Not only does the Keihin system give better throttle response but it also allows you to easily remap the fuelling. One option is the accessory ‘GET’ programmable ECU that allows you to play with it yourself. Alternatively, you can ask your dealer to use their HST (Husqvarna Special Tool) to ‘reflash’ it with the TXC machine’s mapping. What’s that? Well…
Husky aficionados should be familiar with the moniker, as a small number of these bikes were bought into the country a few years back. For everyone else, the TXC is the cross-country model in the Varese range, built predominantly for, and built with input from, the US market. It uses the enduro engine, with its lighting generator (and therefore a heavier bottom-end than the motocrosser) but featuring more aggressive ignition/fuelling. This is slotted into the TC chassis, with its different shock (the spring is a linear-rate part rather than progressive as on the TEs) and closed-cartridge forks, but with an 18in rear wheel. You don’t get lights, or a speedo (just a low fuel warning light and an EFI fault light). Instead what you have is a great closed-course machine!
The more responsive mapping really makes the most of the bike’s new top-end hardware. It’s aggressive without being hard work - this is a quarter-litre four-stroke, after all - and when you open the taps it really pulls hard.
The suspension lends the chassis an equally ‘race-ready’ feel. Firmer than the TE’s, it gives you the confidence to push harder through rough sections. Our test track featured a section of awkwardly spaced humps, some you could jump, others you simply had to ride through. The TXC gave you the confidence to hit every last one of them that little bit harder, jumped more predictably and took outta shape landings without complaint. At the same time it remained stable, without the ‘skittery’ feeling you can get running firm MX suspension on REAL off-road terrain, and ploughed through a small section of whoops like they weren’t there.
The only downside I could find, was that the firmer set-up didn’t dive into corners quite so much and therefore the TXC took slightly more effort to get turned on the tight corners of the special test track. And once some eejit had watered the apex of every rutted, rooted turn, then it lit-up a little easier than the softer TE version. But that’s a small price to pay, because for me, the combined the rideability of an enduro 250 with the snap of an MXer. And for XC racing, rather than slip-sliding around a traditional enduro course, the firmer suspension would likely prove less tiring too. The whole bike felt racy, without being too hard-edged. It’s a great package.