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We didn't spend nearly as much time fiddling with the Husky's suspension as with the motor. The reason for this is simple: the 250WXE comes with such a fine suspension setup and frame geometry that it works nearly perfect right out of the box. Literally, all we did was set the sag and go riding. Here's the suspension settings we settled on. Sag 105mm. Fork settings: left fork (compression) four in from full soft (full CCW) with a total of fifteen clicks adjustment; right fork (rebound) four clicks in from full soft (full CCW), again with a total of fifteen clicks adjustment. In both cases the owners manual specifies only twelve clicks advertised.

A tech tip for adjusting Marzocchi forks from Don Knight: It is recommended that all fork adjustment measuring start from full open (CCW) rather than full closed (CW). This is because the adjuster is a tapered steel needle that seats in an aluminum orifice. Excessive closing force here (full CW) will deform the aluminum orifice, change the valving and confound the adjustment process.

Showa shock settings found the compression set at eight out from full hard (full CW) and rebound at nine clicks out from full hard (full CCW). Both shock compression and rebound adjustments provided 24 clicks adjustment. The forks come with stock .42 N/mm springs and provide 12 inches of travel. We ran them with stock oil and oil level (SAE 10 weight at 180mm) and found them to be pretty close to what's needed. The rear end comes with a .51 spring and delivers 12.6 inches of rear wheel travel.

Rolling Chassis 
The '96 frame is unchanged from its '95 predecessor, and includes a Honda-like removable, aluminum subframe. Riding position is excellent and contributes heavily to the light-feeling handling. Aside from color and graphics, the '96 body work is identical to the '95 model, which provides a 3.2 gallon fuel cell and full coverage radiator shrouds. The rear brake pads were not up to the chore of wet weather riding, as we wore out rear brake pads in about 70 miles of slogging through melting snow, ice and associated mud. In a long, muddy enduro, you'd have to plan on starting with fresh pads, and probably have to change the stock pads anyway. We did, however, try a set of metallic EBC pads, which exhibited slightly improved wear resistance with like braking action.

Fine Takasago Excel rims are shod with venerable Metzeler Unicross tires which are good performers in many soil conditions. Enduro goodies: A 12-volt lighting coil is found on both the WXC and WXE models. The coil drives the 35 watt headlight and 3 watt tail light, standard on the WXE, both of which stood up to the rigors of our entire Trail Rider test. The WXE comes with the obligatory mechanical odo with a sano cable-saving lower fork leg clamping scheme. KTM riders could easily pirate this clamp for their sleds, greatly reducing potential odo cable failures.

Clutching and shifting--if there's to be any bad news, then this is it.
The Husky comes with the only six speed tranny in the '96 litter, and 14-48 gearing, well suited for our test. A workable steel shifter is up to the task, and provides positive cog engagement with or without the aid of the clutch, even under heavy load. This is fortunate, since clutch pull is fairly heavy for a modern dirt bike, certainly greater than those of other major brands. While the clutch engagement itself is sweet, with a smooth actuation that allows power to be fed in gradually, the clutch doesn't disengage cleanly, and has a tendency to drag, confounding in-gear starts. Problem amounted to this: with the clutch free play adjustment at a minimum (to reduce dragging and aid in-gear starts) the lever position is extremely far from the handlebar, and requires a considerable effort to reach and pull in.

The entire Husky line is chock-full of trick features that promote longevity and ease maintenance chores

At the other extreme, with the free play adjustment a little on the sloppy side, the actuation effort felt much better, however, there was considerable dragging with clutch pulled in, making in-gear starts nearly impossible. Lubrication and routing did little to improve performance. In addition, any change in leverage is essentially robbing Peter to pay Paul--an easier clutch effort inevitably yields more clutch dragging. Perhaps a change in springs might improve things, but we were lacking the time to find out. On the bright side, even 125-like clutch abuse resulted in little change in clutch action or fade.

The entire Husky line is chock-full of trick features that promote longevity and ease maintenance chores. Zerk fittings are found on all rear linkage and swing arm pivot points and a Kawasaki-like viewing window is found in the clutch cover for engine oil level inspection. Airbox access is from the top, after seat removal, and requires no tools to change the stock Twin Air filter. The enduro-sized fuel cell still permits good spark plug and carb access. We completed plug changes without the use of maintenance midgets, and accomplished all carb jetting changes (float bowl and slide removal) by simply loosening the airboot clamps and rotating the carb. A two ring piston should be good for extended top end life, while the final drive benefits from the stock DID 520 O-ring chain. Finally, the Husky owners manual is thorough and well written, providing all required adjustment and maintenance specifications.

SPECIFICATIONS
HUSKY 250 WXC/WXE
Engine Type:            Liquid-cooled 2 stroke
Displacement:           249.6cc
Bore/Stroke:            67 X 70.8mm
Transmission:           Six-speed WR
Gearing:                14/48
Chain                   DID o-ring
Tank Capacity:          12 liters (3.2 gal.)
Carburetion:            Mikuni TM38
Ignition:               CDI, 35w lighting
Forks:                  Marzocchi Magnum 45
Suspension Travel:      305mm
Front Brake:            Brembo hydraulic disc
Front Tire:             Metzeler Unicross 90/90X21
Rear Suspension:        Showa mono shock
Suspension Travel:      320mm
Rear Brake:             Brembo hydraulic disc
Rear Tire:              Metzeler Unicross 130/90X18
Seat Height:            890mm
Wheelbase:              1450mm
Ground Clearance:       370mm
Claimed Dry Weight:     222 lbs.
Sugg. Retail Price:     $4999 (WXC), $5199 (WXE)

Advanced Husky Fiddling:
With the short time allotted to complete the accompanying Trail Rider test, we were more than scrambling for Husky tech info and hot set-up tips to try out before deadline. This quest eventually lead us to Don Knight of Knight's Cycle, who is perhaps the preeminent authority on tricking out Husqvarna bikes here in the US. Knight's experience comes from factory sponsored programs to build Husky race bikes for European enduro competition and the ISDE. Knight's shop built all of the Huskys rented for the Oklahoma ISDE and does considerable R&D work directly for Husky (Cagiva) of Italy. While we were unable to try out all of Don's recommendations, all of the advice we did try proved spot on. As a result, here some of the tricks of the Husky trade and set up specifications that we were unable to get to.

Suspension Knight's recommends 4.0 springs in the fork. Oil and oil level is as follows: the compression leg gets Spectro 85/150 at an oil level of 150 mm. The rebound leg gets Spectro 125/150 with a 190 mm oil level. Damping adjustments are compression, seven clicks from full soft (CCW) and rebound, eight clicks from full soft (CCW). Note that there are no valving changes recommended. For longevity, Knight's builds and sells aftermarket shock bodies and shim stacks for Husky.

Since when can you put a price tag on happiness?  

More of the same advice, and some of the finest Husky tuning work, can be obtained from Don Knight, Knight's Cycle, 611 N. Chrisman Ave., Cleveland, Mississippi, 38732; (601)843-3251