2011 Husqvarna SMR449 Review

2011 Husqvarna SMR449

The new 2011 Husqvarna SMR449 Supermotard motorcycle. The design of the new SMR449 outstrips that of other motard models and stands out at once for its looks, restricted layout and cutting-edge expertise. The line is entirely new: slim, svelte and refined. The on its own piece side panel runs from where conventionally the energy tank would be, all the technique back to the rear mudguard, allowing the rider free and unimpeded movement. There is no probability of snagging boots or pants on the edges of the panels with this design.

 The SMR 449 is mass centralisation to keep the weight of the bike intense as close as possible to the centre of gravity and to design a frame which adapts entirely to the load of use on the road and in the racing environment. This key, which Husqvarna calls CTS (Coaxial Traction System), eliminates the dissimilarity in the length of the chain during rear deferral movement, minimising the consequence of the final drive on the bikes usage. The crux of this impression is the joining together of the rear wheel swing arm pivot point and the gearbox output shaft sprocket. This resolution, which Husqvarna calls CTS (Coaxial Traction System), eliminates the discrepancy in the length of the succession during rear suspension faction, minimising the effect of the final drive on the bikes usage.

The chassis blueprint allows the modern DOHC engine to be mounted quicker to the centre of the bike, whilst tilting the cylinder further presumptuous allows a long and directly air intake path at the same time as observance the centre of gravity as low as possible. The SMR 449 is able to with a cutting-edge 4 regulator dual camshaft engine which has been appreciably improved thanks to the practice gained by Husqvarna in its many years of motard racing. Fuel delivery is managed by an electronic injection system with a Keihin 46 mm diameter, double beat throttle body which provides progressive and conventional throttle retort.

The inferior gearing has been customized to suit the proposed on road submission of the bike and the fuel/ignition mapping has been optimised for act and controllability in both aptitude versions. The SMR511 version has been achieved thanks to the improved cylinder bore of 101mmcompared to the 98mm of the 449. The stroke remains the equivalent on both models at 59.6mm, giving the 511 an effective disarticulation of 480cc.