Back to the Feature! 2013 Husqvarna

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P U N C H With overhauled powerplants and a bunch of updated componentry, Husqvarna’s 2013-model TE250R and TE310R are intent on punching well above their weight. andy wigan

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bike ride impression

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ive years down the track from the BMW takeover, Husqvarna has found itself at an interesting juncture with its off-road models. Their WR250 and 300 two-strokes have seen few significant upgrades for years, while their TE449 and 511 four-strokes have built a reputation as reliable trailbikes, rather than lightweight enduro weapons. Which leaves the TE250 and TE310 to spearhead the company’s high-performance off-road line-up. And that’s precisely why the Italian design team has gone all out to ensure these two EWC-winning machines maintain pride of place in the increasingly populated hardnose enduro market.

They’ve even added a racy “R” to the end of the 2013 bikes’ model designation to ram the point home.

For 2013, Husqvarna has mated the enduro bikes’ bottom-ends

with high-performance MX-spec cylinder heads and Keihin fuel-injection, and the result is a quantum leap in power, torque and throttle response for the two new TEs. But beyond those sweeping powerplant mods and the more refined fuel injection system, what else has been done to these race-bred enduro knives? And how do the changes translate in the saddle? At the recent Australian launch for the 2013 bikes, reigning AORC Vets-class champ, Damian Smith, and Transmoto’s Andy Wigan spent a day cutting laps on an epic enduro loop at Kyogle in north-eastern NSW to find out. The test bikes were de-restricted and set up in closed-course competition trim, and the standard FIM-spec Michelin tyres were replaced by a set of Pirelli Scorpion XC Mid Soft hoops.

ikapture images

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bike ride impression

HOW ‘NEW’ ARE THE 2013 BIKES? From a powerplant perspective, the TE250R and 310R are very new. Sure, they still run essentially the same bottom-ends as the 2012 bikes, albeit with more rigid cranks. But they’re now mated with TC-spec, highperformance heads and an all-new Keihin fuel-injection systems. Beyond the new-look top-ends, both machines appear very similar to the 2012 bikes ... until you look a little closer, that is.

The 2013 air boot creates a much straighter inlet tract, rather than skirting around the shock absorber like last year’s. The radiators get alloy bracing to make them more crash resistant. The battery is now held in place by a rubber strap (rather than the seat), and the addition of the capacitor makes a lot of sense. Unlike the 2012 bikes, the 2013 models will now kickstart and run, even if there’s a fault with the battery or its terminals. It’s also heartening to note that the rear brakeline has finally been shortened, so it no longer rubs against the back of the engine cases. Apparently, there’s also some extra frame gusseting around the steering head to improve rigidity, but we can’t spot the difference.

We would have liked to see Husqvarna address a few of those small, niggling issues with the bikes – such as the clunky fuel tank plumbing, the fiddly air filter access, and the easily dislodged rubber diaphragm inside the fuel cap. Fingers crossed for 2014.

But the glaring oversight is the fuel tank itself. No arguments about the 8.5 litres and the fuel range that delivers, but surely the 400-500ml that sits in that unsightly lump under the fuel cap could be found elsewhere.

As it is, the tank’s bulge makes it difficult to get aggressively forward in the saddle (unless your balls are made of steel), plus it gives the bikes an old-school look.

SWITCHBLOCKS & INSTRUMENTATION Tweaks to switchblocks might not sound like much, but anything that reduces clutter and weight on the bars is worthy of mention in our books.

For 2013, there’s a new electric-start button and MX-style kill switch in place of last year’s bulky switchblock that contained both. On the left side of the bars, the hot-start lever is now gone (though there is a hot-start knob down

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THE TE250/310 PEDIGREE…

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ow do these 2013 “R” models fit into Husqvarna’s lineage of small and mid-capacity enduro models? Here’s a snapshot of the major upgrades the TE250 and TE310 have each received in the past decade:

● The TE250 first appeared in

2003. It was fitted with fuel injection in 2008. ● The TE310 first arrived in

2009. It initially used the fuel-injected TE250 engine with an Athena big-bore kit, but its stroke remained the same as the 250’s. ● In 2010, the TE250 moved

to the 48mm Kayaba fork and new-generation “X-Light” powerplant, while the 310 retained the 50mm Marzocchi fork and olderstyle engine. ● For 2011, both the TE250 and

“The mods transform the powerplants’ character, and it’s hard to believe the bore and stroke dimensions haven’t changed for 2013.” on the throttle body, which doubles as an idle adjuster), and the switchblock for lights, blinkers and horn is much more compact – which is a good thing as it can now be slid across further so it doesn’t rub on your thumb.

The ignition key has been removed (the new switch on the hydraulic clutch, in effect, replaces it) – so you need to pull the clutch in to start the 2013 bikes, which are now fitted with a relay that keeps the power on after you shut the engine down for 15 seconds.

The separate warning light for the EFI on the dash means there’s no risk of disabling the speedo’s digital display in the event of an EFI problem (previously, an “error” readout would consume the LED display, even if the bike continued to run normally).

Warning lights for low fuel, high beam, blinkers and neutral remain on the instrument panel.

HOW BIG ARE THE POWER GAINS? Big! It’s hard not to notice the boost in grunt with the 2013 TEs. Not only that;

the mapping on both 250 and 310 has a crisper and more refined feel to it, and a much lighter throttle pull than the Mikuni system. And both machines are less inclined to flameout under load or in tight terrain when you’re constantly on and off the power at low revs.

The TE250R’s engine is noticeably livelier. It’s broader, more meaty and responsive through the mid-range and it still screams hard up top, but there’s not a discernible difference at lower revs. The claimed 8% increase in power and torque sounds about right, but that doesn’t mean you can ride the 2013 TE250R like a mid-capacity machine. You still need to wring the TE250R’s neck to get the most from it, and tap dance on the gear-shifter.

Husqvarna has done well with the new power-up kit and exhaust, but there’s no doubt the TE250 would benefit greatly from a free-flowing aftermarket muffler, especially if its rider is over 85kg. Like all 250s, the right exhaust is critical if you want to get the most out of the bike. And the added induction noise from the 2013

bike suggests it’d really benefit from a less restrictive muffler.

The new cylinder head and Keihin EFI has paid the biggest dividends on the 310. Put simply, the mods transform the powerplant’s character, and it’s hard to believe the bike’s bore and stroke dimensions haven’t changed for 2013. Across the entire rev range, the power is much punchier and more responsive to your right hand’s instructions. The boost in torque is also noticeable through the bottomend and mid, which means the 2013 engine is a lot happier to be shortshifted or lugged up hills without having to resort to the clutch. It seems to have found some more overrev, too. The 310 used to be like a strong 250, but it now pulls more like a midcapacity machine with power that’s comparable with the 350cc machines from KTM, Husaberg and Beta.

The Brembo hydraulic clutch might not have quite as light a pull as the diaphragm-spring specimens found on the new KTMs and Husabergs, but it’s still a one-finger job all day and has great modulation and feel. Yes, it’s

310 got sweeping upgrades to frame, fuel tank, wheels and protective parts. The TE310 got the X-Light powerplant (with a larger bore and stroke, and a Mikuni 45mm throttle body), and joined the TE250 by using the 48mm USD Kayaba fork. ● For 2012, the 250 and 310

were fitted with a Leo Vince exhaust, and a race-spec 12hole injector and ECU. Their frames received additional gusseting, while a Kayaba shock absorber (with highand low-speed compression adjustment) replaced the Sachs unit. The Kayaba forks got firmer springs, the black rims reverted to silver, and there were small updates to the bar mounts and the radiator’s cooling efficiency. ● Chasing performance gains

and throttle response, the 2013 250 and 310 were fitted with the new, highperformance DOHC cylinder heads with individual finger followers and lighter valves, while Keihin fuel injection replaced the Mikuni system.

Refinements were also made to the crankshaft, inlet tract, suspension settings, radiators, switchblocks and decals. And an “R” was added to the model designations to reinforce the racing heritage.

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bike ride impression

true that the bar-mounted dual-map switch is no longer standard on the 2013 bikes. But we reckon that’s a good thing. In small and mid-capacity bikes, most people tend to want all the power they’ve got, and let their right hand – not a softer map – control its delivery. That said, if you really want a bar-mounted dual-map switch, you can buy it as an aftermarket option from Husky’s Special Parts catalogue.

bottomed pretty easily, particularly in the fork. For 2013, the spring rates are unchanged (4.5N/mm in the fork and 52N/mm in the shock), but the bottoming resistance has improved markedly. Thankfully, this hasn’t come at the expense of the ride in the first part of the travel. Both fork and shock are very plush over small bumps and they soak up rocks, roots and square-edged bumps extremely

feedback as the twin-chamber 48mm Kayaba fork the last half of its stroke, which is noticeable when slamming a big set of braking bumps, hitting the picks hard or loading the suspension up around long off-camber turns. The fact that Yamaha’s WR450F is considered to be more of a trailbike than these racy TEs – and yet it’s now fitted with the twin-chamber Kayaba – suggests that Husqvarna should seriously

updates for 2013...

THE POWERPLANTS

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or 2013, both the TE250R and TE310R get new, high-performance cylinder heads, whose design is derived from the high-tech DOHC head introduced to the TC250 in 2012.

Both TE engines use lightweight steel valves (inlet and exhaust), which are activated by individual finger followers for improved throttle response. A Keihin fuel-injection system (with a 42mm throttle body and Kokusan stator) is also fitted to the TEs for the first time.

So, in effect, Husqvarna has mated the bottom-end of the

“The Kayaba fork and shock still have that trademark compliance over the small bumps, and both ends have much better bottoming resistance this year.”

It retails for just $36 and plugs straight into the wiring loom.

THE HANDLING With a Kayaba fork and shock on the 2012 bikes, Husqvarna finally got the chassis balance spot-on. The problem was that both ends were too soft for the average 85kg guy who wanted to give things a nudge. Despite the fact firmer spring rates were used for the 2012 TE250 and 310, the valving remained too soft and the bikes

well. There’s no hint of unpredictable spikes or deflection, which gives you the confidence to relax your grip on the bars and enjoy the ride.

So how did Husqvarna achieve a more progressive suspension action?

Amazingly, through oil height alone, because there’s no mention of any mods to valving specs in the Kayaba fork or shock for 2013. For Pro-level racers, however, the open-cartridge fork is the first component whose limits they’ll find. It simply doesn’t have the same level of control and

consider the upgrade for 2014. The open-cartridge fork has been around for many years now; it’s pretty much at the peak of its development curve, and just can’t offer the versatility of the much-improved new-gen twinchamber units.

The rear-ends work really well.

Under acceleration, both bikes track straight as an arrow over rollers and square-edged bumps, and they get the power to the ground with the minimum of fuss. In fact, the shock works so well, you can actually sit

existing X-Light engine with the top-end and EFI that created big power gains on the TC250 motocrosser; a combination that has been used to great effect

by Husqvarna’s Australian and European off-road teams during the 2012 race season. Both TEs’ crankshafts have also been

made more rigid via an added roller bearing on the ignition side, and the 310’s external oil line is now 7mm longer to suit the new head’s dimensions. A capacitor has also been fitted as a battery fail-safe – it enables the engine to be kick-started and operate if the battery develops a fault or the terminals come loose. Husqvarna claims this new engine design pumps the 250’s power and torque up by a whopping 8%, while the 310 is said to get a 5% and 8% boost to power and torque, respectively.

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n addition to the major changes to the powerplants, the 250 and 310 get a bunch of other small but significant upgrades for 2013: ● Extra frame gusseting around

the steering head.

● A new magnetic oil drain plug

in the crankcases.

● The radiators get alloy bracing

for strength.

● The battery gets a rubber

fastening strap.

● The rear brakeline is shorter

to prevent it rubbing against the engine cases.

● The FIM-spec chain guide

is all-new.

● The handlebar switchblocks

are more compact.

● A new electric-start button and

MX-style kill switch are fitted.

● The bar-mounted hot-start

lever is removed.

● The new grips are black and

INTAKE & EXHAUST

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o complement the highperformance cylinder head and all-new Keihin fuel injection, designers needed to ensure the new powerplants breathed better. This was achieved by straightening the air boot’s path to the throttle

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body and inserting a ‘torque tube’ into it, which was first used on the 2011 TC250 to improve throttle response at lower revs. The 2013 bikes’ tapered header pipe sits higher than last year’s, and once the ADR restrictors are removed,

the Leo Vince muffler is fitted with the larger-diameter (26mm) end-cap and a plug that replaces the Lambda sensor. The ‘power-up’ EFI mapping is then installed to suit, via the diagnostic tool at a Husqvarna dealer.

pre-bonded to the bars.

● A handlebar pad now comes

as standard equipment.

● There’s a new, separate engine

hour-meter.

● The EFI warning lamp is

now separate from the speedo display.

● The decals and updated

‘in-mould’ tank and shroud graphics are more durable.

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bike ride impression down over a series of high-speed bumps you’d ordinarily stand through as a precaution. Under brakes, the chassis is similarly stable and sure-footed.

The only noticeable improvement we could find on the standard set-up (10 clicks out on compression, 12 clicks out on rebound, 1.5 turns out on the high-speed compression adjuster) was by backing the shock’s high-speed compression off. At 1.75 to 2 turns out, the rear wheel hooks up and drives even better up choppy hills, without compromising bottoming resistance elsewhere on the loop.

PICK OF THE LITTER? Since its arrival in 2009, Husqvarna’s TE310 has always lived in capacity no-man’s land. With 302cc, the thing ate 250s. But, rightly or wrongly, it hasn’t been regarded as a direct competitor to the 350cc machines in the ‘mid-capacity’ enduro bike market.

Not to your average Aussie trailrider, anyway. While the 350s from KTM, Husaberg and Beta have all successfully spruiked themselves as lighter, more manageable 450s, Husky’s TE310 has been more inclined to appeal to 250 owners rather than tackle the lucrative mid-capacity market head-on. Well, the improvements to the 2013 powerplant change all that.

The 310 now rides very much like

the 350s, rather than a 250 on ’roids.

And perhaps that’s why it carries a $700 premium over the TE250R for 2013 – which is a lot for a machine that differs only in the dimensions of its top-end.

The only ‘bad’ thing we can say about the 310 is that it tends to make the 250 feel average. Its versatility is likely to relegate the TE250R to a more specialist (or Junior) race-oriented market.

THE VERDICT If you’ve got an earlier-model TE250 or 310, now is the time to trade up.

The 2013 bikes represent a significant step up from their predecessors, without a corresponding jump in price. In fact, the TE310R is now the most expensive bike in Husky’s entire off-road range – it’s $700 pricier than the next most expensive, the TE511.

Compared to their opposition on Aussie dealer floors, however, the 2013 TEs will retail for around $1000 cheaper than the big-selling brands in each class, and on par or slightly cheaper than the sharply priced boutique brands out of Europe (see the RRP Check table to the right here). Add to that Husqvarna Australia’s industry-leading 12-month factory-backed warranty, and you’ve got to think these new TEs will increasingly be on the radar for trailriders and racers for 2013. They’re available now in all 52 dealers nationwide.

RIDER FEEDBACK pro: DAMIAN SMITH

37, 67kg, 180cm “The power gains they’ve managed to get out of both bikes for 2013 is impressive, and the combination of the new heads, crank and Keihin EFI has given them a more refined feel. I’ve raced the TE310 for a couple of years now and I really noticed how much more punch the 2013 bike has. It’s more responsive across the whole rev range and seems to have a broader sweet spot through the mid. Trailriders will find that the suspension package is the best that’s ever appeared on a Husky TE. It’s balanced, plush and has heaps more bottoming resistance this year. For me, though, the fork doesn’t offer the same level of feedback and control as the TC’s twin-chamber Kayaba when I start pushing things, and I reckon you might see those on the 2014 TEs. For the race-oriented guy, I think it’d really complement the improvements they’ve made elsewhere on the bike. New-generation engines aside, the 2013 bikes don’t look very different, but they are. There’s actually a heap of other clever little refinements. These bikes are a big step forward.

I just wish they’d fit the TC’s streamlined fuel tank to the TEs so you can get further forward on the seat.

It’d improve the bikes’ looks as well.”

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bike specs 2013 TE250R $10,995 www.husqvarnamotocycles.com.au 12 months (parts & labour)

2013 TE310R $11,695 www.husqvarnamotocycles.com.au 12 months (parts & labour)

249.5cc 79.0 x 50.9mm Liquid-cooled Single-cylinder, 4-stroke, 4-valve DOHC 13.5:1 6-speed 13/50 Brembo – Wet, multi-plate, hydraulic 8.5 litres Keihin EFI (42mm throttle body)

302.44cc 82.0 x 57.35mm Liquid-cooled Single-cylinder, 4-stroke, 4-valve DOHC 13.1:1 6-speed 13/50 Brembo – Wet, multi-plate, hydraulic 8.5 litres Keihin EFI (42mm throttle body)

KYB – 48mm USD Kayaba

KYB – 48mm USD Kayaba

claiMed weight (dry) Wheelbase Seat height*

109kg 1470mm 950mm

109kg 1470mm 950mm

HANDLEBARS FRONT TYRE (standard) REAR TYRE (standard)

Tomaselli tapered Michelin Enduro Comp Michelin Enduro Comp

Tomaselli tapered Michelin Enduro Comp Michelin Enduro Comp

Brembo – 260mm disc Brembo – 240mm disc

Brembo – 260mm disc Brembo – 240mm disc

MSRP (incl GST, excl pre-delivery) Distributor Warranty ENGINE

Capacity Bore x stroke Cooling Engine type Compression ratio Transmission Final gearing Clutch Fuel capacity fuelling SUSPENSION

Fork Shock GEOMETRY

RUNNING GEAR

VET: ANDY WIGAN

BRAKES

Front Rear

45, 90kg, 182cm “No one argues with power gains on small- and midcapacity machines, and noticeable gains are exactly what Husqvarna has delivered for 2013. The 250 is great fun to throw around and wring the neck of for a few frantic loops, but for a guy of my weight, you still needed to be up and down the gearbox to keep it on song – especially on our undulating test track. The 310 was much more to my liking. Compared to last year’s bike, the powerplant’s added punch means you can get away with much less clutch abuse, and it’ll happily climb hills in taller gears now. Yet you can still put your head down, hold it to the stops and ride the 310 like the 250; it’s simply a more versatile and forgiving package for me. Instead of feeling like a punchy 250, the 310 is now more comparable to the 350s from KTM, Husaberg and Beta. The other big changes I noticed from last year’s TEs is the improvement in bottoming resistance at both ends, plus how well the rear-end tracks over acceleration bumps. Thankfully, they’ve attended to the rear brakeline and battery issues, but I wish they’d improved access to the air filter and flattened the seat/tank junction while they were at – it took a few hits where it hurts at the launch!”

rrp check...

2013 bike

MSRP

250cc models

Husqvarna TE250R KTM 250EXC-F Husaberg FE250 Sherco SE250Fi Yamaha WR250F Honda CRF250X Gas Gas EN250F TM EN250Fi

$10,995 $11,995 $12,295 $11,290 $11,999* $11,590* $10,699* $11,990

mid-capacity models

Husqvarna TE310R KTM 350EXC-F Husaberg FE350 Sherco SE300Fi Beta RR350

$11,695 $12,495 $12,795 $11,490 $11,990 *2012-model prices

MORE ONLINE...

For behind-the-scenes footage of the Australian launch and a helcam insight into the test loop, check out www.transmoto.com.au