Husqvarna launch into 2009 Published: 14th August 2008 HUSQVARNA has a mighty range of Enduro models for 2009. JONTY EDMUNDS was invited to the Italian factory’s official European launch last week and here he gives his thoughts on the three two-strokes: WR125/ WR250 and WR300 plus the four four-strokes: TE250/ TE310/ TE450 and TE510. Read on... IT’S all about the number three as far as Husqvarna’s 2009 enduro line-up is concerned as the Italian manufacturer offers not just one but two new 300cc woods machines. Joining KTM and Gas Gas in now building a 300cc two-stroke for Enduro 3 class competition, Husqvarna have also added a fourth four-stroke machine to their enduro range - the TE310. A bike aimed at those geared more towards occasional rather than serious competition use, it is essentially a half-way-house between a 250 and 450 four-stroke. It’s a capacity that no other manufacturer offers and is the bike T+MX put through its paces at the recent ’09 Husqvarna enduro launch. Exactly why Husqvarna opted to build a 310cc machine and not, like KTM, a 400 isn’t clear. But what is obvious from the minute you start riding the bike is the fact that if you’re looking for a little less bang for your buck, and want something tamer than a 450 yet a little easier to use than a 250, the 310 is an altogether easier and more enjoyable bike to ride. Bearing in mind that like all of Husqvarna’s ’09 TE models the TE310 features largely existing, rather than new technology and hasn’t been built for high-end competitive use, the new arrival really needs to be viewed as something different rather than something new. When Husqvarna say the bike is aimed more at ‘hobby’ riders, rather than more serious competitors they’re right, as the bike quickly reveals itself to be anything but an out-and-out racer, but is still a competent woods machine. Visually, like each of Husqvarna’s TE models, the 310 is striking. With its clean lines and fresh white, red and black colour scheme the bike looks good. But while the chassis tubes are narrow, the lines of the bodywork clean, the engine is still notably bigger than several of its competition’s offerings. For a 310cc bike the engine, as it does on the 250, makes the bike look a little ‘beefy’. Initially the performance of the motor feels a little disappointing. I’ll be honest, I was expecting the bike to feel similar to KTM’s 400 EXC - the other new-for-2009 bike that isn’t a 250 and isn’t a 450, but it doesn’t. With the TE310 essentially a big-bore 250, it basically offers the same slower revving feeling performance with a little extra strength. Expecting the additional power to make the TE310 noticeable livelier than the TE250 and feel possibly more like the 450, the long and the short of it is that it doesn’t. Retaining many of the power characteristics of the 250 the way in which the new bike builds its power is all but identical to the 250. Anything but a fast revving motor, the 310 needs to be wound up to get it to perform at its best just as the 250 does. But once it is wound-up, there is a noticeable, but not overwhelming, increase in performance. The initial lack of liveliness makes the bike feel little different to the 250 at first, but the extra power, which is best described as subtle, does make the bike easier to ride than the 250. Because the bike doesn’t build revs fast you do need to work it quite hard to really get it to perform. Like on the 250 it can take a while for the cams to really get spinning, but when they do the power is, well, it’s enough for most, a little bit more than the 250, manageable, and fun to use. The bike certainly doesn’t hit like a 450, and as such can be ridden as hard as desired. For the type of riders it’s aimed at when it comes to the motor’s performance it ticks more boxes than not. What the 310’s extra power does is join the bottom-end and top-end performance together a little more easily than on the 250. The size and design of the motor still dictates that you can’t allow the revs to fall too low and then expect them to be raised by simply massaging the clutch - the crank isn’t light enough and the cams aggressive enough for that. But on the 310 you’re given more confidence to let revs drop lower as the motor is more willing to respond to the turn of the throttle. You can’t overly labour the motor, like you can on the 450 and 510, but you can get away with more than on the 250. The ease of use of the bottom-end power makes the bike incredibly easy to ride, and will likely make it popular with Clubman riders. With stalling the engine all but impossible, the 310, like the 250, is happier than most bikes to idle its way across slower more technical terrain. The gentle, fuel injected, bottom-end power also ensures that the bike drives impressively at slow speed. Deceptively smooth, while the slow-revving nature of the motor can make the bike seem a little too docile at times when on faster going, when ridden at a more relaxed pace the bike is incredibly manageable and also extremely competent. The ease of use is what shines through the most about the bike. Husqvarna’s TE310 isn’t radically new, and isn’t massively more powerful that the existing or new for ’09 TE250, but the little extra it does have makes a notable difference. And for all the right reasons. Strengthening the motor from top-to-bottom, the 310 engine produces useable, tractable power that riders, rather than racers, will enjoy. With one of the most user-friendly bottom ends of any small capacity enduro four-stroke, the 310 engine also has a just that little bit extra power over the 250 to be easier, and more enjoyable, to use. With the revised and lightened chassis showing that Husqvarna aren’t just offering a bored out ’08 TE250, for riders wanting a manageable, easy to use enduro four-stroke the TE310 looks as good as it performs. WITH no mention of when, or even if, their ‘new’ 250cc four-stroke will be put into production Husqvarna’s ’09 four-stroke line-up features existing technology and three familiar models as well as the new TE310. The four ’09 four-stroke models have all seen significant frame modifications. Concentrating on the chassis to make the twin-cam machines easier to handle, all frames are a completely new design with new levels of rigidity and settings to optimise handling and give the rider a much better feel for the bike. The frames on all the 2009 four-stroke Enduro models have been lightened by 1kg compared to ’08. Although engine changes are limited, all the ’09 TE models feature a fuel injection system that was developed in collaboration with Mikuni. They have both electric and kick starting systems fitted as standard. One change that is applied to all TE four-stroke models is the fitting of steel valves - previously titanium, to increase their lifespan. A new timing chain tensioner has been fitted along with new block gasket to all TE models. THE little 250cc twin-cam machine has a new exhaust system with a race-ready aluminium silencer that meets the noise emission levels set by the FIM. The engine has had an oil circuit pressure relief valve fitted to the oil pump circuit to regulate oil pressure in line with engine rpm. This new valve prevents pressure peaks under cold conditions, limits power losses and reduces operating temperatures. A new, more efficient oil filter is also installed. The gearbox has been updated to provide faster, more accurate changes with improvements made to the gear change shaft, gearbox lever and selector mechanism. THE TE310 is the machine that sees Husqvarna’s TE four-stroke range expand from three to four for ’09. Created to ‘meet the demands of a particular section of the market that wants a motorcycle that is mid way between a 250 and a 450cc four-stroke’, the bike isn’t designed to high-end competition use. Essentially the same motor as the TE250 but with an increased bore that’s increased from 76mm to 83mm, the TE310 also features the new frame that is 1Kg lighter than those used in ’08. The TE310, like the TE250, has a new higher performance exhaust system and forged aluminium side stand while it received the suspension settings that have been modified to improve rider comfort. The TE 310 also has the new compact digital display that, though smaller, is easily readable and blends well with the new headlamp unit that houses it.
THE new TE450 is, Husqvarna claim, an exact replica of the machine used by Antoine Meo to compete in the ’08 World Enduro Championship. Fitted with a lighter, more manageable frame, the 450 has had the same technical modifications as all the ’09 TE models - wave type brake discs, new swing arm calibration, new Sachs shock absorber and a new look with colour coded graphics and now a more compact, lighter headlamp unit. The engine has a new oil pressure relief valve in the lubrication circuit, new lubrication roller bearings and a new oil filter. The exhaust valves are made of steel to ensure longer life and reliability. The gearbox has been updated to offer improved gear change speed and accuracy. The 450 engine has also benefited from a new timing gear chain tensioner that was introduced to improve chain tension and reduce contact pressure. ALTHOUGH the most powerful of Husqvarna’s TE range, thanks to a new frame, Husqvarna claim riders can fully exploit its handling and stability characteristics that blend perfectly with the smooth power delivery of the fuel injected engine. The main changes involve the frame with newly calibrated Marzocchi forks, an entirely revised Sachs shock absorber and changes to appearance in common with all the four-stroke ’09 TE range. The exhaust system is pre-prepared to accept the racing system and meets the new noise emission levels set by the FIM. The gearbox has been updated to offer improved gear change speed and accuracy. Like all TE models the 510 also has a new timing chain tensioner, a new oil pressure relief valve on the oil circuit and a new oil filter. ONE of the most noteworthy points regarding Husqvarna’s two-stroke machines is the fact that the German owned Italian firm are once again taking a keen interest in the two-stroke market after several years focusing almost solely on four strokes. Recognising, like several other European manufacturers, that demand for two-strokes is strengthening, although they’ve not introduced any 100 per cent new two-stroke models, the arrival of the WR300 expands the range to three with the WR125 in particular receiving numerous changes and upgrades. All 2009 models are fitted with newly calibrated Marzocchi forks and a new Sachs shock absorber as well as all brake discs being “daisy” or Wave pattern to improve stopping regardless of surface conditions. As for looks, the headlamp unit is slimmer and more aggressive and houses a new, more compact, lighter, digital display. THE WR125 now has a completely new frame with geometry stemming from the four-stroke models. Claimed to be more comfortable, lighter and more reliable, the layout and appearance have been totally redesigned with 80 per cent of the components being new, including fuel tank and filler cap, seat, side panels, front mudguard, radiator guard, air filter box and frame protectors. The newly designed frame, which is made from oval and box section steel tubing, provides a stronger and lighter structure resulting in changes to the geometry, wheelbase, steering angle and weight distribution. The foot pegs have been moved forward by 15mm and the seat height has decreased of 10mm. The seat is more comfortable and its new shape provides a better riding position and makes it easier for the rider to change position. The air filter box is also a completely new, more compact design. The rear suspension has a new Soft Damp system with a new leverage ratio and progression curve, claimed to optimise traction. The new tubular aluminium swing arm features an asymmetric geometry extruded box aluminium centre housing an off-set shock absorber. The 2009 WR125 now has a five-port cylinder from the CR motocross models and a new 38mm TMX Mikuni carburettor. The exhaust system and silencer are completely new. THE WR250 has seen the same improvements made to the chassis components as all the other models. As for looks, the front headlamp unit is lighter, much more compact and houses a digital display that provides details about the main engine functions. The side racing number panels, like the one at the front, are white and blend perfectly with the new ‘09 graphics. The black anodised wheels feature “daisy” or Wave type brake discs. The suspension has been completely recalibrated in line with the experience gained by the official Husqvarna Team riders in the Enduro World Championship series. The 50mm Marzocchi forks have new settings, while the Sachs shock absorber fitted to the rear is completely new. The engine features a new 38mm Mikuni TMX carburettor as well as the new “V Force 3” reed valve system and a newly designed inlet manifold. STARTING life as a transformation kit for the WR 250, the WR300 is now a fully-fledged member of the Husqvarna enduro family and newly introduced for ‘09. Claimed to be a replica of the winning machine raced by Seb Guillaume in the World Enduro Championship series, the WR300 is designed to offer the rider progressive, useable power. The increase to 300cc is thanks to an increase in the bore and the new piston now measures 72 mm (66.4 mm on the 250) to give 293.1cc. Apart from the piston and bore, there is also a completely new exhaust valve and changes to the cylinder head and exhaust pipe in comparison with the WR250. The engine now features a “V Force” reed valve system and 38mm TMX Mikuni carburettor. The WR 300 chassis components have been updated as all the other Enduro models with new disc brakes, newly calibrated forks and shock absorber and a new headlamp unit with compact digital display. What’s new for 2009 TE250/ TE310/ TE450/ TE510 Enduro FOUR-stroke models * Wave type disc brakes * Left and right side engine protectors * Aluminium side stand * Headlight grille * Digital display * Front suspension settings * Sachs shock absorber * Black anodised wheels * Graphics and colour coding * Exhaust system * Oil circuit pressure relief valve * Lubrication system for roller bearings * Gear change linkage * Gear drive shaft with steel forks * Oil filter * Steel exhaust valves * Timing gear chain tensioner * Block gasket * 310 cc capacity ONLY FOR WR125 * Frame * Tank * Seat/ side panels/ mudguards * Air filter box * Wheelbase/ steering/ weight distribution * Reduced seat height * Footpegs moved forward by15 mm * Aluminium sub-frame * Aluminium side stand * Swinging arm * Soft damped suspension and progression curve
Too bad there are no '09 TE310's to ride today at the dealer meeting. I want to hear what guys on this side of the pond have to say! Norman
All four TEs have a new oil filter. I like to change the oil and oil filter on my new bikes at about 100 miles, then 200 miles, then at the suggested interval thereafter. I can hear the parts guy now "We can't get the oil filters; they're too new." I don't wanna see my new 310 just sitting there after the first two rides... I'd better call George
I sure hope my 08/510 doesn't become a dinosaur to quickly with these new models coming out... With all the changes...I guess saying it's gonna be hard to get parts in the future is real good BS. Cuz we can't even get parts now...:rant:
The 08 TE 250 with the Athena 310 kit that I rode does not fit their description of the 09 310 at all! The bike I rode reved quicker and was significantly stronger than the stocker.
