Launch: 2013 Husqvarna TE250R/310R

Since the assimilation of the iconic Husqvarna brand into the BMW Group, the changes and progress have been apparent for all to see.

In 2011 Husqvarna returned to a level that it had not come close to in ages when it claimed two enduro world titles – proving that its bikes are not only top-flight practitioners but also reliable too.

It’s still clearly a company growing -- there are some models in its range that are due for an update -- but the current generation of bikes, namely the 250cc and 310cc incarnations, have been receiving great feedback for the past couple of years.

The motocross bikes saw a pretty big step in their development for 2012, which also heralded a return to the motocross grand prix scene with the TC250. Last year was a hapless one, but the 2012 season has yielded some much-improved results on what is a vastly better machine.

In 2013, the real changes are made to the TE250/310 enduro models, mostly centred on their engine and fuelling departments. And they are now known as the TE250R and TE310R.

The TE250R engine has had a complete revamp, taken directly from the TC, which includes a redesigned cylinder head and new manifold design.

These changes have brought with them some substantial power and torque gains across the whole rev range. The figures are impressive, with the TE250R getting a claimed eight percent improvement on the power and torque curves, and the TE310R showing an eight percent improvement in power and five percent increase in torque.

There are also some changes to the 310’s starter motor to strengthen it to deal with the extra compression.

The other major change to the 2013 models is the fitment of Keihin fuel injection to replace Mikuni and, as a result, tuneability has now gone through the roof. The Mikuni fuel injection was problematic and had some serious bogging issues reminiscent of a badly set-up carburetor.

It’s now possible to swap maps with much more ease, including putting the cross-country TXC map in (the Northern American market also gets the TXC250R and TXC310R in 2013, which have been purpose-designed and built for the specific demands of cross-country racing. Unlike the competition enduro bikes, these machines are not homologated for road use. This means they are able to dispense with lighting and instrumentation, which translates into a weight saving of some 4kg compared to the competition enduro models).

The other changes show how much Husqvarna is paying attention to the finer details. First up, the new fuel-injection system has done away with the utterly stupid cold start lever on the previous models. 

The engine has a new sump plug, now in the middle of the cases instead of at the back, and included is a magnetic drain plug.

The weak, vulnerable ignition switch is replaced with a single, waterproof push button. Steps have also been taken to waterproof the other switches as well as the connectors across the bike.

A new bar pad and new soft-compound domino grips also grace the bikes.

Little updates have seen various improvements: the EFI was sorted out with a little injector change and different ECU. A different shock graced last year’s model and the bike was pretty damn good.

At a quick glance, you’d have a tough time visualiing the 2012 apart from the 2013. A red rocker cover, a slightly different red scoop graphic and a little red ‘R’ behind the TE250 sticker are the only visible changes.

It feels identical to the previous model; the same ‘on top’ European style that enduro riders have become extremely comfortable with over the last few years.

The ergonomics feel great, the clutch is light, the brake instant and powerful but not grabby and, mostly surprisingly, the handlebar bend is pretty spot on. I’m generally pretty fussy about these things, but a quick roll forward and they feel perfect.

From the first prod of the starter button the bike feels like it revs a little freer than previous models, but as I made my way around the first couple of flat corners before heading up a hill, I struggled to notice a difference.

After 20 minutes of riding it really didn’t feel like the engine had changed much at all. It has a little more snap, but it feels negligible and it’s something that baffled me a little. It’s hard to say how much a bike has improved without riding them back-to-back, but it isn’t really the change to the engine I was expecting.

Whenever someone mentions motocross bikes, it brings to mind an image of strong, punchy, aggressive and exciting power, and this is what I was expecting from the Italo-German bike.

It couldn’t be further from the truth. While the engine is still super smooth, it doesn’t have an aggressive bone in its body and it wants to be worked hard. The dyno charts are almost identical as the 2012 bike, but with more power and torque everywhere.

This would explain why they feel so similar and, after taking a quick ride on a 2012 a few days after the test, it was noticeable the engine is better, but the delivery across the bottom and mid-range is identical.

However, as the bike works into the upper rev range it is noticeably stronger, and feels like it can keep pulling through each gear, whereas previously it would stop accelerating.

The suspension is pretty damn good on the 250. It’s too soft for me, but I’m far bigger and taller than your average Joe. It works well, however, and it’s plush and only seems to struggle on repeated big hits. It does drop through the stroke quickly, but again it’s under-sprung for me so you can’t expect any more.

All round, this is a great bike. I really like the way it handles; it offers a lot of front-end feel, especially on flat corners. It tips into the corner with minimal effort and the predictable and smooth power delivery means you can get on the gas early and hard.

The gearing feels very good too. I never felt like I was in the wrong gear for a corner or a section. I still feel like it could do with more mid-range and little more hit, but it’s a massive step in the right direction.

The TE250R is a rounded and well-balanced package. It handles very well, has a good enduro engine and needs very little changing to go racing. 

The 310 has been around a while now, but in all honesty it isn’t quite as good as the 250.

The one thing Husky has got right is the engine, or more precisely the power delivery. The mid-range is strong, and it’s improved over the 2012 bike in droves.

Even though the claimed power gain is less than on the 250, the 310 feels much stronger. The engine is actually super fun to ride, as it’s punchy, it’s got a good bottom end and the improvements have made a big difference to the delivery.

The downsides, I feel, come from the fact that it was made as a 250. Firstly, the gearing on the 310 just isn’t quite right. I often found myself between gears, lugging the bike when it wanted to be revved -- but changing down meant it was revving too hard.

It results in a little too much use of the clutch. First gear isn’t right either, or more to the point the delivery off the bottom in first can be abrupt and reminiscent of a much larger capacity bike.

Secondly, the suspension is unbalanced. It’s very hard to put my finger on what the cause is or what to do about it, but when ridden next to the 250 it was hard to stay neutral on the bike.

There was some mention of the progressive spring on the rear of the 310 as the cause of the problem, and that changing it to a constant spring rate could solve a lot of the issues. It seems strange the factory hasn’t done this already. It does, however, still turn well and is a very good bike. 

There has been a little fettling to the suspension settings and the same aesthetic changes as the other models, plus new graphics and grips and that’s about it.

I’m very much a small bike rider and popping onto the 449 is a difficult thing. The ergonomics feel big; there is no other way to describe it. This mostly stems from the seat -- it’s as long as the Nile.

The rear-mounted tank means there is no limitation on this and strangely, having a seat where you are unlimited on movement meant I often found myself sitting way too far forward. Now that’s something you often say about a dirtbike, but on the 449 it messes the cornering up and you have to remind yourself not to sit on top of the handlebars.

Jumping off the smaller bikes requires a serious change of riding style. Trying to come into corners with any speed results in a seriously frustrated rider, and I found myself blowing corners left right and centre.

But in its own way, the 449 handles well. It does turn in nicely and holds a line well. The key came when I started riding slower. Braking a little earlier and getting on the gas earlier provided me with a completely different bike and slowly I started to enjoy it.

The one thing that really shines on the 449 is the engine, as it’s seriously grunty and a bit of missile when you wind the throttle up. If you like to go fast then this really is the bike for you.

To get the best out of the engine requires some precise set-up. The standard exhaust is just for regulations and putting the Akrapovic on is a must, even if you don’t want more power. The whole bike runs so much cleaner with it on.

Secondly, the air screw and idle have to be properly set up, otherwise nothing works -- the bike struggles to start and generally is a bit rough. Get it all set up well and it’s a really good engine.

The suspension is crucial as well. The standard setting is okay at best, and it’s fine if you trial ride or don’t have big bumps to contend with. But as soon as you try and put speed and bumps together you have to ride faultlessly otherwise you make a lot of off-track excursions. The suspension is wallowy and doesn’t keep up with what’s happening on the track at all.

If you trail ride, or ride a lot of fast going, the 449 is good. It does require a little setting up to get the best from it, but if you want something a little different with a smile-inducing engine you could pick far worse bikes.

But those results don’t really guarantee how well a bike works to you and I. I’d never ridden the Husky motocrosser before and have heard mixed opinions on the bike.

The engine is arguably the most important part of an MX2 bike, especially if you’re racing, and while Husky may have improved the engine a lot, it still doesn’t feel like a motocross bike.

It doesn’t have any hit, but instead is as smooth as silk. The bottom-end is good but doesn’t feel like it pulls enough on the top-end. In reality, it feels like a very good enduro engine.

After putting a bunch of laps on the bike, I felt less and less comfortable. I was trying to go a little bit faster, but I felt more awkward, more unbalanced. I always felt like the TC was trying to get rid of me.

The fork seems to work well, but the rear shock just didn’t feel right. It could have something to do with being under-sprung but it really wasn’t filling me with confidence.

It’s really too hard to say exactly what it is that I didn’t like about the TC. It’s not a bad bike; in fact it would make a ripper enduro bike if it had a button -- probably better than the enduro range. However, on a motocross track it just feels a little awkward.

But there are some bouquets: it rides light, it turns in well, and the suspension deals with big hits as well as you can expect.

You could have a lot of fun on the bike, but if you’re serious about winning races or riding as quick as you want to, there are better options about. 

The best bike in the range is without question the TE250R, and with the American TXC map it is even better. The TXC maps are just that bit more aggressive than the TE and with new fuel-injection it should be a simple job for your dealer to program it in.

Both the TE250R and TE310R are great, and whatever you choose you’re getting a truly competitive option.

The TE449 is the option for the non-serious racer; the person who wants to trail ride or desert race, purely because of the ballistic engine.

The bikes’ specs are as good as any enduro bike on the market, and that’s a good enough endorsement for us.

The 2013 TE449 (and TE511) have now gone on sale in Australia, and still come with an Akrapovic racing exhaust supplied free of charge.

They are priced at $10,795 (TE449) and TE511 ($10,995), down from $10,905 and $11,177 on the 2012 models.

The 2013 models WR250/WR300 two-strokes and TC250R are scheduled for a late August to early September arrival. The 2013 TE250R and TE310R are due later this year.