Launch: 2011 Husqvarna TE449 and TE511

No-one can accuse Husqvarna of not trying to meet the challenges of the GFC head-on. The company continues, on the back of massive new investment in production, personnel and planning, to release new or updated models at a rapid-fire pace. In 2011, there will be seven new models gracing the 56 Husqvarna dealers in Australia – a colossal effort. There’s a real swagger about the company in Australia, which is healthy for competition and consumers.

A few months ago we got to sample the smaller enduro bikes in the ever-expanding line-up, and then last week it was the two 449cc bikes -- the TE enduro and TC motocrosser -- as well as the big-bore TE511 enduro, with all three powered by fuel injected four-valve DOHC engines.

The trio also feature one-piece side panels, a BMW G 450 X-like coaxial drive system (but this one a more advanced design), underseat fuel tanks, Brembo brakes and Kayaba suspension.

A big focus for the Bikesales Network at the Braidwood (ACT)-based launch was getting a real feel for the two TEs, as it’s clear the Paul Feeney Group (PFG), which distributes Husqvarna into Australia, is really zeroing in on the enduro market for 2011 – and assembling a crack racing team to reinforce what it has on offer.

World enduro star Bartosz Oblucki will join Husqvarna in 2011 to compete in Australia’s premier off-road and desert racing events, where he will be joined by former Australian Four-Day Enduro (A4DE) champion and five-time ISDE gold medallist Glenn Kearney, as well as up and comers in Luka Bussa and Matt Ryan.

That’s a fair reload after a disappointing season in the motocross ranks, and should make for one gripping off-road season in 2011.

But even the racing program aside, it’s clear that Husqvarna’s trajectory is on the up in Australia, and it doesn’t show signs of abating. While the off-road market continues to contract, Husqvarna is going in the opposite direction, and it now has its sights set on total sales of 1600 in 2010, with projections swelling to 1900 and 2500 units respectively in 2011 and 2012.

As at the end of October this year, Husqvarna has 4.4 percent of off-road market share in Australia, behind Yamaha (28.7), Honda (26.1), Suzuki (15.2), KTM (13.4) and Kawasaki (10).

Of course, a bigger spread of models is always a great way to increase retail clout, as Thomas Moser, Husqvarna’s executive vice president and chief financial officer, reiterated at the 449/511 launch.

A big part of that is catering for kids, and that’s why the mini bike range will also include a CR65 and CR80 over the next coupe of years to “close the gap for juniors” as they make their way through the ranks – hopefully straight onto the larger capacity Husqvarnas.

As well as welcoming new additions to the Husqvarna line-up, PFG continues to work on its own strategic platforms closer to home, such as developing its dealer network and creating a consistent corporate image. A big part of that is the new Husqvarna Australia website, which was launched a few months ago.

PRICE AND EQUIPMENT
Both the TE449 and TC449 are now on sale in Australia at $11,995 and $11,495 respectively – maintaining the same price as the superseded 2010 models.

The TE511 is $12,295, but won’t go on sale until mid-January.

So what else is new on the electric-start bikes? Let’s start with the single-piece side panel, which runs from where traditionally the fuel tank would be, all the way back to the rear mudguard, allowing unrestricted movement. The new design also allows easy access to the air filter, shock and throttle body.

Mass centralisation -- keeping the weight of the bike concentrated as close as possible to the centre of gravity -- is a standard design refrain these days, and the BMW-owned Husqvarna is continuing the theme with its Coaxial Traction System (CST) at the heart of the concept.

According to Husqvarna, this latest CTS represents an evolution compared to the one adopted on the G 450 X. That bike uses a single swingarm pivot spindle, while the new Husqvarnas now have two independent semi spindles which are claimed to reduce the stress on the swingarm.

CTS eliminates the variation in the length of the chain during rear suspension movement, minimising the effect of the final drive on the bike’s handling. This has allowed Husqvarna to produce a longer swingarm, while maintaining a similar wheelbase to its competitors.

Husqvarna claims CTS delivers better traction, which can be put down to less rear suspension compression during acceleration, and fewer vertical movements on bumpy surfaces.

The engine has now been tilted forward in the new chassis layout, similar to the 450 X, allowing for a straight intake path, and the cassette-style airbox is located above the engine at the same height as the steering column.

The two-part fuel storage design provides a total of 8.5 litres: 6.5 in the main under seat tank and two in a low-mounted pump housing. The filler is located just behind the seat, just where mud can decide to settle. To stop crap getting into the fuel tank, Husqvarna has developed a mini sheath-like sleeve on the inside of the filler cap, which does the trick.

The TE 449/511 comes in the crate with two exhaust silencers: the Euro 3 compliant silencer fitted as standard, and a stainless steel Akrapovic Racing exhaust valued at nearly $1500. No extra cost – it’s all factored into the retail price.

The Akrapovic systems were fitted to all the press bikes at the launch, not only creating some pleasant-sounding music, but all at a decibel rate that isn’t too obtrusive. Trail and adventure riders will be pleased.

The enduro bikes have a six-speed transmission, and the TC449 has five ratios. There are Brembo hydraulic clutches all-round, as well as perimeter steel chassis.

The rear Kayaba suspension features a new linkage mounted on top of the alloy swingarm, which Husqvarna says offers many advantages: it increases the ground clearance, improves general reliability thanks to the reduced exposure of the components, and makes maintenance easier.

The TC449 stands out not only for the normal MX chassis changes (no lights, 19-inch rear wheel, etc) but the engine, which has been specifically tuned for motocross use.

The timing and camshaft profiles are completely different, as is the compression ratio which has increased to 13:1 instead of 12:1 in the enduro version. The electronic injection system still uses a 46mm Keihin throttle body, but is fitted with a single flap instead of the enduro twin flap version to provide a sharper, more aggressive throttle response.

Additionally, the TC449 is fitted with a dual mode switch on the handlebars, which allows access to two different fuel injection/ignition timing maps to provide a softer power delivery for low traction conditions.

The only difference between the TE449 and TE511 is the 3mm larger bore on the latter to take its capacity out to 477.5cc.

Other than the bore disparity, they are two peas in a pod: the same wheelbase (1490mm), saddle height (963mm), rake (25.8 degrees), trail (101mm) and six-speed internal ratios.

With the absence of a fuel tank in the ‘normal’ position, the seat is just about long enough to accommodate a whole family – which is a good thing. There’s plenty of room to move around and adopt the riding position you want, and it’s not too hard either.

Husqvarna’s in-mould graphics are now a permanent part of its cosmetics landscape, and they look quite sharp on the TEs and TC.

Speaking of looks, the angular guards speak of an aggressive design language. Stand alone they wouldn’t be pictures of beauty, but as part of the overall design package they aren't too bad.

ON THE TRACK
There’s no doubt that consumers are becoming more discerning these days, and ask a lot of tough questions of motorcycle manufacturers. And we’re also asking a lot of tough questions about our national cricket team at the moment, but I digress…

And let’s face it: a lot of the time manufacturers don’t have the ‘answers’, and that’s when anonymous bikes fall off the perch, offering little in the way of differentiation.

To that end, you have to admire the way that the BMW-owned Husqvarna has gone about the TE449/511 and TC449 project. It’s not flirting around the edges of creating something new: it’s delivered the product in one fell swoop, and I reckon its audacious undertaking has succeeded. Time will tell whether such a bold move will prove to be a success or otherwise.

When BMW released the G 450 X, words like ‘dysfunctional’, ‘mismatch’ and ‘unorthodox’ became common descriptors, but for someone like me who is fair to middling in the bush, I reckon Husqvarna has put together a pretty rational argument.

The Husqvarnas share a lot of the G 450 X traits, so there was plenty to look forward to.

Again, we were on location at Clocka’s Enduro Adventure Park in Braidwood, which offers myriad of enduro trails and grass tracks to play on, as well as a gnarly motocross track.

With a massive rain dump on the way from Victoria, the breakfast had hardly settled before I was aboard the TE449 for a 40km enduro loop through some excellent and contrasting terrain – just the ticket to get a feel for the new jigger.

It’s bloody impressive. It begins with the really light hydraulic clutch, which introduces an engine and suspension package with a huge worth ethic.

The powerplant certainly doesn’t deliver a best-in-class bottom end, but what’s there isn’t wasted on the bike squatting, bucking and trying to gain a foothold on terra firma. Which can also be extremely fatigue-inducing.

Instead, it’s all about ‘clean’ exits, and I’m not sure which part of the bike can take most of the credit: the engine, suspension or CTS? But I suppose it’s a weak argument, as I am not going to take a CTS for a spin by itself, am I?

After the clean exit, the engine opens up to a potent mid-range where short-shifting is the order of the day to maintain just the optimal amount of momentum.

It’s a tremendous amount of fun, and it reminded me of the good times I used to have trailriding around the mountains in north-east Victoria as a young bloke.

Of course, the hardware is far more sophisticated these days – and accommodating, too. For example, the TE449’s six-speed gearbox is one sweet unit, and the only small quibble was a few false neutrals along the journey. But with all the hustle and bustle of riding a dirt bike, a lot of those missed gears are more a function of the rider not performing at his or her optimum.

The suspension is one area where Husqvarna has made some great inroads on the 2011 hardware, and the Kayaba set-up really works well for me. The rear has CTS to aid and abett its operation, but I was particularly taken with the front end, especially on long and hard downhills. The front just felt so planted under hard braking, and there was ‘room’ left over to maintain control – vital on fast downhills.

And on the straight stuff, the initial part of the suspension stroke offers an extremely compliant and plush ride. Add that to a comfortable seat (in dirt bike terms) and the TE449 and TE511 are bikes that you could ride through the bush all day.

The standard handguards are solid pieces of kit, although I reckon they could be a little bigger.

The footpegs are wide and grippy, so there is plenty of purchase in all situations. At the start of the day, I was a bit concerned the large plastic shield covering the CTS would inhibit boot placement on the left peg, but I didn't give it a second thought as soon as I jumped on the bike.

The morning loop on the TE449 was followed early afternoon by the TE511, and the report card – as you’d expect – was just about the same, albeit with a little more brawn at the bottom end.

I felt a fair bit ‘loooser’ on the 511, but by then the rain had settled in and the situation was far more hairy.

If I had to chose between the two bikes, I reckon it would be the 449 – it’s $300 cheaper and gives only a poofteenth away in performance.

As for the TC449, the wild rain put paid to any serious attempt to go motocrossing, but we’ll be sorting out that early in the New Year.

But as for the TEs, Husqvarna has put all its cards on the table, and for that it should be applauded. There’s a renewed confidence about the company now, and bikes like the TEs and TC are reflective of that.

And with an aggressive pricing strategy to support the new hardware, the optimism is justified. The big TEs are back in town.