Husqvarna 250cr

HUSQVARNA 250CR

CYCLE WORLD TEST

Husky Motocrossers have Always Been Winners. But this is the First that's Been Easy to Ride.

Roll up to the starting gate on a shiny new Husky and a crowd is certain to engulf you. Even diehard Japanese brand riders will be among the wowers. Huskys are beautiful. They are the most handsome dirt bikes produced. No one confuses a Husky with anything else. Historically they have had silver colored frames, black engines and brightly painted shiny-sided gas tanks. Simplicity and lack of clutter are also part of Husqvarna's image. Everything has a function and its function is accomplished in the least complicated way possible. The new 250CR continues this concept of simplicity and beauty.

The brilliant red tank is nicely shaped from aluminum. The sides are polished and outlined in white striping. Also readily noticed are the gold anodized aluminum rims. These are made in Norway by Norwegian Hydro for Husqvarna. The center portion is square shaped and deeper than what we are used to seeing. This depth makes tire changing much easier aj strength. Both are drilledTp^sFiflflocks but none are used. Rim sj^e>*sfrnilar to those used on Sun rims ar^lKirnished instead.

If the owner feels more comfortable "with rim locks they can be used in conjunction with the rim spikes.

The rear rim is a wide 17-in., laced to a new rear hub. This hub has been widened for strength and now has a wider brake area surface, although last year’s lining was used on our test bike. The next shipment or so will be furnished with wider lining as it becomes available.

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To work with the new rear wheel, the 1978 Huskys have a new swing arm. It’s made from the same size and grade of steel used on the frame’s front downtube, that is, big. But because the larger diameter tubing isn’t as thick, Husqvarna says the unit is stronger than before and weighs either the same or a few ounces more, depending on who’s talking.

The chain tension adjusters have been turned around, in effect, and now pull the axle from behind, rather than push from in front. The swing arm assembly rides in needle bearings.

Frame geometry is basically the same as last year’s, with a 29 deg. steering angle.

Frame breakage was a problem on the early 1975 GP Huskys but they say it’s been cured by using thicker-walled chrome-moly tubing in the area round the top shock mounts.

Steering head bearings have been a weak link on Huskys since the first one was imported to the U.S. Until 1975 the caged balls were about the same size as those found on a bicycle. The 1975 GPs used larger uncaged balls which offered some improvement, but hard riders still had some problems. At long last, they have fitted tapered Timken bearings on the ’78s.

Suspension is generous and performs flawlessly. Larger diameter, dual-spring

gas-charged Girling shocks allow nearly 10 controlled inches of rear wheel travel. Spring and damping rates are just right. Husqvarna’s own leading axle forks give a smooth 9>/2 in. of travel up front. These units are spring/oil style, without air caps. After some badgering, the Husky reps said later production models will arrive with air caps, to give the owner some extra tuning possibilities.

In the past, Husqvarnas have been famous for poor fork seals, with too much drag and not enough sealing. The cure has been to remove them.

The ’78 CR has different seals that let the superb forks work without any stickiness, but ours still leaked the third time we rode it. The rubber seal cover wipers also have a small scraper in the top of them to help keep muck out of the main seals. A nice touch.

The forks are held in place by cast fork crowns with rear-set, rubber-mounted handlebar clamps. The rubber is firmer than that used in street bikes but soft enough to reduce vibration reaching the rider’s hand. Perfectly-shaped chromemoly handlebars carry a Magura quick throttle and Magura power levers with covers; all quality hardware.

The same long, wide plastic fenders and narrow seat from last year are again employed. No complaint here. The fenders do their job and keep the goo off the rider,and the seat makes gymnastics easy.

The air cleaner is oiled foam in a cast aluminum housing. It has a bulged plastic cover to allow complete usage of the large filter. Air enters under the seat and the assembly works well. This unit has been proven and is unchanged from last year.

The carburetor is new. The old Bing is out; a 38mm Mikuni is in. The biggest reason for the Mikuni is consistency because of close manufacturing tolerances. This means jetting from bike to bike is more predictable. Another plus is the availability and selection of Mikuni jets and associated parts. Mikunis are also easier for the average person to tune. A Mikuni carburetor has five needle clip adjuster slots compared to Bing’s three.

A new barrel and pipe are also used with the new carburetor. Husky has had trouble with some of the older 250cc cast-in liner cylinders. Cracking between the ports and piston seizures were not uncommon under certain conditions. They claim this has been cured with the all new barrel. The steel liner is now a replaceable item, like they used to be a few years ago, and an all new porting layout is utilized. The new porting, pipe, carb and double reed make the powerband wide and controllable. Horsepower isn't advertised but plenty is there.

The engine is responsive and pulls strongly from down low, but things really start to happen when it gets into midrange. From there to redline, good power is always available. Speed and acceleration is equal to the Japanese MXers, when both are in stock tune.

This good power gets transmitted through straight-cut primary gears to a wet six-plate alloy clutch. Clutch pull is smooth and light. When pulled, it completely disengages and doesn’t grab or chatter. In keeping with Husqvarna’s past practice, primary kick starting isn’t employed. This means the rider has to search for neutral to restart a stalled engine. Not much fun on the side of a rocky hill or in a mud hole.

A smooth-shifting, close-ratio 6-speed gearbox gives the rider a gear for every situation. Ratios are near perfect for motocross and shifting can be accomplished rapidly with or without the clutch.

A #520 chain turns a new 500 x 17 Trelleborg rear tire.

Husqvarna has a habit of making subtle changes throughout the year. As better things are developed and proven they are added to production machines. One of the best changes started showing up last summer—a new kick starter lever. (Finally.) It is the strangest shape one could imagine, much like a distorted S with a friction pivot on the lower portion. Because of the friction pivot, it feels stiff when folding in or out but doesn’t fall out when riding. When in the starting position it completely clears the peg and is long enough to give good leverage. Husky kick starter levers have long been a complaint. At last an efficient one is fitted.

We had a chance to test the CR at several local MX tracks, including Saddleback and Carlsbad. Both are hilly, slippery, bone-jarring tracks that amplify any bad frame or suspension characteristics. Carlsbad’s famous downhill will send any flexible bike into giant tank slappers, which usually end when the rider tastes the ground. Even factory riders sometimes crash heavily coming down it.

The only speed limiting factor on the 250CR was rider ability. Pro to beginner felt safe (as safe as one can down such a hill). The bike goes straight and true through the wallow holes and over the downhill jumps. If the approach to the jump causes the bike to be launched somewhat sideways, it seems to right itself. Part of this excellent handling is a direct result of the larger (in diameter) swing arm.

This strong arm and the 29-deg. rake make cornering a Husky much easier. Older models preferred berms for turning but this new CR is more neutral and lets the rider choose bank shots, flat ground or crossed up slides. All are done with equal efficiency.

Huskys have always had light front ends and this one is no exception. A blip on the throttle is all that’s required to shoot the front wheel into the air. Handy once the operator becomes used to it, a little unnerving for the first-time Husqvarna rider. This lightness also makes it necessary for the rider to slide way up on the gas tank in the turns to keep the front wheel on the ground, where it can steer. The unaccustomed Husky rider best be careful over the first few jumps also. A light front end combined with the fat rear tire makes the bike easy to pull over backward. Longtime Husqvarna riders don’t even notice this tendency and the new Husky rider becomes oriented quickly.

Braking felt better than previous Huskys we have tested. Last year’s narrow linings were fitted, but the large section rear tire makes a bigger contact patch with the ground, so stopping power increases.

Seat-peg-bar relationship is typically Husky: Perfect. Husky pegs have slowly progressed into good slip-proof units. Nothing juts out sideways to interfere with the rider, and the fairly quiet pipe is routed so it doesn’t cook his leg.

Thanks to the fine Motoplat ignition and the Mikuni carb, first-kick starts are routine. The Mikuni allows the engine to run and accelerate smoothly. The boom, boom feel of old is gone, replaced by smoothness, a good trade.

Huskys have always been expensive. They still are. $1850 plus the usual taxes, etc., adds up to a bunch. But a staunch Husky rider will tell you it’s worth it. You

get a bike that has been assembled by one person from start to finish. All metal parts are chrome-moly steel. Most cast parts are magnesium. All bolts are hardened and the nuts are self-locking. First-class tires and rims are laced to big enough spokes. Large cables with oil nipples are stock. You won't have to buy aftermarket fenders, shocks, tank or anything except fork seals. Besides all that. Huskys are beautiful.

HUSQVARNA

250CR

$1815