CYCLE TORQUE TEST: 2001 HUSQVARNA WR250

Test by Miles Davis. Photos by Keith Muir. (Web conversion by Glenn Alderton)
         

HUSKY's WR250 is the current world champion machine in its class thanks to our own Stefan Merriman. With major upgrades to the entire package the WR250 is set to keep its reputation as a title-winning machine. The motor has much more poke down low - just what you need for those long slippery uphills and the chassis has revised geometry aimed at better handling in all situations. The WR is easier to ride faster.

The Motor

      The revised 2001 motor puts out a much broader spread of power compared to the bike it replaces. The biggest gains are down low and can be attributed largely to a new cylinder and exhaust pipe.
      With a fairly standard bore and stroke of 66.4 x 72mm, the 249.3cc motor produces the sort of torque not usually associated with two-stroke machines.
     The top end is strong but smooth -  without an overly aggressive hit - making it more manageable. Now it's easier to maintain traction when the going gets tough.
     The generous down-low grunt can be well put to use in steep technical climbs where less experienced riders might bog the motor down at lower revs.
     Internally the only other noticeable change is a one-piece primary gear that is said to improve the clutch function and reduce engine noise. The six speed gearbox shifts well while the clutch provides a good light feel to bring the boil quickly if needed.
     The WR's style of power makes it a very versatile bike and it can be ridden well by a large range of abilities from a weekend warrior to a seasoned expert. It seem like a lot of bikes are becoming easier to ride, with some of the new four-stroke motors producing two-stroke type power figures. The WR is definitely making the two-stroke power more tractable, which is great for those die-hard two fans who can't give up their pre-mix habit.
   With 14-48 gearing the WR is a bit on the tall side. Riding down steep technical descents the clutch had to be slipped to avoid stalling. For serious off-road use a 14-51 combo will offer a better range. The high gearing is probably a side-effect of gaining ADR compliance. Unless you are looking at riding on the road or maintaing high speeds (desert riding) this will give a better ratio for basically all riding situations.
     The motor starts quite easily although those that are used to Japanese bikes might find it takes a little getting used to.
  

    When it comes to handling Husqvarna has wiped the slate clean and started fresh with the 2001 WR. The frame is basically brand new, with a new steering geometry up front. The steering head is positioned higher to cope eith the extra suspension travel and is one degree steeper for more responsive steering.
    Apart from the new geometry, different areas of the frame utilize thicker walled tubing and there is extra gusseting to reduce unwanted flex. To top it all off a new painting process is less prone to corrosion and is also more resistant to abrasion.
    The triple clamps have been revised with less offset, now 15mm (from 25mm). This combined with the frame mods have created a much quicker steering machine without sacrificing stability on open terrain.
     Up front suspension travel has been boosted by 15mm to 300mm to improve front-end feel. The 45mm Marzocchi upside down forks offer a full range of compression and rebound adjustment. The front end steers well whether you are diving into a berm or hammering down a steep rough trail.
     The Sachs rear shock has a new 50mm piston and revised settings, and a new system of compression adjustment which allows much easier tuning than the Y2000 model. Suspension settings feel good out of the box and depending on your individual needs may not need any major changes.
     As with other Husky models a new lighter and stronger swingarm is matched to a new progressive linkage system to better control the rear end in all situations. Also improving suspension action are larger diameter axles front and rear to reduce flex. The new chassis package felt balanced and predictable whether riding in tight rough trails or blasting through whooped-out sandy open stuff.
     The 2001 WR 250 weighs in at a slender l0lkg (dry weight), making it easy to throw around, combining the smooth power, balanced suspension and low weight making the WR confidence inspiring and a pleasure to take off the beaten track.
     Surprisingly the ergonomics haven't seen the same upgrades as the four-stroke models. The seat is still banana shaped and doesn't give the same precise feel on flat corners as the ultra-flat seat on the TE machines. I had difficulties with the side stand not wanting to stay in place while riding; the easiest fix being removal of the stand completely or fitting a small rubber retainer, as some brands offer.
     Occasionally the headlight bracket would pop out of position; this is not a problem when the instruments are removed, as the headlight needs to be remounted to the fork legs anyway. If leaving the instruments fitted, it could be an idea to zip-tie or rubber mount the assembly to the fork legs for piece of mind.
     As usual the Brembo brakes are faultless with braided lines, a 260mm rotor up front and a 220mm unit on the rear, they offer all the power and feel needed in any situation. The handlebar perches are rubber mounted for rider comfort, but the standard bars need to be upgraded to a set of alloy bars with a bend to suit your preference.
     

Many changes to the WR250 have made it a better bike for 2001