 BIG BORE PERFORMANCE BIKE * |
By Phill Gill Nine bikes |
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Honda XR400 vs VOR 400 vs Husky TE400 vs Suzuki DRZ400 vs Honda XR650 vs Husky TE570 vs VOR 503 vs KTM 520EXC vs Yamaha WR426 |
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ONE
GLARING Anyone looking for a winner here could be dead-set out of luck. We know that's what everyone wants, and we know that a lot of people over the years have assembled much science and mathematics to prove that one bike in such groups is better than all the rest. But when you come right down to it, the question which always remains is, `Best at what for whom?' |
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| We can tell you which bike
pulls the best wheelies, which one is the easiest to get up a slippery hill, which one
makes the most sense to the bloke on a budget and which one is the biggest hoot on a grass
track. Then there's the best commuter, the best general-purpose bike, the fastest through
a single-track, the most versatile, and the most fun. And wadda ya know, that's nine
different headings and each one won by a different bike. And that doesn't even begin to touch on the fact that there are thousands of different riders out there, all looking for something to suit just them. Not something to suit our test team, or the biggest advertiser, or the local hero, but something to suit Joe Mug who has worked hard for his cash and wants a bike that will return maximum enjoyment for his dollar. That may turn out to be not necessarily the fastest, or even the best handling. It might be a cost-based decision, or be influenced by dealer support. Even something as esoteric as no-one else having one. Only Joe can work out what will suit him best, so us calling a `winner' in a group like this is just plain dumb. For every reason you can think of to put a bike first, there is another reason to put it last. Forget maths and science the next few pages contain none of them. Instead we've set out to explain what each bike does, it's strengths and weaknesses, and where it slots into the scheme of things: the `best at what for whom'. This may not be what Joe wants - he wants a `winner'! - but it's what he needs to know before making a decision on which of the group to buy. |
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Husqvarna TE570 The big Husky got much more than a name change this year, although the real changes have nothing to do with capacity. The 610 was always a 576ccer, so the new name was more a followthe-trend thing than a down-sizing of capacity. Probably the most noticeable things engine-wise are the lighter crank, which reduces inertia for a quicker response, and a clutch feel that is , much lighter and more positive than any Husky's before. The steering also received big moves, with a steeper steering head and a steeper off-set in the triple clamps producing a bike which turns very much faster. Husky front ends have certainly come a long way in the last ten years. It has to be said though that this particular 570 didn't feel quite as good - harder to start, not as sharp in the steering - as the first one we tested and may have benefitted from a bit more dialling in. Even so, it was one very nice motorcycle.  Tin TacksThe lower seat heights of the Huskys and the VORs really is a bonus. It's easy to get the boots down, the bikes feel quicker to toss, and there is less chance of it tipping over in slow, tight doing. Somehow Husqvarna has managed to couple this with a roomy feel in the saddle and the transition from seated to standing is quick and easy. Controls are good, and the new separate decomp lever is easier to use. Ergos are excellent. The suspension is perfect for the the faster rider who likes to hit things hard. Big hits, small ripples - not a problem. There is very little dive under brakes and the whole feel is one of confident stability. The 570 still gives the impression of being a big bike though, and it does take some tossing in the tight. It takes a big kick to fire the engine up, but this may have been a jetting problem. The power though is brilliant, coming on in a big fat broad band that is easy to control but awesome to experience. The usual ultra-wide Husky delivery is there in spades, with the pilot able to hold the throttle on for far longer than expected, and with the engine pulling all the way. A low first gear and high sixth makes it a very flexible bike to use, with close ratios in the lower gears widening to a virtual overdrive in sixth - single tracks or transports, there are no worries here. The only glitch is a bit of engine vibration up top.
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Husqvarna
TE400 Holy smoking berms Batman, this thing is
fast in the bush! No-one got off the TE400 without plenty to say about how quick they
went, which is very different to saying how quick the bike is ... Okay, so it's subtle,
but this is the key to getting a grasp on what makes the new 400 Husky such as a good
bike. The suspension package is race-ready from the box. A touch firm for the trail brigade, it works best when the going gets hard and fast, doing a remarkable job of keeping things on line and under control. Firm springs remove a lot of the pitch and dive, giving a flat and stable ride in even the roughest conditions. This baby really steers too, thanks to a steeper steering head geometry that seems to lock the front on a line and leave it there. Higher corner speeds come quickly. And there is no point babbling on, these brakes are seriously good with great stopping power and an excellent feel.
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| Congratulations! If you've read through to here then you've done pretty damn well. What have we learnt from all this? A couple of interesting things, mainly to do with international market targeting. There is a distinct geographical trend here. The bikes built in Japan make strong, snappy power that makes them fun to ride on fire-trails and pull giant wheelies on. In contrast, the European bikes feel slower off the bottom but in general build to stronger top ends. Why is it so? Let's blame the Americans! Okay, time for some broad and sweeping generalisations. The Americans want hard-hitting engines, just like they have a predilection for harshish forks and small fuel tanks. This comes from desert riding, doing big skids and jumps in quarries, and generally just having a hoot in the bush. The Americans, through sheer weight of numbers, wield incredible influence over the Japanese manufacturers so you can see where their design influences are coming from. On the whole, the Japanese are aiming their products at the American recreational market which means above all else, they must be reliable and fun to ride. The Europeans on the other hand, have only one thing in mind, and that's winning World Championships. To do that they sacrifice a small degree of reliability, and build sensible, serious bikes that go faster as the going gets harder. If one thing came out load and clear in the Super Test, it was that when the going gets truly evil, you will kill to be on a European bike. Those smoother power deliveries work better on slippery hills, the more cultivated suspension set-ups will save your skin, and the bare-bones packages are lighter to toss in the tight. However, for most riders these are not the ideal bikes. They're too hard and fast, too aggressive and demanding. Most rides love the snap that lofts the front of a WR426 and keeps it there all the way through the gearbox, or the flexibility of the DRZ400, which can be ridden just about anywhere, anytime. Even the simplicity of the XR400 has wide appeal. The trick is not in deciding which bike is the best of this bunch, but deciding which bike would suit you best. Get that one sorted and you've really learnt something. Our Picks? These aren't winners of a national magazine's shoot-out, but the choice of 10 or 12 blokes who spent a long weekend in the bush having a great time. Too many riders place too much importance on the written word and let us tell you a lot of what has been written lately - and about VORs in particular - is pretty wide of the mark. Always look long and hard at a magazine's true credibility before swallowing its line ... In no particular order then, the bikes that brought the strongest favourable comments were the Husky TE400, the KTM 520EXC, and the VOR 503. The Husky because it inspired complete confidence in every rider, the KTM for the button and a great over-all package, and the VOR for its awesome engine, great handling, and exceptional steering. They're three very different bikes, but they're all exceptional at what they do.
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