There are exciting changes in store for the Husqvarna brand in 2011. "We are happy to announce changes that will position Husqvarna North America to serve the U.S. off-road market like never before," says National Marketing Manager Corey Eastman. "New management has been brought on board to help better serve our dealers needs, as well as expanded staffing to allow greater focus on key customer service and marketing functions."
These changes come in conjunction with a new headquarters located in Southern California, as well as revolutionary new products. "We are committed to re-establishing Husqvarna as a leading off-road motorcycle brand in the United States," adds Eastman. "New people, new attitude and new product should help alleviate some of the old concerns!"
STAFFING NEWS:
Husqvarna is quite literally doubling the size of its staff, allowing the company to react more quickly. "We will be able to play a more active role in the marketing and selling of motorcycles by keeping the Husqvarna brand top of mind among off-road motorcycle enthusiasts," explains Husqvarna Motorcycles NA president Kris Odwarka. "The job of not only meeting, but hopefully exceeding your needs is being taken on by a new management team."
Leading the new team is Kris Odwarka, who took over as Husqvarna NA President in December. Kris originally started working in parts and service departments at motorcycle dealerships to support his racing in Colorado and New Mexico. He later worked for BMW in various positions in Europe and the States for a decade before becoming sales director of ALPINA GmbH in 2002.
In addition to his real world training at the dealership level, Kris also has both a Bachelor degree and MBA from the University of Colorado.
Kris brings both industry knowledge and experience with Husqvarna’s parent company BMW. This will be beneficial as Husqvarna moves forward, enabling Husqvarna to more easily access BMW’s competitive advantages including financing, distribution, sourcing and more. "Kris exemplifies the open and creative spirit that is an integral part of the new Husqvarna," notes Eastman.
Industry veteran Revelle Harrison joins the Husqvarna team as National Sales Manager. Revelle moves over from KTM, where he has held various roles in the field and HQ for the past 12 years, including serving as KTM's National Sales Manager. Racing and trail riding have been favorite activities throughout Revelle's life, activities he now enjoys sharing with his family. Harrison has a degree in Business Administration from Montana State University.
Revelle’s experience and deep understanding of what takes place on the sales floor is a valuable asset. His ability to create structured programs that help dealers sell is combined with an understanding of when to apply creativity and create solutions that get results. Revelle will be leading Husqvarna’s established dealer sales team, helping them reach new levels of dealer and customer service.
Andy is a former professional motocross racer, riding for Pro Circuit Husqvarna through the early 80s. Andy is especially excited to be returning to his roots in the motorcycle industry after spending the past 27 years in the document management industry, specializing in service, customer relations and project management.
Andy brings a rare combination of knowledge from outside and inside the motorcycle industry. His past professional experience has given him a vast knowledge for managing service, parts, projects and customer relations that he now applies to the motorcycle business.
In addition, he has the added advantage of understanding the industry from the inside as he has continued to participate in motorcycling since his pro racing days. Racing with the West Coast-based Husqvarna Zip-Ty Racing Team has given him hands-on experience with the full range of Husky products.
Corey has more than 17 years of motorcycle marketing experience, including serving as the marketing manager, director of marketing and most recently VP Brand Development for Cycle World Magazine.
An avid rider, Corey has explored much of the Southwestern U.S. on two wheels. With a BA in communications/public relations from Cal State Fullerton and solid industry experience, Corey will be taking on all marketing, product development and racing activities effectively immediately.
Corey has been on both the client and media side of marketing. He understands that today’s marketing environment demands hard work and creativity. He will be developing a marketing mix that will build the Husqvarna brand, and most importantly, remain relevant on the sales floor.
THE NEW LOCATION
Husqvarna North America’s new corporate headquarters are located in Corona California. The goal in this move is to allow sales, after sales and marketing activities to be located closer to the majority of the companies that serve the off-road industry, the media that reports on the industry and a healthy portion of consumers who participate in it. Additionally this will allow for more hands-on product development specific to the American market – making for even better motorcycles moving forward.
THE NEW ATTITUDE
The new Husqvarna is far more than just another attempt to reposition this historic brand. The investment and commitment are very real and a very clear sign that Husqvarna is committed to becoming a leading off-road motorcycle brand. "We aim to make the Husqvarna ownership experience more inclusive," concludes Corey. "We are excited to get to work building the Husqvarna brand of the future. Please join us for an amazing ride!"
These changes come in conjunction with a new headquarters located in Southern California, as well as revolutionary new products. "We are committed to re-establishing Husqvarna as a leading off-road motorcycle brand in the United States," adds Eastman. "New people, new attitude and new product should help alleviate some of the old concerns!"
Husqvarna is quite literally doubling the size of its staff, allowing the company to react more quickly. "We will be able to play a more active role in the marketing and selling of motorcycles by keeping the Husqvarna brand top of mind among off-road motorcycle enthusiasts," explains Husqvarna Motorcycles NA president Kris Odwarka. "The job of not only meeting, but hopefully exceeding your needs is being taken on by a new management team."
Leading the new team is Kris Odwarka, who took over as Husqvarna NA President in December. Kris originally started working in parts and service departments at motorcycle dealerships to support his racing in Colorado and New Mexico. He later worked for BMW in various positions in Europe and the States for a decade before becoming sales director of ALPINA GmbH in 2002.
In addition to his real world training at the dealership level, Kris also has both a Bachelor degree and MBA from the University of Colorado.
Kris brings both industry knowledge and experience with Husqvarna’s parent company BMW. This will be beneficial as Husqvarna moves forward, enabling Husqvarna to more easily access BMW’s competitive advantages including financing, distribution, sourcing and more. "Kris exemplifies the open and creative spirit that is an integral part of the new Husqvarna," notes Eastman.
Industry veteran Revelle Harrison joins the Husqvarna team as National Sales Manager. Revelle moves over from KTM, where he has held various roles in the field and HQ for the past 12 years, including serving as KTM's National Sales Manager. Racing and trail riding have been favorite activities throughout Revelle's life, activities he now enjoys sharing with his family. Harrison has a degree in Business Administration from Montana State University.
Revelle’s experience and deep understanding of what takes place on the sales floor is a valuable asset. His ability to create structured programs that help dealers sell is combined with an understanding of when to apply creativity and create solutions that get results. Revelle will be leading Husqvarna’s established dealer sales team, helping them reach new levels of dealer and customer service.
Andy is a former professional motocross racer, riding for Pro Circuit Husqvarna through the early 80s. Andy is especially excited to be returning to his roots in the motorcycle industry after spending the past 27 years in the document management industry, specializing in service, customer relations and project management.
Andy brings a rare combination of knowledge from outside and inside the motorcycle industry. His past professional experience has given him a vast knowledge for managing service, parts, projects and customer relations that he now applies to the motorcycle business.
In addition, he has the added advantage of understanding the industry from the inside as he has continued to participate in motorcycling since his pro racing days. Racing with the West Coast-based Husqvarna Zip-Ty Racing Team has given him hands-on experience with the full range of Husky products.
Corey has more than 17 years of motorcycle marketing experience, including serving as the marketing manager, director of marketing and most recently VP Brand Development for Cycle World Magazine.
An avid rider, Corey has explored much of the Southwestern U.S. on two wheels. With a BA in communications/public relations from Cal State Fullerton and solid industry experience, Corey will be taking on all marketing, product development and racing activities effectively immediately.
Corey has been on both the client and media side of marketing. He understands that today’s marketing environment demands hard work and creativity. He will be developing a marketing mix that will build the Husqvarna brand, and most importantly, remain relevant on the sales floor.
THE NEW LOCATION
Husqvarna North America’s new corporate headquarters are located in Corona California. The goal in this move is to allow sales, after sales and marketing activities to be located closer to the majority of the companies that serve the off-road industry, the media that reports on the industry and a healthy portion of consumers who participate in it. Additionally this will allow for more hands-on product development specific to the American market – making for even better motorcycles moving forward.
THE NEW ATTITUDE
The new Husqvarna is far more than just another attempt to reposition this historic brand. The investment and commitment are very real and a very clear sign that Husqvarna is committed to becoming a leading off-road motorcycle brand. "We aim to make the Husqvarna ownership experience more inclusive," concludes Corey. "We are excited to get to work building the Husqvarna brand of the future. Please join us for an amazing ride!"
Husqvarna Motorcycles is a company that sees opportunity when others may not. Despite the dour health of the motorcycle industry, the Italian brand continues to push forward with new models and updated designs – using its small corporate size to be flexible and bold. By joining with BMW, Husqvarna got more than financial backing, and an influx of new machines including a 50cc, 250cc and 630cc line proves that the red and white team is on the gas. The most obvious pooling of resources thus far comes in the shape of the all-new Husqvarna TC449.
Replacing the TC450, the new 449 looks like a modern motocross bike, and then some. Gone is the split exhaust header and the pipe now exits along the right side, ending with Rostropovich top-of-the-line muffler with carbon fiber bracket. Bodywork on the 449 is very different from the previous model. While the fenders are particularly angular, the radiator shrouds and side panels are one continuous piece on each side, and totally smooth. The seat, which has a very comfortable profile and foam density, extends from the rear fender to the steering column. A single Dzus fastener holds the front of the seat which makes maintenance easy with access to the airbox, diagnostic plug and battery. To fully get to the tray-style air filter, the right shroud and side panel comes off as one piece.
We love how it looks at a standstill, but the extra-wide rear fender can be felt while riding if the rear end bucks or you’re a rider that hangs towards the back of the bike. The fuel cap is located at the rear of the seat, which feeds two cells, a 1.7 gallon primary located where a traditional airbox would be, and a 0.5 gallon “reserve” which is held low, resting just above the engine cases. A fuel pump for the electronic fuel injection is located in the lower tank, giving it access to every last drop. This reserve tank is transparent and can be seen from either side of the bike, making it easy to keep track of low fuel.
Husqvarna Motorcycles is a company that sees opportunity when others may not. Despite the dour health of the motorcycle industry, the Italian brand continues to push forward with new models and updated designs – using its small corporate size to be flexible and bold. By joining with BMW, Husqvarna got more than financial backing, and an influx of new machines including a 50cc, 250cc and 630cc line proves that the red and white team is on the gas. The most obvious pooling of resources thus far comes in the shape of the all-new Husqvarna TC449.
Replacing the TC450, the new 449 looks like a modern motocross bike, and then some. Gone is the split exhaust header and the pipe now exits along the right side, ending with Rostropovich top-of-the-line muffler with carbon fiber bracket. Bodywork on the 449 is very different from the previous model. While the fenders are particularly angular, the radiator shrouds and side panels are one continuous piece on each side, and totally smooth. The seat, which has a very comfortable profile and foam density, extends from the rear fender to the steering column. A single Dzus fastener holds the front of the seat which makes maintenance easy with access to the airbox, diagnostic plug and battery. To fully get to the tray-style air filter, the right shroud and side panel comes off as one piece.
We love how it looks at a standstill, but the extra-wide rear fender can be felt while riding if the rear end bucks or you’re a rider that hangs towards the back of the bike. The fuel cap is located at the rear of the seat, which feeds two cells, a 1.7 gallon primary located where a traditional airbox would be, and a 0.5 gallon “reserve” which is held low, resting just above the engine cases. A fuel pump for the electronic fuel injection is located in the lower tank, giving it access to every last drop. This reserve tank is transparent and can be seen from either side of the bike, making it easy to keep track of low fuel.
Husky's new styling has developed a sleek, sexy appeal, but there's more under the hood that's worth noting. Fuel injection, a revised engine and unique suspension arrangement make the TC449 unlike any other motocross bike currently available.
As part of the new styling, Husqvarna retains the white steel frame and red motor accents on the cylinder head. Brembo brakes and hydraulic clutch, billet hubs and a single-piece molded skidplate give the TC a finished and high-quality feel, despite that it has come from concept to production in a short time.
All right, so it looks different, but the mechanical goodies underneath the shiny exterior are equally new. The engine is all new this year, and while Husqvarna claims it as their own, it clearly blends the technology of its parent company, BMW (and is manufactured in Taiwan). A Keihin electronic fuel injection system feeds the dual overhead cam engine with a 46mm single-flap throttle body (the new TE449 enduro bike uses a dual-flap). One of the things we love about the new model is the electric start. Though it contributes to weight, the ease of starting is worth it, and the TC is not equipped with a kick start lever.
Husqvarna Motorcycles is a company that sees opportunity when others may not. Despite the dour health of the motorcycle industry, the Italian brand continues to push forward with new models and updated designs – using its small corporate size to be flexible and bold. By joining with BMW, Husqvarna got more than financial backing, and an influx of new machines including a 50cc, 250cc and 630cc line proves that the red and white team is on the gas. The most obvious pooling of resources thus far comes in the shape of the all-new Husqvarna TC449.
The new 2011 Husqvarna TC449 is an interesting machine that's a welcome addition to the 450 motocross class. Watch the 2011 Husqvqarna TC449 First Ride Video to see the bike up close.
We love how it looks at a standstill, but the extra-wide rear fender can be felt while riding if the rear end bucks or you’re a rider that hangs towards the back of the bike. The fuel cap is located at the rear of the seat, which feeds two cells, a 1.7 gallon primary located where a traditional airbox would be, and a 0.5 gallon “reserve” which is held low, resting just above the engine cases. A fuel pump for the electronic fuel injection is located in the lower tank, giving it access to every last drop. This reserve tank is transparent and can be seen from either side of the bike, making it easy to keep track of low fuel.
Husky's new styling has developed a sleek, sexy appeal, but there's more under the hood that's worth noting. Fuel injection, a revised engine and unique suspension arrangement make the TC449 unlike any other motocross bike currently available.
As part of the new styling, Husqvarna retains the white steel frame and red motor accents on the cylinder head. Brembo brakes and hydraulic clutch, billet hubs and a single-piece molded skidplate give the TC a finished and high-quality feel, despite that it has come from concept to production in a short time.
All right, so it looks different, but the mechanical goodies underneath the shiny exterior are equally new. The engine is all new this year, and while Husqvarna claims it as their own, it clearly blends the technology of its parent company, BMW (and is manufactured in Taiwan). A Keihin electronic fuel injection system feeds the dual overhead cam engine with a 46mm single-flap throttle body (the new TE449 enduro bike uses a dual-flap). One of the things we love about the new model is the electric start. Though it contributes to weight, the ease of starting is worth it, and the TC is not equipped with a kick start lever.
It’s a little unfair to call the power enduro-ish, but it’s not a hard-hitting brute by any measure. Don't take this the wrong way, it's not slow. As a comparison, the TC smooth, roll-on delivery is most like the KTM 450 SX-F. It actually worked very well at the track we were riding. Dual ignition maps offer a hard and soft setting (hard power and soft power, not hard terrain and soft terrain) and can be switched by a button on the right handlebar. Riders cannot change maps while riding; the bike has to be shut off for 10-15 seconds. The difference between the two settings isn’t drastic, but we did prefer the soft map for the slippery, hard-packed Italian circuit. The bike likes to be short-shifted through its five-speed transmission. Not so much because it runs out of steam, but more because it starts to vibrate quite a bit at high rpm. The TC has different cam timing and a higher compression ratio than the TE449 (13:1 vs 12:1), and Husqvarna claims an 8% power increase over the enduro model. Final gearing is a 15/53 combo which will probably work well at a wide variety of tracks, but we actually would have preferred a slightly larger rear to help carry a higher gear on the steep Italian circuit.
Husky’s particularly proud of its new Coaxial Traction System. The CTS design emphasizes three things: control, traction and stability. Borrowing the concentric swingarm pivot and front sprocket design from BMW, the new Husqvarna motocross bike reduces the amount of load transferred to the rear wheel under acceleration. A Kayaba shock handles the suspension duties out back and utilizes a unique layout with the linkage located on top of the swingarm rather than underneath. This helps protect the linkage and increases ground clearance to 13.2 inches. With the two radical designs, we expected the TC449 to feel completely different, but that just isn’t the case. For the most part, it rides like a regular motocross bike. It doesn’t squat as much in the rear coming off corners and the suspension action is predictable and normal feeling, albeit too soft.
On today’s 450 motocross bikes, I rarely go stiffer on suspension settings, but throughout the day I was twisting clickers in on the TC, continuing all the way until I climbed off for the evening. I was happy with bump absorption, even in the heaviest braking areas, but balance between the Kayaba shock and fork is the biggest issue. We continually made improvements with chassis setup, but never got the balance quite figured out. Overall, both ends need to be much stiffer and we searched for the right combination of rider sag and fork placement in the triple clamps.
Our session started out with the static sag at 43mm and the rider sag at 105mm. After realizing that both ends were way too soft, even after I stopped coming up short on all the jumps, we started pushing in the clickers. Two clicks on the fork compression, two on the shock’s low-speed and a quarter-turn on the high-speed. It was somewhat better, but both ends were still bottoming. The front end felt low but didn’t want to turn in the loose soil until the last minute, and then it wanted to over steer. In an effort to get the front end up and lower the rear, we dropped the forks in the triple clamps until they were level with the fork caps. We also softened the shock preload to allow 50mm of static sag to drop the rear. Another two clicks in on the low-speed compression and it was out for another session.
On today’s 450 motocross bikes, I rarely go stiffer on suspension settings, but throughout the day I was twisting clickers in on the TC, continuing all the way until I climbed off for the evening. I was happy with bump absorption, even in the heaviest braking areas, but balance between the Kayaba shock and fork is the biggest issue. We continually made improvements with chassis setup, but never got the balance quite figured out. Overall, both ends need to be much stiffer and we searched for the right combination of rider sag and fork placement in the triple clamps.
Our session started out with the static sag at 43mm and the rider sag at 105mm. After realizing that both ends were way too soft, even after I stopped coming up short on all the jumps, we started pushing in the clickers. Two clicks on the fork compression, two on the shock’s low-speed and a quarter-turn on the high-speed. It was somewhat better, but both ends were still bottoming. The front end felt low but didn’t want to turn in the loose soil until the last minute, and then it wanted to over steer. In an effort to get the front end up and lower the rear, we dropped the forks in the triple clamps until they were level with the fork caps. We also softened the shock preload to allow 50mm of static sag to drop the rear. Another two clicks in on the low-speed compression and it was out for another session.
Both ends resisted bottoming better, but the combined lowering of the rear and raising the front was too much, making the front end push. We settled with the forks back in the stock position but left the increased shock sag. Different linkage to help lower the rear end might be an option as well, though we didn’t get to try anything. The action of the closed cartridge fork and top-mounted shock linkage was fine for me, but playing with different spring rates would have been good to stiffen things up. We didn’t get it completely figured out in our afternoon of testing, but the good news is that the Kayaba components were responding well to adjustments and we were making progress.
As far as the concentric swingarm pivot and counter shaft sprocket, the only area where I really noticed a substantial difference over conventional units was on the uphill sections. One in particular had a left hand corner and then a long, steep and rough climb. Entering the base of the hill sitting down, the rear end didn’t squat the way a conventional bike would. However, it didn’t seem to hurt the forward drive. Most everywhere else on the track, the bike acts normal. A few corners had some berms to settle against, and there again the squatting was less noticeable. The rear end tracked extremely well through faster, rougher sections, as well as the long, choppy sweeper. We’d like to get onto a track that has more point-and-shoot corners and some better traction to see how it feels in those conditions.
Several large bumps kicked the rear end high, but the TC never moved side-to-side – stability being one of its best characteristics. Wheelbase is 58.7 inches and the steering geometry is 25.8 degrees of rake and four inches of trail. Much of the stability comes from the fact that it’s plain heavy. Husky claims 238 pounds, but the TC definitely feels like more. It’s difficult just to get on and off a stand (no thanks to a complete lack of usable handholds), and though it feels a bit lighter in motion, it’s still heftier than Japanese machines. The Husky refused to be blown off course in the afternoon winds, which was great as a less-than-superb jumper, but more aeronautic-ally gifted riders complained that it’s tough to change direction during flight.
The Brembo dual caliper brake up front and single rear are said to be 8% lighter on the 2011 model and cinch down on Braking wave rotors. The track we tested on was built into the side of a steep hill, making for long descents. It was also very hard-packed terrain with piles of loose, baked chunks in the corners, making braking difficult in general. Given the conditions and the heft of the machine, the brakes are adequate, though not particularly powerful. One of our biggest complaints was that the rear lever was hard to find. The cover protecting the clutch slave cylinder protrudes from the side case and pushes the rider's foot away. It took some getting used to.
The Brembo dual caliper brake up front and single rear are said to be 8% lighter on the 2011 model and cinch down on Braking wave rotors. The track we tested on was built into the side of a steep hill, making for long descents. It was also very hard-packed terrain with piles of loose, baked chunks in the corners, making braking difficult in general. Given the conditions and the heft of the machine, the brakes are adequate, though not particularly powerful. One of our biggest complaints was that the rear lever was hard to find. The cover protecting the clutch slave cylinder protrudes from the side case and pushes the rider's foot away. It took some getting used to.
One thing’s for sure, as a new model the TC449 is definitely going to be one of the more interesting 2011 machines. The TC was born quickly, and for such a fast development, the final product looks to be better than many hoped. It was only April when the prototype was revealed, and now the final version should be available in October. As long as Husqvarna continues its aggressive strategy, there’s no doubt the TC will be a solid contender.
2011 Husqvarna Motorcycles
Husqvarna has revealed its 2011 motorcycle models to the world at Inter mot in Cologne, in Milan. Leading the way for Husqvarna are its two new supermoto bikes, the SMR449 and the SMR511, which were developed from Husky's enduro and motocross bikes.
According to a Husqvarna spokesman, "These are bikes more than ready for off-road competition but also suitable for daily commuting, thanks to their ease of handling, maneuverability and engine response."
New colors have been presented for the 125cc supermoto range, as well as the Husqvarna SMR630. The dual-sport WRE125 and TE630 have also been upgraded, as well as receiving the color and graphic treatments shown on the 2011 race bikes.
Antoine Meo took another world Enduro championship and Husqvarna is recognizing that accomplishment with a TE 250 Meo replica, in a limited production run of 100.
The CR65 widens Husqvarna's range of mini motocross bikes. It is a true competition machine, joining the CR50 and SM50 models, and offers the same visual cues as the new 449/511 series, with a layout that is in unique in off-roading.
No comments:
Post a Comment