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Max Ansties Husky

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British media guys Dave Willet and Adam Duckworth have started up their very impressive MotoHead magazine, which can be found by downloading the MotoHead magazine App at: Apple App store: http://apple.co/2evTvpv, google Play store:: http://bit.ly/2fgFZo9, or amazon App store:: http://amzn.to/2fA0g6e.

Check out the feature on Max Ansties Factory Husqvarna below. One of the many features in the latest issue of MotoHead.

Max Ansties Weapon

Even though Husqvarna offers its factory riders a wide range of options in terms of engine parts and spec, there is definitely a consensus when it comes to the 250F as both Max Anstie and Thomas Covington setted on the same engine specifications and even suspension components. The bikes even look identical except Max runs a fan on the right side radiator.

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But once under way, it’s easy to tell the suspension setup is a little different. Max has a harder setting across the board with a higher rear end. Covington’s bike is softer at both end with a lower back end as he runs more free sag. This lower back end actually made the sand riding easier as you want the weight back and the front end light. Lommel is where Covington trains the most so that could explain it, or perhaps he just likes to steer a little more with the rear wheel.

I found Max’s suspension more to my liking as the bike felt more level and solid. It was actually a bit harsh feeling, probably a result of him running stuff suspension Stateside for years. It’s still firmer than stock but I remember riding Marvin Masquin’s bike which was solid and you really had to ride fast in it to get the suspension working. This isn’t the case with either Huskies.

The two bikes also have a different clutch lever pull and bite at different points, all down to rider preference. Husky have different size master cylinders available so a rider can tweak the feel.

The power is just incredible. It pulls from nothing and keeps pulling. I was riding one of the gnarliest sand track in the world and the bike didn’t struggle at all and trust me, I buried it a few times as my sand riding skills are a little rusty!

I liked the midrange hit on the motors as it gives you the opportunity to flat-land in deep sand without the motor bogging. But the most impressive thing over stock was how long it revved on. At Lommel there are a few single jumps which land in deep sand and normally you’d hit the jump fast in fourth then change down to third to get the drive through. If I did kick down the gears, it would pull through but the bike revved so far you could leave it on third on take off, landing and also all the way to the turn and even through the sweeper.

The throttle response is spot on with instant power on tap and no throttle lag. Even in the sand you didn’t need really to use the clutch. When choosing a rutted line into the corner which has lots of braking bumps, you could just play the motor right off the throttle and leap over them. Even in third gear or shifting down to second as it revs so well through the range. It’s an awesome engine – way better than the stock motor which is already very potent.

And even the brakes on the bikes were incredible – you really could instantly come to a halt. It’s like Husky took the bike and just made everything a bit better everywhere. Or a lot better, in terms of the engine. Apart from Cooper Webb’s victory on a Yamaha in the USA and Dylan Ferrandis giving Kawasaki a win in the Czech Republic, every other MX2 GP of the year was won by a bike made in Mattighoffen and it’s easy to see why.

Download the MotoHead magazine App at:
Apple App store: http://apple.co/2evTvpv
Google Play store:: http://bit.ly/2fgFZo9
Amazon App store:: http://amzn.to/2fA0g6e

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