ad, there are lots of hardly used 570s out there in guys garages, that bought too big of a dirt bike or don't use it. You will find one.
NVR
You can't do much with the stroke of the 390 it is 55.5mm vs the 570 at 72.0mm. There are many used clean 570's around. I would look for one of those. It would save you pulling out the crank. If you cannot find one a 390 would do, but you will need to find a 72mm crank to put in it before you big bore it. I have a 40hour 570 crank that I would sell cheap $200 if you want. That would help you with the 390 bike.
Post a wanted ad, there are lots of hardly used 570s out there in guys garages, that bought too big of a dirt bike or don't use it. You will find one.
NVR
Here is your answer to the turbo builds you have seen.
I assume the turbos you guys built are Boondocker. You will see a boondocker KTM 500 on the dyno sheet below compared to a front mount KMS.
You can see how the BD comes on very late and instantly builds and hits the low 9500rpm rev limiter. The BD works better on the dual cam motors because of the 13,000 rpm rev limit.
Here is my 570 on the same dyno laid over the KTM 500.
The other thing to look at is the BD makes
Less than stock Torq until it comes on.
Look at what my Berg 570 does compared to stock.
This is why most turbos don't work.
The KMS comes on and builds right off the bottom 5500rpm and continues to build all the way to 9500. It is constant and pulls hard. It gets to the rev limit quick but not like a BD.
My motor was stock with ARP head studs.
I let a demo rider on it and he explained to me that the AFR was right but the bike just shut off and he did not know what happened.
Here is the result of standing on the rev limiter:
Piston failure from the center of the piston to the upper ring land, causing the piston to rock in the bore, cracking the cylinder all the way through to the out side, and the rod pulling off the bottom of the piston.
This turbo motor build had 34hrs. On it at the time of failure. It was right and should not have failed. I have had 3 turbo guys look at the parts and all have determined it was a failure due to standing on the rev limiter. It is easy to do and it doesn't feel to bad if you do not know the bike. So I can see how it happened.
We will be going back together with a 12:1 CP flat top with more structure between the piston top and ring land and also be over bore to 610 with a billet cylinder.
The exhaust housing on the turbo is a 22.
I love my turbo for Long Track deep days , but love my KTM 300 with a SX every other day.
I would like to ride your 660 to see if it feels heavier than my 520 Berg. The long stroke and big bore creates a lager gyroscope making the bike feel heavier. My turbo bike is only a few pounds heavier than my stocker, but the 25,0000rpm gyroscope on the front takes more muscle to maneuver around.
I assume the turbos you guys built are Boondocker. You will see a boondocker KTM 500 on the dyno sheet below compared to a front mount KMS.
You can see how the BD comes on very late and instantly builds and hits the low 9500rpm rev limiter. The BD works better on the dual cam motors because of the 13,000 rpm rev limit.
Here is my 570 on the same dyno laid over the KTM 500.
The other thing to look at is the BD makes
Less than stock Torq until it comes on.
Look at what my Berg 570 does compared to stock.
This is why most turbos don't work.
The KMS comes on and builds right off the bottom 5500rpm and continues to build all the way to 9500. It is constant and pulls hard. It gets to the rev limit quick but not like a BD.
My motor was stock with ARP head studs.
I let a demo rider on it and he explained to me that the AFR was right but the bike just shut off and he did not know what happened.
Here is the result of standing on the rev limiter:
Piston failure from the center of the piston to the upper ring land, causing the piston to rock in the bore, cracking the cylinder all the way through to the out side, and the rod pulling off the bottom of the piston.
This turbo motor build had 34hrs. On it at the time of failure. It was right and should not have failed. I have had 3 turbo guys look at the parts and all have determined it was a failure due to standing on the rev limiter. It is easy to do and it doesn't feel to bad if you do not know the bike. So I can see how it happened.
We will be going back together with a 12:1 CP flat top with more structure between the piston top and ring land and also be over bore to 610 with a billet cylinder.
The exhaust housing on the turbo is a 22.
I love my turbo for Long Track deep days , but love my KTM 300 with a SX every other day.
I would like to ride your 660 to see if it feels heavier than my 520 Berg. The long stroke and big bore creates a lager gyroscope making the bike feel heavier. My turbo bike is only a few pounds heavier than my stocker, but the 25,0000rpm gyroscope on the front takes more muscle to maneuver around.
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I am curious about your Under Pipe. Can you shoot a pic of it? I want some Ideas for getting the exhaust snake out of the fuel tank and frame.
thanks
N
NVRENUF
Active member
ALLLrighty then…..
I like the info, very good. My Turbo 520 with the stock ST 121 kit weighed in at 352.5 lbs with 1/2 tank of gas and the fuel can on the back.
The Turbo 500 with the stock ST 121 weighs in at 368, with fuel, spare tank on and plastic pelican case.
The 660 Berg weighed in at 324 with the Ti 121 ST.
I did not feel any big gyroscopic effect, nothing like ice racing anyhow..lol
So right away the weight is a huge thing to drop.
And very noticeable through the trees, this thing floated very good in 2-3' of super fluffy deep powder. It also was a motard bike so the fork angle is a bit steeper, it is noticeable for sure in the trees.
Where did you get that turbo? I am looking for some more to try on the stuff we are building? And can you just get the exhaust housing?
And the head bolts, where did you get those also?
SCE makes some copper head gaskets you might want to look at for the 610/660 big bore. They have a stainless steel o ring built into the gasket, very good stuff.
We also ran a few 610 KTM turbo's last winter. I think the torque is amazing. And they worked best so far vs the 500. BD is building a higher rev limiter ECU to get the over rev (of 3000 rpm) vs the stock rev limit on the 500.
We have a ton of combos' going now, this winter will be great.
Once you get the crazy pipe out of the way, the whole bike works better, and you actually get some air flow into the intake. The ice racing guys up here got to know the factory Husaberg guys and the motor lost 3-4 hp and some torque after they put that pipe on the bike for production. The under pipe is good for a full gear up on any hill vs the stock pipe.
Cory from Brewsters West did the under pipe and skid plate, He has a CNC water cutter and will have the skid plates file. It was a great fit and finish, the whole thing was awesome really!
Sorry about the upside down photo's I have no idea why..lol??
NVR
I like the info, very good. My Turbo 520 with the stock ST 121 kit weighed in at 352.5 lbs with 1/2 tank of gas and the fuel can on the back.
The Turbo 500 with the stock ST 121 weighs in at 368, with fuel, spare tank on and plastic pelican case.
The 660 Berg weighed in at 324 with the Ti 121 ST.
I did not feel any big gyroscopic effect, nothing like ice racing anyhow..lol
So right away the weight is a huge thing to drop.
And very noticeable through the trees, this thing floated very good in 2-3' of super fluffy deep powder. It also was a motard bike so the fork angle is a bit steeper, it is noticeable for sure in the trees.
Where did you get that turbo? I am looking for some more to try on the stuff we are building? And can you just get the exhaust housing?
And the head bolts, where did you get those also?
SCE makes some copper head gaskets you might want to look at for the 610/660 big bore. They have a stainless steel o ring built into the gasket, very good stuff.
We also ran a few 610 KTM turbo's last winter. I think the torque is amazing. And they worked best so far vs the 500. BD is building a higher rev limiter ECU to get the over rev (of 3000 rpm) vs the stock rev limit on the 500.
We have a ton of combos' going now, this winter will be great.
Once you get the crazy pipe out of the way, the whole bike works better, and you actually get some air flow into the intake. The ice racing guys up here got to know the factory Husaberg guys and the motor lost 3-4 hp and some torque after they put that pipe on the bike for production. The under pipe is good for a full gear up on any hill vs the stock pipe.
Cory from Brewsters West did the under pipe and skid plate, He has a CNC water cutter and will have the skid plates file. It was a great fit and finish, the whole thing was awesome really!
Sorry about the upside down photo's I have no idea why..lol??
NVR
The turbo and head studs both came from KMS Performance. (602) 442-4340
I do not know if Kelly can supply you with parts or complete. Give him a call.
I like the under pipe. I will have to try that on my 520.
When you mentioned your turbo 520, it that a Berg 450/520 or something else?
I would be concerned about remapping the ECU on a single cam motor like the KTM 500 and the 70 deg. Berg. I do not think they will take the flogging of 9500-13,000 for long. If you look at the motors that turn that kind of RPM they are all twin cam motors. This is not a known fact, just my simple thoughts.
I do not know if Kelly can supply you with parts or complete. Give him a call.
I like the under pipe. I will have to try that on my 520.
When you mentioned your turbo 520, it that a Berg 450/520 or something else?
I would be concerned about remapping the ECU on a single cam motor like the KTM 500 and the 70 deg. Berg. I do not think they will take the flogging of 9500-13,000 for long. If you look at the motors that turn that kind of RPM they are all twin cam motors. This is not a known fact, just my simple thoughts.
