Part failure - steering stem

philG
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philG 9/8/2026 12:04am
9/8/2026 12:04am
Jon Bingham wrote:

Wasn't it Club MX that were breaking clamps or was it the stem?

Luxon MX wrote:
Neither. We had two sets of KTM clamps break 3+ years ago due to the KTM pinch bolt design on the stem. Every other manufacturer has...

Neither. We had two sets of KTM clamps break 3+ years ago due to the KTM pinch bolt design on the stem. Every other manufacturer has had the same failures as well. You can read all about that here: https://www.luxonmx.com/blog-luxon-broken-triple-clamps-failure.html

Our Gen3 clamps eliminated the pinch bolt design on KTM/Husky/GasGas and Beta brands and uses the more robust Japanese style steering stem design which eliminated the issue. 

The first time i pulled my 450 Husky apart, to fit ICE Parts SM clamps, i could not believe it.  There is no way the pinch bolt design is an improvement, it creates a massive potential failure point.  

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Vet57
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Vet57 9/8/2026 4:34am
9/8/2026 4:34am

Metalurogy problem

1
Deadric
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Deadric 9/8/2026 5:53am
9/8/2026 5:53am
Jon Bingham wrote:

Wasn't it Club MX that were breaking clamps or was it the stem?

Luxon MX wrote:
Neither. We had two sets of KTM clamps break 3+ years ago due to the KTM pinch bolt design on the stem. Every other manufacturer has...

Neither. We had two sets of KTM clamps break 3+ years ago due to the KTM pinch bolt design on the stem. Every other manufacturer has had the same failures as well. You can read all about that here: https://www.luxonmx.com/blog-luxon-broken-triple-clamps-failure.html

Our Gen3 clamps eliminated the pinch bolt design on KTM/Husky/GasGas and Beta brands and uses the more robust Japanese style steering stem design which eliminated the issue. 

No pinch bolt on KTM clamps? Damn I might need to order another set. I cannot stand the pinch bolt design.

2
Metisse
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Metisse 1 day ago
1 day ago
sandman768 wrote:
O’Mara snapped an aluminum stem on his works Suzuki back in 89 Anaheim SX in think….probably didn’t help his confidence …..sometimes when I ride my Evo..90”s...

O’Mara snapped an aluminum stem on his works Suzuki back in 89 Anaheim SX in think….probably didn’t help his confidence …..sometimes when I ride my Evo..90”s bikes I think about something like this happening….is that a stock stem or came with aftermarket clamps? 

Bearuno wrote:
Decoster at a Trans AMA . After that, he, I think, never wore anything other than a full face helmetTony DiStefano at a SX.I guess it...

Decoster at a Trans AMA . After that, he, I think, never wore anything other than a full face helmet

Tony DiStefano at a SX.

I guess it was Omara, as you say sandman768. I knew there was at least three spectacular failures for Suzuki over a bit of time.

Robgvx , I think, was at the Dutch GP - Lierop I think -  where Jobes Kawasaki lost its front end - though, I think it was the Welded Triple Clamps that failed.

Langston had a front end break off at a SX, didn't he?

Things Break - but basic machining ( and materials ) Ef Ups - as hinted at by philG, - can really , Really Bite you.

 

Just as an aside, when I fitted WPCCs to my CRE, I decided to keep the OEM bearing set from the 500. (I'd probably use a  later model CRF Top bearing, with a sleeve like I describe later, if I were to do it now - I've an extra set of triple clamps to do so if I wanted )  that necessitated machining down the the top bearing landing on the steer tube, to take the smaller ID bearing ( I think it went from 29mm, to 26mm? ) and I made damned sure that No Stress raisers were made. Of course, I had to do an insert for the Top Triple clamp to match the new , smaller OD of the top of the steer tube, and Every 'edge', had No 'edge'. I also, press fitted a round bar of 7075 into the steer tube from the top of the ST, to 25mm below the bearing contact. Over Kill, basically. The bottom bearing, required a sleeve, as the Honda one was 1mm  bigger than to OD of the Steer tube at the bottom. Things can be done, but you've Got To DO IT properly.

Here's the bits I made ( minus the lower bearing sleeve ) to fit the WP front end, and take the 20mm CR axle and wheel - that sleeve at the top opposite the top nut, is the sleeve to re-match the top triple to the machined Steer Tube :

Bear Bikes CR wheel to WP CC Fork adaptor kit I made 0

Oh, and the Steer stops on the lowers to match the CR frame stop - you can spot the  sleeve above the bearing to enable the use of the lower CR bearing :

CRE WP lower TC steer stops and sleeve for bearing .jpg?VersionId=WVn.vJoU 311.c8KU4t2k

Sorry for commandeering this, but I'm a bit of a Mad Scientist, in my rather basic workshop, at times. And, I guess, overly proud of what I can do. 

Also apologizing for being off-topic. A few years ago I picked up a CRE500 off Craigslist, with a street-legal title - previous owner was an ISDT rider and local bike/car dealership(s) owner (RIP). I parked it in one of my sheds, and to be honest, I haven't thought about it in years. My question - is there a source for CRE specific parts? Thanks!

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Bearuno
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Bearuno 15 hours ago
15 hours ago
Metisse wrote:
Also apologizing for being off-topic. A few years ago I picked up a CRE500 off Craigslist, with a street-legal title - previous owner was an ISDT...

Also apologizing for being off-topic. A few years ago I picked up a CRE500 off Craigslist, with a street-legal title - previous owner was an ISDT rider and local bike/car dealership(s) owner (RIP). I parked it in one of my sheds, and to be honest, I haven't thought about it in years. My question - is there a source for CRE specific parts? Thanks!

You are listed as being in the USA - so, I assume your CRE is a Kevin Hines  ( and I think another company brought them in?) CRE.

To my Knowledge, they were bikes provided by HM Italy, with US additions. HM were precursors to Red Moto (?) that do the various 'Enduroized' and 'Rallye' CRFs nowadays.

HM did the Ignition / Lighting / Heavier Flywheel  kits, which, Became E Line - don't know if they were fully made by HM for them, or E Line copied the kits. I saw a few tests  of CRE's in Dirt Bike Mag , and others. They varied in set up.

HM did Wiring Looms, Side stands , Center Stands, rear subframe loops with grab handles, and Wide Ratio Gearboxes - and, Many other things. From what I gathered you could spec the bikes with various parts, in Italy / Europe, and in the USA.

CRE500s in Australia: used the HM Lighting kit, and Wiring loom with a UFO Headlight and Taillight, Blinkers, Horn, Speedo / Odometer, Mirrors,  Chain Guards, and the (quite weird) HM Side  Stand. Pirelli MT21 tyres were fitted for ADR. 

A pipe belly guard, A Muffler much like a std CR one, but only half the core the same as a standard CR, the last half with around a 16mm OD. They also had a washer in the exhaust manifold that was around 20mm ID, and  Slide limiter so you got nowhere near full slide opening, and one reed valve 'bank', was replaced with a steel plate. All to pass the ADR Noise test, and, to meet a 'Learners' Power to weight rule here. Bizzare Stuff, the Learner's fit out!!

 I think the sound test  sticker, that's still on my bike, ( and all the mufflers I have made, have the approval number stamped on them  - Criminal that I am! ) reads the sound level tested at around 2500RPM - about as far as it would rev with the restrictions. Basically, They wouldn't  " Pull The Cock Off A Chocolate Mouse ", as we say here in OZ. 

An hour sorting that out, fitting a std or accessory Muffler, fitting the missing  Reed and Jets you were given with the bike, and it was a CR output . You got also the usual CR Spares Kit with them. 

Other than the HM / ADR ( Australian Design Rules )  / 'plating' related parts, it's all'  2001 CR500 ' - nothing special.

They go for Absolute Megabucks here nowadays. Mine is Extensively modified, but I've got all the standard parts to put back on, for when it's 'sold on',  when I cark it. 

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