 usqvarna
is a company steeped in tradition and racing heritage. From the early scramble era through
to modern-day World Champions like Alessio Chiodi and Stefan Merriman, Husky has always
found success in a racing environment. Most of that success has been in Europe, where the
production bikes suited the racing terrain, but with the economic world getting smaller,
Husqvarna now realises it must cater to a global market ... in other words, the USA.
Serious steps have been taken by the factory to increase its presence
on the world stage. The hiring of well-respected American motocrosser Steve Lamson and, in
turn, the formation of its first-ever American factory motocross race team are big steps
in that direction. Husky now has the challenge in front of them, and desperately needs to
gain the respect of the motocross community outside of their native Europe.
While the factory race bikes of riders like Chiodi and Kiwi Darryll
King have performed well in the GP circuit in recent years. Husky detractors will point
out that that success hasn't always flowed through to the production line. Always a
builder of quality four-stroke and enduro machinery, the production twostrokes haven't
earned quite the same reputation. But with the renewed vigour and day-to-day punishment
the US race team will give the bikes, Husqvarna enters the new millennium on track for a
bigger future.
With the obvious enthusiasm in the Husky camp, local importer Hans
Applegren was only too happy to allow us to stride onboard his limited-edition 2001 model
125 and 250cc motocrossers and make our own judgement.
Because this is the first time in ages that we've ridden a Husky 125, we can't offer
comparisons to its predecessor. Instead, we will give you the feel of the bike and make
some comparisons with its competitors so you know best how it performs.
Visually the new Husky 125 leaves us a little speechless. It's not ugly
but it's certainly no Mona Lisa, either. Maybe if they spent more time on the radiator
shroud, the impact of the bike would be more pleasing. The componentry is high quality and
the allen bolts of the past are finally gone. The brakes are both strong and offer good
feel. particularly the front, where one finger is more than enough.
Ergonomically, it is in line with the Japanese makes. Sure, it's a bit
different, but no different to swapping between an RM and YZ. It's not weird, just
different. The riding position is up the front, the narrow seat and the flat rider base
allows you to climb all over it with ease. It's a roomy cockpit that has no snags or
hangups.
The current power placement trend of 125cc builders is to put most of the ponies in the
midrange and top-end. It's almost a throwback to the '80s, where speed is everything in
this class. Husky is following that line but isn't quite up with the class leaders. The
motor is responsive and eager right off the bottom, but not blessed with a huge bottom-end
output. It moves into a strong. aggressive and potent mid-range hit before revving out a
fraction too quick up top. This is a mid-range motor.
The Husky is capable of fast lap times but the rider must be on his
game. You have to work the clutch, keep the motor in the sweet-spot and hit gears at
precisely the right time. The mid-range is as strong as its competitors; its breadth of
power is what is lacking. It was particularly noticeable in soft terrain or up hills,
where it was quite easy to fall off the power. We found the best way to help bring the
motor to life was to add teeth to the rear sprocket. This brings the power down a little,
makes it easier to get at and takes pressure off the rider to grab those gears. The Husky
motor can be compared with a KX125 or CR125 motor in that they are all similar in terms of
power delivery.
The Husky boys wouldn't let
Bishop on board until he promised
to stop at Macca's on the way home.
One area in which Husky has improved is handling. For 2001 the steering rake has been
sharpened a degree or two and the bars moved forward, giving the front a much better feel
on the track. The bike now turns more efficiently, yet at the same time hasn't sacrificed
any of its high-speed stability. This new turning agility is a bonus for Aussie riders
where our tracks are usually tight and twisting.
The suspension package is balanced and predictable for the majority of
riders. The fork has a progressive and free-flowing action, but when the speed was on it
did use up a lot of stroke. Lower-grade riders will like its spikeless action and find the
bike not so physically taxing. Faster riders agreed on the fork action, but wanted some
more substance in the stroke to stop the bike dropping under brakes and on jump faces.
The shock is well matched to the forks, offering a similar action.
Slower riders will find it forgiving and predictable, allowing the rear wheel to hook up
out of turns. Pros wanted a firmer stroke and more resistance to bottoming but those
whinging guys always want something, don't they? Overall, the suspension and handling is
suited and race ready for the rank-and-file Australian racer, with very little to do. It
does all that is required of it and handles the track in a controlled and no-fuss manner.
We rode the 2000 model 250 and from the outset we can say this bike is improved. Jumping
from the 125 to the 250 is no big deal with Husky as the bikes have an almost identical
feel to them. Very little time is needed to adjust to either bike and most riders will
feel at home in a couple of laps. Braking performance is the equal of the 125, and both
bikes are fitted with an on-the-fly clutch adjuster that adds a touch of class to the
cockpit.
 The power of the
2000 Husky wasn't exactly going to tear the stickers off its competitors as it blew by. It
was workmanlike and capable, but the rider always felt something was missing. For 2001,
Husky pumped a couple more ponies into the mill, spread it across the range and now finds
itself back in the hunt. The motor, like the 125, does its best work in the mid-range but
now also comes on a tad earlier and is a bit more lively up top. Don't get us wrong, you
won't go screaming past a 2001 Honda 250 on the sand uphill at the local quarry, but at
least this year you will be in the hunt.
Adding a tooth to the rear sprocket will also work on the 250. It will
give you a quicker response, a bit more thrust out of turns and tighten up the gearbox
ratios. Another benefit of the USA race program is that aftermarket companies will now
look at ways to get more from both Husky motocrossers and finding that bit extra won't be
as hard as it was in years gone by.
Thanks to a
steeper steering angle, the 2001 CR nows turns
as fast as any other bike in the premier two-stroke class,
and it's still super stable at high speeds. While Pro riders will
prefer a slightly stiffer suspension setting, lesser
skilled riders will love the way the 2001 250 handles.
Just like the 125, the changing of the steering and bars makes the 250 far easier
to control. The 250 has always been as stable as the HMAS Sydney, but turned like it too.
No more. The Husky turns as quickly and effortlessly as any other bike in the class - bar
a Suzuki - and tracks straight and true on the high-speed rough stuff as well,
While the 250 did feel marginally stiffer than the 125 in its
suspension action, it was still on the soft side for the fast guys.
Again, just like the 125, the action was impressive and slower riders generally loved the
feel the bike had on the track. But the Pros felt a stiffer setup would allow them to be
more aggressive on the track and attack obstacles a bit faster.
OK, let's not mince words here. The 2001 Husqvarnas are on the right track and are
an improved motocross machine. Both motors could go a wider spread of power and firmer
suspension but having said that, many riders will like the bikes' easy-to-ride suspension
package and tractable motor. Husqvarna has produced bikes that are capable of running at
the front of the pack for 2001, although finding them in a dealer might be a bit harder.
But the big news for Husky fans should come in 2002 after a season with Lamson and the US
Nationals behind them.
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