Husqvarna Motorcycles recently unveiled its all-new 2024 TE enduro range, with the revamped two-stroke line boasting numerous features such as a newly-designed frame and sub-frame, improved suspension, brakes and a new Throttle Body Injection (TBI) system. MotoOnline had the opportunity to test the four new bikes in Dolemo, Norway.

Among the key changes for 2024 is the reintroduction of closed-cartridge forks a feature that, personally, had me pretty excited – a durable hybrid sub-frame paired with a new chromium molybdenum steel frame, a high-performance Braktec brake system with GSK discs and Keihin Engine Management System (EMS). Detailed provides a more extensive rundown of the updates for this year.

Upon arriving at the private property in Dolemo, the look of the 2024 Husqvarna TE range caught my eye. Equipped with a new Swedish-inspired graphics kit to go along with the new style of plastics, I was instantly keen to throw a leg over a bike.

As we finished our briefing for the day of riding, it was time to get kitted up. I was still feeling the effects of the 25-odd hours of flying. But, as I began putting my knee braces on, I heard one of those two-strokes fire up, and being a pretty big two-stroke fan, this well and truly woke me up.

I was among the first group of riders to get my gear on, and with a full line-up of bikes, my choice first up was the TE 150. As I did with the FE range, I planned on starting on the smallest capacity bike and working my way up.

Image: Marco Campelli.

As I was waiting to ride, I decided to use my time to just have a little look over the bike before I jumped on, just for that little piece of mind. Just the general checks – fuel, chain tension etc. Straight away, the fuel tank caught my attention.

Gone are the days of getting out the measuring cup and doing your oil-to-fuel mixture ratios. There’s a cool little cap above the usual fuel cap and you fill that with oil and it feeds the oil through at the correct ratio. A super-cool little addition I felt… maybe I’m getting old.

Pumped up and excited to ride for the first time in five months, I quickly took to the small test loop on the 150. Straightaway, I was blown away at the bottom end of this bike. Yes, it had a lot of torque and power, but it was more so the responsiveness off the throttle that caught my attention. With the new TBI, you feel like you have more of a four-stroke bottom end. You don’t have to swing off the clutch like you generally would on a 125 or 150 two-stroke.

With some of the most technical terrain I’ve ever ridden, I worked out pretty quickly that my motocross riding style was not going to work in these conditions. In the first 10-15 minutes of riding, I had three moments that could’ve ended badly, purely because I was just trying to ride too fast. I didn’t even for a second start blaming my equipment, I knew that I was trying too hard. So, as I slowed down and took my time, I really started to get a feel for the bike and what it was capable of.

The first thing I noticed was the weight, it felt like a mountain bike. That, paired with some really impressive bottom-end power made it really nice to ride in the slow speed conditions. The trails we rode were quite technical and very stop-start, so having that nice bottom-end power made it much nicer to ride than what I’m generally used to with two strokes.

Image: Marco Campelli.

Where a 125 or 150 would usually have that ‘powerband’ feel, this new TBI set-up gave the TE 150 more of a four-stroke feel off the bottom. It was more torque and a more gradual feel through the power, but if you wanted that two-stroke snap, all it took was a little flick of the clutch to bring the RPM up.

I think these are the perfect stepping-stone bike for juniors or amateurs. Although, stepping stone may not be the right term, because unlike motocross, the two-stroke scene is still alive and well in the off-road scene, with riders still opting to race 250 and 300 two-strokes in the pro ranks.

A pretty cool feature on this year’s two-strokes is the electronic exhaust control. You can change it by hitting the map switch on the handlebars. Much like the four strokes, the green option is the more aggressive map, and the white is more mellow.

The TE 150 was the only bike at the launch where I felt the need to use the green map. With the slow speed turns and needing to really boost out of them and up some tricky sections, I felt this was a good option for me. In saying that, I weigh around 73kg at the moment, probably a little heavier than the average junior rider.

Image: Sebas Romero.

Next up was the TE 250… What a bike. This thing, top to bottom, was just so much fun to ride. Similar to the 150, the power delivery was just so nice, but obviously a fair bit more powerful, roughly 11 horsepower more than the 150.

Much like the FE 350, it’s just the perfect mix of power to weight. They’ve done a really good job with this bike. I never had the chance to ride last year’s model, but from what other riders said that were with me on the day, this new TBI setup has made massive improvements to the throttle response. While I can relate to what I feel about the 2024 models, I don’t have much of an opinion on what it does better than last year’s model.

One thing I love about these models, no kickstarter, at all. They’ve actually removed the mounting point. Now it doesn’t sound like massive weight saving, but you’d be surprised at how much difference a few hundred grams will make. Besides those savings, I just love that they’re confident enough in their electric start configuration that they could just scrap it altogether.

The TE range of bikes are equipped with a Braktec hydraulic clutch system and Braktec front and rear brakes. For me, coming from many years on the Brembo hydraulic clutch, I’m so used to that set-up, and since moving to it, it’s been one thing I’ve always been a little picky about.

They’ve done a great job with this Braktec set-up though. The levers and adjustment are great, really easy to set up, the lever feels awesome, and most of all, they perform extremely good and with a consistent feel about them.

Image: Marco Campelli.

When you go to a bike test like this, one thing you can be sure of is that I’m not going to go easy on the clutch. Plain and simple, you make the most of the factory treatment for the day! I put a few of these bikes through hell on the clutch, specifically the 150, and they did not waiver at all. Iteally caught me by surprise how good this clutch configuration was.

Last of the two strokes, the big TE 300. Now, since leaving this launch, I’ve had loads of people ask me, ‘what’s the difference between the 250 and the 300?’ For me, it’s power delivery. Bottom-end-wise, the larger capacity model actually seems to be a little more mellow, but definitely stronger in the middle, whereas the TE 250, has a more snappy feel right from the get go.

Now, by no means am I saying the TE 300 is slow off the bottom, it’s just different to what you think. It’s not like going from a 150 to a 250, where overall, it’s just more powerful. It’s more a case of different power.

I had the chance to ride the TE 300 with the Technical Accessories thrown on it. It was equipped with an FMF pipe and muffler. This did make a big difference, as it felt more crisp, like you’d expect from the aftermarket exhaust system.

It just changed the note a little, giving you a slightly better sense of what the power was doing just by the sound while giving that more powerful bottom-end feel. Plus, it looked awesome, so that’s definitely a big tick for me.

Overall, I never got the chance to really open the throttle, swing off the back and start shifting gears on these bikes in the environment we were in, but from what I could understand, or how I felt the power curve was, I’d say the 300 would have the legs up top over the 250.

In saying that, the bike I’d choose out of the TE range is the 250. As I said earlier, it’s the most versatile bike overall, in my opinion. I really enjoyed the power curve of the 250 also, it was more of what I was looking for, and I feel as though it would be most suited to the trails and tracks we have at home in Australia.

Specifications

Engine type (TE 150): 143.99cc liquid-cooled, single-cylinder two-stroke
Bore/stroke (TE 150): 58mm x 54.5mm
Engine type (TE 250): 249cc liquid-cooled, single-cylinder two-stroke
Bore/stroke (TE 250): 66.4mm x 72mm
Engine type (TE 300):  293.15cc liquid-cooled, single-cylinder two-stroke
Bore stroke (TE 300): 72mm x 72mm
Transmission: Six-speed
Starter: Electric
Clutch: Wet multi-disc DDS clutch, Braktec hydraulics
Front suspension: WP XACT USD fork, Ø 48 mm, 300mm travel
Rear suspension: WP XACT Monoshock with linkage, 300mm travel
Front brake: Braktec two-piston calliper 260mm
Rear brake: Braktec one-piston calliper 220mm
Tank capacity: 8.5 litres
Weight (TE 150): 100.2kg (without fuel)
Weight (TE 250): 107kg (without fuel)
Weight (TE 300): Not listed
Availability: September 2023
Further information: www.husqvarna-motorcycles.com