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Used purchase
Used purchase: Husqvarna TE 510/610
Used purchase
Husqvarna TE 510/610
Husqvarna deals in a tough drug that has made many fans addicted. However, if you make mistakes when buying a used machine, the Hard-Enduro 610 TE can become a real test of hardness.
Gert Thole
07/02/1996
So much in advance: pretty much anything can break on a Husqvarna. Leaked connecting rod bearings, torn valves, broken gears, broken frames, cracks in the swing arm – the list of possible damage to the four-stroke huskies reads like a horror scenario. As I said: All of this can, but does not have to happen. When buying a used motorcycle, it means more than with any other motorcycle: Caution is the mother of the porcelain box.
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There are reasons why the Italian hard enduro suffers from this multitude of ailments: On the one hand, the brutal performance tempts you to savor the full potential. On the other hand, the Husky is designed as a thoroughbred off-road racing machine. And anyone who drives such a motorcycle on the road must be aware that the service life of highly stressed components is limited. When buying a Husky from second or third hand, the previous history is even more important than with conventional used machines. At best, the odometer reading provides a rough guide. The decisive factor is whether the Husqvarna was mainly used off-road or on the road.
Exclusively or predominantly off-road pasts usually put less strain on the engine, but the more the rest. This can usually be recognized by the maltreated, white paint on the beams, which is only sprayed on very superficially anyway. Extremely stressed chassis by courageous cross riders occasionally react with cracking. Popular places: below the steering head at the lower end of the reinforcement plate, at the lower end of the thick central tube above the engine block, also at the rear end of the central reinforcement tube under the engine. The frames are already crumbled together badly, sometimes the automatic welding machine is a few millimeters off.
Crossers like to weld such cracks using the do-it-yourself method, but this usually only postpones the necessary replacement (replacement part price 1900 marks). Worn bearings are also expensive. These can be greased with a grease gun in an exemplary manner, but this is neglected by many fans of fast steam jet washing. For quick checks it is sufficient to lift the rear wheel with the machine jacked up. On the other hand, a visual refreshment with new plastic parts is relatively inexpensive. In terms of optics and chassis, prospective buyers are usually presented with those huskies that were mostly misused on the road as everyday enduro, pack donkeys or super moto racers.
However, hidden time bombs can tick here – in the true sense of the word: an engine that only rattles quietly can be about to die in a very short time. The weak point is the pumpless lubrication supply by spray oil. High speeds over a long period of time lead to a lack of oil and overheating of the lower connecting rod bearing. Particularly when buying Super Moto conversions, caution is advised, as these can be literally burned up in a duel with four-cylinder superbikes on the country road. If you have good ears, you may be able to anticipate impending disaster in time, then “only” the exchange of the connecting rod including the bearing is due, which costs around 500 marks plus wages. Anyone who continues to the bitter end risks high compensation for pain and suffering. Then, due to the metal particles in the crankcase, Nikasil cylinders (1500 marks) and pistons (600 marks) are due.
However, only absolute experts can determine the state of health of the engine based on the background noise. Many a rattling rattle box from the eighties still enjoys a long life, while engines that seem to sound healthy suddenly give up the ghost. Apart from the crankshaft drive, there were other problem areas depending on the year of manufacture: For example, the 1990 and 1991 models suffered from weak clutches that also did not separate properly. In 1992 there were temporary problems with tearing off valves. In the 1995 model, the coolers were leaking in rows due to a changed aluminum alloy at the supplier, whereupon many engines suffered heat collapse. Amazingly, the almost identical coolers in the KTM LC 4 lasted, but they were not up to the rough vibrations of the Husky.
Nevertheless, individual motorcycles in the hands of knowledgeable husky riders can achieve mileages of over 20,000 kilometers. On the other hand, if the driving style is extremely rude, the engines can die after a few thousand kilometers. All husky connoisseurs agree that, in addition to gentle treatment on long stretches of the road, very short oil change intervals are important. Despite all the stories about dying engines, many are neither deterred from buying a new Husky nor from acquiring a used Husky, the satisfied readers, despite the financial damage, testify to the fascination of Italian enduros.
The price level is even high, as the supply was scarce in recent years due to the difficulties in the parent company Cagiva and the new price has now reached almost 14,000 marks. One-year-old Husqvarna’s in good condition shouldn’t cost much more than 10,000 marks. Pleasing for buyers of new and new machines: The loss in value is bearable for an off-road machine. Buying tip: The TE built up to 1991 is less recommended, unless the price is extremely low. The models with the current lines starting in 1992 are interesting. Well-preserved 93s or 94s can only be obtained cheaply with luck, less than 8,000 marks are a fair offer for a flawless copy.
Those who shy away from the prices or vulnerable technology should take a look at the competition. The KTM LC 4 is more robust and better made, but looks much tamer and clumsy. The used prices are at a similar level. The 600 Husaberg can practically only be used as a racing machine and is more of an exotic one. The Honda XR 600 is cheaper, but in terms of engine and chassis it is in a different league.
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