A lot of smaller brands are struggling. They seem to flourish for a time, then suddenly fade with fluctuations in currency exchange rates, changes in company leadership, problems with the suppliers of key parts or the tax laws of their countries. Depending on where a marquee is in this ebb and flow of fortune, going to an off-brand can be as risky as the thrill of an exotic ride is fun. Of the boutique brands, Husaberg has remained fairly steady. Stateside, there has been some juggling of the brand and its importer and issues with durability, especially in the late '90s, but for the most part there has been a solid (if sparse) dealer network and a consistent flow of parts. Now Husaberg has been integrated back under the control of KTM North America, which should further solidify the brand and its parts supply.
Now for the push. KTM is getting behind the Husaberg brand because it wants to strengthen it. It knows the bike has some benefits and appeals to different kinds of riders than its own orange bikes. In fact, the 2008 pricing structure, now a bit lower than in the past, is set to get sales numbers up in the United States.
We got our hands on a fresh 2008 FE550. New for 2008 are some changes in tolerances on the crankshaft and upgrades to the balance shaft and its water pump seal, a recurring problem area we had with our 2006 650. The frame is welded in a new jig for more consistency, and the triple clamp is stronger and lighter, as it is off the KTMs. The ignition has some changes to the mapping, and of course, the bike comes with new graphics. Also, the '08 bikes are sold as a closed-course competition bike, meaning red-sticker in California. The motor meets emissions standards, but it remains red-sticker because the gas tank isn't sealed, a new standard you'll be hearing more about in the future. The Husaberg got an Akrapovic muffler without a spark arrestor and comes without any lights, just number plates.
Even though the delivery is off-road smooth enough, the Berg lunges out of turns when you whack the throttle.
Now for the differences from a "normal" bike, the Berg has the chain and sprockets on the wrong side (right side) of the bike. Meaning the clutch and ignition are on opposite sides compared to the majority of motorcycles produced now. There isn't a conventional airbox, the filter rides atop the large rectangular chrome-moly frame's backbone, the inside of the frame serves as the airbox with the filter located right between your legs where the seat and gas tank meet. Hence, the open space under the seat. There isn't a removable subframe either, and getting to the shock is as simple as on a KTM even though the linkageless PDS unit is centrally mounted on the Berg. There isn't a conventional cylinder but a sleeve mounted in the centercases. And the radiator is a large single unit as opposed to two smaller ones.
It doesn't take long to start liking what the Husaberg has to offer. And that's power. It has a lot of it delivered in complete smoothness or with aggressive snap. You have a great amount of control with the throttle, and just how much you'd like the engine to respond is as simple as twisting your wrist. Much more than most off-road bikes. It feels like it has a very light flywheel when you want the bike to respond quickly, but then it can also torque along and be smooth as if it had a very heavy crank. The throttle-to-rear-wheel connectivity is extremely sensitive and quite good.
The bike channels this power through a well-spaced wide-ratio, six-speed gearbox, but not before you get to control it through a hydraulic clutch with a very light pull, decent feel and excellent durability. It does squeak a bit when it gets hot and from stops, but you get used to it. First gear lets this open-class beast tackle the tightest of trails like a much smaller bike because you won't use the clutch and at low rpm the bike has a very nimble feel. Second through fifth all have an equal spacing jump, plus the motor runs on for so long with the power you can just keep the bike in one gear and let the revs make shifting pointless a lot of the time. Plus, this Berg will take full gas, no clutch power shifts like you'd expect a Formula One car to do. How fast is it? We didn't take our radar gun or the GPS out with us but the FE easily went 100 mph. The tears in our eyes, even through the goggles, verified it. Overall, the Berg is one of the fastest and strongest-running bikes you can buy. It has about all the power you'll ever need and is only surpassed by its bigger brother, the 650, when stock-to-stock power is compared. What's the difference? On a really steep, traction-laden hill the 650 will never stop accelerating. The 550 merely keeps pulling steady whereas most ordinary 450s will lose steam.