This article appears in June-July 2002 Issue41

 
    Engine-wise the WR250 did not receive a major make-over for 2002. The clutch housing has been modified and the gears now engage at 90°, but that's it between the cases. There is a new exhaust pipe though and a stiffer subframe, plus the across-the-range changes like the lighter wheels, fore and aft adjustable bar mounts, smaller piston in the rear brake caliper, digital speedo and new front brake controls.
    Although they're not listed in the specs sheets, we suspect there have been a few suspension changes as well, especially in the forks, but we'll get to that later.

 
    As with the WR360 we tested a couple of issues back, the ease of starting comes from the addition of a decompressor in the Husky's head. This is an Australian feature brought about by the importer's passion for riding the 360 being tempered by the need to put such a solid boot into it to get things going. Once the decomp system was perfected for the bigger engine it was a simple matter to transfer it to the 250, and you won't hear any complaints about that from us.
    Hot or cold, the WR needs only a light kick, along the lines of that needed to fire up a DT200. On the trail the bike can be stalled at a snail's pace, the clutch dropped and it will fire up again every time. And of course if you want to really impress the mob it can be started by the
        Power aplenty with either grunt or go                               walking method described in the opening paragraph.

 
     As we mentioned, there was no mention on the specs sheet of suspension changes, but it is fairly obvious that the forks are stiffer on the smaller hits than the 2001 model's. This is really only noticeable over a succession of sharp rocks at slower speeds, and everywhere else the forks work extremely well. The midstroke action is brilliant with plenty of travel being used, but always under complete control, which makes for slick landings and an amazing ability to soak up sharp hits at speed. Hitting ledges at 45° won't faze the Husky one bit, and it takes a big log to make the rider hesitate before hitting it hard. Still, a little more suppleness over the smaller stuff would make them close to perfect, and we're sure a simple shim shuffle would do the job.
    The shock works better over the small stuff and just as well on the bigger hits, with the same progressive resistance to bottoming and wonderful rebound control shown by the forks. The only way to get the back end to step out on this beast is to wring the throttle.

  
    Fast or slow, the WR250 is a rewarding bike to toss through the scrub. The front holds on strongly in a turn and the bike's light weight and sharp geometry means it works its way quickly through the trees. The front finds grip on the flattest surfaces and even works well on the steep off-cambered turns on the Sidetrack test track.
    What works best though is the bike's accuracy through a turn, where the front tracks without fear or favour leaving the rider to watch well ahead. This confidence is especially noticeable as the speeds rise, where bikes like our longterm TTR are beginning to tail off. This is only as you'd expect though, given that the TTR was never designed to win the world enduro championships and the WR definitely was.
    Like the 2001 model, the 250's stability at speed is impressive. There is no headshake over braking bumps and it would take a serious impact to get either end to step off line.

    
  
    The ergonomics of the 2002 Huskys are top line. The transition from seating to standing on the 250 is ridiculously easy and the slim line through the seat to the tank gives excellent forward movement coming into turns. Husky seems able to build bikes with lower seat heights and better ground clearance, while offering a peg to seat relationship that feels roomy and comfortable.
    The digital speedo is a big improvement over the analogue units of old, being smaller, lighter, and offering seven different functions. Wanna prove how fast you went through that last section? Just hit the button and amaze your mates.
    The new front brake lever set-up delivers more bite with less pressure and the shorty lever is less prone to damage in a fall. We'd still be fitting Barkbusters though because levers and knuckles need as much protection as possible. Conversely the new rear brake has slightly less bite but much better feel, which of course makes it a much nicer device to use, particularly on a slick clay track out the back of Bobin.

  
   The computer is on auto pilot. Husky test > black tank > strike a match to check the fuel level ...
   Huskys come with effective lighting coils and you can actually ride the WR in the dark and live.
   The bars are good and strong. Don't ask how we know, but we do.
   We like the sensible new headlight mounts, under-seat handgrip, and wellprotected radiators.

  
    Bikes are getting very, very good these days, and as they do they're blurring the lines between race and trail. Some 'trail' bikes are now extremely competitive race bikes, and bikes like the WR250 which were built for top level competition can be ridden comfortably by intermediate riders up.
   The WR's torque off the bottom is a plus, as is its ability to provide meaty drive in the midrange. A bloke could happily ride it without ever using the explosive top end, but then he'd have to be a bit on the boring side because the thing is fun when the revs are high. Trickle it up a snotty climb or send it high over an erosion bank, and the Husky will handle it. Happily.
    It's a top quality bike which at just $9895 would make an excellent choice for those who love going fast in the bush.

Web conversion by Glenn Alderton