Comparison test of 600 sports enduro bikes

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Comparison test of 600 sports enduro bikes

Too much…

…Power? That is impossible.

There is no substitute for displacement, you can’t have enough power – well-known biker wisdom. However, given the current road machine arms race, it is possible to ponder. Does 164 hp in a four-cylinder or 125 hp in a two-cylinder make any sense in the heavy traffic on German country roads? The mind says: hardly. The smaller, weaker motorcycles drive lighter, better, safer and, if in doubt, faster. Nevertheless, sophisticated sports bikes are selling better than ever – obviously there must be something else beyond all common sense.
The situation is similar in the off-road sector, where powerful single-cylinder engines are also very much in vogue. KTM with the LC 4 series and Husqvarna in particular have benefited from the urge for more sporty power in recent years. The practical value of the high-power enduro bikes can of course be disputed. Aside from the fact that both are refreshingly unreasonable, there are other parallels between a 600 Husaberg and a Suzuki TL 1000. For example the extremely powerful engine that makes the front wheel fidget in the air when accelerating hard. The violent banging of the handlebars that now and then multiplies the adrenaline rush. And what could be nicer for the enduro fan than hammering up a long steep ascent with a powerful 600? Or to climb the heights of the pass over curving gravel paths in long drifts? To give the spurs to 60 horses? So much for the subject of unreason.
No sense of reason, no reason, it is thought-provoking that in racing the signs point to disarmament. You can’t deny it, the trend is clearly towards smaller engines. Even in the cross sector, actually a real full-throttle industry, Yamaha is competing for the first time with the extremely easy-revving 400 four-stroke engine against the over-powered 600 and half-liter two-stroke engines. In enduro sport, too, more and more drivers are relying on refusal to perform and reducing the displacement of the 600s with smaller pistons and / or short-stroke crankshafts. Or deliberately change classes in order to switch to the livelier 400s. It is difficult to explain why you can be faster with them in the field. Although absolutely identical in terms of dimensions and weight, a 400 Husqvarna, for example, is much easier to drive than its 600 colleague. It swings more readily into curves and is noticeably easier to maneuver. If you didn’t know better, you would spontaneously guess that you weigh 10 or 20 kilograms less. So the dimensions do not make any difference, neither do the mass, rather it is the lower moments of inertia due to the smaller centrifugal masses in the motor. In addition, with all the technology, one must not ignore the human being: Due to the lower power, the smaller engine is simply easier to control. A day in the field is significantly less exhausting than with a 600, which constantly pulls your arms out.
They may be faster here and there, but the weak-chested 400s cannot offer the ultimate kick of a 600. For a week, the MOTORRAD team in the south of France let three merciless muscle bikes pull their arms out. As always, the recovery phases were short, but the exhaustion phases all the longer. 90 percent of the natural soil came under the coarse tires, from deep sand to stony rock soils, everything that the Maritime Alps can offer off-road fans was included. As is usual in enduro sports, paths or a few kilometers of asphalt were used exclusively as connecting stages. Nevertheless, one should not forget the roadworthiness, after all, the test machines are not crossers. In addition, you want to be able to comfortably drive a few kilometers on the road in between to recover from the hardships of the terrain.
The fact that it is precisely this point that causes great difficulties for manufacturers, on the one hand, to offer uncompromising off-road capabilities and, on the other hand, to comply with road traffic regulations, is once again shown by the test motorcycles. All three are of course delivered with a seal and can be put on the market immediately after going to the registration office. The only catch: More than 17 HP are not possible with this procedure. Anyone who wants to enjoy full power, like MOTORRAD, is best placed on a cordoned-off area or in a kind of gray area of ​​the law, where one or the other approval hurdle can be overcome through individual acceptance tests. The test machines were unthrottled and exhaust-prepared in such a way that they meet the requirements of enduro sports.
Manufacturers should definitely take action on this point in the future. The market can only be preserved if the motorcycles can be legally driven on public roads, which would also create a healthy livelihood for enduro sports in this country and increase the number of interested enduro riders again. The equipment of the test machines also does not quite follow the letter of the law. For example, the KTM has no indicators or mirrors at all, and the practical and robust bicycle speedometer does not comply with the law due to the lack of lighting. The SXC presents itself in a tight sportswear, whereby it should be noted that at national enduro events, as a rule, indicators are even required. At least the KTM is quiet enough to safely pass the technical inspection. The aluminum silencer comes from the Super Competition, with the sheet steel exhaust of the Enduro you might even have to pass the noise regulations of the road traffic approval regulations.
At the Husaberg the formally necessary parts for the road including the turn signals are on, but there is also a problem with the light, but rather loud silencer. There is the possibility of getting an open version with 55 HP in the letter instead of the 17 HP variant, but this would not work with the loud sound of the test machine. The case is similar with Husqvarna, which is also available in two versions, with 27 or 48 hp. For the more powerful version there is an extra charge of 180 marks, for this perforated sheets have to be welded into the silencers.
Compared to Japanese soft enduro bikes, further compromises have to be made when it comes to suitability for everyday use. The fans will hardly be interested in the fact that the light is moderate and that the indicators are barely functional at idle speed due to the lack of stable on-board electronics. Also, that the rubber of the tires with Michelin Enduro Competition, which is good off-road, is rubbed off on asphalt after a few hearty drifts. The seating position is also uncomfortable in the long run, the benches are narrow and tough for soft enduro standards.
Everything looks different in the field, of course, but only the Husqvarna received top marks for optimal ergonomics. Sitting on it and feeling good applies to both big and small contemporaries. The compact Husaberg is tailored to shorter riders, and the heavily cranked handlebars are not for everyone. Because of the sloping bench, you always have the feeling of going downhill. The KTM prefers the tall ones, thanks to the new tank / seat combination it is narrow, but also turned out to be extremely long-legged. Emotionally, you sit on the KTM while you sit in the Husqvarna.
The different target groups quickly crystallized in the course of the test: The KTM SXC is difficult to drive, too extreme, too hard, too rough for hobby riders. It is the first choice for enduro athletes or recreational riders who want to have fun on the weekend in the gravel pit or on the nearby cross-piste. Husaberg also has clear intentions towards sport. Anyone who wants to travel to the Alps or the Pyrenees in a van and is looking for challenges of an extreme nature off-road has come to the right place with the Swede. The Husqvarna is best suited to the needs of both casual enduro riders and street-oriented hobby riders.
I.The test candidates have proven their athletic abilities and their potential in the past; international titles have been won on all three makes. While in almost all other branches of motorcycle sport it is the material that determines victory and defeat, in enduro sport it is more the rider that counts. So in the end there is still one question left open. Is there still too much power? This question can only be answered with a decided yes and no.

Husaberg FE 600

Competitive sport and nothing else – that was Husaberg’s credo from the start. This year’s version is accordingly uncompromising and is only barely equipped for road use. At first glance, not too much has changed compared to the previous year’s model, the news is more in the details. Above all, the interior of the single cylinder has been heavily renovated to improve its stability. The oil pump, which now supplies the crankshaft and cylinder head with lubricant more reliably than was the case with the previous centrifugal oil lubrication, should be emphasized. The oil is pumped to three lubrication points via a main flow filter: to the crank pin, which is still injected from the outside, and to the piston crown and the gearbox. When kicking in, it is now doubly decompressed: once by a centrifugal mechanism on the camshaft, and on the other by a Bowden cable from the kick starter. On request, the smaller tank of the Cross model is available ex works, but it cannot be subsequently exchanged for the enduro tank due to different suspension points. The suspension elements have been updated according to schedule: At the front, the Swedes are now using the 50 millimeter thick, conventional WP fork instead of the previously installed upside-down fork.

Husqvarna TE 610

As a multiple winner of previous comparative tests, Husqvarna did not need to take any action to revise the TE 610 from the ground up. Nevertheless, the Husky is gradually getting on in years, after having had to do without a profound model update for some time. The plans for a new design had to be put on hold because of the poor financial situation. After the sale of Ducati, a lot should improve in the Cagiva Group in the future. The more roadworthy E-Start version TE 610 E with a new engine will be presented in the summer and will be delivered in parallel with the TE from 1998, the engine of which will remain essentially unchanged. In the coming year, the Kickstart-TE will also receive the new frame, which is already being tried out in the Cross-World Championship. For the time being, the TE 610 has to be content with new colors and decors. Even the switch to the 50-millimeter fork from Marzocchi promised in autumn was initially postponed for cost reasons; the test machine still had the thinner 45-millimeter version that had been used in the previous year. Compared to the test competitors, the equipment of the Husky is most likely roadworthy: a large speedometer, mirror, indicators, plus a barely tolerable exhaust sound. Nevertheless, it remains an off-road enduro by nature.

KTM LC 4 620 SXC

KTM is splitting the LC 4 offer further and further in order to gear the individual types even more closely to the wishes of the respective target group. The SXC is the most uncompromising model, intended solely for serious enduro sports. Only built in a limited series of 50 copies, it is a mixture of the Super Competition SC and the Moto Cross version SX. Speedometers, mirrors, indicators and other unnecessary ballast are dispensed with from the outset, but there are practical features for enduro racing: A lightweight side stand replaces the KTM-typical main stand, the small bicycle speedometer complies with the sports laws. Solid hand protectors protect handlebars, levers and hands. The sporty orientation continues with the engine. For reasons of weight, the oil is not passed through the frame, and of course the balance shaft also fell victim to the diet. Together with magnesium parts, the engine alone saved 1.5 kilograms, and the entire motorcycle is 4.5 kilograms lighter than the SC. Practical: The seat is secured with a quick release, like the Husky, and the air filter can be accessed in a flash. The SXC also features the new Extreme fork from WP, with a WP damper on the rear of the test machine. Consolation for those who couldn’t get hold of any of the hotly contested SXC: In the coming year, some changes will be adopted at the SC.

Undercarriages

More important than the drive – surely nobody can complain about the performance – the chassis should be. Anyone who is out and about all day on such killer devices learns to appreciate a gently responsive chassis with reserves for emergencies. Suspension and damping: When it comes to comfort, the Husky is one step ahead. Your Marzocchi fork didn’t have the best reputation in terms of sealing, but it was able to convince in the test without any compromises. She levels small bumps as soft as butter, but there are still certain reserves for deep waves. On bumpy, hard slopes, the front wheel literally sticks to the ground. That creates a lot of trust, especially among recreational enduro riders. There are also positive things to report about the rear suspension, the Husky is not cross-shaped, but enduro-typically soft and balanced. Only top athletes may complain that the husky suspension hangs a little deep on the ropes in extended bumps. You don’t miss hardness in the thoroughbred competitive athlete from KTM. Although the suspension is not that tight and not very progressive at the rear, the pressure damping of the WP fork effectively prevents the suspension from bottoming out even in the open setting. The price: If you roll around while sitting, you get merciless blows in the back, the KTM always wants to be driven under tension and often while standing. A very sporty attitude. In the Husaberg, too, the WP fork is not very sensitive, if not quite as stubborn. The Swedish lightweight convinces primarily when you step on the gas. If the rear wheel alone is loaded, the Ohlins damper really does an excellent job of ironing out any uneven ground. On stony uphill passages studded with right-angled edges, it literally presses the rear wheel against the ground, which provides good grip. Downhill it is not that fun: As soon as the fork is loaded, the chassis becomes unsteady. Steering behavior: In the enduro special stages, time is mainly gained in corners, and there the Husaberg is unbeatable. The handy Swede willingly and precisely follows the wishes of the driver, who can therefore also choose very tight lines. He can also turn in at right angles out of a residential area, which is not so easy with the otherwise neutral Husqvarna, which requires more physical effort when making course corrections. With a lot of concentration and even more weight shifting forward, the KTM rider can also quickly get around the curve. However, the SXC tends to slide out of the residential area via the front wheel. It becomes difficult when there is no adjacent road or the surface is smooth and slippery. Straight-line stability: In this regard, the KTM does not let itself be deterred and stubbornly takes its course, only when braking does the poorly responding fork sometimes give a hint of restlessness on hard edges in the handlebars. The Husky behaves absolutely flawlessly here, with a loose hand it can be directed even over ridged slopes, saving strength. It can be really uncomfortable, sometimes even dangerous to the public, on the Husaberg when the strength gradually wanes after long daily hikes. As soon as you are not driving under the train, it must be kept on course with an iron grip. When braking, she does her best to throw the driver off by sneaking the handlebars. Handling: When driving enduro, straight-line stability is only one aspect, often trial-like locomotion through the most difficult sections is required. Here the Husaberg is the undisputed queen, here she can show off her lightness and low center of gravity. The Husky and, above all, the KTM are getting heavier with their weight handicap of almost ten kilograms. Brakes: Good Brembo standard on all three. Nevertheless, minor differences can be reported. The KTM has a strong tendency to punch at the rear, even when the clutch is pulled.

The engines – who has tears in their eyes here??

With a peak output of around 60 hp, all three engines have sufficient power. But that is where the similarities stop. Starting behavior: Starting aids such as centrifugal deco devices are standard, but only the Husky breaks the resistance of the compression stroke. You can step on the TE without thinking, it almost always starts after one or two kicks. And if you stall the engine in the heat of the moment, the TE is easiest to restart when it is coasting. At Husaberg and KTM, the dead center is still showing clear signs of life, so it has to be kicked more systematically. Unfortunately, the helpful manual deco lever is missing on the Husaberg, after a fall you cannot “pump free” the combustion chamber so easily. Especially since the leverage of the high seated kick starter is unfavorable. Power and torque: The power diagram reveals at a glance: The KTM is awesome. Brutal power in all situations. Similarly strong around the top, the other two in the lower and middle areas are clearly tamer. But the test bench is theory, practical life is different. Implementing the performance of the SXC requires a Kinigadner type of driver. There is no trace of delicate dosing on slippery slopes, for the KTM only full bottles apply. Every millimeter on the throttle is spontaneously converted into violent propulsion. Getting a husky over the mountain in such circumstances is a lot easier. The TE motor hangs on the gas in a softly adjustable manner. According to the test stand protocol, the Husaberg is no pull-through wonder either. Nevertheless, it accelerates out of the corners because of the best power-to-weight ratio and little flywheel mass like the cannonball. Quiet running: The sports driver is generally not bothered when the engine speaks out with powerful vibrations. The LC 4 is, however, a borderline case. Barely tolerable off-road, the fun stops when driving fast on the road. It’s not just vibrations, the SCX shudders grueling and crumbling. Only strong gripping prevents the throttle from turning back in the glove by itself. One tester even complained about vision problems, as even the eyes sometimes swing in speed. Transmission: The six-speed transmissions from Husaberg and Husky offer advantages, so that a greater spread is possible for on- and off-road operation. Off-road, however, the SXC’s five-speed gearbox is also sufficient, the second gear of which is now better connected than on previous models. Unfortunately, it doesn’t shift as reliably, every now and then you get caught in neutral between all possible gears. The Husaberg must be shifted vigorously, but the gears lock exactly. The Husky gearbox is decidedly smoother, and incorrect shifting is practically impossible with it.

Failures and defects

There were no personal injuries this time, here is a brief overview of material damage.Husaberg: At first, the dubious fastening of the radiator panels gave up its ghost. The speedometer cable buckled when it was compressed until it caught on the radiator cover and tore off. The speedometer, the lighting of which kept falling out, didn’t work anyway because the driver on the drive was bent. Annoying: The Kickstarter often got stuck halfway. Husqvarna: By default, the steering head bearings have been adjusted too tight for years, which obviously hasn’t got around to the factory. The spring of the side stand was already bent at the first kick, because the husky was kicked on the stand – your own fault. Far more dangerous: the cotter pins on the brake pad bolts were obviously pulled out from undergrowth or branches, so that the bolt wandered into the spokes. The prudent enduro rider should keep an eye on this spot from time to time. Incidentally, this also applies to the same Brembo calipers from Husaberg or KTM. The soft handlebar, bent after a slight slip, could be straightened with a tube. The rear indicators, which hit the exhaust when jumping, are at risk. KTM: The soft side stand bracket bent on the first day. Vibrations caused the horn to crumble and burn on the manifolds. The exemplary stowed tool bag fell out of its holder because the rubber holder tore. Otherwise, the cleanly processed SXC makes a very robust impression.

First place: Husqvarna TE 610

The Husky is really not sensational. The fact that it is still clearly ahead is thanks to its suppleness: Everything about it works softly, lightly, easy. The motor that kicks in smoothly and is easy to dose even in tricky situations. The reliable gearshift, as well as the easy-to-operate clutch. Or the sensitive, appealing suspension that simply flattens small edges such as large waves. Or the neutral and stable chassis that builds trust. All of this contributes to the fact that the TE can not only be mastered by enduro racers, but also by beginners, saving energy and protecting your stamina. Only professionals will miss a slightly harder punch when accelerating, perfectionists could accuse the Husky of a somewhat sloppy workmanship in detail.

Second place: Husaberg FE 600

The Husaberg is a fundamentally honest machine that does what its rough charm promises. It doesn’t look as pleasing as its two competitors, and many details even appear quite rustic. One could describe it positively as purpose-oriented or function-oriented. In difficult terrain, the agile 600 is unbeatable in this class thanks to its low weight and razor-sharp handling, and difficult trial passages can be bridged effortlessly. But the extravagant Swede can also be extremely bitchy. On fast stretches it tends to be frightening handlebar bangs, which can only be tamed with determined effort. If you want to implement the combination of aggressiveness, handiness and nervousness in fast times, you need strength and courage. The powerful, lightning-fast high-revving engine that turns every acceleration into a hot ride on the cannonball is also not for beginners.

Third place: KTM LC 4 620 SXC

No wonder the SXC didn’t stand a chance in this test, it is simply too extreme. Built solely to achieve points and victories in the hands of professionals, the hobby enduro rider has to make clear cuts. The chassis shakes you mercilessly with less committed driving. In addition, there are vibrations that exceed the limits of what is reasonable in road traffic. The engine power is a case for voluntary self-control: so much power would have to be censored for glorifying violence. Not a single enduro engine is currently so brutal and offers such a wide range of performance. If you want to, you can do a wheelie even in the last gear. To deal with this tremendous force in the field will only succeed. KTM sets standards in terms of workmanship: it is not only the most beautiful, but also the best-made sports enduro.

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