If there was a way to put a bike to the ultimate test, entering it in one of the world's toughest races would be a great start. Since Husaberg designed its newest 390cc thumper for just such conditions and to be easier for the regular rider to ride, which seems so contradictory but so true, I thought I'd volunteer myself for the job.
I got a sneak peek at the bike during our 2010 KTM/Husaberg off-road product launch in Washington State held at Straddleline ORV Park. There I instantly found the bike was going to be a great choice for me to try and conquer the Romaniacs, so much so I signed up in the Professional class; the bike gave me that level of confidence.
It was easy to see what Husaberg was up to here with the 390. Building even further on its game of mass centralization, the lighter feel of the 390cc engine is complemented by a lighter crank with a higher level of inertia. The motor shared the same bore as the 450 but goes to a shorter stroke via a longer connecting rod. The camshaft is specific to the 390, but other than that, the Husaberg engines are all mechanically the same in the FE range. On to the chassis and the biggest revision from 2009 is a new triple clamp that extends the offset by 3mm. This is done to give the bike a more stable feel since many riders felt the older bikes were a little shaky at speed. This also calms the turning. The suspension uses the same components but has a setting that is slightly softer than last year according to the valving inside. Big news for California riders is the fact that the bike is now green sticker compliant, and with that comes a headlight and taillight, spark arrestor and a permeated 2.25-gallon fuel tank. There is a low fuel light this year as well.
Fuel injection really makes the bike light right up from the second you push the starter button, and warm-up seems instant. There is no kickstarter, nor have we ever needed it. The bike is always crisp and responsive no matter the temperature, altitude or humidity. The bike has an oxygen sensor in the exhaust. We're not sure if it is actually contributing to a closed-loop system, but the consistent performance would sure make it seem like it is. And FI has a way of making the bike run like even more of a champ-we'll get to that later when we talk about torque.
Now racing it in Romania meant I needed to customize it a little since I had every intention of putting four hard days in the saddle. Husaberg decided to protect the bike with the addition of radiator guards and a cooling fan. It also kitted my bike with a complete Akrapovic exhaust system from the Husaberg PowerParts catalog. I added my customary Fasst Company Flexx handlebar and matching Cycra ProBend hand guards. For the event we ran Metzeler FIM Enduro tires with mousse inserts. We swapped out to a lower seat, mounted my GPS (www.cycoactive.com) and I was thinking I was ready. At least the bike was.
The first part of the Romaniacs was a prologue on an EnduroCross-styled course laid out on a main street in the town of Sibiu. It was flat out gnarly and took every ounce of bike control skill I had to navigate the course safely; I'm not sure how the Expert and Hobby riders were getting through it alive. The Berg shined with its instant throttle response, great ground clearance and protective capabilities as I hit the ground plenty of times in the training session and then even once again in my qualifier. I know there wouldn't have been a better four-stroke to ride this on, and the 390, while moving, doesn't act much heavier than a 250cc two-stroke; you just never have to worry about shifting it since the four-stroke power runs on for so long. The whole time I was thinking, "Too bad this rider isn't able to put the bike in a better position."
But the next day I was going to really see what the bike (and I) was really made of. Firstly, the power is what most riders would be wondering about. It is just like most 400cc machines where it is just about the perfect amount of power to get you through any situation but without any excess to get you into trouble or to show off with. At just about every throttle position the bike puts out as much oomph as the rear tire can grab traction for, and that means the bike is as fast as anything out there, head to head. The short stroke would lead you to believe it lives on rpm. But here is where fuel injection changes things. It is so precise and crisp all the time, especially at lower rpm, that the bike has exceptional torque and luggability that seemed a little excessive for a smaller and shorter-stroke motor. It is notably better than even the KTM 400 (which I rode for a day as well), and that motor I'd characterize more as a long-stroke just to point out the torque character. The Berg will lug down to what seem like 10 rpm and then pull along just fine or accelerate in perfect accordance with the throttle application. Just like the 450 and 570 Bergs, this 390 offers pretty good authority considering the displacement. Even the rider who rode my bike for days two through four of the Romaniacs and had come off of a 570 Husaberg could not believe this bike was a 390. "No way! I'm selling my 570, this is the best motor ever," was his comment. And if the bottom is impressive, the bike builds with a smooth and predictable pull all the way to a screaming top-end pull. It will climb soft hills as good as anything if you rev it.
The chassis is everything we have heaped Bike of the Year honors on the Husaberg for and then some. While the scale might say the bike is just a pound or so lighter than its bigger brothers, riding it you will swear it is more like 10 to 15 pounds lighter if not more. It is like riding a 250F in agility and maneuverability but with more punch than any big-bore 250F. Light weight and good power make a mystical combination a lot of riders are looking for, and Husaberg has captured that about as good as any production bike I've ever ridden.