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Author Topic: 1998 KX500 ENGINE BUILD For Tim  (Read 22090 times)

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Offline sandblaster

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1998 KX500 ENGINE BUILD For Tim
« on: September 01, 2015, 05:52:17 PM »
We have a 98 KX500 engine in for a full rebuild.
The very first thing we did was to take it outside and wash it...
Nothing worse then working on a dirty engine and contaminating everything as you open her up..



Nice pretty blue hose



Happens on almost every one of these...  :x



Everything seemed to be ok until we heard this

https://youtu.be/4Zw9urYXxw0

Tim, one of these bad boys is for you...

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The four stroke engine: That's one stroke for producing power and three for wearing the engine out.

Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #1 on: September 01, 2015, 06:04:03 PM »
Of course we already ordered our standard list of replacement parts
Seems like this list continues to grow..  :-o

92028  BUSHING                   92028-1551   
92046  BEARING-NEEDLE            92046-1193 
92022A WASHER,22.3X38X3.0        92022-1832 
92022  WASHER,22.5X46X2.6        92022-1739 
92045  BEARING-BALL,6001C3ML01   92045-1235 
92022C WASHER,12.3X20X0.5        92022-269 
92022B WASHER                    92022-1942 
(3)  92045  BEARING-BALL,608MC3       92045-1305 
59051  GEAR-SPUR,WATER PUMP,11T  59051-1129 
92028  BUSHING,26X35X14          92028-131   
92045  BEARING-BALL,6305         92045-1011 
92045B BEARING-BALL,63/22T2C3    92045-1134 
92045C BEARING-BALL              92045-1233 
92045D BEARING-BALL,608MC3       92045-1305 
(2)  92046  BEARING-NEEDLE,HK1210     92046-1010 
92055-1343 O-RING                92055-1343           
(2)  92046-1052 GOVERNOR BEARING      92046-1052           
(2)  92045-1027 BEARING               92045-1027           
(2)  92055-035 ORING                  92055-035           
92045-036 BEARING                92045-036           
92045-1235                       92045-1235           
92022-1942                       92022-1942           
92022  WASHER,17.3X28X1          92022-255 
92033  RING-SNAP,24MM            92033-026 
 (2)  92033A RING-SNAP,18MM            92033-029 
(6)  92033B RING-SNAP,25MM            92033-1089
92046  BEARING-NEEDLE,KT202614   92046-1170
92143  COLLAR,25X32X10.5         92143-1370
KICK START SPRING     92081A SPRING    92081-097
(4)  92042-007 PIN DOWEL 6.3 X 8 X 14   92042-00
(5)  610A0408  ROLLER 4 X 8      610A0408
(2)  482J4000 CIRCLIP SELD BEM FIT   482J4000
"0" RING 92055-025
480j2400 cir clip type c 24mm      480j2400
GASKET,EXHAUST PIPE          11009-1949
BOOT                49006-1179
RING-O                92055-035
RING-O,5.5X1.5             92055-1343
RING-O,19.5X1.5          92055-055
(2) RING-O,17.5X1.5          92055-022
(3)               92043-1373

Besides that we are getting some new gears, clutch kit, Squish mods, Team Green mods, Motorrad mods, Pinsonnault Racing crank Balance, Decomp, and perhaps a bit of Port timing advancement.... So we will see what happens on this one as the customer is still undecided how far they want to take it.
And yes, it will be Vapor Blasted to perfection  8-)
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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #2 on: September 01, 2015, 06:06:05 PM »
Oh yeah, there's talk of a 2 piece clutch cover but I'm out of adapters right now  :x
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Offline alexander-vmann

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #3 on: September 01, 2015, 06:07:13 PM »
that clutch cover crack is nothing compared to the one on my 93 :-D
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my bike: 1993 kx500

Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #4 on: September 01, 2015, 06:09:30 PM »
Oh yeah, they can get a LOT worse  :lol:
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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #5 on: September 08, 2015, 01:27:39 PM »
We got a bit of lapping done today.
These cases were about the worst we have seen.
Spent almost a hour to get them perfect  :-o



The head and cylinder were nice to begin with.
They are epic now  :lol:

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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #6 on: September 09, 2015, 11:34:03 AM »
Jason hard at it..



Like a surgeon with dirty finger nails  :-D



Nice work Jason...

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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #7 on: September 10, 2015, 07:54:34 AM »
Almost ready for plating..



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Offline DoldGuy

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #8 on: September 10, 2015, 01:19:53 PM »
I Spy Exhaust Bridges....

Pics of the ports that have been cleaned up? Did you vapor blast the ports after grinding?
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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #9 on: September 20, 2015, 10:44:11 AM »
Yep... The customer didn't want the exhaust bridges removed.
I told him it was only money  :lol:

Yes, we vapor blast them before plating and then again after plating.
We don't really need to vapor blast before plating as the plater sandblasts them but it really helps us see if there are area's that need further work.
Plus is looks really cool  8-)
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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #10 on: October 02, 2015, 01:48:57 PM »
Thanks for another good job Todd  8-)







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Offline dave916

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #11 on: October 02, 2015, 11:55:36 PM »
Anyone know why todd drills those 4 holes {17mm] in the crank?
Guessing he is using them with some kind of alignment pins for truing the crank/ but i could be wrong
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Offline alward25

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #12 on: October 03, 2015, 05:44:42 AM »
Balancing with a Wossner rod and piston. Gets the crank to the right balance factor .
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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #13 on: October 03, 2015, 10:41:45 AM »
What balance factor do you use?
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Offline sandblaster

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Re: 1998 KX500 ENGINE BUILD For Tim
« Reply #14 on: October 04, 2015, 03:30:54 AM »
Ok, that explains a few things.
I know Todd uses 59% for the K5.
Now I'm really gonna step in it here....  :-o
From everything I have researched, it is difficult or almost impossible to cancel out all the forces involved especially on a single cylinder engine.
So, at some point, you have to compromise on all the different forces.
At first thought it seems simple.
Balance the crank, rod, and piston assembly so that if you set the assembly on a balance beam resting on the mains, the crank will not move regardless of the timing just like this video demonstrates:
https://www.youtube.com/watch?v=LzUjXA_aesM

Ready to rip?
Not so fast...
While the assembly is balanced statically, this will do nothing for the other forces involved.
Keeping it really simple and disregarding tertiary forces and such,  think about what the piston is doing when it is moving really fast and then it has to change directions.... That's right, we have to factor in acceleration and deceleration of the piston, pin, bearing, rings, and top half of the rod. 
To make matters worse, the top 90 degrees of crank rotation happens faster then the lower 90 degrees of crank rotation due to the angle of the rod.
Even if you could totally cancel out all the forced generated by the assembly changing direction at the top 90 degrees of crank rotation, you will then have a imbalance at the bottom 90 degrees of crank rotation.

What all this means is that depending on the balance factor used, the crank asy will vibrate more at certain RPM range then at others.
The object then is to move the major vibration causing imbalance to a rpm range that isn't used.
In the end, 59% seems to be the best compromise for the K5 crank asy....
Let the carnage begin  :-D
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