There’s something about Husqvarna’s acceleration in development that makes you stand up and take notice in 2011, not only in the obvious sense of having a host of all-new models, but also when you look at its racing strategy around the world.

Husqvarna have long been ultra competitive in World Enduro, last year winning the E2 World Championship with Antoine Meo – marking Husqvarna’s 46th world title in the off-road ranks.

For 2011, Husqvarna is stepping up its domestic program with national distributor Paul Feeney Group, its all-star team featuring European standout Bartosz Oblucki, Aussie legend Glenn Kearney, young gun Luka Bussa and motocross-convert Matt Ryan.

While the rider line-up is impressive, just as crucial are the new fleet of TEs that Husqvarna is bringing to the party this year. We’ve already put the brand’s TE250, TE310, WR250 and WR300 to the test, so for today we have the TE449 and TE511 on hand.

These two models are the ones that everybody has been waiting for, the models that could essentially drive the likes of Oblucki and Kearney to titles in the Australian Off Road Championship this year.

Power
Starting with the 449, its power is ultra smooth off the bottom with a great amount of grunt through the mid-range, as we experienced again and again during the official model launch at the private testing complex at Braidwood, near Batemans Bay in New South Wales.

Perhaps the biggest thing to note compared to last year is the engine’s ability to gain revs quickly, a factor that comes in handy in tight surroundings but can make gaining traction slightly tricky in the moist conditions we experienced at the launch.

That doesn’t mean the powerband is all or nothing though, because in reality it has a very acceptable trait of being able to chug along in higher gears if you require and that will come in handy over longer distances.

When mixed with the chassis’ CTS, the package works well together, and that’s what makes you appreciate the engine characteristics that Husqvarna has provided for this year.

The throttle response is smooth when you initially apply the throttle, the fuelling working a treat thanks to the EFI system that uses a 46mm Keihin throttle body, and that means that the connection between your throttle hand and the rear tyre is exceptionally direct. The double flap of the throttle body does make the power character smoother than the TC’s single flap setting.

To say that the engine has an entirely different feel to its 2010 predecessor would be a massive understatement, the latest and greatest version leaning more toward what I believe will be an improved competition model.

Yes, take it out on a weekend trail ride and you’ll be impressed, but this bike will really boost the appeal for those who are considering entering enduro race events as well, with just minimal set up revisions required before you go and compete.

Just like the TC motocross model, the gearbox on the TE shifts into the next cog seamlessly, however you do have to make sure you’re not high in the rev range when clicking up a cog. With the cruisy nature of most trail riding, this shouldn’t prove too much of a problem.

This year sees the engine receive a sixth gear, which I can admit I didn’t get to use during the test on the property’s test loops, but I can see the advantages in having greater flexibility in the transmission.

During the damp conditions of the launch we had to use the clutch more than what I usually would, and the hydraulic unit works wonders when you’re trying to conserve energy.

As impressive as the 449 is, the 511 is the big daddy of the Husqvarna bunch and does have a heck of a lot more power to boot. Personally I prefer smaller capacity engines, but for the heavier riders or guys who just love loads of grunt, the 511 has plenty!

With a bore and stroke of 101×59.6mm compared to the 449’s 98×59.6mm, the power characteristics are actually quite similar, just with a heap more on hand all-round when it comes to the 511.

They’re both great improvements over last year’s models and both have their strong points, so the question is this: do you feel you need the extra power of the 511? That answer will be the determining factor whether you go for one or the other as both are similar in so many ways.

Handling
Perhaps the biggest change to this year’s E2 and E3 – if we are to speak in race terms – contenders from Husqvarna is the CTS (Coaxial Traction System), which is designed to eliminate the variation in chain length while the rear suspension is working.

With a longer swing arm on a bike that still retains the same wheelbase – technology we first saw on BMW’s G450X – Husqvarna is taking full advantage of the technology developed by BMW since the German company bought it in 2007.

The CTS, which originally used a single swing arm pivot spindle, now has two independent semi spindles which reduce the stress on the swing arm and facilitate the replacement of the gearbox sprocket.

During the suspension movement along the whole stroke, the chain is not subject to any change in length. The tension of the chain remains constant regardless of the swing arm position, while the chain and sprockets benefit from reduced wear.

On the trail it works just as Husqvarna claims, with a very much improved tractability when climbing hills and searching for drive on both the 449 and 511.

There was this one particular hill that was lined with rocks, still damp from the morning shower, and had plenty of lines developing during the test, but working your way up it proved particularly easy loop after loop.

I haven’t ever tried the G450X’s CTS, but Husqvarna claims this is an improved version of the technology and I’m confident to attest to its consistency.

The rear Kayaba shock absorber works in sync with the CTS, plus the forks work consistently well. They may be on the soft side for those heavier riders or those who are looking to push hard in wide-open places, but for the most part in the technical bush surroundings that the launch was held in they lived up to expectations.

Ergonomically the new TEs are quite thin around the mid-section but have plenty of places to grip your legs to. The seat heights are relatively tall, but are still low enough to work with the mass centralisation concept. To put it clearly, these are certainly the most natural feeling Husqvarna’s that I’ve ever ridden.

What I mean by that is that everything gels together, including the relationship between the seat, handlebars and footpegs, and that hasn’t always been the case when riding European models in years past.

Having the seat extend all the way to the very front of the bike where the fuel tank cap usually is unique, enabling you to get as far over the front of the bike as you like when turning (the fuel cap is at the rear behind the seat on the 2011 models).

Its Brembo brakes front and rear have plenty of bite, lots of feel and remain powerful even after a decent stint in the saddle without fade. Add to that other nice components including the Akrapovic exhaust, Excel rims and wave-style Braking discs and you will begin to realise Husqvarna have put together a nice package for the new year.

As you’d expect, the 511 is a little bit slower in its turning and a touch more difficult to control at speed, but if you relax and take advantage of the increased power then it definitely comes into its own.

Both the 449 and 511 actually share the same weight, geometry, fuel tank capacity – basically the lot! But even though they are identical in those areas, more power always means more work in tight surroundings and that’s the exact feeling I experienced throughout the launch.

Husqvarna has a huge line-up of very capable bikes this year, as outlined in the Dirt Bike section of MotoOnline.com.au, so do yourself a favour and go through the tests to see what model suits your needs best.

Fast Facts
Moto Rating:
7/10 – We here at MotoOnline.com.au are big fans of innovation, and when it comes to season 2011 for Husqvarna, there’s no better way to explain its TE 449 and 511. They’re loads of fun but do have a serious side if you’re willing to find the limits.

Suited To:
Beginner to Advanced – Ride on the edge or simply cruise around and Husqvarna’s latest generation enduro models will be sure to answer pretty much every obstacle you take on.

Bang For Buck:
At $11,995.00 for the Husqvarna TE 449 and $12,295.00 for the 511, both are very fairly priced considering the development gone into them and top of the line components littered throughout.

Plus Points:
+ CTS on uphills
+ Natural feel
+ Hydraulic clutch

Minus Points:
– Possibility of dirt entering the fuel cap when refilling
– Wet conditions

Technical Information
The 2011 Husqvarna enduro models have received massive makeovers, featuring technology that is borrowed – and improved upon – from the BMW range in an all-new design layout.

The idea behind the TE 449/511 range is ‘mass centralisation’ – to keep the weight of the bike concentrated as close as possible to the centre of gravity. The crux of this concept is the union of the rear wheel swing arm pivot point and the gearbox output shaft sprocket.

It’s what Husqvarna calls the CTS (Coaxial Traction System), which eliminates the variation in the length of the chain during rear suspension movement, minimising the effect of the final drive on the bikes handling. This solution allows a longer swing arm whilst still retaining a wheelbase similar to its competitors, ensuing greater traction.

This system represents an evolution compared to the one adopted on the BMW G 450X. The CTS, which originally used a single swing arm pivot spindle, now has two independent semi spindles which reduce the stress on the swing arm and facilitate the replacement of the gearbox sprocket.

During the suspension movement along the whole stroke, the chain is not subject to any change in length. The tension of the chain remains constant regardless of the swing arm position.

An important positive effect on the riding characteristics is the marked reduction of the impact of alternating the load on the transmission. This aspect has been studied by a spin-off company of the University of Padova called Dynamotion, which has proved that the CTS improves traction according to Husky’s press kit.

The chassis layout allows the modern DOHC engine to be mounted closer to the centre of the bike, whilst tilting the cylinder further forward allows a long and straight air intake path at the same time as keeping the centre of gravity as low as possible. This has also meant that the throttle body and fuel injector nozzle can be mounted in the ideal position.

Again, continuing the theme of mass centralisation, the two part fuel tank design provides a total of 8.5 litres capacity in a low mounted two litre pump housing and a 6.5 litre under seat main tank. The under seat fuel tank layout permits the airbox to be located in a protected and in a favourable position above the engine with the actual air intake being at the height of the steering column.

The air filter box has an elongated intake manifold and a newly designed air intake to provide greater breathability for the sponge filter, which is easily removed thanks to a hinge system in the airbox.

The battery is located adjacent to the under seat main fuel tank to again centralise the mass.

The new design makes maintenance easier as the air filter, rear shock and throttle body can all be accessed with ease. The long seat, which runs from the rear mudguard to the steering head, offers completely free longitudinal movement.

The perimeter design frame is made of high strength steel tubing. The geometry of the rear suspension is revolutionary, with a new linkage mounted on top of the alloy swing arm.

The new TEs are equipped with the most advanced components in the off-road sector. For the front brake, there is a Brembo system with floating caliper and 260mm wave rotor, while the rear brake consists of a floating calliper operating on a 240mm rotor.

The suspension is entrusted in full to the specialists of Kayaba, with 48mm forks, adjustable for compression and rebound damping and a Kayaba rear shock absorber designed specifically for enduro use.

The tapered diameter handlebars, original equipment hand protectors, compact and efficient instrumentation, shockproof plastic engine/chassis guards, rear mudguard with incorporated racing number plate holder and led rear light complete the fittings.

Engine-wise, the TE 449/511 bikes are equipped with a cutting-edge four-valve dual camshaft engine. Fuel delivery is managed by an electronic injection system with a Keihin 46mm diameter, double flap throttle body that provides progressive and predictable throttle response.

All components are top of the range – the bike even comes with two exhaust silencers, including the Euro 3 compliant silencer fitted as standard and a steel Akrapovic Racing exhaust, developed in collaboration with the Slovenian company to maximise the potential of the engine, whilst minimising the weight.

The gear ratios have been completely changed and the enduro now uses a six-speed transmission. The ignition timing has been optimised with maps specific to the two different capacities and exhaust systems.

The clutch is controlled hydraulically, offering a smoother and more progressive action with greater consistency also under stress.

The motorcycle has a high energy electronic ignition and, thanks to the powerful battery and fuel injection system, a supplementary kick start is not necessary.

Click here for detailed specifications on the Husqvarna range

All images: Paul Feeney Group