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Home » off road bikes » Zip-Ty Racing Husqvarna TE310 EnduroCross Race Bike – Thunderstruck – Dirt Rider Magazine

Zip-Ty Racing Husqvarna TE310 EnduroCross Race Bike – Thunderstruck – Dirt Rider Magazine

By: chris denison

Tuesday, November 1, 2011

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<p><strong>Race Test<br />
Zip-Ty Racing Husqvarna TE310 EnduroCross Race Bike</strong>If at the beginning of this season you had told me that a dual-sport bike could be made to be competitive in EnduroCross, I would have told you to get your head checked. In my mind, dual-sport bikes are heavy, long-range, turn-signal-laden steeds that are better suited to buzzing down dirt roads than pounding rocks in an indoor arena. But alas, Zip-Ty Racing Husqvarna turned my preconceptions upside down in just one race aboard Cory “Gray Thunder” Graffunder’s TE310 race bike.Even just the look of this machine betrays its dual-sport heritage. The painted cases, white rims and all-out trickery make for an eye-catching combination that stands out as much on the track as it does in the pits. But this wasn’t an overnight transformation; Ty Davis and his team of expert mechanics tossed at the bike a host of parts and modifications that is too long to list. Between several Zip-Ty Racing components, the Rekluse clutch, FMF exhaust, factory ECU, lightweight Racing battery, Easton handlebar and dozens of miscellaneous changes to the bike, Graffunder’s machine is far from what you’d find at your local Husky dealership.Having tested Graffunder’s TC250 EnduroCross race bike two years ago (May 2010 issue), I can say that his setup has definitely evolved along with the team’s expert knowledge of Husqvarnas. For one thing, the motor is not nearly as “punchy” as it was before, and thus, it is much easier to get the power to the ground. The TE310 has a strong, responsive roll-on that is reluctant to break loose—which is an absolute blessing on wet logs and loose rock sections—but the total power is still strong enough to be competitive with 450cc machines. This makes for a great EnduroCross setup that doesn’t rip your arms out on acceleration and allows for better control without giving up much on the start. The bike’s electric starting was flawless, as was the throttle response and ability to build revs quickly when needed. And the auto clutch? Awesome. Between the Rekluse clutch basket and the EXP complete clutch with stiffer springs, the setup worked really well on the tight track and certainly kept me from killing it a few times when I hit the ground. Speaking of which, nobody tell that big Canadian that I crashed his bike…My only power-related disagreement was that I was in between gears on the 310. Specifically, I wasn’t totally comfortable going as fast as the bike was capable of in second gear, which made for more shifting than I would have liked on the tight, tricky course. I could leave it in first everywhere, but second really allowed me to get up on top of obstacles such as the concrete pipes that lined one section of the Indy track. But again, riding someone else’s bike is like trying on their shoes; this machine was built for a faster, more talented, harder-charging rider than myself, and I’m sure that the gearing is a preference thing that is specific to Graffunder’s speed and ability.Compared to Graffunder’s bike that I’d ridden previously, this suspension was way plusher than I expected. I was anticipating a stiff fork that more closely resembled a supercross setup than an off-road bike, but I was pleasantly surprised to find that the fork had a soft initial stroke and a progressive, broad mid-stroke that soaked up rocks without bucking and allowed the bike to move rather than be deflected around the track. Sure, the Husky still had excellent bottoming resistance when slamming logs—I never even came close to blowing through the stroke—but I felt that the softer character made for way more control and fewer surprises. The Öhlins shock was not too kicky and kept the rear fairly settled, though it was on the stiff side for my weight and speed, both of which are considerably less than that of the bike’s usual pilot. Overall, though, the suspension setup is a smooth, well-tuned example of what a Husqvarna can be made to do with a little time and testing.In corners, this TE310 had a very nimble character and was very tight turning; if you took it to the desert, it might be unstable at speed, but in the intended environment of a tight indoor track it was spot-on in terms of maneuverability. Being that Graffunder has a few inches on my 5-foot 10-inch frame, we swapped out the tall seat foam for a closer-to-stock setup because Cory’s seat made the bike feel too high and tippy for me. However, his handlebar, lever and brake pedal positioning was so comfortable that I didn’t make any tweaks to the controls at all. Another observation is that the front brake of Gray Thunder’s race bike was not nearly as sharp as I remember it being; his TC250 had a binder that could stop the team’s race van. I also found it interesting that the team chooses not to run hand guards, though with ARC’s cool plastic folding levers I don’t think crash damage will ever be a concern to the clutch or front brake.Bottom line? This is the best Husqvarna I’ve ever ridden, not just for EnduroCross but out of any Husky I’ve ever swung a leg over. The bulletproof construction, high attention to detail, race-quality performance and utterly epic looks are a testament to the talents of the Zip-Ty products, sponsors and crew, and the changes in setup from two years ago shows that Graffunder is evolving as a racer and a test rider. Although this bike is a different animal than the stock TE310 it started life out as, it shows that with the right team, the right rider and the right combination of parts, the potential of a motorcycle is pretty much unlimited—even if it did used to be a dual-sport bike.
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