Husqvarna's all-new TE 250 is the standout of the enduro ranks. Image: iKapture.

Italian manufacturers are well regarded for producing quality motorcycles in a variety of disciplines, and when it comes to the off-road segment, Husqvarna is up there with the best.

Husqvarna is one of only three manufacturers in Australia that managed to avoid a decline in year-to-date sales with a 17.1 percent increase, enabling the manufacturer to sit as the sixth highest selling off-road manufacturer in the country.

In Australia, Husky enjoys a nine percent share of the enduro market with its sturdy TE and WR range, while in motocross, Husky has just 0.8 percent of the market with the TC and CR models.

Quality is on the rise with the Euro manufacturers, signalled by results in the World Enduro Championship where Antoine Meo finished second in the E1 category on the all-new TE 250, while Sebastien Guillaume was third in the E3 title on the WR 300.

In the motocross ranks, Husky was second in the Open class MX3 title chase with Alex Salvini, and the brand is looking to increase its focus on the motocross side of the operation by almost 15 percent in the future, starting with a mini range to be introduced late next year if all goes to plan.

Husky is serious about boost its presence, with Australian distributor Paul Feeney Group doing a superb job in raising awareness for the brand during what is a difficult economic time in 2009.

Growth is the key word in Husqvarna’s future prospects, with a spectacular new factory recently constructed, a factory that is capable of producing 40,000 units per year, giving hope of our country doubling its sales in the next four years.

The Australian intro took place at Pimpama on the Gold Coast in Queensland, with an epic motocross track and enduro loop proving a glorious playground to put the new range through their paces.

ENDURO – TE 250; TE 310; TE 450; TE 510; WR 250; WR 300

There’s no doubt that the main player in Husqvarna’s 2010 enduro range is the TE 250, featuring the all-new lightweight engine at just 27 kilograms to boost its power in the small bore ranks.

Engine-wise, it’s not only lighter, but the actual size of it is tiny and is reduced by 13 percent, with the axle distance of the primary gear reduced by 16 percent and the axle distance on the gearbox reduced by seven percent. The stroke is shorter and bore is larger at 50.9 x 79mm compared with 55 x 76mm on the previous model.

The entire four-stroke enduro range have a reinforced frame with better weight distribution, a shorter swingarm by 15mm, revised Sachs rear shock settings, new 48mm Kashima-coated upside-down Kayaba forks, new triple clamps, ECU with optional map switch, an aluminium exhaust, new radiator hoses, new plastics with in-mould graphics, revised headlight and a new taillight and fender section at the rear. Capping off the changes on the 250 are a new Brembo clutch master cylinder.

Like all the TEs, the 450 features a reinforced frame, shorter swingarm and KYB forks. Image: iKapture.

On the enduro loop it’s obvious that the new 250 is well improved in the engine department, and its manoeuvrability is astounding at times. It’s typical Husky in the ergo ranks with a narrow feel while standing tall off the ground, but the position of the handlebars feels more suitable with the bikes than on previous model I’ve ridden.

Husqvarna prides itself off of the new engine and the reduced weight of it, which not only feels snappier with its shorter stroke, but it tends to pull hard when on the gas in the high rev range.

The gearbox is smooth and clutch operation is light, yet the gear shift lever did bend pretty easily with a slight snag on a tree root, so you’ll have to keep that in mind when bush bashing.

Adjustability on the all models in the clutch and brake levers is handy to have when on the fly, and it’s small touches like these that make riding the Euro bikes enjoyable with the quality components.

Some high speed trail sections followed by tight turns through the trees gave the Brembo stoppers the ultimate workout and they passed with flying colours as the stopping power is excellent, and only the slightest bit of fade came at the end of the day of testing.

The funny thing is with all of these modes that they’re similar in so many ways apart from the engine capacity and weight, with the 310 feeling very much like the 250 in a lot of ways, while the 450 and 510 are more closely related.

If you like a great amount of power with nimble handling then the 310 is the bike for you. It doesn’t handle as good as the 250 in the steering department and it’s not as powerful as the 450 engine, but it does everything well and offers a great balance overall.

The 450 is aggressive in its nature without being mind-blowing like the 510, steering and maintaining grip well in the fast paddock sections of the test loop, although proving much tougher than the small-bores in the trails surrounded by trees and filled with deep ruts.

Magnify that and you get the 510, but the difference here is that it would do wonders for bigger guys out on the open trail if you were going for a few hundred kays, although beware that it’s a handful and will likely sap energy at high rates.

Husqvarna's WR 250 on Queensland's Gold Coast at the Australian launch.

The shorter swingarm is noticeable at high lean angles when you’re working through the turns fighting for traction, allowing the bike to steer sharply, while maintaining stability when you power down the next straight. It’s a slight compromise, but the gamble has paid off.

Husky’s focus on making the plastics more flexible in the case of a crash seems to have worked okay after I had to mend the shrouds upon taking the bike over from a fellow tester during the test, seemingly copping a decent whack without cracking or breaking in any way.

Suspension-wise the bikes are quite stiff when compared to their competitors, especially the Japanese enduros, and the frame has a rigid feel to it that works best when you’re pushing that little bit harder rather than plodding along.

All of the bikes are electric and kick-start, with no worries had at any point during the day from my end, with either hot or cold starting firing the bikes into life every time requested.

They’re all fuel-injected, too, producing a usable power output with a smooth throttle response, making the rideability that much better when you’re out in the bush in a variety of instances.

Also testing in the enduro trail was the WR 250 and 300, with the 125 not on hand during the test, and these two-stroke models also feature the reinforced frame, new plastics, new headlight, the KYB forks and revised triple clamps. The 300 also has a new, more open, exhaust pipe.

I’m admittedly a big fan of four-strokes in the off-road ranks as the torquey engines make life very easy, but the buzz of a two-banger has the capability of making many middle-aged men stand up and take notice.

With the engines comes a massive weight decrease, with even the 300 weighing three kilos less than the 250 four-stroke as both the 250 and 300 grace the scales at a claimed 103 kilograms.

The 310 is an all-round four-stroke weapon. Image: iKapture.

That fact makes the bikes very usable in the tighter and more technical sections as you can take control with ease, assisting in getting out of tight squeezes and also helping to reduce fatigue, but the snappy power does keep you on your toes.

It’s a quick burst of power followed by a somewhat flat load of torque as the revs rise compared to the four-strokes, meaning that you’ll find it hard to match the fours in most places apart from the tight terrain.

Letting it down compared to the KTM is that the 300 doesn’t have an electric start, but it’s still a very capable overall bike once on the trail as proven by Guillaume in the world rankings.

The shorter swingarm isn’t featured on the WRs, but steering is still quite good, although the suspension feels more springy with the lighter weight as it rebounds quickly off of bumps.

All in all, it’s no wonder that Husqvarna has a decent size piece of the enduro pie, and I have a feeling that things are only going to get better from here. Technical advancements each year are raising the Italian bar to new levels, challenging the best in the world like never before.

MOTOCROSS – TC 250; TC 450

Motocross hasn’t been Husqvarna’s priority as the company charges in the enduro ranks, but the four-stroke TC 250 and 450 models certainly are moving in the right direction as the brand looks to up its moto ante.

Like the 250 enduro bike, the TC 250 features the light weight and compact engine, weighing just 22 kilograms without the electric starter that’s required via expectations on the enduro models.

The engine is a great improvement on the motocross test track that features a range of fun jumps, tacky ruts and hard-packed berms, having good grunt off the bottom before signing off earlier than some of the Japanese rides I’ve tested this year so far.

Husky's motocross bikes are rapidly improving, and are only going to get better with added focus. Image: iKapture.

All of the controls and the relation between the seat, footpegs and handlebars feel the goods, and the tapered handlebars are a great improvement over those used on the older models.

Changes to the suspension makes differences that you can feel, and like the enduro range, the standard feeling of the bikes are rigid and suit those who are going to ride them hard, although you do have to watch for bottoming off some of the larger jumps.

Closed-cartridge forks are introduced on the motocross models to continue the use of Kayaba’s 48mm forks.

At just 97 kilograms (claimed), the bike is codenamed the X-Lite, and it does feel light on track as you can place it where you need to on the track at almost any moment, holding its line and track through ruts precisely. Husky’s claimed weight is 7.5 kilos less than that of the RM-Z250.

The handling of the 250 is very nimble in the turns but not as stable over the bumps or under brakes as some models, while the 450 seems to magnify that problem with its extra weight and overall large feel.

It also has a claimed light weight of just 105kg compared to the 113kg of the Suzuki 450, but the Husky does feel larger and even heavier with the rigid feel of the chassis – and absolute powerhouse of an engine. You can feel every bit of the horsepower on hand when opening the throttle.

What is good about the 450 though, is that it starts first kick every time, no questions asked – proving even easier to start than its small-bore brother throughout the entire day.

Like the enduro models, the 260mm wave disc brake on the front has great stopping power and good feel, with adjustable levers to boot, with the 240mm wave floating disc on the rear being just as precise in its operation.

If promise and moving forward is the name of the game then Husky scores big marks from me, and I would be willing to bet money that the motocrossers could enjoy the same success as the enduro models once that focus is ramped up in the years to come.

And in saving the best news for last, they are cheaper than last year despite the significant upgrades across the board. The TE 250 is $11,495 (-$400 compared with 2009); the TE 310 is $11,595 (-$600); the TE 450 is $11,995 (-$500); the TE 510 is $12,395 (-$500); the WR 250 is $10,495 (-$200); the WR 300 is $10,995 (-$100); the TC 250 is $10,995 (-$1000) and the TC 450 is $11,495 (-$500). All prices are RRP.

They’re great prices for top bikes, falling in line with the best of the Japanese and offering something that sits just outside of the square.

Visit the official Husqvarna website here for full specifications of the models.