Thumperfest!
THUMPERFEST!
CW COMPARISON
When it comes to four-stroke enduros, one size does not fit all
JIMMY LEWIS
MY FRIENDS HAVE A SAYING: "Know your size." It's usually uttered to prevent you from doing something really stupid, such as getting in a fight with a 6-foot, 4-inch martial arts master, trying to jump a supercross triple on a minibike or buying an Open-class enduro that will impress your friends in the garage but land you on your ass out on the trail.
It’s a good rule of thumb to know your size. And with the seven bikes assembled for Cycle World's 2000 Enduro Thumperfest, there is no better way to decide which is best-best for you, that is. Each of these four-strokes is a good set of handguards away from perfection; the question is, are you the right rider for the bike?
Since we don’t shootout riders here, we’ll let the characteristics of the bikes make the call. We rode all seven in every g ^ . conceivable condition from sand dunes to dusty desert whoops to tight, twisty single-track in the mud, rocks, roots and even snow to arrive at our results. We even raced the trailbikes and trailrode the racebikes. One thing is for sure: In this group, there’s a fix for every addiction, provided you’re mainlining straight gas, not premix.
POWER TRIP
Power-it’s all about power here. With seven different flavors served from mild to wild, there’s never been so much horsepower on
VOR
503 ENDURO
$7750
A Motor, motor, motor A Not as big or as "Euro" as it looks owns v If we can't have electric start, can we at least kick in gear? V If it's daylight, it must be time to change the oil v F-i technology, F-i price
the enduro platter. Starting with the least endowed of the bunch, you have the Suzuki DR-Z400E. Not that it’s slow by any means, it just keeps fast company. The short-stroke Suzook is super-snappy right off idle, thanks to its pumper carb, builds quickly into a solid midrange and pulls pretty hard on top, too. It can be ridden anywhere in the rev range and is fast for a 400, yet it’s always friendly. Extra credit to Suzuki for selling a rideable package with no restrictors to pull or jets to change. Unlike the Honda and Yamaha (both of which are sold plugged-up), and the noncompliant European bikes, the Suzuki meets 49-state offroad emissions and noise standards as delivered.
One step up the power ladder from the Suzuki is the Yamaha WR400F. Snappier even than the DR-Z and distinctly un-Thumper-like, it lacks bottom-end in this group.
KTM
520 E/XC RACING
$6948
A Light, slim, sexy, agile, peppy, powerful and electric starting A Need we say more? owns V Not one, not two, not three, but four oil filters V Pushing $7K `Sold out!
The Double-0 WR is healthier through the midrange than last century’s model, but lacks top-end steam compared to the new YZ426 motocrosser. Blame the cam timing mostly. Slightly slower than the bigger bikes, the WR never feels that way due to the revhappy nature of its motor-after removing the exhaust baffle and throttle stop, of course.
The other mid-sized bike in this comparo is the Husaberg FE 400. But riding the Swedish machine, you never think that it’s “just” a 400. It plain barks off idle and rips through the midrange. Once it gets on top, however, the FE’s potent power pull tapers off. It’s fast, hanging tight with the bigger bikes in roll-ons and drag races and not losing an inch in the trees, but it’s still a 400.
Moving up to the bigger bikes, you have the long-stroke stylings
of the Honda XR650R and Husqvarna TE 610 to keep traditionalists happy. The Husky is a bigpower-pulse, slow-revving, un-snappy motor, brewing torque throughout its rev range. There’s never a need to whip the clutch, and you needn’t be concerned about stalling or being two gears too high. Just roll it on and let the motor do its thing.
The XR, on the other hand, has a significant
HUSQVARNA
TE 610
$6399
A Traditional Thumper power A New narrow layout A Big guy's bike owns V High lefty kickstarter V Is that an earthquake or is it just the Husky vibrating?
amount of oomph right off idle and through the first half of the powerband. Yet you can lug it and the motor will pull right on through to the upper revs, where there is absurd power.
The XR’s is the strongest motor here, no doubt; unfor-
tunately, it has to pull the most weight, too. Incidentally, we tested the Honda with the exhaust baffle and intake restrictor removed and the main jet upped to a #175 from the Stocker’s #125 with the needle raised two positions.
Lying in the middle are the KTM 520 E/XC Racing and the VOR 503 Enduro. At 510cc, the KTM takes the snappiness of the WR, blends in a more traditional four-stroke thump and then screams with a blur of power on top to its 11,000-rpm redline. Smokin’! It’s a tad light on flywheel weight, so it will stall if you’re not careful, and it feels more
like a 400 at lower rpm, not giving you the power 'til you’re good and ready for it. But from a quarter-throttle on, the 520 rips like no Thumper we’ve ever sampled. Like a 400, but with big-bike power to spare. It’s so powerful, in fact, that for anything but the fastest terrain, or a beefy rider, we’d recommend the 400 E/XC over the 520.
It’s not surprising that the VOR is the fastest bike in this comparison. Its middle-of-the-road 503cc powerplant has a traditional four-stroke pull that oozes torque with plenty of grunt at any rpm. But it’s also got a top-end song that will turn the heads of Formula One tuners, thanks to its trick, gear-driven single overhead cam. And the traditional roundslide 36mm Dell’Orto carburetor provides crisp response that rivals a pumper carb.
CHASSIS SAVVY
If you think these seven bikes’ engines are different, get a load of the variety in their chassis, handling and suspension. On one end of the scale, you have the Husky. It’s a long, stable, heavy bike that would rather go through or over things than around them. But speed it up to a more flowing pace, especially where the motor is humming along, and the TE’s outstanding stability makes it a joy. Its suspension is plush, yet it’s set-up to hit stuff that on other bikes you’d avoid. Plusses for the Husky are its traditional snagless footpegs, and the size and layout of the bike (much thinner than previ-
ous Husky TEs), which favor larger riders over 5-foot-10.
We’d rate the VOR similar in character to the Husky, but with a much lighter feel. It turns a tad quicker and feels more nimble, due in part to the motor. Another plus for the VOR: The flexy front end that pestered us on the motocross model didn’t appear on the trail. On the downside, the VOR doesn’t hide its footpegs as well as the Husky. The suspension is great in low-speed hits, but tends to blow through the high-speed valving.
The XR650 is the heaviest bike in this collection, wide through the tank and seat. Yet once you’re up to speed, you’re surprised by the light, agile steering. The new aluminum frame’s enhanced rigidity gives the front end a grab that rivals that of MX bikes. Don’t get too excited, though; as plush and balanced as the suspension is for off-road duty, it bottoms pretty hard on jump landings. For Baja racers, the stock settings will allow full-speed runs, and for the trail rider all-day comfort. But be forewarned that the rider compartment is a bit cramped. We swung the handlebar way forward in the clamps and still wanted more.
Ever the racer, the Yamaha is set-up on the stiffer side in this group. Its motocross suspension with enduro settings
gives a precise, rigid ride, and always lets you know what is going on underneath your wheels-the faster you ride, the better. A bit top-heavy and a bit wide in the tank, the WR has more of a big-bike feel to it than the other 400s. As such, it seems heavier than its 260pound dry weight would suggest. Trail riding the WR can make a long day’s ride a long day. Yet it is the setup you need to get the job done with confidence in competition.
HUSABERG
FE 400
$7068
A Flyweight A 501 bark from a 400 `~owns V Steep price V Stiff, racy suspension v Captain Nemo graphics
Surprising is the Husaberg. Especially compared to models from just a couple of years ago, the new layout gives the FE a much more compact feeling without being cramped. Add to this a much more agile feel, lighter steering
with better bite in the turns and amazingly improved stability, and there is very little to complain about.
At 237 pounds, the Berg is the lightest bike in this test, which has its advantages, particularly while knifing through tight twisties. Even when things get rough, rocky or bouncy at race speeds, the rider’s confidence remains high because the FE never feels heavy. You can move all over the bike and put it wherever it needs to be. The suspension is geared for the more aggressive rider or racer, and as such, the FE is the closest to being motocross-able right out of the box. Yet it remains acceptably plush for negotiating slimy rocks, skipping across big whoops or tracking into an off-camber tum. An impressive combination.
The DR-Z’s heritage is apparent in its typical Suzuki light, agile feel. Yes, even for a 275-pound, electric-start bike. Suzuki must have special bearings or something because steering effort is minimal, and roosting through ultra-tight turns is never a problem. Comparatively soft in its suspension settings, the DR is set-up for the recreational rider and will go all day without beating you up. It has a springy feel and uses most of the stroke but remains plush everywhere. We stiffened up the compression at both ends four clicks; expert riders and novices alike smiled at the settings. Due to the bike’s small stature, most riders felt they could ride the wheels off the little DR-Z, and with a little more stiffening it would race as hard as any of the other bikes.
Which leaves the KTM. Simply stated, the Austrian bike is on another level compared to the rest of the machines in this comparison. It is truly the first production Thumper to feel like a two-stroke in size and agility. It’s hard to believe that it’s a four-stroke you’re riding, let alone an Open-class with every bell and whistle. The footpegs are high, there’s
plenty of ground clearance, it’s super-narrow and super-light, and you can throw it around easier than any bike here, except maybe the Husaberg. The suspension is extremely versatile, tackling everything from full-on race speeds to trail plonking quite well. The linkageless rear suspension didn’t draw anyone’s attention; it just absorbed the bumps like a linkageequipped bike, supple on the small stuff and not bottoming too much on heavy hits. The fork was equally impressive.
Overall, the light nature of the E/XC lets you put it wherever you want to, helped no doubt by its Suzuki-light steering. The only downside is that the front end is perhaps too light. Thanks in part to the snappy power delivery, it’s hard to keep the front end on the ground! KTM combated this by placing the handlebar in the forwardmost of the top triple-clamp’s four positions, helping the rider keep his weight forward.
NITS & PICKS
Good as the KTM is, consider it a high-maintenance machine. Especially that super-wide-ratio six-speed gearbox with just 1200cc of oil capacity and an undamped clutch. Figure on frequent oil changes. And we’re confident in our masculinity when we say the 520 may be too powerful for most conditions. Remember, KTM also makes a 400 E/XC. Also, the Austrians are adamant that their E/XC Racing models are just that, so all those hoping to hang a set of blinkers on and go dual-sporting need to dream on.
Pretty light on the complaint list is the VOR. Typical of an Italian bike, it’s expensive-at $7750, the priciest bike here. But with a motor like that, you get what you pay for. Trust us! Also, even more than any of the other bikes, the VOR is high-maintenance. Not only does it
have a minuscule 1300cc of oil capacity, it has a voracious appetite for the stuff. You’ll also have to explain what VOR means (it’s an acronym for “Vertemati OffRoad”) every time you go riding with someone new.
While we’re picking on the high-maintenance bikes the Husaberg fits right in.
As with the KTM and VOR, changing the oil every ride is the price you have to pay for high power
and light weight. Aside from that, our only gripe concerned the suspension being too stiff for non-competition use.
The DR-Z’s penalties arose from its small size, cramping riders over 5-foot-10, and from an upward-sloped seat, which made it hard to slide forward when climbing hills.
“Heavy” is right at the top of the list of complaints about the XR650. Honda may have put Performance First, but Weight came along for the ride. The XR should at least have an electric starter at this poundage! Especially considering
HONDA
XR650R
$5699
lJps A Big power A Legendary durability A Solid handling owns V Big weight V Where's the electric starter?
that it takes some leg muscle to get it running. Though weight was a concern on the Husky, its biggest stumbling block was its high, leftside kickstarter, which some found impossible to use. The Swedish-
to use. tumed-Italian machine was the only one on which vibration bothered riders. Also, limited steering lock made brake-sliding tight turns a prerequisite.
The Yamaha got hit hard for its noise; how LOUD must we complain that the unplugged WR is just plain
obnoxious?! The Euro-bikes are quiet yet powerful, so is our complaint falling on deaf ears? Without the aid of an automatic decompression device, starting requires a bit of a drill, md with its pumper carb, the engine is easy to flood.
WRAP IT UP, ALREADY
How quickly things change on the four-stroke scene: Last year we were championing the WR, and this year it sits more toward the bottom of our list. It’s too much of a motocrosser to be an enduro bike, and too much of an enduro bike to be a motocrosser. Trying to do too much A
SUZUKI
DR-Z400E
$5399
A Finally a good, all-around, electric-start dirtbike that's not just for girls A Great off the showroom floor, and just a few hop-ups from race-worthiness `~owns v DR-Z doesn't spell "KTM" v All the new Thumper riders who will never know what "TDC" means
and lacking focus hurts the WR. Those craving two-strokestyle power and a solid racing platform will enjoy the indestructible WR. And you get the best brakes as a bonus.
The Husky is also showing its age. Though the bike has improved by leaps and bounds over its last twin-piped, wide-waisted brother, sticking to tradition has left it behind the curve of Thumper Evolution. That’s not to say loyalists won’t laud this bike as the best Husky Thumper ever. And try telling that to Anders Eriksson, the 500cc+ World FourStroke Enduro Champion. He rides a TE 610.
The Husaberg and the Honda fall in the same category: too specialized for an all-around winner. Take that to mean they are the best at what they do. Say “Baja” and there is only one answer-the XR650. All day, fast or slow, the XR gives comfort and unsurpassed power-and without a worry in the world about working on the thing. It just keeps running and running and running. The Husaberg is a featherweight racer that craves going fast. If you sign an entry form before every ride, see your Husaberg dealer first. But know that racing can be expensive; it’s $7068 to start.
The VOR comes close, but then in typical VOR fashion
has a couple of loose screws-and those would be rusty, cross-threaded wood screws at that. The motor is pure magic, and the handling and suspension aren’t too shabby, either. The idea of a small group of guys building a bike where everybody is involved with the whole project is wonderful-so what if the small group agreed on non-primary kickstarting, minimal oil capacity and bolting the frame together?
Suzuki has hit the nail on the head with the DR-Z. It has upped the stakes in the middle-displacement Thumper class by adding electric starting to a solid all-around package aimed at the average rider. For the vast majority of off-roaders, the DR-Z is the best choice. It’s not sold out (yet), it’s priced right and it incorporates the “magic button” without a penalty in performance.
The winner here is obvious: KTM has rewritten the book on what a four-stroke can be. Similar to the shock waves of the YZ400F MXer, the E/XC Racing is charting new ground in the enduro field. Have we even mentioned that it’s electric-start? Icing on the cake. The only real down-
side is limited availability; unless you’ve got one on order, you’ll be looking at 2001 (or maybe later) before you can get your hands on one.
The KTM is such a solid, well-rounded package that we can’t wait for the response from the other manufacturers. In the meantime, though, be sure to know your size. Because when it comes to Thumpers, one not fit all.
YAMAHA
WR400F
$5899
A The revolution started here A Best choice for ex-MXers ,owns v Starting to show its age v Minor updates are too minor v Bring earplugs
