Test Husqvarna Enduro 2018
Published on 20/09/2017 Enduro , Husqvarna , Husqvarna Motorcycles , Husqvarna TE250i , Husqvarna TE300iHusqvarna enduro 2018: a test in open nature
As expected, after the KTM test a few weeks ago on the rocky hills of the Ertzberg, their Swedish cousins are ready to welcome us to beautiful Canada where they introduced us to their 2 new 2-stroke enduro models, the TE250i and the TE300i.
The injection is now no longer missing at Husqvarna, a revolutionary technology that ensures that sales of this brand will increase even more since their takeover by the KTM group in 2003. As pioneers of enduro, Husqvarna's managers have did their utmost to invite us to South-West Canada.
An exciting program awaited us, but it was certainly deserved: after a 9-hour flight departing from Amsterdam and a 4-hour drive in the middle of several nature reserves, we finally reached our 'motor paradise'. Panorama resort, a ski station located at an altitude of 1150 meters and with altitudes of more than 2500 meters.
I don't have to draw a picture, a start on the slopes, small paths off piste and even snow-capped mountain peaks, beautiful motorcycles, everything was ready to give us 4 wonderful sessions (2 times per cylinder), we knew that before the start we were going to have a wonderful day. As the icing on the cake, the two home riders took it upon themselves to guide us: PELA Renet (MX3 World Champion & 2-time Enduro E2 Champion & 7th during the last Dakar) and the American wizard Colton HAAKER (extreme enduro and enduro-cross)
Small booster injection
At first glance, with the exception of the plastic, there is no real distinction between the 2018 and the previous model. It is of course at the engine level where the changes and adjustments took place. We repeat the same technical specifications as with the KTM (see link KTM test 2018) with a view to unprecedented advantages in performance, handling, fuel consumption and ease of use.
EMS (engine management system), the brain of the injection system, manages the various air parameters, temperature, altitude, the opening of the throttle valve, all a series of information that is transmitted to the control unit via multiple sensors to ultimately optimize the efficiency of this 2-stroke injection engine .
Equipped with a DELL'ORTO throttle body 39 mm and a 0,7 liter oil tank that is very easy to fill just before the filler cap. Finally, a new oil pump that supplies the ideal amount of lubricant to achieve a ratio of approximately 80:1 (gas/oil). The 9,25-liter tank made of transparent plastic allows us to quickly check the fuel level and a warning light will remind you to refuel urgently.
By appointment in nature
On Tuesday, June 27 at 8:30 am, the people from Husqvarna were ready to warm up the TE250i for the first test. Who has never dreamed of riding an enduro on the biggest ski slopes without the risk of being sanctioned? And this is what we were offered, the entire ski station just for us with fantastic weather in prospect.
At the foot of the Schuss station, we see 2 brown spots in the distance, still enjoying the cool morning and especially the tranquility of the mountains. “They are bears”, “they are harmless, they start to flee at the first sound.” Eva tells us.
After adjusting the new Magura levers on the handlebars we set off in the direction of the big boulevards, a long slope with 4 stages that takes us from 1300m to 2000m altitude. This allowed us to see what the engines are capable of.
No wonder the TE250i is still at its limit at high speed, I have to regularly alternate between 3rd and 4th gear to get the most out of its power. Be alert, we tested the engines on a slope, it would be good to test this at a more conventional height to get a more realistic picture. At the top of the mountain we had the opportunity to do a small photo shoot and tune up the engine. A few minor adjustments and it is time to take the return route, steep and especially crumbly on narrow paths between the trees of the forest. The brakes and suspensions were put to the test on this descent, the 48mm WP
In the afternoon I turned the compression down a bit with a few clicks, which made the bike feel even safer. Making adjustments is very easy, the controls are located at the top of the tubes, compression on the left and trigger on the right. The WP DCC shock absorber, with the connecting rods at the back, is made to handle these difficult conditions. This shock absorber keeps the engine constantly in the right line. The rear wheel barely shook or skidded despite the ubiquitous obstacles. The 250 is therefore very versatile and easy to ride. The only problem I can notice is finding the right power, this can be solved by playing with the gears and clutch. The 2018 TE250i is less vulnerable than the 2017 carbu model.
Back in the valley
Once back in the valley it is time to test the big sister. The position on the TE300i is identical, but at the first sounds and vibrations we feel the difference in action. It becomes firmer, harder and the first measurements confirm this. The engine seems more impressive to me and in the first technical section, where I hesitated between 250st and 1nd gear with the 2, the 2nd gear with the 300 offers blissful comfort and good traction. As for efficiency, you don't have to calculate anything. The bike climbs linearly without deviating from the main line, it's stunning.
During the last session I made the transition to the softer mapping (MAP 2) and where I had no advantage with the 250 I had a noticeable advantage with MAP 2, especially when the bike starts looking for grip. Another big advantage with the 300 was the feeling and control you had over the throttle, which you could clearly notice on the slippery rocky parts during the tour. On the return, where the 250 handled more like a “downhill bike”, the 300 required more control and precision in line choice.
This was a fun comparison between two different bikes from the same brand but the aim is also to focus on the plus and minus of the two respective models.
summarizing
Firstly, after observation, both the 250 and 300 retain the character of a 2-stroke engine. It is up to you to make the right choice and know that there is no 'bad' choice.
Secondly, It is worth mentioning that the HVA-KTM group does not save on resources, officials do everything they can to improve their equipment, engineers and technicians are always ready to join in the discussion and to hear and receive expert advice to give.
Presenting the range in these circumstances was a risky undertaking, like a double-edged knife, but the tactic paid off. It became extra clear that the qualities of the engines are only confirmed at more than 2000 meters, a real success in traditional terms. The initiative is all the more worthwhile.
Text: Ch. Bertrand | Translation: Y. Dourte
Also to read
Jago Geerts: “I want to come back to Lommel”
Jago Geerts is working hard to bounce back from an injury he sustained in early March during the opening race of the 2024 MXGP World Championship in Argentina. The Belgian, who at…Andrea Bonacorsi on his move to MXGP: “That was the most difficult decision of my life”
Reigning EMX250 Champion, Andrea Bonacorsi, will move to the Monster Energy Yamaha Factory MXGP Team for the remainder of the 2024 FIM Motocross World Championship season, replacing…Entry lists MXGP of Portugal
The Motocross World Championship will continue next weekend with the fifth race on the MXGP calendar. In Agueda, Portugal, in addition to MXGP and MX2, the boys from EMX250 and EMX125 will also compete…Tom Vialle is chasing the US title
There is one race left in the US East Coast Supercross Championship. It will take place in two weeks in Salt Lake City, the city that has become accustomed to…
Your reactions