• te300 • te250 • tx125 • fe250 • fe350 • fe450 • fe501 • • GALLERIES • history • new for 2017 • • conclusions • next issue • long termers •
Contents
16
27
3 Editorial
JB explains how Husqvarna are still making significant improvements...
4 Gallery
It’s G Baby... Graham Jarvis is back stamping his authority on the extreme enduro scene...
5 Gallery
Danny McCanney has been on the podium five times this season and sits third in E1...
7 HISTORY
Tradition – Racing – Premium – Sweden. Husqvarna’s four core values...
9 NEW FOR 2017
JB details the new features on Husqvarna’s 2017 range. Are you sitting comfortably?
16 TE250/300/TX125
Husky’s TE300 is still at the top of the tree with the 250 not far behind... and the ‘closed course’ only TX125 just doesn’t float JB’s boat...
27 FE250/350/450/501
Of the four-strokes the 250 shines the brightest. The changes on the FE450 and FE350 were hard to detect and the 501 remains muscle bound...
39 CONCLUSION
The verdict on the latest 2017 models is mixed, but recent results in EnduroGP for the TE300 speak for themselves...
41 next issue
Be sure to catch the next issue for part one of our exploits on the Welsh Two Day, 10 Good Reasons to buy a Super Ténéré and all you need to know about boots... cover image Sebas Romero
Ed itorial
the dogs By jon bentman, photo: marco campelli
IT’S TIME FOR Husky 2017. Should we care? Is this not KTM 2017 repeated, just painted white blue and yellow? Actually we should care and while yes, there are a lot of shared components there are significant differences that really do set the Huskies apart. First of those differences – suspension. A short while ago, while interviewing Steve Holcombe (currently leading the E3 world championship) we asked him what are the three most important ingredients in making the grade in enduro. His number one – suspension. With Husky, while we are still talking WP kit, we are talking different WP kit. It’s not PDS at the rear, it’s Monoshock, that is to say linkage. So the WP unit in there bears very little relation to that in the KTMs. That linkage also means the frame design has to be different too. Not just by way of lugs and attachments, but in the way the shock transfers the loads. And because a linkage acts different to PDS you’d have to think the forks will be different too. These ones are still Xplore 48s, but they have the addition of preload adjusters, quite possibly they have
different internal valving too, as the forces transferred from the rear (through the frame) will be quite different to that on the KTMs. As well, Husky go their own way on subframe design – much revised this year – and also like to do their own thing with different bodywork and the like. But fundamentally it’s the suspension that’s the key point of difference and that can really change a bike. So this is actually a very exciting launch, every bit as important as the 2017 KTM one a few weeks ago. Some of these new bikes are potential game changers – some are not! But the overall picture is one of advancing technologies, as with KTM some of these bikes will add a fair serving of obsolescence on your pre-2017 models and if winning, or being up with the game, is important to you then these models are going to force your hand. With luck, our review will shed a bit of light, help you with your decision-making maybe. There’s a lot to discuss, so sit back and enjoy the read…
Gallery
it’s g, baby!
To finish first, first you must finish. Graham Jarvis has refined his game in every direction. A winter allegedly spent tearing around motocross tracks has improved his speed beyond all recognition – his technical skills and understanding of the long game – making it to the end – he already had. At the Romaniacs this month he followed up a steady-away opening day with two scorchers to sit pretty with a commanding lead for the finale. Riding Husqvarna’s new silky-smooth TE300 he really is stamping his authority on extreme enduro in 2016. Image: Husqvarna/Future7Media
Gallery
dan of mann
It’s a measure of his high standards that 2016 counts as a poor year for Danny McCanney. Twice world champion (indoor Junior and EWC Junior) the Manxman has still been on the podium five times and is placed third in E1, but you know he expects to finish higher. Riding the new Husqvarna FE250 he’s shown the speed to win tests, it’s the day wins that are eluding him… Image: Husqvarna/Future7Media
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ISSUE #1 Introduction to RUST Magazine. 2015 KTM 250EXC vs 2015 Yamaha WR250F shootout. Trail test of the Chinese made WK400 Trail and columns from Chris Evans, David Knight and Gary Freeman...
ISSUE #2 The 2016 Beta ranges tested. W 2016 Motocross Pitgirl rounds up Season, plus co Melber and Ric
ISSUE #7 Interview with David Knight OBE. What happened to the KTM 690 Adventure? Dispatches – In praise of the Honda CRF250L. The Michelin Anakee Wild adventure tyre. Chris Evans...
ISSUE #8 Yamaha’s ‘new’ the Royal Enfie adventure bike, miles off-road o The Adventure Handbook – 7th
HONDA CRF1000L AFRICA TWIN SPECIAL EDITION RUST gets the exclusive world’s first test of the new Honda CRF100L Africa Twin!
HUSQVAR ENDURO/S SPECIAL E Test of the new Enduro and 70
and KTM model Warren visits the s of Nations. p the 2015 EWC olumns from Si ck Kemp...
ISSUE #3 THE 2016 Husqvarna model launch. The KTM 250XC-F tested. The Suzuki V-Strom 650 and Pitgirl’s analysis of the 2015 EWC Season. Columns from Chris Evans, Gary Freeman and Si Melber...
ISSUE #4 Race test of 2015 250EXC and 2015 Husqvarna TE350 on the Grappe de Cyrano. Testing the Honda CB500X Adventure. Pitgirl on beating the offf-season blues and columns from JB and Gary Freeman...
ISSUE #5 JB’s Instant Factory Set-Up – Suspension for the amateur rider. TRF main-men Mario Costa Sa and Greg Villalobos interviewed, plus columns from Rick Kemp and Si Melber...
ISSUE #6 JB’s first editorial. Interview with Jonny Walker. Dispatches – The TRF answers back. Profile of Patsy Quick, boss of Desert Rose Racing. RUST long-termers Pt1. Tested – Products for the Honda CRF250L. Gary Freeman column
DUEL TWO RIDERS, TWO KTMS, ONE TITLE...
Issue #8
issue #9
’ WR250 tested, eld Himalayan , Iron Men – 3000 on Harleys! Motorcycling h Edition.
ISSUE #9 Duel – Two riders, two KTMs, one title, Ivan Cervantes and Matt Phillips battle it out. The Yamaha IT490, 40 years on. Tested – Kit reviewed by Josh Snowden...
ISSUE #10 700KM on a KTM450EXC. Looking for Mexico with Thomas Wielecki. Tested – Warren and JB on the latest kit, plus a column by Chris Evans...
ISSUE #11 2017 KTM model range tested. EnduroGP the new face of World Enduro by Pitgirl. Gary Freeman with more MX insight...
ISSUE #12 Heritage – The BMW R nineT tested. Dispatches – Too light, too fast, too good looking? Travelling across the Alentejo region of Portugal on a KTM 450EXC...
RNA 701 SM EDITION w Husqvarna 701 01 Supermoto
YAMAHA WR450F SPECIAL EDITION RUST tests the all-new Yamaha WR450F in the hills of Andalusia, Southern Spain...
2016 BMW GS TROPHY SPECIAL EDITION RUST joins the GS Trophy riding across Northern Thailand on board the latest BMW R1200GS
MADAGASCAR SPECIAL EDITION JB joins the Touratech United People of Adventure expedition to the island of Madagascar...
2017 BETA RANGE SPECIAL EDITION JB braved the heat and went to Beta’s home town just outside Florence to test ride all the latest 2017 models...
World Launch
TRADITION-RACINGPREMIUM-SWEDEN TRADITION-RACING-PREMIUM-SWEDEN. Those are Husqvarna’s four core values. They named them no less than three years ago now, when Pierer Industries took over the Husky brand from BMW. The new Husky team are clearly sticking to those values as well, in four years of annual launches we’ve had three based in Sweden, and sure enough each year Husky have been pushing the game on. The product improves each year and the quality doesn’t diminish. This year it was fun to visit the birthplace, Husqvarna. Their moto history dates back to 1903, but before that came a weapons foundry that was established in 1689 – so that’s over 325 years – located at Huskvarna because of the power of the waterfalls that made drilling the rifle bores possible. And because of the rifle sight, we have the Husqvarna logo that we have today. A tour of the Husqvarna museum revealed the sheer breadth of innovation the Swedes have employed over the centuries, Husqvarna making all manner of things besides
history
World Launch
history
motorcycles, including sewing machines, ovens, chainsaws, lawnmowers, even hotdog vending machines… And it’s curious to see that outside of the motorcycle business, orange is one of the key corporate colours of the Swedish operations.
‘
Husqvarna’s very first factory was a weapons foundry, which dates all the way back over 325 years to 1689...!
’
Modern Husqvarna moto-history reveals 25 enduro world championships in the bag (the world championships having started in 1990) – the latest added only last year by Frenchman Mathias Bellino (E3). At the launch dinner, at the museum, Husky had on hand three past enduro champs to honour – Paul Edmondson (125, 1993), Juha Salminen (E1, 2011) and Pela Renet (E2, 2014), so that’s one representative championship from each of the post-Swedish eras: Cagiva, BMW and Pierer/KTM. It’s a curious thing, this continued linking of this now Austrian product (even the race team is now Austrian managed) with the Swedish heritage, for the links today are very tenuous indeed. But given the excellent launch locations Sweden has offered, we’re more than happy to see it continue!
World Launch
new for 2017
CHASSIS New frame As with KTM, it’s all new. 600 grams lighter, 20% higher torsional rigidity, 30% less longitudinal stiffness – plus new headstays. Manufactured by WP, the same guys who make the suspension. New sub-frame A whole 1kg lighter than in 2016, now with 30% carbon-fibre added into the mix. It’s a three-piece construction that’s stronger and a lot more rigid than before.
New swingarm No obvious weight saving, but state of the art, as always, and now with easily visible chain adjustment markings.
World Launch
New bodywork Love it or loathe it, this is the new look. Slim in the mid-section and featuring a new grippy seat, squaredup mudguards and odd boxy headlight lens.
WP Xplore split forks As seen on KTM 2017 – but with Husky featuring preload adjustment too. So, open cartridge type, with compression damping in one leg, rebound in the other (so tool-less fork-top adjustment for both). Plus a six-way adjuster on each leg for preload adjustment.
new for 2017
WP DCC shock & linkage Lighter by 360 grams, with ‘pressure balance’ for rider comfort and better handling.
New rear brake Brakes are still Brembo, with GSK discs. But now the rear caliper has smaller pistons (from 26 to 24mm) with a 10mm longer brake lever.
World Launch
New and higher footpegs Self-cleaning design, mounted 6mm higher to increase ground clearance – although you can fit the mx pegs to lower them back by 6mm if you prefer. CNC yokes CNC machined, anodized black, with 22mm offset.
new for 2017
ODI grips No more gluing and wiring. ODI grips come readymounted on the throttle tube and on another tube that you slide onto the left bar and tighten into position via a screw. Plus – for the fourstrokes a choice of throttle cam – standard or longer action. New Radiators Now with the plumbing integrated into the frame so less hoses and better cooling, plus stronger protectors that act like guards in a crash diverting impact loads around the radiator. Fans as standard on the four-strokes – now controlled by the engine management system, not thermostats.
World Launch
Lightweight battery For two- and four-strokes, using Li-Ion technology, there’s a saving of 1kg over last year’s conventional battery.
Metzeler tyres Quality 6 Days rubber fitted as standard.
new for 2017
Fuel tank & tap Translucent tanks, 8.5-litres for fourstroke and 10-litres for the two-strokes (KTMs in 2017 are 8.5l and 9.5l respectively). Four-strokes have pump and sensor integrated into the tank and the tap /outlet is now angled in for better protection and better pipe routing.
World Launch
ENGINE Brand new four-strokes All-new, more powerful, lighter and more compact. New design centralizes the (reduced) mass, while power and torque is up. New map switch & traction control As standard, a choice of standard or ‘progressive’ maps and on the four-stroke an option to ride with traction control
new for 2017
New engine management Smaller, lighter and with faster processing speed, by Keihin. There’s a gear position sensor too, so mapping is adjusted to suit each gear. New throttle body On the four-strokes there’s a new throttle body with the injector mounted underneath which is reported as being more accurate and better at low rpm.
World Launch New hydraulic clutch A swap from Brembo to Magura for 2017 New exhausts All new, with shorter mufflers which are 50mm closer to the engine for mass centralization.
new for 2017
New gearboxes Revised shift mechanisms for all, lighter (c.200grams) and narrower (by 6mm) gearbox for the TX125. New gear lever design (to reduce clogging).
Brand new two-strokes Lighter, more compact, counter shaft to reduce vibrations, starter motor relocated to under the engine. Lighter die-cast engine casings. Crankshaft, clutch shaft rearranged for centralization of oscillating masses.
World Launch New exhausts New headers on the 250/300s, complete new exhaust on TX125 – made by WP. New carburetor From Kiehin to Mikuni TMX38 flat slide, which Husky say are less sensitive to temperature and altitude changes. New power valves Updated for smoother controllable power delivery.
new for 2017
Longer service intervals New crankshafts on the four-strokes feature plain big end bearings which give 135-hour service life.
WEIGHT SAVINGS Chassis – all Frame Subframe Shock Battery Throttle linkage TOTAL
0.600kg 1.000kg 0.360kg 1.000kg 0.100kg 3.060kg
Engine four-stroke FE250 0.700kg FE350 0.700kg FE450 1.700kg FE501 1.700kg Engine two-stroke TX125
1.800kg
Overall weight savings Model by model TX/TE125 3.800kg TE250 2.000kg TE300 2.000kg FE250 1.500kg FE350 2.200kg FE450 6.000kg FE501 6.000kg
92.0kg 102.2kg 102.4kg 105.8kg 106.8kg 108.8kg 109.3kg
World Launch
te300
TE300 Reaching perfection The Tech
Photos by: Marco Campelli & Sebas Romero
THE 72MM PISTON is about the only component carried over to 2017 with the TE300. That’s how much of this bike has changed from last year. Okay the tyres are the same, and the rims too. Actually many things do stay the same, like the bore and stroke, the ratios within the gearbox, the DDS type clutch operation, even the geometry – albeit, just quietly, they’ve lengthened the wheelbase, from 1482mm to 1495mm. The reality is there’s very little wiggle room to improve the 250/300cc two-strokes these days, they’ve been around decades and the optimal specs have long been established, so the devil still remains in the detail.
World Launch And such detail. From moving the starter motor inboard and ‘downstairs’ (ie under the crankcases, as per Sherco) to the relocation of the rotating masses – the crankshaft is now 27mm higher and the clutch shaft 8mm higher. This, say Husqvarna, is a matter of mass centralization and improves rideability. We’re not so sure that effectively lifting the engine creates that effect, as surely this raises the centre of gravity too, but for now – short of starting a thesis on the matter – we’ll have to take Husky’s word on that. Equally significant is the new (twin) power valve arrangement, designed to create ‘controlled and smooth’ power. There’s no word as to whether the cylinder porting was revised at the same time. Then there’s the addition of the counter balancer, aimed to significantly reduce (halve?) the usual twostroke vibrations. Notably while the new crank is 500 grams lighter than before Husky have added a heavier ignition rotor. Balancer shafts and ignition rotors add weight and will take the edge off performance, but the 300cc two-stroke has always had power to burn, so Husky could afford to lose a little in the pursuit of their aim of increased ‘rideability’. The gearbox is new, with a redesigned shift mechanism – but as said before, the ratios
te300
remain unchanged. The DDS clutch has proven battle worthy and so remains, albeit with a lightened basket and ‘reworked’ hub. So this motor, so much changed, so much the same, slots into the new chassis which itself is all-new (as detailed in our previous section) yet also sticks faithfully to known dimensions. So what are we looking to evaluate here? The difference a weight saving of two-kilos makes? The difference, particularly, the counter balancer and new power valve make? The difference the hundreds of minor detail changes make? The Ride Always when it comes to new model launches you want a datum – you want the old model on hand to back-to-back with the new. It never (ever) happens. So you have to go on memory, which is hardly scientific, which leaves every test open to criticism for being subjective. How can it be anything but that? And yet in the case of the 2017 TE300 there really is a sense of moving the game forward. The ride simply feels silky smooth, almost like riding a mild-tune four-stroke, for the TE300 purrs along and in the whooped deep sand tracks in the Swedish forest its light weight was allowing it to almost float over the terrain. The light clutch, the slick
World Launch
te300
gearbox and the crisp throttle response are all entirely manageable and together give the rider a secure feeling of control. There’s a lot of power for sure, but it’s easily controlled and you could trail ride the TE300 with ease, it’s quite docile and quite happy to ride on part throttle without hunting. That counter balancer, perhaps the power valve, the new crank and ignition rotor – certainly these are coming together like a holy trinity. The reduced vibration is very obvious and very welcome and together with the like-honey power delivery have certainly made the TE300 feel more sophisticated, a bike reborn. They make the TE300 an instant like, if not love.
‘
We often get asked, Husky or KTM (essentially linkage or PDS)? – and on evidence of these two tests – it might be advantage Husky in 2017.
’
Now 300cc two-strokes have never to my recollection had issues with ground clearance so the added 15mm on the TE300 (now 370mm) is simply a bonus. As for the 6mm higher footpegs (over the motocross models), while I had no particular dislike for these, at 6’0” (1.83m) I – like Warren at the KTM launch – was feeling a little too bent
World Launch over on the bike and so would be inclined to fit the mx pegs to give my back an easier ride (not to mention a higher seat and just possibly a small rise on the bars too). In the Swedish forest the suspension felt good, plush even. I know these new WP units at the KTM 2017 launch (on hard pack in Spain) had left our testers there not entirely convinced (opinion being the fork action felt too harsh), but on the Huskies in this terrain the WPs were all good. It’s worth stating that the Xplore forks are different on the Huskies, having the addition of external tool-free preload adjusters – and it’s quite possible they are valved slightly different as well. Meanwhile the shock is WP-Monoshock (ie linkage) not WP-PDS so again it’s a different unit – and who’s to say the action of the rear isn’t in some way influencing the action at the front? Curiously, I found myself having to check the sag on a few of the test bikes (and these were found to be way out), but once reset, and on standard settings on the clickers, I was quite happy. A few of the faster guys dialed in some preload on the forks and they were very happy with the results – good for keeping the front high when charging through the whoops. Equally I was finding
te300
THE TE300 is good for‌ Just about everything now, trail riding to club racing to extreme. It’s the new gold standard...
Enduro
te300
the forks and shock felt quite supple enough to deal with the roots found in the technical single track that formed the second half of the test loop. We often get asked, Husky or KTM (essentially linkage or PDS)? – and on the admittedly inconsistent and inconclusive evidence of these two tests – it might be advantage Husky in 2017. The TE300 is a big step ahead of the old model, in fact it’s made a quantum leap. The smoothing of the power delivery is one aspect, the vibration reduction is another. The Mikuni carb felt good as well, the fuelling felt crisp and consistent. It knocks down a fair few of the resistance points to running a two-stroke, being so easy to ride, so fuss free. It speaks loud and clear as to why two-strokes are so often regarded as the ultimate off-road/enduro machines. And being so easy to ride – yeah, who needs four-strokes?!
RUST’s QUICK CHECK Carb Primary drive ratio Dry weight Seat height Wheelbase Steering head angle Ground clearance
2016 TE300 Keihin PWK36S 26:72 104.4kg 960mm 1482mm 63.5º 355mm
2017 Husky TE300 2017 KTM 300EXC
£7399 £7199
2017 TE300 Mikuni TMX38 26:73 102.4kg 960mm 1495mm 63.5º 370mm
2017 KTM 300EXC Mikuni TMX38 26:73 100kg 960mm 1482mm 63.5º 370mm
World Launch
te250
TE250 A little more race... The Tech The same new tech that went into the TE300 – it’s in the TE250 too. That’s obvious, eh? By the way did we mention the latest two-stroke exhausts are made by WP? We did?! Okay, short memories here. The Ride Well, no surprise, the TE250 hits the spot just as easily as the TE300. In fact their characters are so alike you might even get confused given a blindfold test. This is partly due to common platform engineering (just a matter of bore size that’s different), but also the TE250 is perhaps a little more mellow than it used to be. The E2 model was typically more EWC (sorry, EnduroGP) racer, the E3 machine more extreme enduro, but there’s a sense the two are moving closer together as the TE250 has the low-speed trail manners to equal the TE300, it does slog. So maybe the decision on which to choose comes down to the class you want to ride. Okay, we say that, but this is still fundamentally the racier of the two, but not by much, it would take a long day riding a variety of terrains and obstacles before we’d make our final decision which would
World Launch
te250
suit us better. In the hard pack of Spain, Warren felt the TE250’s cousin the 250EXC was the pick over the 300EXC. But in the sand of Sweden, I’m picking and the TE300 edges it. What felt ‘brutish’ in Spain is silky in Sweden. But then I typically ride a 300 in the low-end of the power, no need to rev it. If I was racing and having to get a lick on, maybe the TE250 would better suit. Jeez, it’s horses for courses again (sometimes these annual tests feel like Groundhog Day…). THE TE250 is good for… The rider who can appreciate the virtues of the TE300, but would still like a bit more racer in the mix, who wants to rip the cross test more than the extreme test…
RUST’s QUICK CHECK Carb Primary drive ratio Dry weight Seat height Fuel Wheelbase Steering head angle Ground clearance
2016 TE250 Keihin PWK36S 26:72 104.2kg 960mm 11 litres 1482mm 63.5º 355mm
2017 Husky TE250 £7199 2017 KTM 250EXC £6999
2017 TE250 Mikuni TMX38 26:73 102.2kg 960mm 10 litres 1495mm 63.5º 370mm
2017 KTM 250EXC Mikuni TMX38 26:73 100kg 960mm 9.5 litres 1482mm 63.5º 370mm
World Launch So with a ride of exactly equal quality and character as the TE300 what will make the decision for you? It’s down to you. You either know from years of experience that you’re either a 250 or a 300 rider. Or if you don’t, go to a dealer try-out day and ride them back-to-back to see for yourself. Either is a rock-solid option. Externally the 250/300 motors are identical...
te250
World Launch
TX125 Little voice... The Tech This one is cousin to KTM’s 125XC-W. It’s the same story (see RUST 11), with the new engine and the ‘closed-course competition’ designation as the 125 cannot meet the new EU homologation requirements. So it has the same brand new, 1.8kg lighter engine, made more compact with the rotating masses centralized. Again there are commonalities with the two-stroke brothers, so while the crank here is 50 grams lighter than in the 2016 TE125, it now has a heavier ignition rotor as well to create more inertia for more controllable low-end power (and of course that reads like a nonsense to us as well – ‘low end’ power in a 125?!). It still comes as a wonder to us, as it may you, that manufacturers can make a 125 fuel as well as they do on the same carb as they fit for the 300… Okay, moving swiftly on – a very curious thing that in the year KTM change the hydraulic clutches on their two-stroke EXCs from Magura to Brembo, that Husky happen to change theirs for the
tx125
THE TX125 is good for‌ Youth racers mostly, although there are older guys who can get along with them (takes all sorts)...
World Launch
tx125
TEs from Brembo to Magura? In all the incredibly light 125 has become lighter again. At 92-kilos this is the weight of a trials bike (of old, that is – before they got to be superlight). The Ride Don’t listen to me, honestly I’m too old and, at 90-kilos, too heavy to be able to effectively ride – and therefore evaluate – a 125, and hard as I try I can’t recreate the mindset of a teenage EnduroGP hopeful, eager to make his mark in the racing world. I can appreciate this is one super-light bike, that much I can do. I could also form a preference on the two engine management maps you can toggle between: for me, full power, please. I tried riding the progressive map but a strangled 125 is a not a happy
World Launch RUST’s QUICK CHECK Carb Dry weight Seat height Fuel Wheelbase Steering head angle Ground clearance
2016 TE125 Keihin PWK36S 95.8kg 960mm 11 litres 1471mm 63.5º 355mm
2017 TX125 Mikuni TMX38 92.0kg 960mm 10 litre 1495mm 63.5º 370mm
2017 Husky TX125 £6199 2017 KTM 125XC-W £6099
thing to ride, it’s in its nature to scream out in high revs, so just live with that. As ever with 125cc two-strokes a lot seems to depend on the jetting, sometimes you get a mellower 125 that will pull low-revs surprisingly well, sometimes they’re either on the pipe or doing nothing at all. This one, on this occasion, was the latter. Hey ho. One day soon we’ll find a 50-kilo teenage space cadet with the skills needed to give these 125s a real thrashing. Assuming we can wean him off his social media feed for long enough, we’ll try for a comparative test and see if there really is a difference between these bikes.
tx125
2017 KTM 125XC-W Mikuni TMX38 91kg 960mm 9.5 litres 1471mm 63.5º 370mm
World Launch
fe501
FE501 Trail boss... The Tech This is Husky’s big dog. Okay, you can buy a 701, but in the enduro range this is the ceiling. It shares much of its components with the FE450, there’s just a longer stroke, 72mm instead of 63.4mm, to make 510.4cc. The engine, as we all know by now, is all-new, some 1.7kg lighter than the old model. It’s still a SOHC unit, whereas the 250/350s are DOHC. If you’ve ever wondered about such things, the Husky tech notes reveal that their Titanium 40mm inlet valves weigh 32.6 grams each, where the steel 33mm exhaust valves weigh 42.6 grams each – which shows you just why Titanium valves are valued so highly. In all Husky/KTM have shaved 350 grams off the weight of the cylinder head. Like the two-strokes, the engine shafts have been repositioned, the crankshaft is 7mm higher and 9mm backwards and in all the engine is 23mm narrower, 23mm shorter and 9mm lower. Same capacity, smaller packaging. A total weight saving of six kilos is not to be sniffed at, and full credit to the Mattighofen guys for getting an open class enduro under 110kg – albeit the KTM 500EXC-F scores even higher at 106.5kg…
World Launch
The Ride It’s amazing just how different the TE501 is from the TE450. It even sounds different. Or at least this one did, there being a pleasing mechanical whine coming from the engine (a bit like the gear-whine Husabergs of around 2003/4 used to make – before the 70º motors). It’s amazing, too, that it can be so hard to detect a four-kilo weight saving. On this bike all such measurements and evaluations are drowned out by the big-bore character, this is one lazy big-hitting open-classer. You race the 450, but on the 501 you just ride the wave of torque. It’s like longboard technique compared to shortboard (in surfing), you use more deliberate inputs, you let the bike do all the work.
fe501
World Launch In the rush at the KTM 2017 launch we didn’t get to ride the 500EXC, so we can’t compare the two, but this is quite a different proposition to say Beta’s RR480. The Husky might be three kilos lighter, but it’s the engines character that dominates, so without having them back-to-back, you’d say that the Beta feels the lighter of the two. Not that the TE501 is heavier to ride as such, but engine character – the dominating effect of that extra stroke (the Husky is long stroke 72mm to the RR480’s short stroke 60.8mm) – really makes for a certain dynamic. In such a comparison you could say the Husky feels old school. For big guys, who like traditional big singles, this is as good as it gets.
RUST’s QUICK CHECK Dry weight Seat height Fuel Wheelbase Steering head angle Ground clearance
2016 TE501 113.3kg 960mm 11 litres 1482mm 63.5º 345mm
2017 Husky TE501 £8049 2017 KTM 500EXC-F £7849
fe501
2017 TE501 109.3kg 960mm 10 litre 1495mm 63.5º 370mm
2017 KTM 500EXC-F 106.5kg 960mm 9.5 litres 1482mm 63.5º 355mm
THE FE501 is good for… Australia! Or west coast USA. Big country, long fast trails.
World Launch
fe450
FE450 Mondo Racer The Tech Let’s shortcut this bit. The tech is as before, specifically all-but identical to the FE501 save for the long-stroke. The Ride Tech wise the FE450 seems to be the same as the FE501, to ride they’re nothing alike. That extra stroke length transforms the FE501 into one long-legged strider. The FE450 is, meanwhile, a confirmed sprinter – this beast has race running through every oil line. It’s an athletic performer. It’s an all-rounder too, quite happy to ride around on part throttle, to mooch, if that’s your preference. Only with vast volumes of stomp right there on tap for when you want it. It was, though, quite a physical bike to ride around the sand course in Sweden. Where the two-strokes seemed to be gliding over the whoops, the FE450 was certainly tracking the contours and despite the weight savings for this year you needed some above-average fitness to play big-dog on the FE450 for protracted periods. And of course if you did get it up and running in the correct manner that meant it was tramping along at a fair haul, meaning maximum alertness needed as the trees closed in – not an easy
World Launch proposition for a clubman rider, all told. I did get to play with the traction control (TC) on the FE450. Only this didn’t seem like the right place to properly evaluate its functionality. Quite often in sand you want to be on full-noise with the back wheel spinning – that kind of creates the right dynamic to make the bike feel light, to float. But with the TC on the computer’s reaction is to retard the ignition when the rear wheel spins up too fast, so just as you are trying to lighten the bike up the TC is pulling the whole rig down. As one rider said, ‘I already have traction control fitted, it’s called brain-to-wrist’. I can’t say I experimented extensively with the TC, but each time I did I wasn’t liking the feedback, and so I’d switch it off. I suspect, as with adventure bikes, TC works best in iffy, slippery conditions – probably rocks awash with mud – so it’ll need a further test or two in different terrain to determine if TC is the way forward. For now the feedback was TC works best in the ‘off’ position. By the way, I did appreciate the ODI grips fitted across the range. They’re quite soft grips (better than previous stock grips by KTM/Husky), and given how much of a faff grip changing can be, the system brings obvious benefits, even if replacement grips
fe450
World Launch
will be more expensive. In all, the FE450 and I were uneasy companions in this terrain, the poor thing simply made the job harder in every way. But I dare say if I was on a five-day trail ride across Portugal – as our Warren enjoyed recently on a 450EXC – I could see the FE450 would be an ideal companion.
RUST’s QUICK CHECK Dry weigh Seat height Fuel Wheelbase Steering head angle Ground clearance
2016 FE450 113.3kg 970mm 9.5 litres 1482mm 63.5º 345mm
2017 Husky FE450 £7949 2017 KTM 450EXC-F £7749
fe450
2017 FE450 108.8kg 970mm 8.5 litres 1495mm 63.5º 370mm
2017 KTM 450EXC-F 106kg 960mm 8.5 litres 1482mm 63.5º 355mm
THE FE450 is good for‌ Effortless trail riding on easy to moderate trails or as an E2 meat-axe for strong committed racers.
World Launch
FE350 The Best Seller The Tech The E2-lite has got smaller, lighter and more powerful. That all-new engine (shared in many aspects with the FE250) is now 20mm shorter and is 0.700kg lighter than the 2016 lump. There’s been some woirk in the head, with polished cams featuring a 30% harder DLC coating on the cam followers with the four vales are all Titanium. There are new valve springs and retainers and so power and torque are up throughout the rev range. Now here’s a tricky bit: there’s a new crank and attached to that is a shorter conrod, so Husky say it’s a shorter stroke, making for a freer rev. Only the bore and stroke remain unchanged. There’s a logical explanation for this, only it doesn’t come to mind right now. Anyway, new plain big end bearings with two force-fitted bearing shells mean service life for the crank is now 135 hours between strip downs. The crankcases are new again key dimensions: clutch shaft 11.1mm back and up 26.9mm, making the engine 20mm
fe350
World Launch
fe350
THE F The ma sales s
FE350 is good for… ajority of riders, judging by the success. Not this tester though…
shorter (hands up all those still awake). Meanwhile there’s the gearbox upgrades again, with low friction coatings for easier shifting and a sensor to allow the computer to modify the mapping by the gear. And the clutch is now operated via a Magura hydraulic system, as we know by now. The Ride The FE350 is a fairly competitive unit. While we were sleeping, American rider Ryan Sipes took one to the outright win at the 2015 ISDE, so obviously it must be good. Another American, Taylor Robert this year managed a win a round in the E2 world championship on his KTM 350EXC-F, too, so we can confirm the 350 is a fair machine. And it is. I just wish it would float my boat. Back in 2013 when I tested the very first Austrian Huskies it was my pick of the range. But this year Husqvarna’s new two-strokes are so awesome it made evaluating the FE350 really difficult. Both the TE250 and TE300 aced the FE350 in the sandy conditions. Then there’s my constant nag with the 350 motor, I just don’t ride at the right pace to suit its gearbox. That’s a me thing – I’m either revving it too much in second or its bogging in third. If I could ride just a bit faster and hold third gear for longer life would be much easier. Or ride faster trails, preferably over hard pack – then the FE350 would be in its element. Yes, the FE350 does feel a touch lighter,
World Launch
fe350
it’s a cool set of wheels, but in the conditions I was curiously struggling to notice the extra power that it’s pumping out. It felt exactly like KTM/Husky 350s that we’ve known for some time. Another test is needed here. In the meantime, apologies to all those FE350 fans hoping to read excited ravings over this model – coming from me, it’ll just have to wait.
RUST’s QUICK CHECK Dry weight Seat height Fuel Wheelbase Steering head angle Ground clearance
2016 FE350 109kg 970mm 9.5 litres 1482mm 63.5º 345mm
2017 Husky FE350 £7849 2017 KTM 350EXC-F £7649
2017 FE350 106.8kg 970mm 8.5 litres 1495mm 63.5º 370mm
2017 KTM 350EXC-F 104kg 960mm 8.5 litres 1482mm 63.5º 355mm
World Launch
FE250 Screaming for Blue Murder The Tech Tech is as per the FE350 (hooray!). Husky put a number to the shorter stroke on the FE250’s briefing notes – 6mm, but (as said) that doesn’t change the bore and stroke in the stats. Otherwise everything we said on tech for the FE350 – same goes here. The Ride Jeez Louise! This new FE250 flies. Life is imperfect, how else can we explain that the same tester that found little to excite or demonstrate difference (2016 to 2017) in the case of the FE350 found so much to excite with its little bro’, the FE250? But riding the FE250 at the end of a nine-hour day of test riding, this little four-popper came like a breath of fresh air; on the day it was the only four-stroke to match up to the stellar brilliance of the TE250/300s. There’s something about the rev on the FE250 that makes it so good. It revs freely
fe250
World Launch
fe250
and with a ceiling at 12,800rpm pretty high too. This example felt like it was more than just properly run in, it felt like it was getting close to a much-needed service, but being so loose it really would hang its ass out and go for it – and it got the closest to emulating the floating action of those two-strokes through the whoops, where the other FEs felt to labour, too willing to drop into the hollows. With a claimed 105.8kg weight, this bike also best demonstrated the lightness of the new models as it did genuinely feel lighter than its predecessor, getting much closer to the feeling of agility of the latest Yamaha WR250F (which is actually far heavier, but carries its weight well). The FE250 is a proverbial doddle to ride and while the highrev might be exciting and an obvious talking point, the motor was strong-as on all the hill climbs, it has no issues there. For a Sportsman-Clubman rider there’s a whole heap to
World Launch enjoy here. But it’s good for the ExpertChampionship rider too and on certain tests you can see it challenging for outright fastest seeing that you can rag it so hard. Most certainly since the reverso WR250F arrived in 2015, KTM/Husky have needed a response, their old 250F was beat. This new bike brings the fight. Whether it’s enough, though – that’s going to need a head-to-head to determine. THE FE250 is good for… Thrashing along, hanging it out, imagining yourself the pro racer. Light, zappy, it’s clubman joy.
RUST’s QUICK CHECK Dry weight Seat height Fuel Wheelbase Steering head angle Ground clearance
2016 FE250 107.3kg 970mm 9.5 litres 1482mm 63.5º 345mm
2017 Husky FE250 £7649 2017 KTM 250EXC-F £7449
fe250
2017 FE250 105.8kg 970mm 8.5 litres 1495mm 63.5º 370mm
2017 KTM 250EXC-F 103kg 960mm 8.5 litres 1482mm 63.5º 355mm
World Launch
conclusion
What was old... IS NEW AGAIN HAVING MISSED THE KTM 2017 launch I was keen to get on the Huskies and see what all the fuss is about with these smaller, lighter, more powerful bikes. As it was I was by turns both disappointed and euphoric in equal measure. The new four-strokes are quite possibly amazing. But they didn’t feel like that. The big one, the FE501, felt seriously old school. A big burly bruiser maybe, but having come from testing Beta’s RR480 only a week earlier – I’m thinking the little Italian would run rings around this Austro-Swede. The FE450 and FE350 left me nonplussed as well. It was not easy to detect the changes on these in these conditions and given the performance of the two-strokes on the day, they felt like too much work and heck, they’re complicated beasts. Fortunately, the FE250 saved the day for the four-strokes. It’s a blinding little unit, so willing, so damn easy to ride – only in this model could I find the feedback, the ride experience I expected given so much technological change. Quite possibly that’s because I’m a clubman level rider, not a pro. We’ll need more testing on the four-stroke range to get a definitive answer. Meanwhile there was nothing less than
World Launch
conclusion
sheer delight in testing the TE250 and TE300. The new engines, with counter balancers, are so smooth, so progressive and yet remain so true to the simple ethos of two-strokes. They’re light, so quick on their feet and nothing – nothing – is a problem. Okay they might not suit an absolute beginner (see FE250) but for everyone else these are awesome, they do the job excellently. And when you get home they’re home mechanic friendly without all the expense and to-do of the four-stroke top end. The TX125 meanwhile – yeah, one for the boys there, I’m sure they’ll love them. So the pick for this tester: the TE300. Just awesome. And have KTM/Husky moved the goal posts again? Yes. But quite probably by not as much as we’d might have imagined – which may also be why in EnduroGP in 2017 they’re not getting it all their own way. There is only one thing for certain. The two-stroke’s story is far from over…
Next Issue
The Welsh is no small undertaking. A solid 150-mile lap with 10 checks and three te the first day, reversed on day two. With rock, bogs, forests, hill climbs and ruts – su you need you and your bike to be tip-top. Prepping for this is no small matter, so in story, we look at the preparation that went into the RUST long termers (and old time Suspension • Protection • Set-up • Tyres • Training
RUST DOES THE WE TWO DAY ENDURO –
In association with Freestyle Bikes
ests; one direction on uch everlasting ruts – part one of our W2D ers)…
ELSH – Part1
www.freestylebikes.co.uk
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ISSUE #1 Introduction to RUST Magazine. 2015 KTM 250EXC vs 2015 Yamaha WR250F shootout. Trail test of the Chinese made WK400 Trail and columns from Chris Evans, David Knight and Gary Freeman...
ISSUE #2 The 2016 Beta ranges tested. W 2016 Motocross Pitgirl rounds up Season, plus co Melber and Ric
ISSUE #7 Interview with David Knight OBE. What happened to the KTM 690 Adventure? Dispatches – In praise of the Honda CRF250L. The Michelin Anakee Wild adventure tyre. Chris Evans...
ISSUE #8 Yamaha’s ‘new’ the Royal Enfie adventure bike, miles off-road o The Adventure Handbook – 7th
HONDA CRF1000L AFRICA TWIN SPECIAL EDITION RUST gets the exclusive world’s first test of the new Honda CRF100L Africa Twin!
HUSQVAR ENDURO/S SPECIAL E Test of the new Enduro and 70
and KTM model Warren visits the s of Nations. p the 2015 EWC olumns from Si ck Kemp...
ISSUE #3 THE 2016 Husqvarna model launch. The KTM 250XC-F tested. The Suzuki V-Strom 650 and Pitgirl’s analysis of the 2015 EWC Season. Columns from Chris Evans, Gary Freeman and Si Melber...
ISSUE #4 Race test of 2015 250EXC and 2015 Husqvarna TE350 on the Grappe de Cyrano. Testing the Honda CB500X Adventure. Pitgirl on beating the offf-season blues and columns from JB and Gary Freeman...
ISSUE #5 JB’s Instant Factory Set-Up – Suspension for the amateur rider. TRF main-men Mario Costa Sa and Greg Villalobos interviewed, plus columns from Rick Kemp and Si Melber...
ISSUE #6 JB’s first editorial. Interview with Jonny Walker. Dispatches – The TRF answers back. Profile of Patsy Quick, boss of Desert Rose Racing. RUST long-termers Pt1. Tested – Products for the Honda CRF250L. Gary Freeman column
DUEL TWO RIDERS, TWO KTMS, ONE TITLE...
Issue #8
issue #9
’ WR250 tested, eld Himalayan , Iron Men – 3000 on Harleys! Motorcycling h Edition.
ISSUE #9 Duel – Two riders, two KTMs, one title, Ivan Cervantes and Matt Phillips battle it out. The Yamaha IT490, 40 years on. Tested – Kit reviewed by Josh Snowden...
ISSUE #10 700KM on a KTM450EXC. Looking for Mexico with Thomas Wielecki. Tested – Warren and JB on the latest kit, plus a column by Chris Evans...
ISSUE #11 2017 KTM model range tested. EnduroGP the new face of World Enduro by Pitgirl. Gary Freeman with more MX insight...
ISSUE #12 Heritage – The BMW R nineT tested. Dispatches – Too light, too fast, too good looking? Travelling across the Alentejo region of Portugal on a KTM 450EXC...
RNA 701 SM EDITION w Husqvarna 701 01 Supermoto
YAMAHA WR450F SPECIAL EDITION RUST tests the all-new Yamaha WR450F in the hills of Andalusia, Southern Spain...
2016 BMW GS TROPHY SPECIAL EDITION RUST joins the GS Trophy riding across Northern Thailand on board the latest BMW R1200GS
MADAGASCAR SPECIAL EDITION JB joins the Touratech United People of Adventure expedition to the island of Madagascar...
2017 BETA RANGE SPECIAL EDITION JB braved the heat and went to Beta’s home town just outside Florence to test ride all the latest 2017 models...
Video
www.youtube.com/watch?v=mVYqp3biTnc
www.youtube.com/watch?v=a0K02x9reL0 2017 KTM MODEL RANGE LAUNCH Warren Malschinger and Josh Snowden go to Portugal to ride the extensively redesigned 2017 KTM enduro range...
www.youtube.com/watch?v=54lfOS3nMtE STILLWELL PERFORMANCE Alan from Stillwell Performance explains their A-Kit tuned forks for RUST Magazine’s long term Husqvarna TE300 and KTM 200EXC test bikes...
2016 BMW GS TROPHY THAILAND Montage of scenes from the South-East Asia GS Trophy featuring comments from Kurt Yaeger, Tom Wolf and our man Jon Bentman...
www.youtube.com/watch?v=HQBn2qbfopY THE TRAIL RIDERS FELLOWSHIP Read the story behnd the ethos of the Trail Riders Fellowship in RUST Magazine Issue 5 available FREE on the website www.rustsports.com
www.youtube.com/watch?v=HX4-14sIoHE 2016 HUSQVARNA LAUNCH Warren, JB and Si give us their views on the latest Husqvarnas direct from the Wealdon Off-Road centre down in deepest Devon...
www.youtube.com/watch?v=_L8ePyI2E4M 2016 V-STROM 650XT Seve Hacket explains the revisions to the Suzuki 650 V-Strom in order to make it more suitable for all-out adventure riding...
www.youtube.com/watch?v=9oHMTpB0RNw 2016 HONDA AFRICA TWIN Exclusve first test of the new Honda CRF1000L Africa Twin... Read the story in the RUST Magazine Special Edition at www.rustsports.com
www.youtube.com/watch?v=mLpIT6Z-ACQ 2016 HONDA AFRICA TWIN Jon Bentman discusses the finer points of the new Honda CRF1000L Africa Twin with Tom Myers of Touratech USA
www.rustsports.com Visit www.rustsports.com for the latest video content, social media feeds and issues... To view any of these videos just click on the link below the thumbnail to go direct to the Rust Sports youtube channel...
www.youtube.com/watch?v=6XEkJabHLi4
www.youtube.com/watch?v=QrOoVPEKiE JONNY WALKER INTERVIEW JB asks the extreme enduro specialist some pertinent questions about his rivals Graham Jarvis, David Knight and in-race hydration...
www.youtube.com/watch?v=gvyUxbymuMU DESERT ROSE RACING Patsy Quick and Clive ‘Zippy’ Town talk about rally navigation and latest Dakar weapon the 2016 KTM 450RR Rally bike...
www.youtube.com/watch?v=yriJw_FU910 2016 YAMAHA WR450F JB tests the new Yamaha WR450F in the hills of Andalusia and finds that it’s packing some heat and demands a good deal of respect...
www.youtube.com/watch?v=8l54XQOYoPo 2016 HUSQVARNA 701 Testing the new Husky 701 Enduro and the 701 Supermoto on the road and on the track...
www.youtube.com/watch?v=ooPAurYxQzY 2016 KTM MODEL RANGE LAUNCH JB, Warren and Si brave the intense heat in the British countryside (I know...) And tell us their three favourite bikes of the day....
www.youtube.com/watch?v=ntK07I63tuA HONDA CB500X ADVENTURE Jon gets an exclusive ride on the Rally Raid Products latest adaptation of the CB500X for the adventure riders out there...
www.youtube.com/watch?v=x_co4hGeECA SUPER STADIUM MASH-UP Pitgirl gies us her rundown of the 2016 Superprestigio and Superenduro season...
2016 BMW GS TROPHY THAILAND Kurt Yaeger describing the journalists attempts to ride up a massive mud slide on the journalist only first day acclimatisation ride out...
Contact RUST is brought to you by: RUSTS SPORTS LTD www.rustsports.com Warwick House The Grange St Peter Port Guernsey GY1 2PX
Editor: Jonathan Bentman editor@rustsports.com Designer: Andy Riley Contributors: Chris Evans (France), Warren Malschinger (Guernsey), Josh Snowden (UK), Georgia Wells (UK), Gary Freeman (UK) Commercial Manager: James Linane james.linane@rustsports.com Managing Director: Warren Malschinger Copyright: Rust Sports Ltd. All rights reserved. Reproduction of any part of RUST is prohibited without the express permission of Rust Sports Ltd.
Photo credit: Marco Campelli
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