Husqvarna 250wr Road-Trail
HUSQVARNA 250WR ROAD-TRAIL
Husky Offers The Ultimate Promise in An Off-Road Motorcycle . . . But Falls Short In Several Respects
Cycle World Road Test
AH, THE HUSKY. Ruler of the desert. The all-conquering enduro machine. J.N. Roberts and Malcolm Smith ride ’em, and there are many who feel that Husky is the bike to own once you’ve reached expert in off-road status.
But how about the novice or newcomer? Will he be able to live with the same Husky that the expert choses? And for the experts, just what does the Husky offer?
There is no question that Husqvarna’s big bore racers, such as the 450 Desert Master; are for riders with an exceptional amount of courage and expertise, but certain models are open for comment. Husky’s first enduro entry into the 250 class is a good example.
Power characteristics are such that the rider with little experience can cow trail and poke around without fear of winding up in a heap from an unexpected burst of speed. By the same token, Husky’s reputation more or less assures the expert that he is purchasing a motorcycle that is both capable and complete.
Though the new R-T 250 typifies the caliber of past machines coming from the Swedish concern, it is not without some problems and peculiarities. With preparation and a few changes, however, it can be a winner.
The frame is taken from the motocross version and possesses minor differences, but geometry is unaltered. The Swedish approach to frame design is basically simple. Make it strong, but make it handle. A single toptube and single downtube complete the main structure. The toptube has some support from a brace running parallel just below it, and the engine cradle is formed by a pair of tubes connected to the main downtube.
The design is such that the framework serves to protect the front and underside of the engine, but there is nothing to prevent damage to the frame itself. Connect solidly with a large rock just once and you could be in trouble.
The rear tubing holding the seat and fender has been extended to provide support for the new turn indicators and large taillight required by law. Finish is still the traditional silver-grey, and welding quality remains fair to good.
Husqvarna has altered the swinging arm so that a rider may change the rear wheel without removing the brake assembly and chain. This is an extremely important feature in enduro competition, as time lost for tire repair can be critical.
Because of this, however, a full floating rear brake was not included, as it is on the remaining models in Husky’s line. Unfortunately, the brake chatters annoyingly during application while descending bumpy hills, and the primary reason is lack of a full floating unit. It would be nice to have the quick change accessibility and the more sophisticated design as well.
A conical hub assembly is carried over from the motocross version at the rear of the R-T, but the front unit is full width for more effective braking on the street. The only problem with the full width hub, is of course, added weight. Both >
brakes’ water resistance is effective, and even when wet the linings dry quickly.
Though most people don’t think of enduros as speed contests, many competitors find themselves going as fast as the bikes will carry them when it’s necessary to make up lost time. The enduro machine must be nearly indestructible when used in this manner, and this is where the Husky R-T shines. The R-T is tanklike in strength, but tanklike in weight as well.
Wheel rims are steel, along with the fuel tank, fenders, bars, and several other components. Couple this with the new street lighting and you have a considerable amount of motorcycle to throw around in the rough. On a long day’s run, the additional weight can make the difference between a trophy and going home empty handed.
Even though the new enduro model is a bit overstuffed, the weight really doesn’t seem to effect it much during high speed handling. Where the rider notices the weight is in the tight, slow portions of the route. Bend the R-T around a few trees and paddle up a steep hill or two and the extra 30 pounds makes its presence known. And should the rider be unlucky enough to spill in the middle of a stream, it means there is just that much more weight that has to be dragged out.
As in the past, Husqvarna uses fine suspension components that allow riders to get away with mistakes that would cause grief on lesser machines. Barreling over a deep rut at speed will more than likely bounce the bike slightly, but loss of control never comes and you keep right on tracking in a straight line.
Forks are stout enough to take a considerable amount of abuse, and watching them in action is interesting. Each and every undulation in the surface produces movement in the sensitive forks. Travel is more than ample and damping action is close to perfect. Though experience has shown that we could expect some leaking around the fork seals, the new model surprised us and stayed dry. Girling rear suspension worked predictably, as always. Spring tension is adjustable in the units and gusseting at the mounting points gives assurance that pieces will stay intact. For riders of average weight, spring rates are about right.
Out on the trail a rider can expect to do plenty of stand-up riding. That’s why it’s important for a machine to be comfortable while ridden as such. Doing this on the Husky puts the rider in an awkward stance.
The combination of a bulky exhaust system on one side and an enormous air cleaner box on the other, force the rider into a bowlegged position. Most disconcerting is the fact that while riding in this manner, it is sometimes difficult to operate the foot controls. Add the irritation of the exhaust system rubbing the inside of the rider’s legs and the comfort factor is reduced even further.
In the seated position the rider will find little to complain about. Footpeg location and handlebar position should suit most everyone. The seat itself is shaped attractively but more padding is needed at the front portion to protect the rider from the rear mounting bolt on the fuel tank. And since the Husky’s handling characteristics sometimes require that the rider scoot up toward the tank for optimum control, the lack of padding and the critical location of the bolt become an important point.
Riding at speed produces another annoying trait...vibration. Wick up the throttle in any gear and the buzz coming through the bars is literally hand numbing. This vibration problem is not really new to Husqvarna owners, either. Huskys have been blessed with it all along, but as much as they shake, they never seem to self-destruct.
Though the exhaust note of the 245cc two-stroke Single is acceptable, the mechanical noise emanating from within the cylinder and lower end is not. As a street legal machine, the R-T is simply too loud, and will probably attract the attention of the law and unfriendly neighbors in time.
Maybe it’s fortunate that most R-Ts will never see action on the public highways, but if they are meant to be used as such, they should and could be made quieter.
Since this model is specifically designed for enduros, the transmission features a wide ratio gearset, hence the “WR” designation. For enduro competition, spacing is ideal. Low gear should be somewhat lower for the rough, slow going encountered in some runs, however, and this could be accomplished easily by substituting a countershaft sprocket with one less tooth. Geared as is, top speed is more than sufficient, at close to 70 mph. Dropping the countershaft sprocket one tooth would reduce this perhaps 5 mph, still allowing the Husky more than enough speed.
Shifting the 5-speed wide ratio gearbox points out one more Husky trait—long shift lever travel. At first this can be annoying, but it just takes some getting used to. Actual shifts are precise and crisp, and the rider really has to goof badly to miss a cog. An added feature of the transmission is that the rider can choose between left or right side shifting.
Because torque loadings are less in the higher ratios, gears are progressively thinner to reduce both the size and weight of the gearbox. Even so, the Husky transmission has a fail-safe reputation, an indication that the pieces inside are bunker-like in strength.
The Husky crankshaft is a pressed together unit riding in two double row ball bearings. A chromed steel connecting rod contains a caged roller bearing at its big end, while the small end supports the single ring piston with needle bearings. Both the cylinder and head are made from an aluminum alloy, and the cylinder features a cast-in iron liner. That way cylinder rebores are possible. We noted a considerable amount of piston slap at most engine speeds, but this is the way the units are designed to operate. Heat dissipation properties are aided by a black finish on the outer surfaces.
Simply taking the engine out of the fire breathing motocross model and placing it in the enduro version is no way to complete a successful cowtrailer. Racers develop their power at relatively high rpm, and have little in the way of low-end torque—just the opposite of what you need in an enduro machine. For this reason, Husky has borrowed the basic engine from its motocrosser, but has fitted the unit with the parts and modifications needed to revise the power curve and output.
Milder porting, lower compression, and a smaller carburetor just about complete the picture. Coupled with the wide-ratio gearbox, the Road-Trail easily goes where you point it. Low rpm power will chug rider and machine up most hills, and higher speeds aren’t out of the question.
The 32mm Amal carb is a switch of sorts for Husky. Most models have carried Bings. We were unhappy with the Amal unit; it made for hard starting and lots of stumbling once you got things working. The unit draws air through a huge pressed tin air box that houses a paper filter element.
In order to silence some of the intake roar, air enters the metal box through a group of plastic tubes about 3 in. long and 1 in. in diameter. This method is strange, but intake growl is definitely minimized.
Exhaust gases are routed out of the cylinder to the left side of the machine through a heat shielded pipe that terminates in a large silencer unit. The problem with the silencer is that it >
does not double as a spark arrester; which is unfortunate, since most areas where the Husky is designed to be ridden require one.
Ignition is by Femsa, and a battery has been included to handle Federal lighting requirements. Otherwise, the flywheel/ magneto assembly operates as before.
Lighting controls and components leave something to be desired. Within 20 miles of riding, most of the lights were out of order due to wires vibrating apart and bulbs calling it a day. Husqvarna could not have made a worse choice for their handlebar switches, either. The Lucas units are heavy, confusing and inconvenient to operate, and known to be unreliable. They are an unfortunate addition to an otherwise high quality machine. Turn indicators are mounted in rubber at the rear,
HUSQVARNA
250WR
$1296
but the front units are anchored solidly to a bracket on the lower triple-clamp. Turn indicators always look out of place on a dirt machine, and the Husky R-T is no exception. The most amusing add-on piece is the horn, and we can’t help but wonder how quickly most owners will relocate it.
Another source of irritation came when it was time to remove the fuel tank and seat for some routine maintenance. Both are difficult to get off, but at least self-locking nuts are used throughout. If an enduro rider has to get those items off during an event to locate a problem, lots of time will go by the wayside.
There will be many riders tickled pink that Husky has finally produced a 250 enduro-type trail machine for the first time. It has all the basics and fine points that has created an envied reputation for the name, and you get a lot of what you’d expect from Husky—bulletproof components, power, and handling over rough terrain second to none.
But you don’t get the finishing details such as reliable electrical components, proper noise control, spark arrester, and service accessibility. These things should be mandatory, especially when the name on the tank reads “Husqvarna.” [o
