Cursed KTM 530 EXC-R – 250-530 EXC/MXC/SXC/XC-W/XCR-W (4-Strokes) – ThumperTalk

3 Feb 2015 | Author: | Comments Off on Cursed KTM 530 EXC-R – 250-530 EXC/MXC/SXC/XC-W/XCR-W (4-Strokes) – ThumperTalk


Posted 28 January 2009 – 10:43 AM

This saga began on November 7, 2008.

After the third right crankshaft seal failure on my 2008 KTM 530 EXC-R, Z Racing obtained new cases under warranty and I paid for a top end rebuild, new rings and a valve job at 73.3 hours.

I got the bike back and rode 40 miles in the rain in the desert. The bike ran great.

At home on Tuesday, the bike suddenly would not run. I troubleshooted the problem to ignition. After replacing the ignition coil and switching CDI controllers with my son’s 530, I was still stumped.

Finally, I noticed that the stator resistance was not consistent.

I had installed the Trail Tech regulator and stator on both bikes months ago to keep up with the demands of the cooling fan.

After two days of checking and re-checking connections, etc. I decided to pull the ignition cover off and try the stock stator and regulator.

Check out what I discovered. Z Racing left a loose bolt in the ignition case that wore through two of the stator coils. They are replacing the TT stator for me.

Good that it didn’t go through the cam chain and sprockets.

The Curse Continues.

After the stator/loose bolt problem was corrected, my 530 ran great for a total of 18 hours since Z Racing’s rebuild. The bike then began smoking and burning oil.

I rode it another 12 hours, tried Rotella oil, hoping that switching from a fully synthetic oil may reseat the rings. A leak down test revealed only 10%, all through the rings.

The bike continued to smoke and I disassembled it for another top end rebuild. The top end looked good and Javier of Trail Tricks lapped the valves and replaced the valve guide seals. I installed new rings and the cylinder looked like new with great hone marks visible.

After the top end rebuild again, the same results. My 530 smoked like a freight train and used a LOT of oil.

New rings and a fresh head, same thing. I got thinking about the fact that the engine is a dry sump design that uses three oil pumps, one to scavenge the sump, one to pressurize the engine, and the third to pressurize the transmission. Also, I had noticed that the sump (removing the bolt on the right case that locks the crank at TDC) contained quite a bit of oil when draining all the engine oil, which it did not in the past and my son’s 530 had very little oil in the crankcase sump when changing oil.

I was thinking that possibly the crankcase had not been scavenged and was acting as a wet sump system and flooding the cylinder/rings with too much oil for the rings to prevent from entering the combustion chamber.

So. Maybe something may be wrong with the engine suction/scavenge pump. Z Racing had installed the oil pump rotor backwards so that the pin on the shaft that turns the pump lost contact with the shaft slot and the pump was inoperative.

I reversed the rotor to capture the pin between the shaft slot and the rotor slot.

I have ridden it about 10 miles and it is a LOT better but still was smoking slightly, at times. I hope the new rings have not been ruined by being flooded with oil and may not seat now. I will try another weekend ride to see if the rings will seat.

If not, I will have to install another new set of rings.


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