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Husqvarna 510 WMX vs Husaberg 500
CW COMPARISON
HUSQVARNA'S 510 FOUR-STROKE SINGLE, PREVIOUSLY the lightest, best-handling 500cc dirt Thumper around, now has competition. The Swedish-built Husaberg 500, created by three former Husqvarna engineers who helped design the original Husky 510 and who didn't want to make the move to Italy when Cagiva bought the factory a couple of years ago, redesigned the 510 engine and dropped it into an all-new chassis, thereby starting a fledgling motorcycle company.
While the two engines appear outwardly similar, the new powerplant’s changes are numerous. The Husaberg 502cc engine is 10 pounds lighter, 1.5 inches shorter and substantially slimmer than the Husky 503cc engine. Smaller aluminum engine cases wrap tightly around a new six-speed transmission and a new shifting mechanism. And most of the Husaberg’s other engine components have been redesigned for lightness, durability and increased power. The rocker arms and rocker shafts are lighter, the oil filter is larger and the Nikasil-coated aluminum cylinder has a slightly larger bore (92.0mm versus 91.5mm). The stroke has been shorted by 1mm to 75.5mm, and the ignition flywheel has been lightened by 2.5 pounds.
Full-circle crankshaft flywheels replace the pork-chop design of the 5 10, and the waterpump has been relocated from the primary-drive gear to the left side of the overhead camshaft. This location moves the radiator hoses way up, out of the path of bushes and rocks. A single radiator (the Husky uses two, smaller radiators) reduces the number of hoses and Y-fittings needed for the cooling system. The Husaberg’s head and cam cover have also been redesigned, shortening the engine’s height by almost an inch, and its new head features hand-finished ports.
The now-Italian-built Husqvarna 510 engine also has benefited from alterations. Its crankshaft has been rebalanced to lessen vibration; the connecting rod’s small end has a bushing fitted for increased durability; and the crank flywheels have been modified to increase oil flow to the rod. Our test bike, a motocross model, had a five-speed transmission, though the enduro version comes with a sixspeed. The enduro bike also is equipped with a spark arrester, kickstand and Marzocchi suspension, while 5 10 WMX uses White Power suspension.
Many riders dislike big, four-stroke Singles due to the bikes’ reputations as reluctant starters. But the Husaberg and Husky should help eliminate that fear: Both fire to life with one or two kicks, hot or cold.
Dell’Orto 40mm carburetors are used on both bikes, and each of our test bikes’ carbs was jetted perfectly. The engines were responsive and they pulled smoothly at any rpm level. Both engines had minimal vibration despite their lack of a counterbalancers, and both are powerful enough to be competitive with Open-class two-strokes, though serious students of motocross will have an easier time winning aboard the ring-dings.
Shifting has never been a high point on Husky 510s; they shift positively, but the motion itself has always been notchy. The new 510 continues this tradition. Not so with the Husaberg, as it shifts very smoothly, thanks to its new gearbox and shifting mechanism, reportedly patterned after those used on a Honda 500cc GP roadracer. Sintered bronze clutch plates are used on both of these engines; the clutches engage with good progression and they don’t overheat readily when abused in tight going.
The Husky and Husaberg are comparable in weight, too. The Husky has gained a few pounds the last past four years: Our 1987 desert model weighed 248 pounds without gasoline; our 1990 motocross model weighed 256 dry, the gain attributable to a beefed-up rear hub, more-complex body panels and the fitting of an upside-down fork assembly. The new Husaberg weighed 248 pounds without fuel. Both are quite light when compared to something like Honda’s XR600; the Husky is 15 pounds lighter than the latest XR, and the Husaberg is 23 pounds lighter.
A kickstart ATK 604 four-stroke Single weighs 250 pounds (with the electric-start model 14 pounds heavier), about the same as the Husaberg, but both the Husky and Husaberg feel a lot lighter than the ATK. Although light, the ATK is top-heavy and has a tall seat height. The Husaberg masks its weight better, as its 2.2-gallon fuel tank is narrow and most of its fuel is carried on the right side of the tank, just above the engine’s center cases. The Husaberg also has a very low, 36.4-inch seat height, and the bike’s overall size and slimness gives a rider the impression of riding a 250cc two-stroke motocrosser.
The Husky 510 lives someplace between the ATK and Husaberg. Its seat is reasonably low at 37.3 inches, but it feels taller because it is so wide. And its high-mounted fuel tank appears much larger than its actual, 2.4gallon capacity. Sitting on the Husky, a rider knows that he is on a big, four-stroke Single.
On the trail, the Husky retains its big, tall feel. Straightline stability is excellent, but despite a fairly steep steering rake, the Husky requires a lot of effort to turn.
The smaller-feeling Husaberg sets a new big-four-stroke standard for effortless handling in tight going, yet its straight-line stability in sand and at high speeds nearly matches that of a Husky. The Husaberg isn’t top-heavy, it lofts its front wheel with more ease than the Husky, and when jumped, its balance in the air is every bit as good as that of a top-notch motocross bike.
At least part of the Husaberg’s great handling can be attributed to its strong,chrome-moly-steel frame. Largediameter tubes are used throughout, including the bolt-on rear section. But what ties everything together, and provides much of its flex-free character, is a huge 3-inchsquare backbone tube. The tube also acts as an air intake duct, with a foam filter mounted to its left side behind an air scoop. A splash guard around the bottom and front of the filter, and the intake’s high placement, should make the Husaberg excellent for wet riding conditions.
While good, the Husqvarna’s frame wasn’t up to the new bike’s standards. “It’s a Husky,’’ said one test rider familiar with the brand. “The main frame is solid, but the wimpy rear subframe moves around. It actually doesn’t cause any problems, but it doesn’t have the rock-solid feel of the Husaberg.’’
Both of these bikes have quality suspensions, but, again, the Husaberg edges out the Husky. Both have the latest White Power adjustable cartridge-style fork. The Husaberg uses an Öhlins shock, the Husky a White Power unit. As expected, the forks are similar in action on both bikes: Initial travel is a little harsh, but otherwise the forks work well. The Husky’s WP shock has excellent rebound damping, but its compression damping, even set on full-soft, is brutally stiff. Internal revalving is definitely needed. The Husaberg’s Öhlins shock is perfectly valved and sprung; the ride always is smooth and comfortable.
The disc front brakes on these bikes are identical except for brake pads. Both are strong and progressive, but the Husaberg requires less effort to operate, thanks to its softer pads. The Husaberg also has a disc rear brake, while the Husky retains its large drum rear. The Husaberg’s rear disc looks more modern, but the excellent drum on the Husky works just as well. They both provide extremely good stopping power, even at high speeds.
We really liked both of these modern, lightweight, fourstroke Singles. They are both sheer blasts to ride. The Husaberg is more exotic than the Husky, it’s a bit lighter, and has a more-solid chassis and nimbler handling. But, with its list price set at an outrageous $7500, it should be better. The Husaberg costs $3150 more than the $4350 Husky 5 10, and about $ 1500 more than an ATK 604.
Our Husaberg test bike was loaned to us by off-road authority Malcolm Smith. He imported several of the
bikes for testing, and is considering distribution rights. But, at this time, he just isn’t sure if he will be the Husaberg importer. “It’s a great motorcycle,’’ he said, “but its price will limit the number that can be sold here. I tried to get the factory to lower the price so the bikes would be more affordable, but they wouldn’t do it.’’
The Husky 5 10 is an exceptionally nice four-stroke, too. Parent company Cagiva has removed many of the bike’s rough edges, and it costs only $350 more than a Honda CR500 motocrosser, and about $650 more than an XR600R. And our experience with the latest-generation Husky four-strokes indicates that the 1990 editions should
provide many miles of off-road pleasure. The Husaberg, while based on the Husky and appearing well built, is still an unknown quantity when it comes to reliability.
The new Husqvarna 5 10, then, represents a better buy, and is just a shock revalving away from being all the offroad four-stroke many riders will ever need. The Husky’s larger size gives it a more-conventional four-stroke Single feel, and its price should be within reach of most riders.
The Husaberg offers a new direction for Thumpers. Its small size, thin profile, light feel and Gibraltar-solid handling can’t be matched by any other Open-class, fourstroke Single. Expensive and damn-near unobtainable, it nonetheless deserves to be called the new King of Thumpers. IS
$4350
