Start it up and you'll notice the exhaust noise-or complete lack thereof. The TC's Arrow titanium exhaust system is top-notch, with a sound so subtle you can literally sneak up to people on the track. The best part about the diminutive sound output is you can totally concentrate on other aspects of the bike, such as the motor and handling, without being distracted by the exhaust. Carburetion seemed spot-on from the factory, and the bike literally purrs without hesitation.
Speaking of the motor, it pretty much follows suit with the rest of the Husky lineup. They pump out initial slow-building rpm, a torquey power delivery and a mid-high to top-end acceleration that makes high-speed passing a quiet riot. Is it a rocket? Well, yes, actually it is. It's just hard to tell because it blitzes by at a whisper. Speed isn't a problem with the Husky for sure. What is missing from the package is an initial aggressive hit. Don't expect to blip the throttle when you want to clear a jump. The Husky builds slowly and would rather hit a jump higher on the tach than other bikes in the class. The rule here: Get a run. A mild-mannered motor and the addition of a 10-pound handicap to its competitors make a noticeable difference in performance out of the hole. But get the motor revving and you'll settle in for a nice, smooth ride.
As with a lot of Euro bikes, the Husky mounts require a little time to get used to, especially regarding suspension. It's crucial to take the time and dial it in to your liking. Even when at its best, the fork doesn't act as progressive or as ready to race right out of the box as our Japanese bikes. The Marzocchi units offer decent bottoming resistance but have an initial harshness that needs to be dialed through proper ride-height control and compression clickers. The fork isn't terrible by any means, and part of the reason we pick on it here is because it's opposite a great shock. The Ohlins rear shock is a welcome addition and really steals the show underneath the bike. Its progressiveness is smooth, and it resists kicking up on all but the biggest braking or square-edged bumps. The shock adds another stable dimension to an overall solid ride.
Stability is this bike's best trait, and it comes from two sources. One is the power delivery. The slow-revving high-torque feel the motor pumps out gets the rear wheel going in controlled motion. It doesn't bark and break traction-it purrs and grabs and claws. You really have to drop the hammer with a big helping of whiskey-throttle to get the back end to break loose and chase the front. It simply wants to go straight since the power characteristics tell it to. The second trait contributing to the stability is the weight of the bike. As mentioned earlier, the weight is definitely low to the ground. While this negatively affects airtime and muscling the bike around, it does nothing but help the bike maintain straight-line efficiency at speed. Combine that with a planted rear tire thanks to the rear shock and you've got traction. This also works in corners, especially high-speed sweepers with solid berms. Once the bike settles in the corner, sit back, relax, twist the go-stick and enjoy a great ride. Standing up through high-speed rights and lefts is also a treat. The bike likes to go fast and rail corners thanks to its low center of gravity. Slow, tight and off-camber corners need to be tackled patiently and with as much momentum as possible. This isn't a stop-and-go arenacross machine; it's a railing machine, and it likes to keep up the pace.