Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128403
2006 Husqvarnas 11 450/510 TC Molocrossers The TE 450 and 510 are identical Cagiva personnel admit the TC line makes up only about 10 percent of Husqvarna's sales woridwide each year Even so, the company has invested heavily in improving its motocrossers for 2006. One of the most sig- except for two differences - the stroke of the engine and the resulting riding characteristics. Who would've thought 7.1 mm of additional piston stroke could change a motorcycle to such a degree? The 450 is a burly enduro bike for someone who wants plenty of power to climb hills, eat up sand washes, and blast through trails at speed. On the other hand, I'm not exactly sure who the 510 is going to appeal to, but someone who wants some serious horsepower comes to mind. Riding the 450 on roads Is fun; the bike out-accelerates most everything else for the first 200 yards, the engine is smooth and has ample torque, and it carbureted cleanly and shifted easily with only a hint of new-bike stiffness when shifting gears. On the trails, the 450 growls along, using its load of low-end torque to hook up and go. The middleweight Husky is suited to more open terrain, as compared to the TE 250. The clutch has been revised on both the big-bore TEs. The new aluminum clutch basket has rubber torque dampers built in to reduce shock to the transmission gears. The clutch has one additional plate over last year's bike added to the stack, and the six-speed transmission is well suited to both off-road and road riding. The new Marzzochi fork is now a 50mm unit, which is mounted on new triple clamps, which are wider center to center for more stability and offer adjustable handlebar mountIng positions. The larger-diameter fork offers a more consistent feel with less flex than last year. The revalved Sachs rear shock is equipped with a feature called "Soft Damp" and is well suited to the chassis and front suspension. The 450 leaves you with the impression that, given the right terrain, you wouldn't want much more motorcycle; however, the 510 Is available, though I would offer one bit of advice: If you opt for the 510, you'd better have access to some long straightaways to let the big-bore Husky have its head. Te 250 nificant changes, to my mind, is the color combo: The new red-and-white look gives a crisp, fresh feel to the motocrossers. I personally like the new color scheme, as it distinguishes the enduro bikes from the motocrossers and looks sharp. Husqvarna pulled out all the stops in improving the TCs. At the top of the list is the Ohlins rear shock, which comes standard on each TC. In the past, Sachs has provided shocks as stock fitment on the MX Huskys. According to Cagiva, the only apparent drawback to the Sachs shocks was that no one had heard of them. Even the rigors of Grand Prix motocross didn't warrant a change; the Husky factory team riders used Sachs shocks with no complaints. Iguess the marketing guys outvoted the accountants and deemed it best to change to Ohlins, which should satisfy the most fickle rider. Not only are Ohlins suspension units considered the best the industry has to offer, the after-sales service is unparalleled. Through your dealer, customers can take advantage of a free rear-spring exchange program: Simply have your dealer contact Ohlins and have the correct weight of spring shipped out on an exchange basis. Other detail changes make the TCs more appealing and a good value to the North American rider. The TCs instantly became nine pounds lighter by the deletion of the electric starter. Now, with the same new kickstart arrangement as on the TE models, the motocrossers are easy to light up, either cold or hot. As usual, they have a handlebar- mounted decompressor, and the Keihin FCR carbs are fitted with chokes and hot-start buttons. The exhaust systems on the three fourstrokes are all titanium affairs built by Arrow, a well-known Italian aftermarket and OE exhaust-pipe supplier. The new Huskys meet current and future FIM noise standards by a couple of decibels. Other big news for the TC line is the new, fully adjustable Marzocchi forks, which are a seaIed-<:artridge type for improved performance. lhe forks are 45mm and 50mm diameter, depending on the model, with an upside-down style that is exdusive to Husqvama. Peitro Palladino, the Marzocchi technician on hand, was understandably proud of the new forks, as the design all but eliminates cavitation in the oil as the units travel through their stroke. As a result, dannping is consistent no matter what the conditions are. Ifound the forks on the TC 250 su~ed my weight and speed, although considering the conditions, it wasn't a good situation to measure suspension performance. The big guns of the Husky line are the new 450 and 510. These bad boys have a lot to offer, induding light weight (at 222.2 and 225.32 pounds, respectively), a competitive price, and the added "wow" factor of showing up with something you don't see every day at the track. 610 SM and Dual spon Rounding off the Husqvarna lineup are two TE 610 unique motorcycles - the rugged 610 dual-sport bike, which is ready for long distance on- and off- road riding, and the exot- WR 250/125 Husqvarna chose to return two-strokes to their line for various reasons. First of all, there's a strong market for two-strokes here in the United States, and since both the 125 and 250 WRs are produced for the European market. it makes economic sense to offer them in other markets. The WR 250 is a strong-running motorcycle that has a rush of top-end power. It has a familiar feel to it that die-hard two-stroke fans will appreciate. It has been updated with recalibrated suspension, fully adjustable handlebars, a new V-force reed-valve and the new-look plastic bodywork. The WR 125 is a lightweight screamer that weighs a claimed 203.9 pounds dry. The smallest WR feels bicycle-like when under way, and it requires a certain technique to be ridden fast. Simply put, you hold it wide open and keep up-shifting. The WR does encourage the rider to let loose and toss the bike into corners. In that respect, it is plenty fun to ride. 18 NOVEMBER 9,2005 • CYCLE NEWS ic 610 5upermoto version. Both bikes are based around the same chassis and engine, with different wheels and brakes being the main differences. The 5M is a distinctive-looking bike finished in grey/silver with wide 17-inch tires and big brakes. The dual-sport bike comes equipped with a 3.7-gallon tank with locking cap, as well as features such as counterbalanced engine and rubber footpegs to make long-distance rides less fatiguing. At a claimed 53 peak horsepower, either 610 should have enough motor to satisfy most needs. Considering the I I models offered by Husqvarna for 2006, it looks like a pivotal year for the Italian brand. All bases appear to be covered. With well-thought-out improvements, top-shelf components, and the news of some top-level competition riders recently signing on, it seems like nothing can hold the Italians back. eN