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We rode the Husky in
completely different conditions from the KTM, heading down to the bone-dry Watagans for a
run with the Smith brothers.
Perhaps the best way to illustrate the bottom-end to mid-range
power of the WR is to admit to flipping the thing in the first five minutes...Just a hudge
of throttle up a bank and over she went, easy as that. We pulled some healthy
respect from the bumbag and rode on.
The delivery was slightly smooter than the KTM's but that may
have been because the jetting was rich. It does pull very well off the bottom but there is
less snap and more of an easy progression through the rev range, which aids traction in
the tight and steep pinches. Again there is more than enough power on tap, any time, any
where, and the engine responds instantly to the throttle. If anything, peak power is
slightly higher than it is on the KTM 250EXC.
Where the Husky particularly shines is in its ability to tractor
up damn near anything. The torque the thing produces is awesome and it is unstoppable on a
hill. Time and again it virtually idled up steep, root strewn and rutted hills, refusing
to die and needing very little help from the clutch.
The clutch itself lacks the smoothness of the KTM's hydraulic
unit, but the pick-up is well controlled and flogging it doesn't cause any problems. The
Husky's gearbox has sensibly spaced ratios with a reasonably low first and a comfortable
90kph transport cruising speed.
Suspension
The Husky has a
firmer suspension set-up then the KTM and is probably the better choice for the faster
rider, straight from the crate. The initial action isn't as plush so there is less dive
into corners under brakes, but there is very little deflection either. It's an interesting
thing to diagnose, but while the Husky feels firm, the suspension si reasonably supple on
the smaller hits. Imagine a winding single track, more of a rut than anything else.
Picture a 300m straight step over a root. The Husky just runs straight over, like it isn't
there. Same with rocks; a pneumatically-cushioned double hit, nothing through the bars,
and you're gone.
Launch the WR over an erosion bank and the result is pure bliss,
with the firm-footed landing you'd expect from a motocrosser on a formed track. It's a
very good set-up for the faster guys, and one even the casual rider would quickly
appreciate.
Handling
Like the KTM, the
Husky feels very confident over the ground. It will hold a line with ease, be it a
vertical one, or even a deeply rutted and broken one. While the front feels firmly planted
to the deck, a touch of throttle will float it over most things and as long as the front
is pointed the rear will surely follow.
High speed stability is top-line and the longish wheelbase means
that feet-up power slides are beautifully easy to control. Get it back on the single
tracks though and it feels equally as confident carving tight lines in first and second.
The good suspension obviously helps here, but some clever geometry has given the WR the
best of both worlds. |
The WR will suit the more aggressive end of the
market
Odds
& Sods
 Harder to
kick over then the KTM, mainly because of a shorter kickstart lever.
 Nice enduro touches
like the quick-release seat which gives excellent access to the airfilter and shock.
Hate the black tank.
Again. Still
Sensible noise output
impresses everyone within earshot.
Great feel from both
brakes means they work well either fast or slow.
We can also appreciate
the strong rear subframe.
Go the Husky
The WR250 is a
harder-edged bike then the KTM, wiht the logical ramifications when it comes to market
appeal. Slower riders will not like the firmer suspension set-up while faster guys will
lap it up. For those with a reasonable pace, the WR is a very rewarding bike to toss
through the bush, and one which will take many riders to places they thought were
technically beyond them.
And that's a good thing.
Are the current
250s still in the running when compared to the new four-strokes? In a word, yes. In
several words, when it comes ot carving a fast line through tight bush, they leave the
mongrels for dead!
Add it up. Your average 250 two-stroke makes more power and
weighs around 10kg less then your average four-stroke. Less weight means beter hadnling,
better braking, less fatigue, and better suspension actions. More power equals more fun.
This exercise was an education. The two-stroke, far from being
dead, may just be heading for a revival!
This article appears in  ,
Aug - Sept 2001, Issue 37
Web conversion by Glenn Alderton
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