IF YOU ride or desire an open class bike then you're either used to, or want, plenty of horsepower at the twist of a wrist. Husqvarna's $12,395 2010 TE510i delivers this, and much, much more.
Closely related to the TE450 – the premier competition capacity these days – the TE510 offers most of the benefits of the smaller bike, with more power and torque.
It's even the same claimed dry weight as the 450 at 111kg. Going larger in the range is the TE610, but this is a more old-school big-bore weighing in at 140.5kg.
The Husqvarna name has had motorcycles in its blood for over 100 years, building its first machine in 1903.
The year was 1929 when Husqvarna started racing motorcycles – in 1960 the company won its first world offroad title. The four-stroke TE range has been around since 1983 and a few years ago the company was bought by BMW, which has resulted in an improvement in quality control without the loss of the unique character that is Husqvarna.Big bore hero
It could be argued that most riders looking at getting a big bore thumper are larger riders wanting extra power to make their riding experience more enjoyable by not having to worry about a lack of power - at any time! Well this engine delivers just that – dial-up horsepower.
Big hill climbs give the 510 owner the chance to show off. No need to take a run up or attack hard, often I could idle up to the base of a hill and simply use the torque of the 501cc motor to drive up. This wasn't the case for many of the riders I rode with during the test, riding smaller machinery which was a lot harder work in those conditions.
Of course the tables were turned in the tight stuff: a bigger bike is going to be harder to throw around and the TE was no exception, but it's nothing like the heavy monsters of even just a few years ago – I would just bide my time waiting for the next open section, where the power of the big motor could be poured on.
Around the bike
After my initial urge of 'get on, hang off the throttle and feel the power' was out of my system I took time to sit on and feel the 'fit' of the bike. The first thing I noticed was how natural the ’bar/control set-up was. The seat height to ’peg to handlebar position was spot on for me and I consider myself to be of average height at 178cm. The seat to fuel cap movement was effortless as well, thanks to the off-centre cap. The seat foam initially felt pretty hard, but in Husqvarna's defence it did soften up slightly after break in. The tank felt a little wider than most bikes, which was strange as the tank only holds 7.2 litres of fuel (yes I'm glad the instrumentation has a fuel warning light) - this is only a guide - but we rode approximately for 130km before it came on and I rode a further 10km to get fuel, so the good fuel consumption helps make up for the pathetic tank size.
Confidence up front
Whoever made the decision at Husky HQ to change to KYB forks needs a pay rise. 'Headshake' was a term used too frequently when asked about the previous Marzocchi setup, but no more. 'Predictable' is a word more suited to the front end of the 2010 510i.
This bike is able to follow the front end well at speed without nervous twitching which inspires confidence. I was sceptical whether the front and rear suspension would be mismatched considering there was no change to the rear Sachs shock from the previous model, but I can report they work well together. The swingarm has also been shortened which improves traction. However all suspension can be improved from stock form and the Husky was a little on the soft side, so do yourself a favour before you start – stiffen up the forks four clicks and the shock two – this should stop the bike hitting the bump-stops on harder landings. Heavier riders will get a benefit from stiffer spring set-up.
The brakes on the front end are some of the best on the market. Brembo with wave rotors, and not just any rotors - Braking 'wave' rotors. Stopping the big girl is not a problem.
The hydraulic clutch hasn't changed, but because I usually don't ride bikes with hydraulic clutches I still get impressed when I ride bikes with this set-up, and it amazes me more bikes don't run them - they work so damn well, although with the huge grunt this bike produces very few riders will actually need to feather a clutch out of corners, so it's arguable if you need a hydraulic clutch, but they are great to use and are self adjusting.
Trick bits
The graphics are actually embedded in the plastics. They didn't mark on our ride, so I'll be interested to know how they go in a racing environment. The rear tail light is now LED which is extremely bright, I wish they could apply this to the front end as well; the headlight's brightness is a bit disappointing.
Other new features this year are a strengthened frame, new radiator, hose and water pump design and a licence plate holder that doubles as a racing number holder (I'm pretty sure MA still wants numbers on the side panels though - feel free to write in if I'm wrong).
Closing the gap.
Husqvarna has once again released a solid machine which will provide countless fun memories with your mates with minimal personal refinement. It will suit offroad fanatics who love to get competitive on the trails, as well as those looking for a reliable machine for pleasure riding.
© Motorcycle Publishing 2009