Where does this leave the Husky 450? It has strong points in every category with its only real issue being weight, as the bike isn't going to be the lightest feeling while riding or when straddling the scale. Since this is the year of the 450 four-stroke, we'll have some comparing to do during our annual Dirt Rider 24-Hour. No doubt the Husqvarna will be there, ready to square off with anything in the class.
TE 250 ($6299)
Little brother was a full-on racer last year, and for most riders that was OK. As long as they kept the throttle pinned and rode the 250cc four-stroke like a 125cc two-stroke, everything was good. Well, now it's better for everyone as a whole lot more midrange and even some bottom have arrived. Tuned for more low-end, the cam timing, revised intake tract, lighter crankshaft and new Keihin carburetor are all altered to provide a boost on the bottom. Success is obvious as the TE 250 is much less prone to falling off the pipe as it did last year; and it has some semblance of torque, even on the very bottom where it was almost nonexistent a year ago. You can actually ride the bike by rolling it on through the power, whereas last year you needed the clutch. And the top-end hardly suffered. If anything, you can shift sooner and keep going just as fast with the new delivery.
All of the other TE traits and benefits carry over from the 450 with the exception of weight and slow starting. Push the button, and the little Husky spins right to life. The 250 actually feels light and has a slightly softer ride, truly a less-stiff setting. This is one bike you can really fling through the woods, and it makes you feel like a hero. It is flickable yet stable--an uncommon combination. Moreover, since everything is lighter, it will fit younger and lighter riders best.
TE 510 ($7199)
At one time Husky was all about the big thumper, so it came as no surprise that the 510 is back. Built as only a special commemorative or "centennial" edition in 2004, the 2005-series 510 engine is a brute. Using the same lower end as the 450 but with 7mm more stroke and an identical bore, it offers up a big difference in power quantity and delivery, especially in bottom-end torque, where lighter riders might just find it too much. How much? Right off the bottom there is a pulse and surge that is a blend of newfound four-stroke rev and plenty of traditional thump. You can feel each stroke, and you can let it work from a very low rpm. On the negative side is the light flywheel. There isn't enough mass to get you out of trouble if you let the rpm sink too low and then close the throttle. The 510 is more prone to stalling than even the 250. But as long as you feed the monster gas, it will chug you through, up or over anything on which it can find traction. It has a true Open-class power delivery, and we haven't described anything but the bottom! From there on up you'll enjoy a slight increase on what the 450 puts out, and the 510 revs just as far. It vibrates a little more in the upper revs and isn't as happy up there as its smaller brothers, but shifting sooner will get you moving plenty fast.
On the handling front, the 510 continues with the brutish feel. Although the scale doesn't reveal much actual weight difference, you have to be ready to ride the bike in the more-technical stuff. The power combined with the added inertia flying around also says, "Open class." It carries itself the same as the 450 most of the time but stiffens up quite a bit when the throttle is opened. And it is noticeably burlier in faster side-to-side stuff. But that doesn't mean out in the open it isn't that much more stable. It will definitely find a place with those seeking more power