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The

Or The

The Husky:
Powerful, accurate, quick in the tight

The VOR:
Powerful, xmoot, deceptively fast

    The Berger:
    Powerful, wild, a hoot to ride

What happens when you take four magnificent open class four-strokes into the bush? Plenty of things. The unfit get sore, the unwary get sideways, the unhinged come unstuck, the unseen is best left that way, and the unerring go one hell of a fast.

A test like this is an education and the lessons learnt are valuable ones. Is there a winner? Of course there is, but only if the reader is smart enough to spot it for himself because with bikes this good it is not a case of which bike is best, but which bike is best for you.

HUSABERG 501, HUSQVARNA TE570, KTM EXC520 & VOR EN530

The Location:
The tight and nasty single tracks
around Clarence in the Blue Mountains

Those who are culturally aware will notice that all four of the protagonists shown here are from Europe. That's because as far as open class four-strokes go, nothing else is in the running. Not even close. Not when the choice is based on going extremely fast through tight trails, up snotty hills and through bottomless bogs. In this sort of territory everything else is an also-ran. On the other hand, these bikes will not suit a large slice of riders, and there are plenty out there who will find a happier match with an XR650 or TTR600.
    So we're dealing with the cream here; the world champs; the ones that really bite.

   Similar Make-ups
     There are basic similarities between all the bikes. They are all street-legal, watercooled four-strokes with two wheels and a petrol tank. Things get different from there on though, and it is these differences that set the bikes apart.
    The Husqvarna TE570 was the only one with kick-start only, with the other three having both kick and electric legs definitely a sign of the times. The TE will go electric as well in the next couple of years, but the factory has been concentrating on the 250 and 400/450 models which both now have the button.
    Engine technologies differ greatly. The VOR for instance has gear driven cams and its trademark forward facing kickstart, but the Husaberg is perhaps the most radical with its combined case and barrel engine design and a trick crank that is drilled and weighted to reduce vibration. The 'Berg factory claims the design also reduces engine inertia, which was something we were keen to check out. The Husky and KTM engines are both conventional in comparison, but stunning

performers nonetheless.
    The KTM and the Husaberg share similar rear suspension set-ups but they are not the same. Both have a PDS linkage-less system but the swingarms, springs, damping and geometry are all different. The VOR and the Husky use a linkage system with conventional-style shocks. The KTM and Husaberg share similar forks as well, both being WP products but again with different springs and damping. The VOR runs Paioli-Kayabas, and the Husky Marzocchis. Brembo brakes abound.
    All have been built to race at world championship levels so things like air filter access, wheel set-ups and the like are all quick and easy. We've been told for instance, that you can do a shock change on the KTM in three minutes.

   Pick Your Engine
     The 570 may have been the only kickstart bike there but it suffered less from this than we expected. This one has to be the easiest 570/610 we've ever had to bring to life, with a gentle kick through doing the job 95% of the time on the first try. Ain't that the way - they get it right just before you don't need it anymore.

The Berg was an impressive starter, free of the brand's usual buzzes, knocks and whirrs. Import manager Jeff Leisk says that the KTM parent company has set a very rigorous quality control system in place in the Husaberg factory, with every part being hand-checked before assembly. You can actually feel that extra care in the way the bike works. It feels tighter and better mechanically synchronised than previous models, and we wouldn't be surprised if the 2002 Bergs go a lot further between rebuilds.

The KTM:
Powerful, flexible, a proven performer

Any one of them could run at the
head of the pack

The 501 feels a lot better sorted mechanically
than previous models

In fact of all the bikes the 501 was the easiest to fire up.
    It's once they were going though that the differences began to show. All four of these bikes make awesome power and we doubt that there are many more than 30 riders in this country that can use anywhere near their full potential. So forget those guys; what we're after here is how they work for the rest of us mortals.
    The VOR is Mr Deceptive. The delivery off the bottom is smooth and progressive, to the point where you get lulled by it. This draws the rider on though and suddenly you find you're going quicker with less dramas. The 530 makes huge gobs of easy to use, broad, grunty power. Despite the engine's slightly radical technology, this is a very traditional four-stroke delivery which gathers momentum through the mid-range to deliver a solid wallop up top. The word here is flywheel, and the 530 excelled at low revs on hills where throttle control was essential.
    Despite getting a lighter crank last year, the 570 is also excellent at delivering a smooth response off the bottom. Husky seems to have a mortgage on impossibly broad power deliveries and the 570 can be held in a gear and revved far longer than you'd think practical. The power keeps on building right up to the terminal mark, then will start straight over again in the next gear. The delivery is solid, strong, and no-nonsense, producing brilliant drive over just about any terrain.
    On the down-side the 570 did vibrate more than the others, with the KTM being the smoothest, then the Bergen then the VOR.
    The 520 produces similar power to the 570, but with perhaps just a little more snap. It doesn't have the grunty smoothness off the bottom that the VOR delivers, but it will snap the front up more readily - everything is relative and all these bikes

loft the front in top from idle ... The counter to this is that the KTM will lose traction just a touch sooner than the 570 and 530.
    And if you've just stepped off an open-class two-stroke, the engine for you has to be the 501's. It makes big gobs of sharp power just about everywhere in the rev-range, and just like it's Swiss-cheese crank promises, there is little vibration and a marked reduction in engine inertia. This lack of centrifugal effect makes the bike easier to turn, but it also gives it a very onoff throttle response. Engine braking is very sharp, and it takes a while to get used to the abrupt reaction to throttle changes, not so much in the power delivery but in the way the bike pulls up when you throttle off.
    The 501 has a rider-selectable dual ignition curve operated from a switch under the start button. The theory of being able to swap from a grunty power curve to a revvy one depending on conditions is sound, but in reality there isn't that much difference between the two curves on the Berg. The Low setting does give just a little more go off the bottom but it was far from a night and day situation. After a short play we left it on Low because it made the engine more flexible in the tight.

   Rocky Going
    The majority of this test was conducted over reasonably tight single tracks which included a fair bit of rock and plenty of sharp edges. It was perfect territory for high-lighting suspension quirks and highlight them it did.
    Of the four, the VOR feels the most most plush initially. It soaks the smaller bumps like a sponge, giving an almost soft ride in comparison to the others. This is deceptive though, as the action soon stiffens up as the hits come harder and faster, making the 530 very nice to ride in most situations.

Husaberg FE501
Electric start
WP forks, WP PDS shock
$ 11, 990

Husqvarna TE570
Kick start
Marzocchi forks, Sachs shock
$ 11, 295

    The 570 is stiffer initially and will take a harder hit than the VOR, yet still has a very progressive action. As it should, the Husky uses a lot of it's travel most of the time, yet the bike feels like it is riding flat and steady. It isn't until you stand back and watch the TE in action that you realise how hard the suspension is working to isolate the rider. It responds best at a medium-tofast pace, but is not unsettled going slowly over roots or logs.
    The Husaberg is stiffer again, particularly in the forks. At slower speeds this makes the bike just a touch nervous, but up the pace and it all comes together in spades. Like the 570, the 501 makes full use of its travel with a surprisingly plush and progressive action once the speeds are raised. It will take sharp-edged hits very well and the back tracks over just about anything.
    And the 520? This one is a problem. We actually rode two 520s to try to get the best possible idea on how it works, and we're still not 100% happy with the fork set-up. The new spring and damping rates are definitely stiffer than the slightly soft 2001 model's, but they aren't as nice over broken ground, with a slightly harsh initial response. This effect largely disappears on the bigger hits where the forks are working much deeper into their stroke, and the general feel is still good, but against the others it was noticeable.

   Take a Turn
    Because the forks aren't as working quite as well as the others' the 520 does lose out a fraction when it comes to cornering. The front tends to plough and we slipped the forks up through the clamps early on to counter this. Some riders had complained of headshake in earlier 520s and obviously the factory has targeted this. The bike is now much more stable in a straight line, hunting like an arrow on a narrow firetrail, but it has lost a little of its edge when it comes to weaving through the trees or following a rutted single-track.
    The Berg feels the lightest and the easiest to toss in the tight, thanks mainly to a very light overall weight and possibly to the effect of the new crank. It loses out slightly to the Husky though, because the tatter's forks allow it to grip harder in the turns when the speeds can't be kept up. And once again, along comes the cunning 530 which fools everyone into thinking that it's just along for the ride ... right up until something nasty comes up and the entire plot works to perfection. The VOR and the Husky do like to nail a berm, whereas the 501 likes to rip berms to shreds. It's an attitude thing, and these bikes have it right up to their steering heads.
    Out on the more open going all of the group are highly impressive. The Husky feels nailed to the deck while the Husaberg skips over it. The VOR floats - accurate but smooth and the 520, as we mentioned, feels right in its element.

   Squeeze
    You've gotta admire the balls of those Husaberg R&D guys they definitely aren't afraid to try something new. The seating position on the 501 feels down-right weird, but it works and that's the main thing. The bike is obviously designed to be ridden standing, but the sitting position sets the rider up to put a heap of strength through the bars and once you become accustomed to it it is actually quite comfortable. Weird, but comfortable.
    The 501 has the slimmest feel of the bunch with a very narrow profile through the radiator shrouds, but the 520 is a very close second. The 530 takes a different tack with a slimmer line through the tank followed by a flair over the radiators, and the Husky feels wider right the way through.
    The 520 has the best transition from seating to standing but the Husky and VOR are better for getting your boot down when the need arises.
    All have absolutely top-quality inclusions with Excel rims and the like being used throughout. The billet work on the 530 is a joy to look at, but the Europeans generally could do with better switch gear. Brittle plastic lights and starter switches never seem to go the distance, and it's a shame that such magnificent bikes are often let down by such minor parts.

   Fast Wave
    There was absolutely no doubt which bike stopped the best. The VOR's Braking Wave set-up gives unbelievable feel and power, and leaves the others standing. Or still rolling. It's hard to fathom how one brake set-up can be so much better but the fact is that the 530 can be brought a halt much quicker than the others and with much better control, especially from speed. That's not to say that the others have shabby brakes, it's just that the VOR's are better.
    There is less difference between the remaining three, with the Husaberg and KTM possibly just edging the Husky. They of course have less radical versions of the Braking discs, while the Husky runs conventional ones.

   Level Field
    The last time we gathered a similar group of bikes we had a major whinge about the noise they produced. Not so this time around. All four have excellent mufflers which produce a solid note and don't stifle the power. The KTM's and Husky's are probably the pick if you want to go seriously quietly, with the VOR giving a slightly deeper rumble and the Berger having more bark.
We had the dB meter in the ute if levels had seemed high but there was no need to use it; all four will hose through any MA noise tests.

   Odds & Sods

The 520's sidestand is still poorly set-up, being too steep and weak.

The oil sight-glass on the Berger gives an instant, no-bull look at the engine oil level.

The black tanks on the 530 & 570 are nowhere near as user friendly as the translucent one on the 520, and to a lesser extent the shadowy see-through tank on the 501.

The 530 needs another cog in the gearbox on transports, where the overdrives in the other three come into their own.

The 520 has the best skidplate but all four need a bashplate for prolonged bush work.

The VOR's ingenious tank design puts a lot of the fuel weight down under the seat, and keeps the bike slim. 10 litre tanks on perimeter framed bikes are rare.

Four out of five testers liked the kickstart back-up on the electric start models.

Given the power on tap, fuel consumption was reasonable on all four bikes.

Our thanks to Dave Attard for his help on the day, and also to Adrian K east, sweep rider for Off Road Adventures, for supplying the second KTM 520

VOR EN530
Electric start
Paioli-Kayaba forks, Paioli shock
$ 12,500

KTM EXC520
Electric start
WP forks, WP PDS shock
$ 11, 990


Overview A few years back a shootout of similar bikes to these would have reduced most of the test team to rubber. Open class four-strokes were savage, meaty machines that took a fair bit of wrestling to keep under control. Things have changed. These bikes are more civilised, less agro mounts that just about anyone can ride. Riding them fast is another thing, but at least these days they won't bite the unwary quite as hard as they used to. We're sticking with our policy of not giving winners and losers when the competition is this close. The fact is that all the manufacturers represented here have current world-championship-winning models in their range. They don't build losers, they just build bikes that do things differently from one another. Trying to say that one is 'best' is simply ridiculous.There are clear differences between them though so here's a quick summary of each one. If you want to ride at a reasonably fast pace all day and never put a foot wrong, the VOR EN530 is hard to go past. It is the most forgiving of the bunch to ride steadily, with its smooth, broad power and plush initial suspension travel, yet is extremely rewarding to punt quickly as well. Up the speeds on the VOR and you can feel it becoming taunter and more aggressive by the second, until it leaves you in no doubt that this is one very quick motorcycle. Nailing the upper edge of a berm on a 530 is nothing short of blissful. The KTM 520 has sold in droves to the trail, adventure and race markets, and rightly so. Reservations about the new fork set-up aside, it is a brilliantly flexible bike to ride, and one which can be a lot of things to a lot of different riders. The engine is almost vibration free and its six speed gearbox is beautiful in the bush. Reliability is good and economy not too shabby either. If the forks had been better we would have said that the KTM would have appealed to the most riders, but that title instead	goes to the Husky TE570. The Husky corners very well, has a nicely aggressive suspension set-up and great high speed stability. The engine delivers the power in a way that promotes serious drive, so it gets from A to B in a hurry, whether in a special test or riding across the Snowies. Vibration is the only fly in the ointment here but a couple of our testers said they'd live with it because the rest of the package was so good. And if you want a pure adrenaline hit, go the Berger. The 501 is an unashamedly balls and all bike that has a two-stoke punch that can leave you reeling. We're not too sure that this makes it any faster than the others, but it feels it and if that's your poison, then drink deeply. Just don't blame us if your shoulders start to ache on third lap. In the End When you assemble five testers and get four claiming to prefer separate bikes, then you know the machines on offer are an exceptional crop. These bikes are all nothing short of brilliant and are an absolute hoot to ride, yet each has a different personality and will bond better with different riding styles. Perhaps the best thing about these bikes is that most of the relevant dealers are enthusiasts and we can easily rattle off ones for each brand who will willingly arrange a test ride. If you are considering any of these bikes we strongly suggest you take this option, because they are distinctly different bikes in respect to power delivery, suspension action, brakes and handling. They all come from different design directions but they all end up at the same spot - right at the head of the pack tossing rocks at the rest and ripping grins from their pilots. Maybe cubes do rule after all.
STOP PRESS 20/3/02 Husqvarna Changes Hands! Seven months of negotiating has seen Husqvarna sold as a separate entity to none other than the giant Piaggio Group, which builds over half a million bikes per year. Husky's ties to MV Augusta were cut loose two days ago, and production will move to a five-line assembly plant with production due to begin in July. The Husky 250 and 450 fourstrokes will be first off the line, with 2003 models expected to arrive in Australia in August or September. The bad news is that neither of these models will arrive in the 2002 season and we'll have to wait six months for what are clearly excellent bikes. There will be a shortage of some other Husky models as well until the new facility is up and running, but the Piaggio group is backed by the powerful Deutche Bank so we can expect Husky supply problems to quickly become a thing of the past. Changes in ownership of KTM, Husaberg and VOR have all brought positive results in recent years. It'll be interesting to see what a stronger cash backing will do for Husqvarna.