Launch: 2010 Husqvarna TE, TC and WR range

There is something romantic about European motorcycles. That certainly doesn't mean they are sacred cows in the motorcycling cosmos, but when they manage to fulfil their potential with great looks and stirring performance, they make for a pretty compelling argument. Always have.

Husqvarna, an iconic European marque with a rich history, is making its own fresh pitch for prominence in the 2010 model year with an extensively updated motocross and enduro range.

The renewed offensive has a lot to do with the additional wherewithal that has come with BMW ownership of the Pesaro-based company, which has committed to releasing 20 new models over the next three years - including a range of minibikes.

But it's already started with the launch of the new TC250, which the Australian importer (The Paul Feeney Group) is triumphantly labelling its new motocross flagship.

The PFG plans to campaign a TC250 in next year's Australian Motocross Championship in a team run by Craig Anderson, who hopes to combine managerial duties with TC450 combat.

The TC250, codenamed the X Light for the fact that it's right on the category weight limit, has been totally redesigned for 2010 and is now on sale in Husqvarna dealerships across Australia.

PRICE AND EQUIPMENT
The TC250 is Husqvarna's bold antidote to those who have become a little disillusioned with the company's concerted efforts in the enduro ranks, seemingly at the expense of the motocross brethren.

The TC's engine weighs just 22kg (27kg in TE250 mode with electric start), and it features titanium valves, DOHC, and bore and stroke of 79mm and 50.9mm. That's a 4.1mm shorter stroke from the predecessor, which should allow it to spin up a lot easier than the previous model.

Also new on the TC250, which is fed by a Keihin 39mm carburettor, are 48mm closed-cartridge Kayaba 48mm forks, fork clamps, in-mould plastic decoration (IPD) - that's one you will hear a lot more about -- and the swingarm has been shortened by 15mm to improve handling. The steel single tube frame has also been strengthened. Total weight is 97kg.

The big-brother TC450 motocrosser also cops the same update, and its frame has also been reinforced.

Meanwhile, the entire four-stroke fuel injected enduro range - the TE250, TE310, TE450 and TE510 (the TE610 is now really a dual-purpose machine - but a ballsy one at that) is now updated with IPD, stronger, more flexible plastics, new front headlights, reinforced frames, and 15mm shorter swingarms.

Save for the TE310, the other three TEs also score the USD Kayaba forks, new triple clamps, and new taillight section.

And the TE250 misses out on new radiator hoses that the others get - but the consolation is that it shares the totally new engine alongside the TC250.

The main difference is that the TE250 has a six-speed gearbox, as opposed to the TC's five speeder. The ratios from first to fifth gears are identical on both bikes, and the TE's sixth gear is like an overdrive for really putting the hammer down.

Production quality across all the models is excellent, so let's get down to business, as poring over motorcycle statistics is a bit like reading music - you get the general drift, but little feel for how grandiose the things are.

But first, some good news. Even with the major updates, the PFG has managed to price the 2010 Husky tackle below the 2009 fare. The TE250 is $11,495 (a $400 reduction on 2009), and on it goes:

TE310 $11,595 (down $600)
TE450 $11,995 (down $500)
TE510 $12,395 (down $500)
TC250 $10,995 (down $1000)
TC450 $11,495 (down $500)
WR250 $10,495 (down $200)
WR300 $10,995 (down $100)

ENDURO: TE250, TE450, WR250, WR300
If there is one constant in the hard-edged enduro world, it's the cut-throat competition. In the 250cc class, Yamaha, Honda and KTM have all cemented themselves in the top echelon, and Husqvarna will surely join them with the updated TE250.

While the previous machine was still a strong performer, it was probably starting to lag behind the competition a little: it was just unwieldy. But not anymore.

The new TE250 has a broad, linear power delivery thanks to the EFI, and that extra zest obviously means getting from point A to point B in a faster and more controlled fashion.

The pearler of an engine makes it a bloody fun bike to ride, and doubly so with the light weight feel. Nowhere was that more evident than on an enduro loop that PFG had hastily mapped out in a new location after our original launch venue in northern NSW was hit with around 300mm of torrential rain in about three hours! And no, Husky doesn't make personal watercraft…

On the loop, a mix of open grass track and slow-speed singletrack tree work, the TE250 was a cinch to flick form side to side: it's manoeuvrability and balance is outstanding, and it feels planted the whole time.

It will happily cruise along a trailriding pace, riding the torque curve in second or third gear, but if you want to really take control it will happily comply - and then coming back to ask for more.

With the shorter swingarm, the TE250 - and all the TEs for that matter - get the power down really well, especially at the more extreme lean angles. That's exactly what was on offer trough the trees.

The TE250 is also quite slim through the waist, but not so much that it's difficult to get a good grip of it with you knees.

I also had some great fun with the TE250 on the motocross circuit, and I have no complaints about the Kayaba/Sachs suspension set-up. I certainly can't be accused of pushing the envelope in motocross, but at a fast trailriding pace the suspension passes with flying colours - supple and accommodating. It looks like Husky's decision to jettison Marzocchi forks in favour of Kayaba has already been vindicated.

The TE310 still uses the 50mm Marzocchis, but I'd have to say it's my favourite TE. It's just an ideal platform between the TE250 and TE450. In terms of usability, that makes it a winner.

The 310 just has that extra snap over the 250, but without the more brutish delivery of the 450 and 510. And it's still agile enough to get out of most prickly situations without fatigue becoming a major issue. For most people that's got to be a well-drilled machine.

Meanwhile, the 450 and 510 simply magnify the power delivery of the small bikes, and they seem to al handle with the same general level of authority.

The mighty 510 is really a hoot for a bit of escapism, as there is nothing like breaking the mould with some unfettered access to raw horsepower. But you have to show it some respect, as it has the ability to mark your card if you become too cocky.

But as a point of reference for pure big-bore enjoyment, the 510 is certainly in the same orbit as, say, KTM's eyeball-popping 530EXC.

I also spent some time on the WR250 and WR300 two-smokers at the launch. I certainly enjoyed the snappy power, but it took some time to get used to the lack of engine braking and the more flighty feel through the suspension.

That saw me overrun a few (okay, a shitload) of turns early on, but I eventually engineered some sort of 'comeback', which gave me a bit of a buzz as I do love the power characteristics of a two-stroke.

I can certainly see how Frenchman Sebastien Guillaume finished second in the E3 class of this year's world enduro title on the 300, because it would be damn capable under the spell of a professional practitioner.

The 300 doesn't have electric start like its opposition over at KTM, but that's not a major concern on a two-stroke anyway (but a bit more on the TC250 though, which is a bugger to start when it's hot).

There is no doubt the Husky enduro range has taken a quantum leap, especially the TE250. That bike has thrown down the gauntlet to its opposition, but whether its vaults to the top remains to be seen. Bring on the comparos.