Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/125801
progressive and actually stops the bike - no fooling around. The Akronts, ligh tweigh t hub and frame geometry provide for a light front end that has no tendency to dig in and goes righ t where you poin t it right now. The full floating rear brakes is equally good, if not better. There is no wheel chattering when braking over bumps or ripples and this wheel contact with the ground means you get brakes. This is one machine where both ends offer really superior stopping power. This is the most striking example, in actual use, of the excellent engineering of the machine. Too many dirt racers overlook or de-emphasize braking whereas, in fact, you have to have good braking to go fast around a closed course. The rear brake pedal is a bit small and you have to have your boot wed in to make sure you're on it with the first stab. The technique comes with riding time on the 450. In case there was any doubt in anybody's mind, the 450 Husky is a big motorcycle. It's not that it's such a handful of power-crazed beat to control, it is just large dimensionally. The seat-peg-handlebar relationship stretches out all but the tallest or longest legged rider. It has a long wheelbase and sits high off the ground. The conclusion of most test riders was that it was not really a fun bike to '" l .... ... N £ ~ ~ w Z w oJ u > u ride. It would do the job but, especially on a motocross course, it took a lot of work on the part of the rider. It was the consensusthat a sportsman rider would be hard put to do well with the 450. It is a bike for the serious Expert, who demands all the power and has all the muscle and experience required to make the big Husky do what it's designed to do: go fast over rough cross-country terrain. Even then, most riders could probably better use the wide ratio gearbox. The top end comes up very quickly in the five-speed close ratio box. Higher gearing would help, of course, but there is plenty of power to warrant a WR gear selection. With the right rider in the saddle, it could probably beat anything on wheels but what it lacks, and the 400 MX ,'V • :", :.)I~ 4..... <. Flat black angina is very tall. but is claered. from tha ground by almost nina inches. The tank 'fitted on the CR model is the s",.lIer capacity motocross tanks. model seems to offer, is that explosive power on tap that has made the Husky such a fierce motocross contender. There's not that much more power (The official c1ain of 46 HP seems very optimistic.) and there's just enough more hassle with the new bike to cancel out the advantages. A summary checklist of the 450 Husqvama features migh t read as Power: quite adequate; follows: Construction and Workmanship: first class; Handling: Uncertain at best; Motocross use: Doubtful; Desert use: Yes; Price: about $1500. Ride one before you decide; it may fit you and it may not. That's why there's more than one make of racing machine.