Whenever a completely new model is released in the current economy, we all have great reason to get excited. Brand new bikes have been somewhat scarce of late, so to hear that Husqvarna is truly revamping its Open class motocross contender for 2011 created a lot of excitement around the globe.

In recent years it’s been obvious that the Italian manufacturer has been really focusing hard on its enduro range, as well as its Lites motocross machine, somewhat leaving the big-bore TC behind in their tracks.

However for next year, Husqvarna has put a lot of effort into its TC 449, yesterday launching the model on a sweet little track on private property in Braidwood, New South Wales.

There are a lot of reasons to be excited about the new 449, and it’s easy to see that Paul Feeney Group representatives were eager to see the results as a cast of national magazine and web test riders put the bike through its paces alongside the new TE 449 and 511 enduro models (that test coming soon).

So without any further ado, let’s see how the 2011 model Husqvarna TC 449 stacks up for next season in the moto ranks.

Power
With an engine clearly using technology featured on BMW’s G 450 X enduro model (the German company acquiring Husky in 2007), Husqvarna fans have a lot to be excited about for 2011.

The motocross version stands out not only for the normal motocross chassis changes that we’ll get to in a moment, but above all for the engine which has been specifically tuned for motocross use, delivering significantly more power than the Enduro version – said to be eight percent more.

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.

With an all-new engine and chassis, the new Husqvarna TC 449 has improved grunt and tractability for 2011. Image: Paul Feeney Group.

The electronic injection system still uses a 46mm Keihin throttle body but is fitted with a single flap instead of the enduro’s 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 titanium exhaust system with carbon fibre tipped silencer has been developed specifically by Akrapovic and the five speed transmission has specific ratios for use in motocross.

On track the power is noticeably smoother than on previous models, revving a lot quicker and being much more responsive overall when twisting the accelerator.

The fuelling is impressive off the bottom and, as you’d expect from an EFI motor, you can get on the gas as hard as you like and it won’t show any signs of bogging or missing.

While the engine is impressive in its throttle response, it does happen to rev a little too quick, meaning that short-shifting is the way to go if you want to make the most of its standard gear ratio.

Even on a short track in wet conditions – albeit still quite grippy in some sections – the engine and gear ratio seemed a little short, so I’d be looking at taller gearing if I owned one.

The gearbox is reasonably slick, although shifting up a gear when you’re hard on the gas and high in the rev range can be a little tricky – a lot of the time you need to back the throttle off more than you’d expect.

In saying that, the hydraulic clutch is extremely good in its operation and actuation – there’s not much that can be improved on here and it stayed strong despite the wet conditions causing a lot of clutch action.

When the motor does reach the higher end of the rpm range, vibrations are particularly fierce, if not anywhere near as noticeable when compared with the previous model.

The engine is a good thing though, and the two engine maps are noticeably different. They’re adjustable via a switch on the handlebar, although only when the engine isn’t running so you can’t change maps on the fly.

It sounds good too, with a nice note that fits in amongst every other 450 on the market, largely thanks to the sweet looking Akrapovic exhaust that’s fitted standard.

With a more natural feeling compared to previous models, chances are you'll be far more confident on the new TC 449. Image: Paul Feeney Group.

Handling
While the engine is no doubt an improvement with improved power characteristics, the chassis is by far the standout when it comes to being better than the 2010 model.

Husqvarna is known for littering its bikes with first class components and 2011 isn’t any different as it features Kayaba suspension front and rear for the first time, Brembo brakes with waved Braking discs, plus trick black Excel rims.

For the front brake, there is a Brembo system with floating caliper and 260 mm wave rotor, while the rear brake consists of a floating calliper operating on a 240mm rotor.

Both work a treat and the front lever adjustment knob comes in super handy to ensure that you’re comfortable. The clutch lever is also adjustable, which is another positive.

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.

Its forks are stiff and make for a rigid feel, although if you do happen to land hard then chances are they will blow through and bottom out if you don’t quite hit your mark upon landing.

The bike turns good though, and I had plenty of feel over the front tyre when cornering thanks to the ergonomic package and geometry settings.

Both work good, although the rear is the strong point in the handling department as it soaks the minimal bumps that we had to test it well, while not sagging too much or doing anything too out of the ordinary. Stability is also a major factor.

Another positive point is the fact that the suspension reacts well to changes, both front and rear, even if some improvements still could have been made with more time and better conditions.

A real refinement in the field of chassis design and exclusive to the TE/TC 449/511 range is the CTS (Coaxial Traction System). This system represents an evolution compared to the one adopted on the BMW G 450X.

The solution, 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.

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 in the various stages of acceleration and consequently during also the vertical movements of the suspension on rough terrain.

The result is better traction during acceleration and surer, more confident gear changes. More in general, the values obtained by adopting the CTS have a much more uniform trend in all conditions, leading to improved ridability and stability of the motorcycle.

In the mud the rear would still get good drive and jumps were simple enough to do at my ability, although the real test for this suspension set-up on motocross would have to come on a rougher track in the dry.

All in all though, the handling package is far greater than on the older model and you have to hand it to Husqvarna for thinking outside the square and still making it work.

Conclusion
First things first, this Husqvarna is the most natural feeling Husky I’ve ever ridden. You can climb aboard it, head out onto your favourite track and pretty much feel at home right away.

At the launch even on an unfamiliar track in the mud I still felt at home on the bike – confident in most areas despite the slippery slosh that we had to work with.

The ergos are superb, handling character easy to adapt to, and its jumping ability far exceeds last year’s model.

What’s more, the styling is fresh and innovative, which I am a big fan of apart from the front plate if we want to be picky about it (it’s still far better than last year’s though!).

Husqvarna has done a solid job for 2011, and while I expect more development to be poured into the project in years to come, this is the most positive platform the Italian brand has had to work from in the four-stroke motocross era.

FAST FACTS
Moto Rating:
7/10 – Husqvarna has made massive amounts of changes and, luckily for us, great amounts of improvements for 2011. It’s an all-new model, but so much better than ever before.

Suited To:
Intermediate to Advanced – Never before has a Husqvarna Open class motocross contender felt so natural to ride. You’ll still need skills, but it’s a lot easier to ride than previous models.

Bang For Buck:
At $11,495.00, the Husqvarna TC 449 remains at the exact same price in the range despite being an all-new, much improved ride. That has to be a positive sign!

Plus Points:
+ Handling improved
+ Natural feel

Minus Points:
– Short gears
– Weather wet!