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Wiseco's new Garage Buddy engine rebuild kits offer everything you need for a bottom and top end rebuild. From the crank to the piston kit, and even an hour meter to track maintenance, everything is included in one box. Here we take a look at the components included, and the technology behind them. So, the time has come for an engine rebuild. Hopefully it’s being done as a practice of proper maintenance, but for many it will be because of an engine failure. Whether the bottom end, top end, or both went out, the first step is to disassemble and inspect. After determining any damage done to engine cases or the cylinder, and arranging for those to be repaired/replaced, you’re faced with choosing what internal engine components to buy, where to get them, and how much the costs are going to add up. A full engine rebuild is a serious job and requires a lot of parts to be replaced, especially in four-strokes. You have to think of bottom end bearings and seals, a crankshaft assembly, piston, rings, clips, wristpin, and the plethora of gaskets required for reassembly. If you’re doing this rebuild yourself, or having your local shop do the labor, chances are you don’t have a factory team budget to spend on parts. However, you know you want high-quality and durable parts, because you don’t want to find yourself doing this again anytime soon. Rebuilding a dirt bike engine is an involved job, requiring many parts to be replaced. Missing one seal or gasket can put the whole rebuild on hold. You could source all the different parts you need from different vendors to find the best combination of quality and affordability. But, it can get frustrating when 6 different packages are coming from 6 different vendors at different times, and each one relies on the next for you to complete your rebuild. Wiseco is one of the manufacturers that has been offering top end kits (including piston, rings, clips, gaskets, and seals) all in one box, under one part number for many years. Complete bottom end rebuild kits are also available from Wiseco, with all necessary parts under one part number. So, it seemed like a no brainer to combine the top and bottom end kits, and throw in a couple extra goodies to make your complete engine rebuild in your garage as hassle free as possible. Top-end piston kits and bottom-end kits come together to create Wiseco Garage Buddy rebuild kits. Wiseco Garage Buddy kits are exactly as the name implies, the buddy you want to have in your garage that has everything ready to go for your engine rebuild. Garage Buddy engine rebuild kits come with all parts needed to rebuild the bottom and top end, plus an hour meter—with a Garage Buddy specific decal—to track critical maintenance intervals and identify your rebuild as a Garage Buddy rebuild. The kits include: Crankshaft assembly OEM quality main bearings All engine gaskets, seals, and O-rings Wiseco standard series forged piston kit (piston, ring(s), pin, clips) Small end bearing (for two-strokes) Cam chain (for four-strokes) Hour meter with mounting bracket and hour meter decal Open up a Garage Buddy kit, and you'll find all the components you need to rebuild your bottom and top end. 2-stroke and 4-stroke Whether your machine of choice is a 2-stroke or a 4-stroke, Wiseco can help you with your rebuild. 2-stroke Wiseco Garage Buddy kits include everything listed above, featuring a Wiseco forged Pro-Lite piston kit. You don’t even have to worry about sourcing a small-end bearing, that’s included too. 2-stroke fans often brag about the ability to rebuild their bikes so much cheaper than their 4-stroke counterparts, and they’ll have even more ammo for bragging now with these kits starting in the $400 range. A Wiseco 2-stroke Garage Buddy kit includes all the parts you'll need for piston and crankshaft replacement, plus an hour meter to track your next maintenance intervals. However, don’t abandon your 4-stroke yet. Many riders cringe—and rightfully so—at the thought of rebuilding their 4-stroke because of the costs associated, but Wiseco 4-stroke Garage Buddy kits starting in the $600s takes a lot of sting off your rebuild project. They even include a new timing chain. No matter what you’re rebuilding, you’ll be able to track key maintenance intervals for your fresh engine with the Wiseco hour meter and log book that’s included in the Garage Buddy kits. All Garage Buddy kits include a specific hour meter decal as well, which is important for the limited warranty to identify the rebuild as a Garage Buddy rebuild. A Wiseco 4-stroke Garage Buddy kit includes all the parts you'll need for piston and crankshaft replacement, including a cam chain and an hour meter. Ease of ordering Wiseco Garage Buddy kits come with the listed parts boxed up in one box, and listed under one part number, which makes it nice to not have to worry about if you might’ve missed something when ordering. Simply find the single part number for your model, order, and you’re on your way to brand new performance. Quality Performance, backed by a Limited Warranty Ordering convenience doesn’t make a difference if the parts do not provide quality and reliability. Wiseco crankshafts are designed completely by in-house engineers, who determine all assembled dimensions, clearances, materials, and specifications. These specifications have been determined from R&D tests such as hand inspection, dyno, and failure analysis. Once Wiseco cranks have been manufactured to exact specifications they are batch inspected, and critical tolerances and dimensions are measured. Major inspections and tests include crank run-out and trueness, because they must operate within a strict tolerance to last long and perform well. Wiseco crankshafts and bearings are manufactured and tested according to strict tolerances and clearances, including run-out and trueness. Crankshaft designs are also tested for 4 hours at WOT. Bearings are another critical point of inspection. Wiseco has worked to build relationships with top-tier bearing suppliers to provide a long lasting, low-friction product. Debris in a bearing can lead to very fast wear, and Wiseco makes it a point to inspect batches of bearings for cleanliness and proper operation. As part of the design and engineering process, prototype crankshafts are hand inspected and dyno-tested at wide open throttle for 4 consecutive hours. This is a benchmark test, and new crankshaft designs must pass it before to be deemed worthy for manufacturing. Watch our crank R&D and inspection process. A Warranty on Engine Internals? Yes! Wiseco is committed to providing performance and reliability in all their products. This is why Garage Buddy kits come with a limited warranty. Rebuild your engine with a Garage Buddy kit, and your new Wiseco components are covered against manufacturer defects for 90 days from the date of purchase, or 10 hours logged on the hour meter, whichever comes first. Check out all the warranty details on the detail sheet in your new Garage Buddy kit. Open up your Garage Buddy kit and you'll find a detail sheet on the warranty on your new components. Forged Pistons The top end kits included in Garage Buddy kits feature a Wiseco forged piston, which are designed, forged, and machined completely in-house in the U.S.A. Four-stroke Garage Buddy kits come with a Wiseco standard forged piston, which offers stock compression and more reliability and longevity, thanks to the benefits of the forging process. Two-stroke Garage Buddy kits include a Wiseco Pro-Lite forged piston, which is the two-stroke piston that has been providing two-stroke riders quality and reliability for decades. Some applications, two and four-stroke, even feature ArmorGlide skirt coating, reducing friction and wear for the life of the piston. Forged aluminum has an undeniable advantage in strength over cast pistons, thanks to the high tensile strength qualities of aluminum with aligned grain flow. Read more about our forging process here, and get all the details on our coatings here. All Wiseco pistons are forged in-house from aluminum. Some pistons may also come with ArmorGlide skirt coating, and some 2-stroke pistons may already have exhaust bridge lubrication holes pre-drilled. All pistons are machined on state-of-the-art CNC machine equipment, then hand finished and inspected for quality. The forged pistons come complete with wrist pin, clips, and high-performance ring(s). Lastly, all gaskets and seals are made by OEM quality manufactures. Sealing components are not something to ever go cheap on, because no matter how high-quality your moving components are, if your engine is not sealing properly, it’s coming back apart. Need some tips on breaking in your fresh engine? Check this out. Gaskets and seals provided in Wiseco Garage Buddy kits are OEM quality, ensuring your freshly rebuilt engine is properly sealed.
It's no secret Wiseco's crankshaft assemblies experienced some growing pains early on, but various supplier and material actions have been taken and quality control processes put in place to make sure Wiseco bottom end kits make your rebuild easy and reliable. See what has been done for Wiseco's crankshaft line here. Whether you ride a dirt bike, ATV, or any other powersports machine, the time for a bottom end freshening up will come. Hopefully it doesn’t come because of a crankshaft failure, but we all know sometimes stuff happens. Regardless of the reason you’re rebuilding your bottom end, ordering durable parts and having everything you need makes it a lot easier on your mind and your wallet. An extensive process of designing, engineering, quality control, and benchmarking goes into every Wiseco bottom end rebuild kit. Wiseco’s bottom end kits consist of the crankshaft itself, a bottom end gasket and seal kit, and main bearings. Each application has one part number for the complete kit, making it simple and easy for the customer. Finding individual part numbers for all the seals, bearings, and gaskets you need can be a pain. We think receiving everything in one full bottom end kit is much easier. Research and Development Wiseco’s engineering staff is responsible for the complete design of all Wiseco crankshafts, including all assembled dimensions, clearances, materials, and specifications. During the research and development process, the engineering team will first examine the OEM crankshaft. They will take numerous measurements of lengths, widths, thicknesses, tolerances, and clearances. OEM crankshafts will be put through this testing process first, allowing engineers to determine where there are weaknesses in those crankshafts so they can tailor their designs to improve upon those areas. The first step in crankshaft reliability is using properly treated materials. One critical component of all Wiseco crankshafts is properly treated materials. Crankshaft webs and connecting rods are double forged for strength, and then put through heat treatment. Proper heat treatment on connecting rods and main webs of crankshafts normalizes the materials and is essential to wear resistance because it prepares the metal for the heat and stress conditions experienced during engine operation. Without this process, the rod and crank webs could have inconsistent qualities and weak spots. If the crank components don’t have the lowest friction and best possible wear protection, some or all of the affected crankshaft components could fail, which is almost always catastrophic for the entire engine. Also included are low friction bearings. Optimally located rod oil slots help keep these low friction bearings properly lubricated. A main bearing that spins smoothly and easily while also operating within strict tolerances is important to allow your engine to perform quietly and efficiently, without any accelerated wear from operation outside of tolerances. Keeping crank bearings properly lubricated and free of debris is essential to crankshaft function. Before designs are finalized, crankshafts are installed in a motor and tested at wide open throttle for 4 hours. If a crank or any part of it does not last for the entire 4 hours, the engineers will reexamine and redesign any parts needed. When the crank lasts the full 4 hours, it is next inspected for signs of high wear resistance, so Wiseco can be sure the crankshafts will have many hours of service life. Testing and Quality Control The first step in the quality control process for the crankshafts is ensuring consistent quality across every part that comes in. Wiseco has created close relationships with their material and parts suppliers to make sure that each and every part going into their cranks meets strict quality standards. A great example of the importance of working with suppliers is the big end bearings used in Wiseco crankshaft assemblies. Cleanliness of the bottom end bearings is a major factor in proper crank operation. If there is any debris from manufacturing in a main bearing, wear on the bearing will be accelerated, leading to bearing failure, and ultimately, crank failure. Adequate filtration systems and processes have been put in place with the supplier to make sure debris is taken care of right away. Individual inspection and initial testing steps are also taken by the supplier to assure quality begins at the source. Quality control steps for cleanliness, material, and operation start at the supplier, and don't end until everything is boxed up and ready to ship. The next step in the crankshaft assembly after parts are received from suppliers is to thoroughly hand-inspect for any imperfections or dimensions outside of Wiseco’s specifications. According to Wiseco's Director of Powersports, Scott Highland, “A sample group from each incoming shipment is fully inspected in our engineering lab prior to being placed in inventory to be sold. Inspection is fully dimensional, and all data is recorded and compared to standards for each specific crankshaft.” Crankshaft pieces that pass inspections are then used to assemble the crankshafts themselves, then sent off for further testing. The assembled cranks are first tested for any operation that runs outside of specified tolerances. This is referred to as testing the crank for trueness. If there are any that are found to not operate completely within the specified tolerances, they will not be used. Crankshafts are individually measured and inspected to make sure all critical dimensions are met. Scott Highland comments, “Inspecting crankshaft run-out, or trueness, is critical to the crankshaft running smoothly in the engine with less vibration and improved main bearing wear.” Any part that is not in compliance will be recorded and scrapped. OEM Following the Aftermarket Back when Honda was still making the good old 2-strokes, there were certain model years that had what the powersports industry refers to as the “tin can” design for the crankshaft. What this nick name refers to is the web of the crankshaft -- which is the section that houses the main bearing and shaft -- had a surrounding metal piece that resembled somewhat of a tin can. The connecting rod would rotate on the main bearing through the middle of this “tin can.” The natural highly repetitive motion of the crankshaft would cause a great deal of fatigue on the tin can, which ultimately resulted in the metal fracturing and metal fragments falling into the crankshaft. Wiseco created a newly designed crankshaft for the CR250R models that came with the faulty “tin can.” Their new design scrapped the tin can structure and utilized more conventional plastic stuffers that were much more resistant to wear, drastically reducing the chance of bottom end failure. After endurance testing, it proved to be a worthy design. In fact, the new design worked so much better that Honda later started using a similarly designed crankshaft with plastic stuffers instead of the old faulty design. It’s always a good idea to inspect the bottom end components of your machine and replace as needed according to your manufacturers suggestions. Ordering one bottom end kit from Wiseco and receiving everything you need at a fair price makes the first steps of your rebuild a whole lot easier.
Anyone have any tips on rebuilding a bottom end on a 2012 WR450? It's been like 30 years since I rebuilt a bottom end on a 2 stroke, and I have a friend local who I can fall back on if I have issues. I recently broke the case where the clutch arm actuator is, and the seal is leaking pretty bad (Chain guide broke off from the swing-arm and came around). I tried to replace the seal, but no luck. Off the top of my head, I have approximately 500 hours on the bottom. The head was rebuilt a year ago by fast heads, and at that time, I also replaced the timing chain, piston rings, cam chain tensioner. I haven't checked the hours and this is 1 of my 2 bikes, so pretty sure the parts mentioned can be re-used (maybe max 30 hours). I was thinking rings and wrist pin bearing max for the top. For the bottom.. Re-use the crank, or get a new one? I see you can buy the Rod, Pin, and Bearing for about half the price, but then I'd need to find a machine shop to put it together right. What about the Oil pump? Looking at the parts diagram, there is a pump assembly and a rotor assembly.. are both these wear items? You guys pull the motor out with the head and then disassemble, or take the head/cylinder off before removal? Do new cases come with most of the bearings and seals installed, or is that something I'll have to buy and install? Thanks.
Went to replace the clutch cable on my 09 YZ 250 this last weekend, and found oil in side of the left side housing. Pulled the fly wheel and determined the seal was shot. Drained the oil and started think about how much oil this bike has been puking out of the power valve this summer and started wondering if the clutch side seal was also shot. It doesn't smoke excessively or smell weird, but the amount of oil that comes out of it has always been a thing of mystery. I had rejetted it and cleaned the carb, adjusted the float all that fun stuff. I measured the oil that came out of the case tonight and it's about 3 ounces short, which tells me it's sucking in oil from the transmission. New seals are on the way and I've read that I can replace those without splitting the case. My concern is, and I'm hoping some of you have had experience with this, are my seals shot because of bad bearings? Or could they just have worn out and need to be replaced. I also ordered a top end gasket kit and figured I would pull the jug off this weekend and see if there is any play in the rod. I'm worried because I'm leaving for Moab next Friday to go ride and it's super cold in Utah right now. Don't really want to be in my cold ass garage replacing these things, but I want to take this bike with me. I have a back up bike, but would rather take the 250. If there isn't any play in the rod and the crank bearings feel good, should I not worry? Thanks in advance for the input!