Steel single tube cradle (round tubes);
rear frame in light alloy
Front Suspension
Marzocchi "Upside-Down" telescopic hydraulic fork with
advanced axle; compression
and rebound stroke adjustment
Rear Suspension
Sachs progressive "Soft Damp" type with single hydraulic
shock absorber; spring
preload adjustment, compression and rebound adjustment
Front Brakes
Single 260mm disc
Rear Brakes
Single 220mm disc
Front Tyre
90/90-21
Rear Tyre
120/80-18
Wheelbase
1485 mm / 58.5 in
Seat Height
890 mm / 35.0 in
Dry Weight
108 kg / 238.1 lbs
Fuel Capacity
8 Litres / 2.1 US gal
Review
As a yung boy in the ’70s, I became
enthralled with the Husqvarna name after my dad took me to my first pro
motocross race. Watching factory racer Kent Howerton wheelying out of corners at
the head of the pack made an impression that stuck in my mind for many years.
Those images faded as Japanese brands came to dominate the racetrack. But they
returned in more recent years, when Jacky Martens and Alessio Chiodi won World
Motocross Championships on Huskys, and Travis Preston took a victory in the 125
class of the 2001 Houston Supercross. Meanwhile, Husqvarna was racking up World
Enduro Championships with consistency against its mostly European competitors.
So I was intrigued when I got a chance to test one of the company’s 2004 models,
the TE250.
Like all the new Huskys, the TE comes with a 100th anniversary graphics package.
The celebration is actually a year late, since Husky was founded in Sweden in
1903. But it appeared it might not happen at all, since the brand, now built in
Italy as part of the MV Agusta family, nearly collapsed in a failed merger, then
survived a flood that heavily damaged the factory in 2003.
However, Husqvarna persevered to introduce an impressive 2004 lineup of four
motocrossers and five off-road models. The TE250 is the smallest four-stroke in
the enduro/hare scrambles/GNCC line, which also includes the TE450 and TE510,
plus the two-stroke WR125 and WR250.
Walking up to the TE250, I immediately noticed the classic Husqvarna looks and
the top-grade componentry: hydraulic clutch, titanium exhaust pipe, aluminum
handlebars, wide footpegs, magnesium engine, etc. The biggest surprise, though,
is the red button on the right handgrip—yes, this bike, like all the new Husky
four-strokes, comes with an electric starter.
Once riding, I quickly noticed the responsiveness of the engine, which pulls
well from down low all the way to the rev limiter. Add in the hydraulic clutch
and slick-shifting six-speed gearbox, and you’ve got a very controllable
powerplant.
Of course, the best engine in the world can’t make up for poor handling, and
here again, the Husqvarna didn’t disappoint. Other than a hard seat, the
ergonomics were stellar for me as is, but with adjustable handlebar clamps and
tunable suspension, the bike can be made to fit anyone.
I rode the TE with stock suspension settings on everything from a motocross
track filled with double jumps through a whooped-out sandy hare scrambles track
to extremely tight woods sections. And the verdict? The TE handled it all with
flying colors. Sure, it bottomed the suspension a few times when landing off big
jumps, but that’s what suspension adjustments are for.
Having spent some time on a Yamaha YZ250F, I can say that while the YZ felt a
little lighter and quicker on the track, the Husky was considerably easier to
ride. Thanks to its broad, forgiving powerband and natural seating position, I
actually felt I could ride faster on the Husky, even though it’s not a true
motocrosser. And on the trail, you can really see how this tiny brand has earned
all those world championships.
With an MSRP of $6,299, the Husqvarna is competitively priced between the Yamaha
WR250F, which retails for $5,799, and the KTM 250 EXC four-stroke, at $6,548.
As far as maintenance is concerned, the TE was trouble-free throughout the test.
This was a bike I just put gas in and rode. It always started quickly and ran
great.
My only suggestion: Make the seat a bit softer. —Jim Kimball