SPECIAL FEATURE
and built a 360cc from its existing 250cc machine. It was hoped that there would be a couple of benefits; to field a bike that would meet the displacement rule with 250cc like power, but the 360 was still not as competitive as hoped, especially against the 360 CZ. A long stroke 416cc version was also tried, with Britain’s Vic Eastwood playing a major part in what was very much an experiment, although by the time the 400 was ready he had already left Husky. During the ‘66/’67 seasons the riders had complained about the 360’s lack of performance compared to the competition, saying the 360cc engine was underpowered and that the ‘bolt-together’ frame handled badly, so in 1968 money was finally allocated to change the crankcase casting and the space was made for a no-compromise 400cc cylinder, which was developed by engineer Tommy Malm. Whilst the Husky boffins were working methodically to get on top of the engine configuration, their 4-time 250cc world champion Torsten Hallman had been chipping away in the background developing a new frame and at the same time, in 1968 and after some 18 months of prototype development, a new welded one-piece frame was introduced, the benefits being it was longer, a little lower and more stable. Finally it looked as if Husqvarna was making significant progress. Other new parts included a new
rear hub, Femsa ignition from Spain and a shorter front mudguard. There was also an improvement in the rear sprocket mount along with a new chain guide system and new style rear brake pedal, with material upgrades to the gearing for increased durability and reliability, new shaft, piston and rings.
best suited at the time, given the circuit conditions. Most riders had to pay for tyres but some, like Åberg, were lucky enough to get them for free.
As with all Swedish and British bikes of that time, the gear lever was on the right with the brake pedal on the left. The kickstart was also on the left hand side.
According to Husqvarna Factory rider Gunnar Lindstrom, ‘the ’69 400 Cross was the perfectly balanced bike; it always started on the first kick, well almost, it had a wonderful torque band, the right ratios, slippery foot pegs, (what were we thinking?) not much of a front brake, and needed extra water protection for wet races, but once you knew the maintenance quirks, it was dead reliable. The bike
As for the engine, well, this underwent even more scrutiny; a major new design that saw five intake transfers instead of three helped On the whole the Husqvarna 400 Husqvarna’s cause massively, although the bore and stroke Cross was pretty much a stanmeasurement was 81.5mm x dard bike pulled straight off the 76mm which actually meant production line and there was it was a 396cc. After just a certainly nothing in the way of few months in development the ‘400’ was finally unMagnesium or Titanium parts. leashed, and as soon as it The front forks were made inleft Tommy Malm’s dyno, it house by Husqvarna and the went down an absolute storm riders were not even offered the with Åberg winning on it first choice of different spring rates; time out at the opening 500cc if the forks bottomed out, the GP of 1969 at Sittendorf in answer was to use thicker oil or Austria, but due to the bore opt for more preload! The rear and stroke, there were naysayers who were convinced it shocks were the British-made was a 405cc! No matter, that Girling units, which came with just one damper setting, although win was Åberg’s 3rd career victory and he went on to win someone like Åberg would have three more GP’s during the had the luxury of trying a stiffseason, the final win coming er spring straight off the Husky at the final round in the deep workshop shelf. Proper factory! mud of Wohlen, Switzerland, to be crowned 500cc World The exhaust was also stock and ran along the left side of the bike. Champion for the first time.
When it came to the rubber it was a case of whatever came with the bike but Åberg mostly favoured Barum, although with no official tyre contract in place he had the freedom to use what he thought was
59