Up front, the 45mm Marzocchi Shiver fork is a lot more compliant and exhibits less of a tendency to pack into the mid-stroke or feel harsh. It is also very tunable, with the compression and rebound adjusters making a noticeable change for every click or two. We ended up playing a lot with the rebound for the slippery and rocky terrain, trying to get the most out of the softest, extended part of the stroke, then dialing in the compression to get the right feel. In tighter enduro conditions, the fork is on the stiff side of the spectrum; but you will be able to handle the grass track or MX sections of a hare scramble just fine, as big hits such as whoops, water bars or outright jumps can be safely tackled thanks to a very progressive nature that is welcome at race pace.
The shock was easy to tune simply by lightening the rebound. We got better traction and a more-supple feel. With the addition of external high-speed damping adjustment, you no longer need to fear the Sachs shock. It seemed quite progressive. After only a day on the suspenders, I thought they felt broken in with very little, if any, stiction and damped as well as anything available. Another benefit of the revised suspension setting is the bike's feeling a little lighter on its feet compared with last year's model, especially on tight, rough trails.
The electric-starting TE now comes with an auxiliary kickstarter, but we never touched it. The Husky 450 didn't jump to life right away as most other E-start bikes but instead spun a few times. Plus, it didn't like to have the throttle turned while starting hot; just crack it, and it fires right up. Once running, the Keihin carburetor makes a difference. The TE idled more easily and came off idle more carefree. And the bottom third of the power spread is a little lighter and more controllable. While it doesn't seem to have as much outright low-end torque as last year, the Husky still pulled with plenty of authority and was more linear in the bottom half of the power spread. It revs quickly but not too fast, so it puts as much power on the ground as possible rather than throwing it up in the air in the form of roost--even if the rider gets a little jumpy with the throttle. The TE pulls for a long time and has healthy overrev, even if it doesn't feel as if it revs out as far as some other 450s. All the while it stayed quite quiet, courtesy of a spark-arrestor-equipped muffler. The clutch was a little odd, with the pull starting a bit on the stiff side; and the position of engagement tended to vary slightly when being used heavily. It never squealed or got loose; it just was a bit of a bother to those picky about lever or engagement position. According to Husky's Italian technicians (via hand gestures and broken English), this has something to do with oil building up in the basket.
The five-speed transmission is spaced closely in gearing but is wide in spread thanks to the powerband of the motor. Shifting on these bikes was a little tight but loosened after a day and an oil change. You will still not have the range of a bike with a six-speed box, yet it will matter only on the fastest of terrain. Both brakes are as strong and progressive as any of their competitors, but the front stopper squeals a lot. It doesn't affect stopping power but is noisy and annoying. Foot controls and footpegs are right where they should be and tuck in tightly. Nice aluminum guards protect the cases, plus a lower frame rail extends out to protect the footpeg. Another Husky strong point is in the ease of working on the bike. Changing the air filter is a no-tools affair, as the seat comes off with a Dzus-type fastener and the battery tray folds up away from the air filter. You can get to the valves and take a clearance measurement in about four minutes. All fasteners are nice pieces, showing an attention to detail that you'd equate with a Honda, all with an Italian flair for styling that, for some, is even sexy.