You should call your buddy Dave Crain and ask his opinion...he will tell you how much fun it was to design and CNC the parts to keep the old Husky Auto's running...I'm sure he's still got the programs on an old floppy disk somewhere...He and my Pops did say that when the bikes ran, they were awesome to ride!
Full auto
- Thread starter Clay
- Start date
You should call your buddy Dave Crain and ask his opinion...he will tell you how much fun it was to design and CNC the parts to keep the old Husky Auto's running...I'm sure he's still got the programs on an old floppy disk somewhere...He and my Pops did say that when the bikes ran, they were awesome to ride!
Back in the day my father bought a 360 husky auto the first year they came out. He loved that bike.I rode it in one enduro, and must say I was a believer after that. It did take a different ridding style, it was just gas and brake all day, pretty cool! I've been hoping to find one of those old huskys in decent shape and priced that I could afford, but no luck yet. So I personly would be interested in a "new" version of an automatic.
Clay
Banned
Careful. Don't put "your buddy Dave Crain" in print too often! I might be out of business if that gets around!
Just kidding. Crain and I have the kind of sense of humor. It's called "Smarta$$!
This is a rather timely thread, as I have just completed a 1986 Husky 430AE restoration with modern disc brakes on both ends and took it for it's first ride yesterday. I will need to iron out a few small details through testing, but everything is working and it brings back a lot of good memories. I raced this bike back it the day for two full years, there is only one way to ride it -aggressively and it made me a better rider.
I fully intend on racing the Auto next season at select races to see how the 26 year old technology stacks up against todays.
Funny thing with the Husky Auto when you bought one it tends to be for life, either because it was so unique you can't bare to part with it -even if it no longer runs OR you can't sell it because nobody in there right mind wants it. In 1986 in Ontario I knew of 4 riders on the 430AE, to this day three of them are still owned by the original owners and the 4th was easy to track down.
If you want specific Husky Auto info there are numerous threads over on the oppropriate Forum.
I have been exclusively racing Husky's since 1984 (probably 200+ races) but if any manufacturer came out with a true AUTO now I wouldn't hesitate to jump ship and scoop one up at any price.
One last thing, any new system needs to be stickly mechanical and gear selection determined by rear wheel speed, it worked back in the day and it worked for me yesterday as well. No need to complicate it with electronics or auto/manual settings, just focus on hard core competition. Just my opinion.
tm_enduro
New member
Best of luck to you with that project, that should be a fun bike. I am suprised that there are enough clutch hubs and friction/weights available to keep the bikes running. Just curious, what wheels did you end up using? Did you replace the front fork with something more modern (and bigger)?
Hmmmm.... I seem to remember a certain Paul who rode an auto back in the day..pretty quickly I might add... Congrats on the restore...
Ed..
I was able to source several NOS first gear hub/shoe kits and springs, could never have done it without the internet sellers of vintage parts, it's really amazing what is still out there in old part$.
I just happened to have a 1998 Husky WXE 250 lying around that became the doner for forks, wheels and brakes. Forks are conventional(not USD)Magnum 50mm Zokes, bolted on with no mods at all. Brakes haven't changed since '98, exactly the same Brembo callipers as my '09 WR300. I am still using the stock '86 swing arm with the '98 wheel bushed down and machined narrower. The rear brake holder was also machined down thinner to fit. Also rear brakes are left hand operated, something I wanted to do back in 1986. This scoot really is unique, you just have to be a little hard core to appriciate it.
TM enduro, you are correct that the first gear clutch is the only weak point of the system. I have been thinking of some how adapting a clutch on crank like on the BMW/Husky TXC449 with an auto clutch installed if they even make an auto clutch for that bike?
Fasteddy, thanks for calling me out, I've been lurking here long enough.
djroggen
New member
http://ktmtalk.com/index.php?showtopic=465170
This sounds unreal! Ha!
Brand new in crate, 87 430 OR auto Husky?!?
This sounds unreal! Ha!
Brand new in crate, 87 430 OR auto Husky?!?
GMP
Active member
When I worked for the TUV we tested a bunch of the Rascal scooters for product safety. Had a blast racing them in the small warehouse, made a course through boxes. One four wheeler type was pretty fast for what it was, and had a tiller arm for steering. You could yank on that arm and get it up on two wheels around turns!
!
Clay
Banned
When I worked for the TUV we tested a bunch of the Rascal scooters for product safety. Had a blast racing them in the small warehouse, made a course through boxes. One four wheeler type was pretty fast for what it was, and had a tiller arm for steering. You could yank on that arm and get it up on two wheels around turns
Sometimes, Glenn, I think you have too much free time!
GMP
Active member
Part of the testing involved riding them all around, over curbs, etc. and trying to make them crash. We just expanded on that a little. Clay, to put this in perspective it was a German run office, and we could drink beer as long as we got our work done and did not get hammered.
People are afraid of EFI/DI, they will freak at a fully computerized transmission on a dirtbike!
I'm thinking something like a CVT, driven with a conventional autoclutch. The CVT uses a linked belt, like a chain but with a "V" profile with grooves in the sides of the links. The drive and driven "pullys" that vary diameter will have mating grooves and both grooves will trap balls like a Rekluse. As the dia varies with RPM, the belt and balls ride the grooves up and down. No slippage except from the front end autoclutch, and the nature of the transmission would make that simple to set up. Technologilly advanced, yes, but incredably simple at the same time. Once it is debugged it should be cheaper to produce than a conventional transmission.
Yeah, I'm a bit bored this morning and had a big coffee.
I've been thinking about this since having a chance to ride a Rokon this past spring during a visit to Oz. Also had a long conversation with 'Palito', who rode the Husky autos successfully back in the day.
I've also used Rekluse auto clutches on 2 bikes and really like them.
Then, I rode a Zero electric bike this summer and realized that's the future; twist and go & no transmission to mess with. Granted it may need some sort of a clutch override to help hoist the front up over stuff.
In the mean time, if GG sold a version of the XC's with a CVT like GMP describes, I'd probably be all over it.
wrench
Gold Level Site Supporter
With today's technological advantages, it would probably be quite simple to revamp/correct the quirks of the old Husky system. As I recall, they were a bit heavier than the non auto bikes. Perhaps Palito can weigh his and I will weigh my 430XC for comparison.
If the difference is small, then I don't think there is an argument there. My 250 & 300 GG are heavier than other brands that my riding buddies have. I don't feel the difference and love my older models.
Throw the reliability factor out, concede that issue resolved. Then the issue will become maintenance costs. That is the biggest gripe I hear from my 4st buddies. The additional costs involved in top end rebuilds has caused several to go back to a 2st. If the cost to maintain the "Auto" system is similarly more, then I don't see the model being a mainstay. The reason that the 4st market has taken hold [in spite of increased costs] is because of the industry [Mfg's] limiting the choice, as well as promotion/sanctioning such as the AMA SX/MX series/market. There are many behind the scenes reasons for this, but that is another topic to discuss elsewhere.
I think the Rekluse addresses the niche very well, it is a fairly expensive mod [for me anyway] that doesn't seem to increase maintenance costs. My friends that have them refer to their bikes as cheater bikes. Several have won the classes since switching to them.
There will always be the love it/hate it debate ie;2st/4st debate, when it comes to personal preference. There will probably be sufficient interest to sustain a small market share and a company that already lives within those confines.
just my .02!
If the difference is small, then I don't think there is an argument there. My 250 & 300 GG are heavier than other brands that my riding buddies have. I don't feel the difference and love my older models.
Throw the reliability factor out, concede that issue resolved. Then the issue will become maintenance costs. That is the biggest gripe I hear from my 4st buddies. The additional costs involved in top end rebuilds has caused several to go back to a 2st. If the cost to maintain the "Auto" system is similarly more, then I don't see the model being a mainstay. The reason that the 4st market has taken hold [in spite of increased costs] is because of the industry [Mfg's] limiting the choice, as well as promotion/sanctioning such as the AMA SX/MX series/market. There are many behind the scenes reasons for this, but that is another topic to discuss elsewhere.
I think the Rekluse addresses the niche very well, it is a fairly expensive mod [for me anyway] that doesn't seem to increase maintenance costs. My friends that have them refer to their bikes as cheater bikes. Several have won the classes since switching to them.
There will always be the love it/hate it debate ie;2st/4st debate, when it comes to personal preference. There will probably be sufficient interest to sustain a small market share and a company that already lives within those confines.
just my .02!
HydroDog
Gold Level Site Supporter
For me I have a auto-clutch and I would not trade it for how well it works in tight ugly single track.
But if I could have my dream bike I would bypass just an auto tranny. It would be a auto DCT with a thumb shifter on each side of the bars, direct injected two stroke in the 300/350 range that could go 70 mi. on 2.5 gallon tank and weigh 260 lbs. with fuel and cost less than $10.5k.
Oh NO. I think I have chubby forming; I gota go.
But if I could have my dream bike I would bypass just an auto tranny. It would be a auto DCT with a thumb shifter on each side of the bars, direct injected two stroke in the 300/350 range that could go 70 mi. on 2.5 gallon tank and weigh 260 lbs. with fuel and cost less than $10.5k.
Oh NO. I think I have chubby forming; I gota go.
GMP
Active member
The problem with the Husky was the clutch design. If you just changed that to a modern multi plate design it would end up like an automotive auto trans and be huge and complicated. The CVT is the future is cars, should be in auto bikes as well. My description is very basic and not exactly what it could be like but you get the idea. You could also incorporate a manual clutch lever, just like on a core EXP now, to the front end auto clutch. This would allow a burst of power for wheelies, obstacles, etc. The CVT is tuned to always be at the correct ratio for vehicle/engine speed reative to the engines power curve. Combine a tunable version of this (in a cassette design) with a primary auto clutch, in addition to external gearing changes, and the possibilities are endless.
As far as current auto clutches, I think the next design challenge should be a means to lock the clutch in a full manual mode. This would solve the backwards freewheel down a hill fear and allow bump starting.
As far as current auto clutches, I think the next design challenge should be a means to lock the clutch in a full manual mode. This would solve the backwards freewheel down a hill fear and allow bump starting.
