You do know what a Husky is, right? Actually, it's Husqvarna, if we're being 100 percent accurate. Well, if you don't remember Husky, you most likely have a fresh piercing and spiked hair. The nameplate began as a Swedish company famed for building world motocross championship winners as well as some of the first true production motocross bikes, which eventually earned more fame gathering countless off-road racing championships. If you're my age, you remember that all the fast old guys rode and raced the manly machines before the Swedish factory was bought out by Italians. And if you rode a Husky, you most likely just put on your reading glasses or are holding this issue at arm's length and wishing for longer arms (right, Karel?).
So I was happy to hop a plane to New York for the press launch of the Husqvarna models that will be available in the United States for 2005. No two-strokes will be imported; all are electric-start, new-age thumpers. For the off-roader, there are the TE 250, 450 and mighty 510. Motocrossers can choose between the TC 250 and 450. Based on the same DOHC four-valve motor, each bike has its own character, and we rode the wheels off them back East before shipping a few bikes out West for further evaluation.
TE 450 ($6889)
First on the trail was the flagship TE 450. In the crowded and popular middleweight four-stroke class, this model had a few years under its belt in Europe before making its U.S. debut last year. But the Italians didn't just leave it alone; they addressed criticisms from their racers and the press to make the bike even better. For instance, Husky actually widened the gas tank and refined the seat to be a flatter, wider design for more rider-friendly ergonomics. The Mikuni carb, which some found finicky, was replaced with a Keihin FCR for smoother bottom-end and a more-controlled pulse of fuel from the pumper. The ignition was remapped so the bike starts better, and durability-enhancing refinements were made inside the motor. For example, the crankshaft was rebalanced and now has a larger-diameter wrist pin. The radiators grew in capacity, and a coolant catch tank was added. For power, the titanium valves grew in diameter. The suspension, an interesting combination of a Sachs shock and a Marzocchi fork, saw a total redo, aiming for a more-plush and -compliant ride than last year's slightly stiff setup.
Visually, the fender and radiator/gas tank shroud changed, with the latter now shaped in the "H" crown design. Even though the 2.4-gallon tank didn't gain in capacity, it grew in a stylish way that only an Italian could explain. Our legs felt it immediately as there is now something to grip with your knees. The seat is much more comfortable as well as feeling lower, compared with last year's. Now you feel as if you are really sitting "in" the bike as opposed to being on top of it. That change alone has raised the bar on the Husky's handling. It has a stability that is unmatched off-road. There is a definite feeling of precision that isn't typical of an off-road bike, and it turns even better than before. It isn't a light-feeling bike, but it stays planted. With the new suspension settings, the ride is all-around better and more versatile than before.