But are these revolutionary new Huskys
merely European replicas of the high-revving DOHC Yamahas which have proved to be so
successful for the small and mid-bore thumper classes? Or are the new generation Husky
250/450s a stroke of Italian genius in their own right? Well, the new TE 250/450s may now
run a DOHC donk, but the essence of Yamaha isn't overly evident anywhere else. There's no
doubt that a few WR-F motors were sitting on the Husky designers' benchtops in the early
stages of development, but the boys could quite rightly argue that they've gone about
producing new four-strokes on their own terms -bikes that are world beaters. After all,
the new generation 250/450 Huskys already have 2001 World Enduro Championship and
International Six-Days Enduro titles to their name! As the new DOHC machines are
completely new models for Husky, we decided to dedicate the majority of this test to
descibing the performance of the 250 and 450, and what the appearance of these bikes will
mean for the big-bore king of the TE fleet, the TE570.
WHAT ARE THE
ERGOS LIKE?
In three words: modern, refined and different! Different from what we've come to expect
from Husky, but very similar to the Japanese bikes which sell in much greater numbers on
the Australian market. And when we say "different", we're not only talking about
the fact that the drivetrain,brakes, exhaust pipe and kick starters on the new 250 and 450
have been moved to the conventional sides of the bikes! Compared with the 2001-model
TE400, the seat/peg/bars relationship of the new TE250/450 machines is a world apart. The
new bikes are totally different and if you shut your eyes while riding one for a moment,
you could be on a Yamaha WR-F. While being more conventional is not necessarily a good
thing, it does remove the reason some riders cited in the past for not buying a Husky:
"Because it felt so different from what I'm used to when I first got on the
thing!"
Test riders all said that they were instantly comfortable on the new TE250/450. The
bikes' all new riding position and functional cockpit configuration clearly inspired
confidence in our test riders to jump on, feel instantly at home, and get straight into it
... without |
 |
| Three time Aussie Enduro Champion
(twice in the 250cc four-stroke class), Benny Bunda had a whale of a time testing the new
Husky TE250. It revved to the moon, had a brilliant clutch, great ergos, impeccable
steering, and a suspension package that sets the standard for the Japanese to turn around
and chase. If Husky ensure the six-speed box on the final production machine is well
mathced to the bike's power characteristics, the TE250 will be a very serious player in
the Aussie market in no time at all. |
|
having to make
allowances for an "unusual riding position of weird ergos" of previous model
Huskys.
Using a frame based heavily on the existing twostrokes, the new 250/450 bikes
definitely appear much smaller and more compact that previous Husky thumpers with a less
raked-out feel to the fork. The seat is hard and race-oriented but a better quality seat
foam makes it more comfortable and better at absorbing some of what the suspension
doesn't. The 250 and 450 are much narrower though the girth and shrouds than the
2001-model TE400 and there's a heap more room to get forward on the bikes without tangling
with the handlebars. For the first time in many years, the production Husky enduro bikes
are equipped with quality alloy bars. They're a good bend to create a comfortable riding
position when sitting or standing. Mounted on the bars is an all new brake master cylinder
(which comes straight off the Husky motocross models), an all new Magura hydraulic clutch
(a la KTMs and Husabergs), new quality brake and clutch levers, the first appearance of an
electric start button ever on a competition model Husky, a neat little lightweight
multi-function digital speedo, and a new and more stylish switch block for lights,
blinkers, horn and kill switch. It's nice to note that the factory has modified the rear
brake pedal this year as well, making it easier to get to without doing the old
pigeon-toed routine! The only negative aspects of the all new ergos we could find were
that we reckon the gear shift lever is too short - most testers got their boot buckles
caught on the thing and unwittingly changed gears a few times during the testing - and the
old floppy sidestand remains unchanged. |
ANY STANDOUT BITS?
Yes. Aside from the obvious new hardware up on the alloy handlebars, there's plenty of
them! The new 250/450 Huskys are the result of what has clearly been a dedicated race
development program, thanks to the team riders in the World Enduro Championship. Not only
are the new bikes home to better quality components throughout, but there has been
significant steps forward in endurofriendly access.
"... the
TE450 combines the KTM's smooth
and torquey power curve with a dose of the
revvability and top-end of the WR426F."
Specifically, the air filter on the new 250/450 can
be accessed very quickly and without any tools at all. Simply remove the seat by undoing
the Dzus clip, swing the hinged battery up and out of the way, and the wingnut on the air
filter is ready for your attention. Similarly, the fuel tank can be removed in an instant.
Unclip the radiator shrouds from it, undo one solitary bolt (which doubles as the seat's
front locator), and the thing is off the bike before you know it. Great functional mods
that will pay dividends for both average punters and enduro racers alike.
Closer inspection reveals many more small but significant mods that appear on the
250 and 450. There are larger diameter axles, two oil pumps, three oil filters,
high-efficiency radiators, redesigned subframe extentions, a floating rear brake disc,
rubber mounted exhaust system brackets, and a much tidier looking electrical system. In
fact, there's very little of the previous model Husky thumper that hasn't come in for
effective and functional mods on the 250/450s.
 There is very little difference in the handling of the 250 and 450 and the
two are hard to tell apart with the naked eye, with most parts interchangeable. These
bikes are nimble and come with one of the best enduro suspension packages we've ever
tested. |
HOW QUICK DO THEY STEER?
The 2001 Huskys saw a radical steepening of the steering head angles they ran to make the
bikes steer quicker, and that offered them improvements in the tight stuff. The new
250/450s; however, take a quantum leap from those 'O1 models in the steering stakes and
inspires lots of confidence in the bike's front-end. The new machines no longer feel
hesitant to flick quickly from side to side, and they steer with pinpoint accuracy and
minimal rider manhandling. Combining with the new two-stroke inspired chassis, lightweight
engine and low tip weight feel, the 250 and 450 steer as well as the best of them in both
the tight trails and fast, open firetrails. Even though we didn't notice any nervousness
or headshake on the test bikes, there is a good 15-20mm of fork protruding above the
triple clamp to allow owners to rake the bike's geometry out if they want to for fast,
sandy desert races such as the Finke. Combined with excellent suspension packages, the
250/450s are as nimble as any fourstroke enduro bike on the market, if not more so.
BUT DO THEY HANDLE?
The enduro test loop we
used to put the 2002 TE range through its paces was mainly tight and tree lined with heaps
of undulating technical sections full of rocks, tree roots and off-cambers. In other
words, we reckon it produced a fair indication of how the bikes would handle in the Aussie
bush. All three machines were plush over the small stuff, predictable at speed, and yet
sprung decently enough that our two 85-90kg Aussie Enduro Champ testers didn't bottom the
things out all day. The balance and action of both the 250 and 450's suspension was
particularly impressive and the things were easy as all hell to throw from side to side
through tight first and second gear trails. Neither fork or shock produced any nasty
surprises in terrain that made you expect plenty, and both had a smooth and spike free
action.
On fast firetrails, they were also well mannered and stable at speed. The new 250
and 450 TEs actually make you feel like a better rider than you really are! Each has a
suspension package that's forgiving enough for the average trailrider, and yet manages to
offer the progressiveness to keep pace with a fast Expert enduro pilot. Out of the crate,
we'd put our goolies on the line to say that if the production bikes handle the same, the
new Huskys will boast the best out-of-the-crate enduro race suspension that the market has
seen! And that's a big call for suspension that is yet to earn such accolades around the
world. Let's hope that the development of the Sachs shock for '02 has removed its tendency
to fade when the going gets really hot.
"Out of the crate, we'd
put our goolies on the line to say that if the production bikes handle the same, the new
Huskys will boast the best out-of-the-crate enduro race suspension that the market has
seen!"
|
| TEST BIKES ... The three test bikes we got our hands on for this test ride
were the first 2002 model Husky four strokes in the country. (Even the Husky dealers were
yet to lay eyes on them!) Thanks to the unrelenting insistance of Husky Imports'
head Honcho Hans Appelgren, the Italian factory had no choice but to air freight out the
bikes for ADB's January testing. The TE570 was a production bike, while both the
TE250 and 450 machines were pre-production units. How do they differ from the final
production machines you'll see on dealer floors? In a few areas we figured not
significantly enough to preclude us from getting in early to test the revolutionary new
Huskys and give the Aussie market an indication of their relative performance with the
existing players.
The biggest difference the final production TE250/450s will see is a
six-speed transmission. Our pre production test units ran five-speed boxes - the
same gearboxes that Stefan Merrirnan and Cyril Esquirol used for their class wins at the
2001 World Enduro Championship and ISDE, respectively. Appelgren believes the new
six-speed tranny will better match the power characteristics of both bikes as well as
giving them the sort of top gear top speed that both were clearly lacking in our testing.
The other thing you may |
notice
about the 250 and 450 test bikes is that they run alloy fuel tanks. The production bikes
will corne with plastic tanks in what we expect will be an identical shape. We alsofitted
some Acerbis Flag Handguards for protection as our enduro test loop was tight, technical,
tree lined and rocky. Other than that, the bikes are essentially production units, which
will come with a kick-starter kit (kick-start, shaft and one gear) in the spares kit to
back up the new happy buttons.
Note also that when we compare these new Huskys with the existing
competition, we speak mainly of the Yamaha and the KTM. This is largely because they lead
the sales race for four stroke enduro bikes in Oz and, as they placed 1-2 in ADB's
2001 400cc enduo bike shoot out, Seven Way Sex!, they still have to be regarded
as the benchmark by which any new entrants are judged. We rnean no disrespect to the other
mid size enduro four strokes from Husaberg, Suzuki, VOR or Honda.
In addition, we should also warn that comparisons we make are done with the 2001-model
Yamahas and KTMs, rather than the 2002 models. Also, any comments we make about comparable
power delivery of the Husky with either of those two brands may change when Husky settles
on the exact ratios of the six-speed tranny which the production bikes will come with.
Just bear those things in mind. |
With a noticeable low tip weight and
precise steering, you can duck and weave to your heart's content on the TE250. The
oversized axles and spike-free suspension stroke at both ends makes it steer exactly where
you put it, through all sorts of ruts and snotty terrain.
WHAT'S THE POWER LIKE?
The TE250/450 runs a completely different designed
powerplant than the SOHC donk which drove the earlier model Huskys for so many years. As
such, you'd expect the power delivery to be completely different-and it is! The new TE
powerplants have a much more refined and modern feel to them than even last year's TE400.
The 450 has significantly more power across the board - as it should with 50 more cubes at
work. It still has that smooth and usable delivery, but the 450 is a more free-revving
engine with less vibration. It has a lighter flywheel and less engine braking, and a more
potent punch than the '01 TE400. |
| ... AND
STOP? The Brembo
brakes have always been strong on recent model Huskys, and with the new lightweight
250/450 boasting a new MX-spec master cylinder for the front and a floating disc on the
rear, stopping power is better again. While the feel of the front anchors was excellent, a
few testers noted that the rear, despite the new floating disc, was a little touchy and
made the bikes too easy to stall. And despite its overwhelming trend in Europe to run wave
discs over the past year, Husky has retained the more conventional brake discs.
|
| Left:
Alloy bars with a Magura hydraulic clutch and lever, and Domino grins the Huskv 250 and
450 take on decidedly KTM-like hanger components. The switchblock is new, stylish and
functional. Right:
Yes, a first - these are the first competition-based Huskys with an
electric leg. Both enduro and motocross models will come with the magic button and a
kick-starter will be an optional back-up if you want to raid your spares kit. |
|
Throttle response is
instant and pro riders will feel that they don't have to wind up and "work" the
bike as hard as they did last year's model to keep it honking.
Despite the 450's more willing top-end, it can still be short shifted and torqued
around at very low revs. It's way more versatile than the TE400; a pro can rev the crap
out of it and a punter can short shift and dawdle around in fourth gear. The new hydraulic
clutch makes the pull at the lever noticeably lighter and it has excellent fade-free feel.
While we remind you that the five-speed trannys tested will be replaced by six-speeds on
the production bikes, the gearboxes on both the 250 and 450 were smooth, notch-free and
seemed to powershift with less objection than previous models. On the downside, we stalled
the 450 under brakes more than we would the previous 400 and, while fine-tuning to the air
screw helped this, its lighter flywheel makes good braking habits and feels more important
on the new machine. We also had trouble finding neutral on both the 250 and 450. And did
we mention we liked the new electric leg to start the things? With the kick starter not
fitted to the pre-production bikes, we are not in a position to comment on how the new TEs
fire up under the weight of your leg.
|
| Right: An all
new floating rear disc brake with plenty of power. Does it match the modulation and feel
of the Nissin rear brake? Not quite ... but the gap has been narrowed again by the
European componentry. One thing - it would be nice to see Husky adopt KTM's stroke of
design genius: the asymetrical chain adjusters. Left: Up front, the Marzocchi 45mm reworked fork legs
are connected by a beefed up front axle far improved steering stability under brakes and
through ruts. Note the trick little ADR-legal digital speedo pickup that uses a small
magnet visible on the brake disc. Race-inspired, neat, lightweight and very effective. |
|
|
Left: The 250
and 450's frames are very similar to Husky's existing two-stroke chassis. From this side,
the magnesium cases around the clutch cover look pretty bulky for a 250, while the
ignition side is more in line with the dimensions of other new-generation thumpers. Notice
how high the beautifully finished stainless steel exhaust headers are routed to limit
their trail vulnerability, and how the choke button is run through the bike and accessed
here between exhaust and rear brake fluid reservoir. The Mikuni cards get a plastic sheath
to protect them from snags and wear. Note also .be provision for the kick starter which
carves in the spares kit for both 250 and 450.
Right: From the left, you get a better view of the Mikuni carb wiht TPS and the electric
starter housing underneath it |
IS THE TE450 FASTER
THAN THE COMPETITION?
So how fast is this titanium-valued DOHC Husky with a
Japanese Garb? The TE450's power characteristics are best explained with reference to
something we all know-the Yamaha WR426F and the KTM 400/520EXC - two bikes which are the
TE450's most visible targets in 2002 and the most successful enduro four-strokes in Oz at
present. Bearing in mind that this question can be more accurately answered when we test
the 2002 TEs with their six-speed production trannys, it's still fair to say that the
TE450 combines the KTM's smooth and torquey power curve with a dose of the revvability and
top-end of the WR426F. This "best of both worlds" approach had much to do with
the instant succcess of KTM's new generation fourstrokes a few years back, and Husky
appears set to capitalise on market tastes in exactly the same way. Just as KTM managed to
combine the old school tractable four-stroke engine characteristics with the snap and
rewability delivered by a Japanese Garb and ignition, the Husky appears determined to
combine the best of the existing market leaders - the KTM and the Yamaha. If anything, the
TE450 is closer to the smooth and super usable KTM power curve, and yet shows signs that
it can rev and punch like the Yamaha when called for. It is by no means as aggressive as
the WR-F, but it does share the same responsive, light flywheel feel. Strangely enough,
this all new engine still manages to exude some familiar characteristic Husky tones in its
new and much more snappy exhaust note. How would the 450 stack up against the rest of them
in an all-in four-stroke enduro bike shootout? Bloody well, we'd have to surmise. It's
definitely a front-running contender in 2002, and not an also ran playing catch-up!
|
| Not bad being able
to bust a move like this with a number plate on your bike, huh? The TE450's roomy cockpit
and slim girth allows the rider to get forward over the (pre-production alloy) tank much
easier that the previous TE400. Nimble steering allows the rider to change lines
mid-corner while the bike's light weight makes it easy to throw around all day. |
|
WHAT ABOUT THAT WORLD
BEATING TE250?
Just when Yamaha thought it had stolen the show at
the 2000 ISDE when Geoff Ballard and Peter Martin rocked up on pre-production WR250Fs; the
Husqvarna factory fielded two very trick TE250s and they immediately proved to have the
legs of the revolutionary Yamaha. A year later, more production-looking TE250s were again
fielded at the French ISDE and Frenchman Cyril Esquirol promptly won the hotly contested
250cc class! Not bad press for a bike soon to be released into the enormously lucrative
world of the 250cc four-stroke bush weapon!
The feedback we kept hearing about these new 250 Huskys was that they revved, and
revved hard! And people weren't kidding. Our TE250 test bike absolutely loved to rev and
kept asking you to hold off gear changes until she was north of 13,000rpm. While the
spread of power and outright grunt was impressive for a 250cc four-stroke, we came away
from the test thinking that it may be a little down on the Yamaha WR250F in the torque
department. It definitely equalled the WR-F through the mid and then delivered even more
up top. With the five-speed box tested, we've found that the timing of the gear
changes was critical and that the bike was better suited to being revved hard and ridden
like a 125. Sure that's what you'd expect from a small-bore machine like this, but we felt
we were on the clutch more with the TE than we would be on the WR250. Having said that,
the hydraulic clutch on the 250 made that task easier; it was light with exceptional
feel.
With the current set-up, we reckon the 250 is better suited to a faster rider. Of
course, less experienced riders will love the steering, ergos and handling of the bike,
but they may also want a more usable bottom-end if they want to trailride without revving
its titanium valves inside-out. A new six-speed transmission and refinements to the
jetting are likely to deliver that.
This has got to be deja vu for Yamaha after the spate of 400cc
retaliations to their revolutionary YZ400F released in 1998. There is no doubt that TE250
promises to pose the same threat to Yamaha's domination of the 250cc four-stroke market.
WHAT ABOUT RELIABILITY?
We get the feeling the new TEs will live or die by
their reliability record through 2002, as it has been the strong suit of both the Yamaha
and the KTM since their launches. Only time will answer this one. What we can say, is that
the Husky engineers have seen this particulary acid test coming. They knew reliability
factors would weigh heavily on consumers' minds and they've paid a lot of attention to
cooling and lubrication systems of the new TEs. Take a look at the large radiators and the
almost obtrusive water pump on the new TE250/450s; she ain't a petite little thing for an
otherwise compact engine, but they seem to work a treat. During our photo sessions on a
hot day - where most four-strokes try to boil - the TEs showed no signs of getting the
slightest bit hot. The bikes also run two oil pumps and three oil filters - another clear
sign that Husqvarna understand the bikes must be bullet-proof to stand any chance in
today's marketplace.
|
Left: Husky rider,
Christian Horwood demonstrates that the big TE570 is still happy to corner admirably and
even happier to respond in the throttle department! The 570 has oodles of torquey grunt
Mat's great in sand, climbing hills or the fast open stuff. In tight and technical
terrain, the bigger, heavier machine can be a handhtl and wear the rider out pretty quick,
and the gyroscopic effect of the older engine configuration is easily detectable. It helps
with stability with the bike sideways and under brakes, but objects to sudden direction
changes at slow speeds. Below:
The 570 is out of step with the new 250 and 450 and retains the old chassis and engine
configuration. It does cop a new Mikuni Garb, alloy bars and some clutch mods for
reliability and stands to appeal for the horsepower-hungry trail masses for some time yet. |
|
| SO
WHERE'S THAT LEAVE THE TE570? No, there's no coincidence that Husqvarna has thrown its development
checkbook at the new 250 and 450 machines and delivered only minor upgrades to the 570,
despite the bike's longstanding race pedigree over the past decade. Ride the TE570
back-to-back with the new 450 on a tight enduro loop and you might get the feeling that
its new stablemates have rendered the V8 of Husky's enduro fleet a tad ... obsolete. But
then why are the likes of Swede Anders Erikssan not only winning the big-bore class at
World Enduro Championships, but posting some of the best outright times of all riders?
There's no doubt that the 570 can still cut it in the right hands. Stefan Merriman has two
such mits and he proved it at the 200' Four-Day by winning the outright on the then new
TE570. In a country where size, grunt and horsepower matter, the 570 is likely to remain
popular with fast firetrail maniacs who are always looking for another mate's headlight to
spatter with trail debris! Sure, it's going to be regarded by some as just another
unnecessarily oversized, overpowered, soon-to-beextinct trail monster. But tractability is
something the old school aren't prepared to dump just yet. Broad, smooth, torquey grunt is |
|
| Left: Check out the
cooling equipment here. Not only are the radiators large capacity but the water pump
clearly wasn't something engineers thought they should skimp on with a few hundred grams
while compromising cooling efficiency. Despite countless circles for Wigan's camera on a
damn hot day of testing, the bikes never showed any sign of hissing and steaming. Right: With tank and radiator shrouds removed, you can see
how slim the TE250 is right through. A low centre of gravity also helps give the bike such
nimble handling with the distinctive low tip weight that Husabergs are renowned for. |
|
an
intoxicating mixture and the Husky 570 symbolises all of these things. That makes us think
firetrails will still be party to their ponies for some years to come. And at $11,295 the
570 is right on the money. If, on the other hand, racing or riding in tight, technical
terrain with frequent first and second gear sections is what you live for, let the 570 die
gracefully! It simply can't play the new man's game in the hands of an average dirty
mortal, and is outclassed in every respect by the nimble 250 and 450cc machines to come
off the production line. Just as we intimated in the December issue when we first took a
look at the new Husky line-up, you'd have to think that before long, "...the new
generation Husky powerplants will see the grunty 570 adorned with super motard bits and
put out to bitumen pastures".
|
 |
Left: The bolts
securing the steel subframe extender were notorious for coming loose on previous modell
Huskys. For 2002, a small forging is welded onto the back of the alloy subframe. It works
and there are no longer any bolts (or trail time) to lose.
Right: There's nothing like genuine tooless air filter access! Simply remove the Dzus clip
to take the seat off, then swing the ingeniously hinge-mounted battery up, and the air
filter's wingnut can be easily accessed. It does appear that the battery, once back in
position, is likley to rob the airbox of a fair bit of volume. |
|
ARE THEY
GOOD VALUE?
Recommended retail prices for the TE250/450/570 are: $10,995 for the TE250, $11,895 for
the TE450, and $11,295 for the TE570. Those prices put the TE250/450 at a premium over the
comparable 2002 Yamaha WR250/426Fs, and the TE450 on par with the 2002 KTM 400/520EXCs. As
we said, we'd expect the market to take a good look at the reliability issues of the new
models before shelling out the cash, and the production TE250/450s are yet to establish
their record there. If consumers choose to focus on performance alone, then these new DOHC
Husky TEs are going to sell in the sorts of numbers that Australian Husky dealers are yet
to experience. Our suggestion: see if you can grovel your way into a test ride on a TE.
The revolutionary new models speak for themselves.
BY
THE DOLLAR
As at the time we went to print, these are the recommended retail prices for
comparable 2002-model enduro bikes on the Aussie market. Price included GST but not
on-road costs. |
Husky TE250 $10,995
Husky TE450 $11,895 Husky TE570 $11,295 |
Yamaha
WR250F
Yamaha WR426F
KTM 400EXC
KTM 520EXC
Husaberg FE400E
Husaberg FE501E
VOR 400EN
Suzuki DR-Z400E*
Honda XR-400 |
$10,499
$11,099
$11,735
$11,990
$12,295
$12,595
$12,170
$10,290
$ 8,990 |
| *
Note that this is a 2001 retail price for the DR-Z400 |
|
|
