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The 501cc engine is really strong off the bottom.  Surprisingly, it is also quite smooth running thanks to a counter-balancer running off the crankshaft. We ran it up on the dyno at Witch Cycles and saw that it pretty much matched the renowned master of four-stroke grunt, KTM’s 520 EXC, throughout the whole rev range.  (Click here for dyno charts).

The more observant among you may have noticed there is no airbox visible on the machine.  That is because the  40mm Dellorto carburettor breathes through the frame.  The air-filter sits atop the backbone of the frame just under the fuel tank.  The air is then passed through the frame to the carburettor.

Electric start is provided, a kick-starter is also fitted. Like most of the more competition-based machines the electric start is handy, but can’t always be relied upon.  However it was more reliable than some of the European dirt machines I have sampled, it worked all but a couple of times.  However, it must be said that as I got more accustomed to the machine starting became much easier, as is normal with a dirt based machine.

The kick-starter is on the left-hand side of the machine and is aided by an automatic decompressor. A handlebar mounted decompression lever also helps should everything else fail.

The choke is out of the way under the tank of the machine. It is operated by pulling down and twisting rather than the conventional pull in/out type toggle. You have no hope of operating it on the move, luckily it is only needed to fire the beast from very cold and can be disengaged immediately after starting.

The standard muffler is easily derestricted and provides one of the nicest four-stroke single notes I have heard. In derestricted guise it is not overly loud but it does have enough bark to provide aural appeal when ‘getting up it’.

On the move the six-speed gearbox is a gem, clutchless upshifts are always smooth and positive. However finding neutral can sometimes be a little troublesome.

The 9-litre fuel tank is made by Acerbis and has a fuel tap on either side of the machine. A reserve position is shown on the taps but as I found out to my cost, it is there more for show than use.  There is actually no reserve cell in the tank. Thanks to the kind gentleman who gave me a lift to the service station. Fuel range is less than 100km in most conditions.

Exotic components abound including Magura tapered bars, CrMo frame, 48mm USP WP forks, WP PDS shock and Brembo master cylinders/levers etc.  (See detail shots at bottom of page - click them to enlarge).  Unnecessary extras are kept to a minimum so the machine can tip the scales at a fraction over 110kg dry.

The dash is small and comprehensive.  It offers many functions such as tripmeters and countdown trips to aid enduro navigation and also features an onboard lap timer function.  The buttons to operate the unit are on the left bar, see picture at bottom of page.  On the right bar is another switch that allows the rider to switch between two ignition maps as conditions change.

In SuperMoto trim the machine is an absolute hoot on the street. Every roundabout has you begging to throw the machine in sideways and self-control becomes a premium commodity.  I didn't really want to take it back after my 600km stint with the bike.  But I think my licence is more safe for it...

Down the track we also hope to review the 501 Husaberg as it comes out of the box in the conventional enduro guise. Husaberg also sell a ready to go SuperMoto model called the FS650.

The 2003 Australian Supermoto Championship kicked off at Bairnsdale on March 2nd where Husaberg's Mark Avard took the win in the premier S1 class.  Results - Gallery A - Gallery B - Gallery C - Gallery D - Gallery E - Gallery F - Gallery G - Gallery H