Husqvarna 360wxc
THE OPEN-CLASS OFF-ROAD STAKES JUST GOT HIGHER
HUSQVARNA 360WXC
CYCLE WORLD TEST
BIGGER IS NOT NECESSARily better. Especially when the subject under discussion is the displacement of single-cylinder two-stroke dirtbike engines. An expert-ranked desert rider racing in the Open class, for example, might feel that a 500cc two-stroke Single is the ultimate off-road weapon, but a rider of average ability trying to maneuver through mud, over rocks and between trees is likely to go a lot faster-and have more fun in the process-aboard an Open two-stroke that doesn’t crank out 60 horsepower.
This is precisely why some manufacturers produce Openclass off-road bikes that don’t challenge the outer limits of two-stroke displacement. Those manufacturers understand that for some riders and for many kinds of off-road riding, a bike that splits the power differences between a 250 and a full 500 offers some distinct performance advantages-advantages that Husqvarna hopes to cash in on with its 360WXC.
Although the 360 is legitimately a new-for-’92 model, its engine is a further development of the 350 Husky two-stroke Single first seen last year. Both engines are based on Husqvama/Cagiva’s 25ÜCC two-stroke motor, but the differences between them are immense.
For one thing, the ’91 350 actually displaced just 260cc, but Husqvarna called it a 350 to clarify the bike’s positioning as an Open-class machine. The ’92 engine, however, has a 6.5mm bigger bore than the 260, and an 11.2mm longer stroke, yielding 349cc-a legitimate 350. But in this case, Husqvama called the ’92 model a 360 rather than a 350 to distinguish it from the 260cc version, and also to avoid any confusion with the company’s 350cc four-stroke models. Besides, with so much additional displacement, the ’92 motor needed extensive design revisions throughout-a new cylinder-head configuration, new cases, a larger-diameter clutch with additional plates, different primary and final gear ratios, and a larger carburetor, to name just a few.
In most other markets around the world, Cagiva offers this new 360 in three versions: a six-speed cross-country, a sixspeed enduro and a five-speed motocrosser. But the bike’s U.S. importer, Cagiva North America, has chosen not to bring any MX models into the States this year, opting instead to sell only the WXC cross-country version here. The WXC can then be easily converted into a WXE enduro model through the addition of an optional $100 kit that includes lights, an odometer and-just to make the bike look official-a set of WXE decals.
Our test bike was an unconverted 360WXC, and from the moment we first laid eyes on it, it impressed us as a deadly serious, competition-quality off-roader. It bristles with topof-the-line componentry, including an inverted Showa fork with 45mm tubes, a large-body Showa shock, a big frontbrake rotor, Nissin brake calipers and master cylinders, and Dunlop D752 knobby tires. No compromises here.
Riding the bike did absolutely nothing to change our high opinion of it. Even starting the engine is much easier than we thought it would be when we first noticed its rather short kickstart lever. But, once we found the pull-up choke lever (it’s hidden by the low-slung fuel tank), one or two swift jabs on the kick lever had the 360 purring happily.
As the engine warms, a first-time rider can get a hint of what to expect just by sitting on the seat, fondling the controls and blipping the smooth-turning throttle. You immediately notice that engine response is crisp and instantaneous, that the level of vibration is exceptionally low, and that all of the bike’s controls seem to work smoothly and feel perfectly placed.
There are no disappointments once you click into first gear and accelerate up through the slick-shifting six-speed gearbox, either. Matter of fact, we were astounded by the 360’s exceptionally wide, wonderfully progressive powerband and the amount of sheer power churned out by this mid-size motor. From right off idle, the WXC flat rips, and it doesn’t quit pulling hard until it simply runs out of revs at the absolute top of the rpm range.
Not only is the 360WXC fast, but it’s really quick, too. A flick of the throttle at practically any engine speed in any gear squirts the Husky forward with eye-opening acceleration. And thanks to gear ratios that seem perfectly spaced and ideally matched to the power output, that hard charge forward continues virtually uninterrupted as you snick up through the gearbox.
Thankfully, the 360’s whoa-power is well-matched to its go-power. When you’re rocketing along the trail and suddenly find yourself right on top of that tight turn that looked so far away just seconds earlier, you immediately begin to appreciate the Husky’s superb Nissin brakes. They’re powerful enough to haul the 360 down to a stop from high speed with amazing quickness, yet are consistently progressive, give excellent feedback to the rider, and require only light pressure on the lever and pedal. And at no time during our test did the brakes exhibit any signs of squeal or fade.
Once you scrub off your excess speed and then need to pitch the bike into that tight turn, the WXC has more pleasant surprises in store. It can be flicked into all kinds of corners, fast and slow, with the ease and precision of a good 250cc motocrosser, despite its 244-pound dry weight. The steering is always light and pinpoint-precise, and quick directional changes are a snap. High-speed stability also is generally good, although the 360 does begin to get just a bit busy when tapped-out in sixth.
Regardless of that minor high-speed twitch, though, the Husky’s chassis is a marvel. Its sophisticated Showa suspension, strong chrome-moly steel frame and beefy aluminum swingarm join forces to produce one of the most solid-feeling dirtbikes we’ve ever tested. Even slamming hard through the nastiest, most ripped-up and rock-infested off-road terrain doesn’t cause the WXC to twist or flex or veer off course. The suspension soaks up high-speed Gload gullies with ease, and irons out endless whoops with the confidence of a one-off factory racebike. The Husky never swaps or kicks, and it always goes exactly where it’s pointed.
Adding to the 360’s overall appeal are lots of thoughtful little design details. Adjusting the clutch lever freeplay is as quick as running your hand over a detented star-adjuster wheel. Throttle-cable inspection and service is accomplished by removing a thumbscrew on the throttle’s access plate. Checking the transmission oil level is as simple as holding the bike upright and looking through a sight glass on the clutch cover. Access to the large foam air filter is quick and simple: Just twist a Dzus-type fastener at the rear of the seat, lift off the seat and airbox water cover, and undo the wing nut holding the filter. Time required? Maybe 10 seconds. Tools required? Only your fingers.
In addition, lifting the 360 onto a stand or out of a ditch is less of a chore thanks to a perfectly shaped grab-slot in the upper part of each side numberplate-a handy feature incorporated into Husky’s entire 1992 line. And the 360WXC is one of the few remaining motorcycles that provide Zerktype grease fittings at the crucial pivot points of the swingarm and rear-suspension linkage.
If all of this sounds more like an advertisement for the Husky 360 rather than a test of it, well, we can’t help that; we honestly haven’t been able to find anything significant to complain about, and neither have we thus far identified anything we would change. Overall, it is one of the most intelligently designed and magnificently capable off-road bikes we’ve ever encountered.
Which leads to the obvious question: Is the 360 the best all-around Open-class off-roader your money can currently buy? Well, that really depends upon your preference of engine types: If you’re a big fan of four-strokes, Husqvarna’s own 610 will probably light your fire more than the 360 will; after all, the 610 shares many features with the 360, but with a thundering, 577cc, four-stroke Single nestled among its frame tubes.
Ah, but if you’re of the two-stroke persuasion, look no farther: The 3 60WXC is ecstasy on knobby tires, a remarkably competent off-road machine that raises the standard of Openclass two-stroke performance to its highest levels ever. Proving once again that bigger is indeed not always better .□
HUSQVARNA
360WXC
$4490
