WP 4357 & 4860 Fork Information

Introduction
The purpose of this document is to provide information on the location of sources for gathering
information on the forks and to put into one document operation and maintenance information with
notes on common problems and their solutions not documented elsewhere.
General Information
WP 4357 & 4!" #orks are fitted to $T% & &usaberg machines from '""" onwards.
The 4357() *+, 4!"() produced between '""" and '""! are an open cartridge design and share
man- common components. particularl- the damping components. The ma/or variation between
them is the fork tube diameters and the addition of a 3
rd
bush to the 4!"(s.
Parts Information
The $T% spare parts manuals are 0uite detailed in the descriptions and specifications on the parts
and variations in parts between -ear models and are a good source of information. These manuals
are available from a number of the $T% dealers on1line.
Repair anuals
The repair manuals are available from WP )uspension and other web sites on1line. The manuals are
detailed with one or two e2ceptions such as disassembl- of the compression valve ad/uster.
!peration anuals
The $T% owners manuals available from $T% on1line have information on fork ad/ustments and
routine maintenance.
!t"er sources of information
&usaberg.org website has a ver- good page of information
http344www.husaberg.org4wiki4inde2.php4#ront5suspension
Without the help of the &usaberg.org site this document would not have been possible so all thanks
to them for making the information available.
Fork #asics
Fork $en%t"
The 4357 & 4!" fork lengths var- from model to model. The forks fitted to the $T% )6 range
have a length of 735 mm & '75 mm of travel. The fork length is set b- the length of the inner and
outer tubes in con/unction with the length of the damping tube and piston rod.
The length and travel of the forks can reduced b- changing the piston rod or fitting a spacer below
the rebound spring. The length of the rebound spring can also be changed for greater rebound travel.
Fork &ra'el
#ork travel or stroke is also set b- the h-draulic stop. 8hanging the h-draulic stop to a different
length or fitting spacers above the h-draulic stop can ad/ust 9reduce: the stroke of the forks.
;n the 4357 forks up to <7 mm of spacer can be added above the h-draulic stop.
(ir )"am*er $en%t"
The forks are sealed units and so the air in the forks acts as a spring as the forks are compressed.
This adds a =progressive> element to the spring rate. The air chamber length can be ad/usted to suit
individual riders and riding conditions. When the air chamber or volume of air in the forks is too
low the forks will become harsh on smaller bumps and can suffer h-draulic lock before ma2imum
compression is reached.
The air chamber length. commonl- called the =*ir ?ap>. is the distance from the top of the fork
when full- compressed without springs to the oil level and varies from <"" mm to <5" mm
dependent on the fork model. The 4!"(s use <""mm. the 4357(s var- from <3" to <5"mm.
When shortening the forks and reducing the stroke for a customi@ed application. the air chamber
length will need to be ad/usted to suit the application. An general terms the volume of air in the air
chamber should be maintained b- increasing the air chamber length.
The air chamber can be enhanced b- the addition of sub tanks which are an e2ternal air chamber of
between 3"ml and " ml capacit-. There are a number of commercial units available which are also
used on forks other than WP.
)ub tanks can provide the abilit- to e0uali@e air pressures between the forks. give a =one button>
fork bleed capabilit- and easier ad/ustment of the air spring effect.

#ottomin% )one
The bottoming cone is at the top of the damper tube and provides a h-draulic softening of an-
bottoming of the forks.
)omponent &ec"nical Information
Re*ound +al'e
There are 3 variations on the rebound valve and rebound needle common to both 4357 & 4!"
models. The individual part numbers. dates of introduction and complete unit part numbers are 3
,00- ,00, ,003.05
Bebound tap 4!".""'5 4!"."<5< 4!"."'"3
Bebound needle 4!"."""3 4!"."<5" 4!"."<7
8omplete Cnits +o complete unit part numbers have been identified.
The variations on the rebound tap are shown in the images below. details of the changes in the
rebound needle are unclear.
4!".""'7 4!".""'7
%odified
4!"."<5<
%odified
4!"."'"3
The rebound tap changes can be summarised as follows
'""' D 4!"."<5< 1 Bebound ad/uster oil entr- increased from '.5 mm to 3 mm
1 ;il e2it holes from 'mm to '.5 mm 9possibl- 3 mm:
'""3 D 4!"."'"3 1 Bebound spring base height reduced from 4mm to ' mm
1 Edges of nut chamfered for =mid valve>
1 Top edge of mm shaft for check valves & mid valve chamfered
1 Fength of shaft for rebound shims increased
+ote. Watch out for the !2 mm shims. the- can be easil- lost on disassembl- & re assembl-
The !2 shims are used to increase or decrease the mid valve or rebound valve sections.
*dding shims increases the mid valve area and removing them adds to the rebound valve.
)ompression +al'e
There are 3 variations on the compression valve and compression needle common to both 4357 &
4!" models. The individual part numbers. dates of introduction and complete unit part numbers
are 3
'""< '""' '""31"5
8ompression tap 4!".""'7 4!"."<5' 4!"."<5'
8ompression needle 4!".""35 4!"."<53 4!"."<7"
8omplete Cnits 4!".""'7s 4!"."<5's 4!"."<5's<
8hanges to the 4!"."<5' compression tap are unknown but suspect the- are as per rebound tap
"<5<
*s of '""7 the later ("7 onwards 4!" compression valve is listed as a replacement for all earl-
4357 & 4!" forks. Part +o 4!"."5!. no details of the "7 part are known at this time.
+ote. The !2 mm shims noted in rebound valve could be used to increase check valve opening.
odifications
Inner Fork $e%
The husaberg.org web site has details of a modification to the oil return holes in the upper section of
the inner fork tubes. The modification is to reduce bilging in the 4!" models.
Re*ound &ap
&usaberg.org web site has a modification to introduce the concept of a mid valve without
replacement of the rebound tap.
Re*ound +al'e and Re*ound (d/ustment tu*e0
The husaberg.org web site mentions ensuring the rebound ad/ustment rod is correctl- seated over
the rebound ad/uster. At can sit on top of the ad/uster.
8hamfering the inside edges of the ends of the ad/uster rod with a ! mm drill bit or countersink as
well as rounding the upper tip of the rebound ad/uster will eliminate this problem & make assembl-
easier.
Periodic aintenance 1c"edule
Gleed fork legs Begularl-
4""" kms or '".""" kms or
once a -ear ever- ' -ears
1tandard aintenance Work
8heck fork for leaks and function 6
8heck tightness triple clamps. fork leg a2le nuts and screws 6
Gleed fork legs 6
8heck spoke tension and rim /oin 6
Recommended aintenance Work
8lean and grease steering head bearings and gasket elements 6
8omplete maintenance of fork 6
?rease steering head bearings 6
&i%"tenin% &or2ues
#olt 1i3e etric Imperial &"readlock
8ollar +ut. front Wheel )pindle m<! 2 <.5 4"+m 3" ft lb
Grake 8aliper. #ront m 2 <.'5 '5 +m <7 ft lb Foctite '43
8lamping )crews. Cpper #ork Gridge m 2 <.'5 '" +m <5 ft lb
8lamping )crews. Fower #ork Gridge m 2 <.'5 <5 +m << ft lb
8lamping )crews. #ork )tubs 9*2le %ounts: m 2 <.'5 <" +m 7 ft lb
*llen &ead )crew &andlebar %ount m<" 2 <.5 4" +m 3" ft lb Foctite '43
8ollar )crew &andlebar 8lamp m 2 <.'5 '" +m <5 ft lb
Anner #ork Tube to *2le %ount Tight Foctite '7"<

8ompression ,amper to ,amper Tube
8ompression ,amper +ut <7 mm m! 2 ".5 4 +m Foctite '7"<
Bebound ,amper to Piston Bod m<< 2 <." Tight Foctite '43
Bebound ,amper +ut <" mm m! 2 ".5 4 +m Foctite '7"<
)crew )leeve %'7 2 <." Tight Foctite '43
;ther )crews not listed m! 2 <." <" +m 7 ft lb
m 2 <.'5 '5 +m <7 ft lb
Routine aintenance & (d/ustments
Fork (ir Pressure Release
Put the motorc-cle on a stand with the front wheel
lifted off the ground.
Foosen the breather screws a few turns in order to
relieve the pressure from the inside of the forks.
)(4&I!5 E2cessive pressure in the fork can
be the cause of oil leaks. Af the fork is leaking. it is
recommended to open the breather plugs before
replacing the seals.
(d/ustin% )ompression 6ampin%
8ompression damping is ad/usted with screws
at the bottom of the fork legs. Turn the knob
clockwise to increase compression damping &
counterclockwise to reduce damping
(d/ustment Procedure
Turn ad/usting screw clockwise full-
Turn it back the number clicks re0uired
(d/ustin% Re*ound 6ampin%
Bebound damping is ad/usted with screws at
the top of the fork legs. Turn the knob
clockwise to increase rebound damping & anti
clockwise to reduce damping
(d/ustment Procedure
Turn ad/usting screw clockwise full-
Turn it back the number clicks re0uired
WP Model Adjustment Ranges
T-pe WP "5<H7"< ............<! clicks
T-pe WP "5<H7"' ............<' clicks
9%odel +o is stamped on both t-pes of valve:
T-pe WP "5<H7"3 ............<' clicks
T-pe WP "5<H7"4 ............<' clicks
)leanin% t"e 6ust Wipers
The dust wipers remove dust and coarse dirt
particles from the fork tubes.
,irt ma- also get in behind the wipers and can
damage the fork seals
Cse a screwdriver to lever the dust wipers out of
the outer tubes and slide them downward.
8lean dust wipers. outer tubes. and fork tubes
thoroughl-. and oil them thoroughl- with
silicone spra- or engine oil.
Then. push dust wipers into the outer tubes b-
hand or with a seal driver.
5ote0
Bemoving the fork protectors makes cleaning
easier
)"an%in% t"e 7andle*ar Position
The handlebar position can be ad/usted b- '' mm.
The upper triple clamp 3 has ' bores <5 mm 9".! in:
apart.
The bores in the handlebar support 4 are offset from
the center b- 3.5 mm 9".<3 in:.
Providing 4 handlebar mounting positions.
To ad/ust. remove screws 5 of the handlebar clamps
and screws ! of the handlebar support.
Position handlebar support as desired. and tighten
screws ! to 4" +m 93" ft.lbs:.
%ount handlebar and handlebar clamps. and tighten
screws 5 to '" +m 9<5 ft.lbs:.
The gap between handlebar support and handlebar
clamps should be of e0ual in the front & rear.
)"eck and (d/ust 1teerin% 7ead #earin%s
8heck steering head bearings for pla- periodicall-.
Place the motorc-cle on stand with the front wheel
off the ground. &olding the a2le mounts and tr- to
move the fork forward and backward.
Af there is an- movement in the forks read/ust the
bearings.
To read/ust. loosen the five pinch bolts ' of the top triple clamp and turn steering stem bolt
clockwise 3 until there is no more pla-. ,onIt tighten the steering stem bolt all the wa-. otherwise
the bearings will be damaged. With a plastic hammer. lightl- rap on the triple clamp to release
tension. Be1tighten the five pinch bolts to '" +m 9<5 ft.lb:
aintenance Issues
#ork legs are known to leak from the compression valve. The temptation is to tighten the
compression valve but this will not solve the problem. it is resolved b- replacement of the ;1Bing
in the compression damping ad/uster.
The compression valves are an allo- bod- and are delicate so it is important not to over tighten.
;il leaks can occur around the base of the inner fork legs. see assembl- disassembl- for a solution.
Anternal thread locked components can be difficult to disassemble and there is considerable
comment about e2cessive use of thread lock during production in on1line forums. Ge sparing in the
use of thread lock on reassembl- and use low to medium strength thread lock
Where a component is difficult to unscrew use a little heat to loosen the thread lock
An the case of the rebound valve assembl- there is an added difficult- with assembl- grease on the
top edge of the thread into the piston rod entering the thread and baking onto the internal surface of
the piston rod sei@ing the rebound ad/uster. The heat is apparentl- sufficient enough to bake the
grease on but not perish the rebound ad/uster ;1Bing. )ee assembl- disassembl- for a solution.
(ssem*l8 & 6isassem*l8 Issues
Fork &u*e (ssem*l8 & 6isassem*l8
The WP %6%* maintenance manual refers to removal and assembl- of the rebound ad/uster rod
=with ;1Bing>. The pictures on both assembl- and disassembl- do not show an- ;1Bing and the
$T% parts manuals do not list an- ;1Bing. At is assumed the "1Bing was intended to center the
ad/ustment rod in the piston rod.
)ompression &aps
The compression tap bod- is allo- and the <7 mm he2 fitting is easil- damaged. Af the compression
tap is difficult to remove do not attempt to force it.
The solution is to remove the inner fork leg first with a tool like the one shown below and then
mount the damper tube in a tube holder 9T5": & place the a2le in the a2le holder & turn the a2le
mount to release the tap from the lower fork assembl-.
;nce the inner fork leg is removed then heat can be directl- applied to the damper tube to release
an- thread lock used in assembl- & release tension on the threads.
The above inner fork leg removal tool is made from a <> water pipe /oiner with a length of water
pipe screwed in from each end. At allows the damper rod to remain in place while the fork tube is
unscrewed.

Inner Fork $e%s
#ork legs are known to leak and be difficult to unscrew from the a2le holders. *nal-sis shows dirt
is entering the screw threads from the top of the a2le holder.
The solution is to seal the non threaded section of the inner tube which is inside the a2le holder. To
prevent leaking use a small amount of h-draulic thread seal above the "1Bing.
An addition to the above it is possible for dirt to enter the thread area from the fork guard mounts.
* small !mm plug of closed cell foam at the rear of the fork guard mounting holes will stop dirt
entering and also protect the lower fork legs from distortion if e2cessivel- long bolts are used on the
fork guards.
Re*ound +al'e & Piston Rod
;n re assembl- put 3" millilitres of fork oil into the piston rod prior to inserting the rebound
ad/uster rod. This will assist in a number of wa-s
#irstl- it will assist in dissipating heat generated in movement of the forks.
)econdl- it will prevent rusting on the internal surface of the piston rod.
Thirdl- it will lubricate the upper area of the rebound damping ad/uster.
Fastl- it will prevent an- baking of assembl- grease to the internal wall of the piston rod.
1tandard &ools Re2uired
<" mm Bing )panner Bebound Tap +ut
<7 mm Bing & ;pen End )panner 8ompression Tap & Piston Bod +ut
<7 mm )ocket 8ompression Tap
'' mm ;pen Ended )panner &-draulic )top
'4 mm Bing )panner #ork 8ap
WP Greases and &"readlocks
T5<< ?rease for )eals ,ust Wipers
#ork )eals
#ork 8ap ;1Bing
#ork 8ap spring & bearings
T<5 ?rease for ;1Bings and Beservoir Bebound *d/ustment Halve
Bebound *d/uster
T<3< Thread lock )ee tor0ue table for usage Foctite '43
T<3' Thread lock )ee tor0ue table for usage Foctite '7"<
WP 1pecial &ools
!uter &u*e )lamp
*lternative
Timber Tube &olders
54 4 57 mm
54 4 !" mm
T5"<s 1 WP 4357
T<4"3s 1 WP 4!"
Inner &u*e Remo'al
&ool
*lternative
%ake tool with bolts
screwing into socket
from outside the tube.
#or use when
compression tap is
damaged & wont
release
T5"3s 1 WP 4357
T<4"4s 1 WP 4!"
6ust Wiper9 !il 1eal
Installer
T5<' 1 WP 4357
T<4"< 1 WP 4!"
6ust Wiper9 !il 1eal
64 #us" 6ri'er
*lternatives can be
made from PH8 water
pipe
T5"'s 1 WP 4357
T<4"'s 1 WP 4!"
WP &ools
common to *ot"
4357 & 4860
T<"3
P* T-pe #ork 8ap Tool
T<37s
;il Fevel Gottle
T5"7
,C Gush Tool 9<4 mm:
T5"s
,amping Tube &older
& Piston Bod &older
T5"7
,amping Tube Plug
#W F650G1 )on'ersion Information
1teerin% 7ead & :okes
The #!5"?) has '< mm offset in the -okes. less than this offset is reported to reduce steering lock
significantl-. The $T% )6 & E68 models have '"mm offset -okes standard & the forward edge
of the upper -oke from these machines is straight and has 3 2 !mm threaded holes suitable for
mounting the #!5"?) ignition switch & steering lock.
The )6 lower -okes have threaded steering stop mountings on their upper edge which an be used
for mounting both steering stops & the G%W =)plash ?uard> with a little ingenuit-
Fork $e% Positionin% in :okes
When 4357 forks & $T% )6 -okes are fitted to the #!5"?) steering head. the shape of the fork
uppers provides <5 mm of height ad/ustment. This allows weight bias ad/ustment after fitting of the
forks. This should be taken into consideration when determining the fork leg length re0uired.
Fork $en%t"
The G%W #!5"?) has a fork length of '5 mm from the top of the fork to the center of the front
a2le & a length of !<5 mm from the bottom of the steering head to the a2le center.
The G%W #!5"?) ,akar has a fork length of 7" mm from the top of the fork to the center of the
front a2le & a length of !" mm from the bottom of the steering head to the a2le center.
The WP 4357 & 4!" forks fitted to the $T% )6 range have a fork length of 735 mm from the top
of the fork to the a2le center
To ad/ust the length of the WP )6 fork to suit the #!5"?) ,akar fit a 34.5 mm rebound spring in
place of the standard '' mm spring and add '" mm of spacers below the spring or purchase the 75
mm rebound spring and have it cut and ground to suit.

The above gives a length <'.5 mm longer than the stock fork allowing ad/ustment of the positioning
in the -okes. At will give travel or stroke of '!" mm in the fork. To further reduce the stroke add up
to <7 mm of spacers above the h-draulic stop. This can reduce travel down to '43 mm.
F650G1 WP (ir )"am*er $en%t"s
*n- shortening of the forks takes air volume from the upper fork legs so the air chamber length
should be considered carefull-.
1tandard WP (ir )"am*er $en%t"s
* sample of standard WP air chamber lengths for 4357 & 4!" forks are below
WP 4357
WP 4357 %achines Travel Preload *ir ?ap
2000 - 250/300/380 SX, MXC, EXC '75 ! <4"4<5"J
2001 - 400/525 SX, MXC, EXC '75 ! <3"4<5"J
2003 - 625 SX '75 5 <4"
2001 - LC4 - 400/640 & 2003 - 640 '7" ! <5"
J #itting the preload ad/uster fork cap increases the air gap re0uired
WP 4!"
2003 - 640LC4 Adventure '75 4 <'"
2003 - 250/450/525 SX, MXC, EXC 3"" 5 <""4<'"J
'""! 1 950 Super Enduro R '5" <""
+al'in%
The optimum valving for non $T% ,) machines fitted with WP forks will be an individual setting
determined b- machine weight. rider weight and t-pe of usage
* guide however for the G%W #!5"?) would be the $T% !4" *dventure and 75" *dventure
valving. *t first glance the !4" would seem lighter and the 75" heavier than the #!5"?). * closer
look at the wet weights of the !4" *dventure & G%W #!5"?) however shows the weights of these
machines to be reasonabl- comparable.
,r- Weight #uel Weight
;il & Water
Weight
Total Weight
$T% F84 *dv <5 kgs 'F 1 '< kgs 3 kgs <' kgs
G%W #!5"?) <77 kgs <7F 1 <3 kgs 3 kgs <73 kgs
The standard !4" *dventure valving and some enhanced setups are in the table below. The original
standard !4"*dv had a tendenc- for e2cessive dive under braking and harshness on smaller bumps
on road conditions.
The enhanced valving was developed to introduce the concept of a =mid valve> developed after the
release of the earl- !4"(s and improve small bump performance.
The table below shows the standard and enhanced valving for the !4" *dventure. The table is laid
out with the taps as the- are mounted in the forks so it is a little different to wa- in which valving is
represented elsewhere
There are formulas in the table to make calculations on total weight and the float on the mid valve.
,ia Part +o ,escription )tandard !4" *dv !4"*dv %od )td %-
+o '""' '""3 '""5 "' "3 #!5" #!5"
r! M"#$%ne &e%'$t ()'*+ 154 158 158 154 158 1,, 1,,
-%tted R%der &e%'$t ()'*+ 91 86 90
.ue/ &e%'$t (00,51L%tre*+ 21 21 180,5 21 21 120,5 120,5
Total Weight 175 179 176.75 266 265 279.75 189.75
Spr%n'* .%tted 0044 0044 0046 005 005 0048 0048
2re/o"d (33+ 4 5 5 5
4%/ &e%'$t 5 5 5 5 5 5 5
A%r 5"p (33+ 120 100 100 100 100
Re6ound/Co3p C/%#)er* M%d M%d
45 4!".""'5 Bebound Tap 9K )pring: X X
45 4!"."<5< Bebound Tap 9K )pring: X X
45 4!"."'"3 Bebound Tap 9K )pring: X X X
Mid Valve
Av"%/"6/e Len't$ 2095 2095
)tack 9mm: 00,0 0090 1045 1045 1045
#loat 9mm: 1020 1080 2050 1005 1013 1050 1050
4!"."4" )him 2<" ".' 1 2 2 2
)him 2'" ".<5 1 1 1
4!"."'<3 )him 2<4 ".< 1 1 1 1
4!"."35< 8heck Halve 2<' ".< 1 1 1 1
)him 2<" ".< 1 1 1 1
4!"."'<3 )him 2<4 ".< 1 1 1 1
47 4!".""! 8heck Halve 2< ".< 1 1 1 1 1 1
47 4!"."'<5 8heck Halve 2'" ".< 1 1
47 4!"."'<! 8heck Halve 2'' ".< 1 1 1 1 1 1
47 4!".""!' 8heck Halve 2'4 ".< 4 4 4 3 3 3
8heck Halve 2'4 ".<5 1
47 4"54.<4<4 )him !2." ".<
5' 4!".""4' Bebound Piston X X X X X X X
Rebound Valve
Fength *vailable 104 104 104
)tack )i@e 1045 102 103 104 1045 104 104
5" 4!"."<<! )him !2'4 ,elta ".< 5 5 5 4 4 2 2
5" 4!"."<37 )him !2'' ,elta ".< 2 2
5" 4!".""!5 )him !2'" ".< 1 1 1 1 1 1 1
5" 4"54."4"3 )him !2< ".< 1 1 1 1 1 1 1
5" 4"54."4"' )him !2<! ".< 1 1 1 1 1 1
5" 4"54."4"< )him !2<4 ".< 1 1
5" 4"54."4"5 )him !2<4 ".<5 1 1 1 1
5" 4"54.<33 )him !2<< ".< 2
5" 4"54."4"< )him !2<4 ".< 1
5" 4"54."447 )him !2<" ".3 1 1 1 1 1 1 1
5" 4"54."4<4 )him !2<! ".'5 1 1 1 1 1 1 1
55 4"54."4! Bebound +ut !2".5 X X X X X X X
Thick
ness
+otes
The f!5" shim stacks are a starting point onl- and should be varied according to rider weight.
loaded machine weight and the t-pe of riding envisaged
E2ternal sub tanks can be considered to 0uickl- stiffen up the suspension for road use
The valving should be the same on both 4357 and 4!" forks as the damping components are
common. the 4357(s however have a different air volume and so air gaps will change
Compreion Valve
!3 4!"."<!3 8heck Halve +ut K )pring X X X X X X X
7" 4!".""!< 8heck Halve 2'4 ".4 1 1 1 1 1 1 1
7< 4!".""47 8ompression Piston X X X X X X X
Halve )haft Fength 1305 1305
Halve Thickness 809 809
8heck Halve *rea Fength 2 2
8heck Halve =float> 106 106
)him )tack Fength *vailable 206 106
)tack )i@e 105 103 101 009 009 0085 009
5" 4!".""!3 )him !2'4 ".< 6 6 5 2 2 2 2
5" 4"54."4"" )him !2<' ".< 1 1 1
5" 4"54."4"4 )him !2<' ".<5 1
5" 4!".""!3 )him !2'4 ".< 1 1 1
5" 4!".""!4 )him !2'' ".< 2 2 1 1 1 1
5" 4!".""!5 )him !2'" ".< 2 2 1 1 1 1 1
5" 4"54."4"3 )him !2< ".< 2 2 1 1 1 1 1
5" 4"54."4"' )him !2<! ".< 1 1 1 1
5" 4"54."4"! )him !2<! ".<5 1 1
4"54."4<" )him !2<! ".' 1
5" 4"54."4"< )him !2<4 ".< 1 1 1 1
5" 4"54."4"5 )him !2<4 ".<5 1 1
4"54."4"7 )him !2<4 ".' 1
5" 4"54."4"" )him !2<' ".< 1 1 1
5" 4"54.<4"' )him !2<< ".' 1
5" 4"54.<37< )him !2<< ".3 1
5" 4"54."447 )him !2<" ".3 1 1 1 1
4"54."4'! )him !27 ".' 3
5" 4"54."4<< )him !2< ".' 1
5" 4"54."4<5 )him !2< ".'5 1 1 1
74 4!".""'7 8ompression Tap X0 X X
74 4!"."<5' 8ompression Tap X X X X
#W Front Guard & 7orn ountin%
There are a number of options on the choice of front guard ranging from after market guards. $T%
guard or the G%W guard. The G%W guard is 0uite heav- at ".7 kg.
The G%W guard is < to ' mm too wide to fit
into the $T% lower -oke. The choices are using
a little heat to seat the guard into the -oke or to
take a little out of the -oke & the guard.
The horn can be mounted from the spare bolt
position in the front of the guard.
%ount dimensions are " 2 < 2 3mm with a 5
mm hole <" mm in from the front and an mm
hole <'.5 mm in from the rear. bent at around 3"
degrees '5 mm from the front of the bracket.
%ounting holes for the $T% -oke are the inner
4 holes in the picture. 9!" 2 5" grid:
Hertical edges around fork leg cut outs need to
be chamfered to fit
* flat 'm allo- plate beneath the guard improves stabilit- of the guard mountings.
;& Front W"eel
When using the $T% front wheel there are a few items to be careful with on assembl-.
The first is front wheel fitting and removal. if the wheel is not fitted as per the $T% procedure then
distortion of the fork legs can cause stiction problems in fork movement.
The second item is fitting front wheel bearings. The spacer between the bearings can be a little too
long. When the B&) bearing is seated full- inward against the hub the F&) bearing cannot be
seated full- preventing fitment of the circlip.
The wheel spacer can be inserted from either side so one suggestion would be to fit the F&) bearing
first. check clearance with the circlip then fit the B&) bearing
$T% does not use a washer between the bearing & circlip so there is little or no spacing between
the seal in the bearing and circlip so it is eas- to damage the bearing seal with circlip pliers.
#rem*o Front #rake )aliper
The Grembo front brake caliper on the #!5"?) and the $T% !4"475" are the same. At is a standard
''.5552 3'43" mm piston caliper with a caliper bracket specific to each of the machines.
The combined caliper and bracket are shown as one part +o on the G%W on1line fiche.
The G%W caliper can be re used with $T% caliper bracket !"<.<3."<5.<"". This is a new Part +o
replacing the old Part +o !"".<3."<5.""".
The caliper brackets are made b- Grembo and come from $T% in a Grembo bag with instructions
on how to change components including the caliper bracket.
The $T% WP 4357 & 4!" forks are set up so that the same calipers and caliper brackets can be
fitted to both models of fork with the si@e of the disc & caliper t-pe determining the bracket used.
There are a number of variations of a2le holders used on different $T% models so it would be wise
to confirm precisel- which a2le holder is fitted to the forks to be used.
;ther Part +o(s in the $T% s-stem provide for use of the smaller '4' mm piston caliper fitted to
the smaller $T%(s. Part +o 54.<3."<5.<44 is for 3"" mm disc & 54.<3."<5.'44 is for 3'" mm.