HE HUSQVARNA WR360 is something of a cult bike -many owners are passionate about their 360s, almost to the point of reverence. It took me a while to really understand why, but after testing the 2002 model, I think know why they love the machine so much. The big-bore two-stroke threads through tight, snotty trails with ease, nimble enough to be a 125, and it has so much grunt down low you'd swear there was a tractor engine under the tank.
   Unlike most two-strokes these days - which are mainly motocross bikes - the power is all down low in the rev range with the WR360. This is no peaky bitch that stops the moment the revs drop. Just short shift into a gear or two higher than you normally would, and enjoy the ride. With very little effort at all the 360 will float through technical trails leaving most bikes and their bewildered riders in its wake.
   If you have never ridden a two-stroke like this before it could take a bit to get your head around it. I always considered myself to be a bit of a short shifter most of the time but it took some hints from Husky Imports head honcho Hans Appelgren (who can still ride like a young punk) to get the 360 really humming. I rode this steep, rutted, ugly uphill in second and made it up all right. Hans told me to go and try it again in third and see what the 360 can do just off idle. In my head it didn't seem possible but I figured that Hans knew this bike better than most, and I gave it a go.
   You know that sound that a two-stroke makes when it's about to stall, something like `booooore'?. Well, the WR just pulls smooth and steady as if it had some kind of traction control system, making a really tough uphill feel much, much easier.
   Some might think that a big 360 two-stroker is only for the younger, stronger riders who are looking to get their arms torn off. Wrong. The WR is for anyone who wants to ride as long and fast as they can without wearing themselves out in the first couple of hours. This makes it an ideal machine for many and especially two-stoke die-hards who aren't ready to join the four-stroke club.

The motor
   Husky's bulletproof 348.8cc two-stroke stump-puller remains basically the same as the previous model, except the exhaust has been updated to smooth out the power delivery. There's now a really convenient option available for the WR360; an auto-decompression mechanism, developed here in Australia, to allow easy starting in all situations. As with other Husky two-strokes, the kick starter has always been a bit short and a touch higher than I'd really like to see, making starting a bit of an issue, especially for shorter riders..
   The big 360 has been the worst offender, especially when it's new with a fresh, tight motor. The new system has been used and developed over a few years on some of the team's race bikes and has now evolved into a totally automatic system that makes the 360 feel just like a 125 to kick or clutch start. The system works off a vacuum signal and is available for new or used machines from '92 models onwards for about $250. I used the WR360 with and without the decomp system and would not consider the bike without it. For more info on the decompression system contact Husky Imports or your local Husky dealer.

   As already mentioned, the 360 produces all of its brutish power down low making it ideal for true enduro riding. Hans told me a story about Stefan Merriman's first encounter with the 360: he loved it. Stefan then told the Husky boys in Europe that he was going to race it instead of the 250.
   A lot of the development of the 360 has been at the request of Merriman; he loves the tractor-like power off the bottom. The steeper the hill, the snottier the trail, the more likely a 360 is going to make other bikes look silly. I was lucky enough to be taken to about 30km of freshly cut single track trails that had only been ridden a little bit. Once I got into a rhythm of squirting the power on in fourth and fifth gears instead of second and third the WR felt like it was on autopilot.
   A little dab of the clutch on the tighter corners and the 360 felt like a 125 the way it changed direction. The first day that I rode the WR was on more open terrain and I was riding it more like a 250 in the way that I revved the motor. The bike wasn't nearly as impressive as when I rode it the way it likes to be ridden. Riding the 360 properly I got about 100km out of an 11.2L tank in really tight trails, which is pretty good for a big two-stroke. If you run the revs up high you will find that a tank disappears a lot quicker, without going any faster. Probably slower if anything. The clutch seems to prefer almost no freeplay at the lever and can be ridden with only one forger with ease. The six speed 'box shifts well and allows for some serious speed. I did find it was possible to get the odd false neutral if you make a lazy shift, something that will probably happen less when the gearbox has done a bit more work than the fresh machine I rode.

The Chassis
   Unlike the motor the rest of the bike has seen some solid upgrades for '02, aimed at improving handling and comfort. Some weight has been shaved off the wheels which seems to be quite common for '02 (see Honda CR250 test, this issue).
   Lighter wheels are a real bonus as they really improve handling and suspension performance. With the lighter wheels and a few mods the weight of the 360 is now down to 104.5kg, which is pretty impressive.
   The handlebar perches now have two options for back to front adjustment, which really helps a rider set the bike up to their liking. I much prefer the forward option as it makes for a better feel when you're standing on the pegs. Alloy 'bars are standard, although they are a bit on the low side (they will suit the shorter riders). The test bike had a set of aftermarket bars fitted with more height and I found they worked very well for me.
   In the bush the suspension works very well. Both front and rear are very plush and give a very controlled ride in varied conditions. When I took the WR onto a bit of a jump track and had a play, I was pleasantly surprised at how light and maneuverable the bike was although you would find the suspension would let you down in faster, rougher motocross situations. The inverted Marzocchi forks are fully adjustable and the front axle is now a fat 25mm-diameter unit, the same as the motocross machines, for increased front wheel stability.
   As usual, an adjustable Sachs shock takes care of the back of the bike. The rear brake has been tweaked to give a better feel; the 220mm rear rotor is now a floating type. The way that I was riding the bike I was very comfortable standing up basically all of the time. The WR gives so much feedback to the rider it just slides nicely through tight hairpin corners without feeling unstable or twitchy, and because there is so much torque you can be on the gas at the beginning of corner to steer you through without a fuss.
   The subframe is new and the bike also features compact and lightweight digital instrumentation and a new headlight shroud.
   The 360 has plenty of clearance for popping over logs and other obstacles, but if you do a lot of that sort of riding you might invest in a pipe protector as you are bound to crunch it eventually. The sidestand is still a bit of an issue with most Husqvarna enduro bikes; the company really needs to develop an easy-to-use retention system to keep it up when it's meant to be up. It's a minor problem but a real hassle sometimes.

The Verdict
   I have ridden earlier model WR360s, but I think I got to know it a lot better this time around. I really understand how some people get attached to the 360, as it is very fun and easy to ride. I think that a lot of people would be surprised at how good such a big bore bike feels in very tight and technical trails.
   I know the WR is a favorite of a lot of experienced riders like Hans from Husky Imports, Whippy the alloy products man and possibly the world's fastest off-roader Stefan Merriman.
   The icing on the cake to me is the new decompression system. It would be hard to imagine many people wanting an awkward to start two-stroke when most four-strokes are coming out with the magic electric start button. With the decomp system, starting is effortless. A modern classic, yours for just $9495.