2013 Husqvarna TE 250R and TE 310R

Husqvarna claims it’s the world’s oldest motorcycle manufacturer, having enjoyed continuous production since 1903. BMW Group purchased Husqvarna in 2007 and has since then has placed a heavy emphasis on production quality, supplier quality and reliability, while also constructing new R&D and design centres and a new corporate headquarters at the company’s home in Varese, in northern Italy.

With Ralf Kleid from BMW Formula 1 as Husqvarna’s head of engine development, it’s no wonder the new 2013 TE 250R and TE 310R can both boast a significant increase in power and torque – a boost of eight per cent for both in the case of the former, and five per cent more power and eight per cent more torque in the case of the latter.

It’s no secret that Husqvarna’s enduro weapons have been coming along quite nicely in the last few years, and today they’re right on the money as far as competitive race hardware goes. For 2013 Husky has refined its offerings rather than dialed in a complete overhaul, which makes perfect sense – no point in completely changing an already good thing, and risk taking a backward step in the process, is there?

For 2013 the big improvements include a redesigned cylinder head that delivers increased power and torque, a new Keihin electronic fuel injection system for improved throttle response, and an even more compact engine – it now weighs a mere 23kg, which Husky says makes it one of the lightest and most competitive packages going.

So with the 2013 TE 250R and TE 310R ready to rock I headed out to a private enduro complex in Kyogle (NSW) to give these bikes a well-deserved flogging at their national press launch. The surrounding terrain was hilly, with ridge tracks, open trails and tight scrub; perfect for sampling these enduro siblings, and testing their respective mettle over some typically tough Aussie terrain.

CHASSIS
Both of these Husqvarnas have a very forgiving aspect to their handling. The steel frame/aluminium subframe and Kayaba suspension combine seamlessly for a smooth, effortless ride. I was amazed at how light and nimble these bikes feel. For me previous Husqvarnas have felt physically quite large, but that’s all changed for 2013. With a few clicks on the compression adjusters and after setting the rear shock sag and raising the fork height, I found a set-up that was comfortable, accommodating and effective.

The Kyogle enduro complex is full of off-camber turns that can make even the best handling of bikes quiver, but the Huskies took everything in their stride. They cornered nicely without me having to hang off the back or sit up on the tank. It was impressive just to be able to sit in the middle of the seat without any real need to move about – the bike just did what it had to do.

The tank sits really high on these bikes and looks like this could be a hindrance, but once you begin riding you realise that isn’t the case. The cockpit is very flat and easy to move around on, even if the rider’s weight distribution appears to have little impact on the bike’s handling. Standing up or sitting down, going for it or just relaxing – these bikes handle every riding scenario with impressive precision.

Both packages feel very comfortable and well balanced. The TE 310R handles bumps and turns a little easier than the TE 250R just because it has that little bit more torque and power to keep it planted and tracking in a straight line. The 250 tends to bounce off bumps a bit and dances around a little more, whereas the 310 just skips over everything you throw at it. Both bikes handle quick changes of direction with ease – flopping either from side to side while threading through trees is the proverbial walk in the park.

The brakes, too, hold up their end of the deal. They feel strong and dependable, inspiring confidence whenever called upon. After a day of negotiating the bush, complete with mud and creek crossings, these anchors never gave a hint of fading.

The stylish new graphics are now moulded into the tank shroud for added durability. The handlebars now come with a bar pad and new handgrips pre-bonded to the bars, while buyers also score a separate engine hour meter, new and more compact handlebar switches, a strengthened radiator, and a new chain guide.

ENGINE
Husqvarna has really gone to work on the engine in both of these bikes, with the main goal being more torque and more power. It’s a case of ‘mission accomplished’ – both these donks represent a big step forward. On top of the new DOHC cylinder heads with larger valves, Husky has thrown in a new piston and a revised crankshaft, the mixture now being handled by a new 42mm throttle body and fed by a redesigned air intake. A new coil also plays its part.

These units rev to the moon and back, and the harder you rev them the faster they go. I prefer to ride a little lower in the rev range and harness the meaty part of the torque curve, knowing there’s a little extra power there in reserve if I need it. However, these Husky donks don’t respond well to that sort of approach. Rather, they respond to being revved to their full potential, and believe me they rev long after the point where you’d think the rev limiter might cut in.

The TE 250R felt as if you had to ride it a little more like a 125cc two-stroke – you always had to be careful that you had the bike in the right gear. At the start I found myself down-shifting mid turn as it was bogging down a fair bit, but as I got the hang of it I found the gearing was actually pretty well right, although it could have been geared a little higher for the tighter bush terrain we experienced at the launch.

On the other hand, I was more appreciative of the TE 310R – it had that little bit more torque to pull out of the turns if I’d been lazy and not down-shifted before tipping in. It still didn’t have as much torque as a 450 and it still needed to be revved and ridden in the higher part of the rev range, but let’s face it – how many guys are really going to use all the power of a 450, and especially in the bush? The TE 310R could have also benefited from a little higher gearing for the tighter terrain but as a stock bike its out-of-the-crate gearing will suit a wide variety of riding situations, from fast and open fire trails to tight tracks winding through the scrub.

Personally, I still wanted some more power and torque from these Husky engines. Sure, they’re both a big step up from their predecessors in terms of power, but for me they’re still not quite there. I found they lacked a little bottom-end torque and that meant I had to rev them constantly to get them to launch out of a deep rut or from a powdery turn, but in saying that Husqvarna has a special parts catalogue that I’m sure is bursting with go-fast goodies aimed at freeing up a few more horses for people just like me.

THE WRAP-UP
If you’re after a super-manageable and rider-friendly enduro bike that won’t tear your arms from their sockets with every twist of the throttle, these two Huskies are bound to please. The power is very smooth and unintimidating and there are no nasty surprises ready to catch out the unwary. For the weekend trail rider the power is more than satisfactory, but racers ready to tackle an A4DE will be wanting a little more.

Husqvarna motorcycles have come a long way in recent years, especially in terms of power, handling and reliability. In a market where most of the major brands don’t seem to be giving their enduro models much love in the R&D department, especially in the last few years, Husqvarna has slowly been working away and catching up to the Japanese brands. If the Japanese manufacturers don’t heed this wake-up call, Husky might just leave them behind.

SPECS: HUSQVARNA TE 250R
ENGINE
Type: Liquid-cooled, four-valve, DOHC, four-stroke, single-cylinder
Bore x stroke: 79mm x 50.9mm
Displacement: 249.5cc
Compression ratio: 13.5:1
Fuel system: Electronic fuel injection
Starting: Electric and kickstart
Homologation: Euro 3

PERFORMANCE
Claimed maximum power: N/A
Claimed maximum torque: N/A

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multi-plate

DIMENSIONS AND CAPACITIES
Rake: 26.5 degrees
Trail: 106mm
Claimed dry weight: 109kg
Seat height: 950mm
Wheelbase: 1470mm
Ground clearance: 290mm
Fuel tank capacity: 8.5 litres

OTHER STUFF
Price: $10,995
Warranty: 12 months parts and labour
Test bike supplied by: Husqvarna Motorcycles/Paul Feeney Group

SPECS: HUSQVARNA TE 310R
ENGINE
Type: Liquid-cooled, four-valve, DOHC, four-stroke, single-cylinder
Bore x stroke: 82mm x 57.35mm
Displacement: 302.44cc
Compression ratio: 13.1:1
Fuel system: Electronic fuel injection
Starting: Electric and kickstart
Homologation: Euro 3

PERFORMANCE
Claimed maximum power: N/A
Claimed maximum torque: N/A

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multi-plate

DIMENSIONS AND CAPACITIES
Rake: 26.5 degrees
Trail: 106mm
Claimed dry weight: 109kg
Seat height: 950mm
Wheelbase: 1470mm
Ground clearance: 290mm
Fuel tank capacity: 8.5 litres