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Project Husqvarna TE610 Part 6: Horsepower and Handlebars

By Dan Barnes
 
This might be a record among MotoIQ projects for number of articles before engine work to improve performance. The primary reason is that the reliability, comfort and safety benefits of overall vehicle prep were higher priorities. The second reason is that the TE610 makes enough power from the factory to more than get the job done for most riders. It’s not a KLR or XR650L or DR650 – which is why I chose it in the first place. 
 
That said, most TE610 riders do eventually upgrade the silencer and fuel delivery. Because it incorporates a catalytic converter, the stock silencer is big, a bit heavy and leaves some performance on the table without being really quiet. Plus, that cat runs extra hot. The plastic side panel on this bike has melted a little more each ride, and I have slightly melted spots on riding pants where the yellow plastic is mixed with the blue of the cloth. 
 
Exhaust
There are about a dozen exhaust options if you search the web long enough, but I needed a US Forest Service listed spark arrestor. I chose the Leo Vince “enduro” slip-on, the most popular choice among SM610 and TE610 riders. Leo Vince exhaust upgrades for the Husqvarna 610 siblings include simple slip-ons tuned for enduro or motocross/supermoto performance and sound characteristics, as well as a complete titanium system including the pipes up to the cylinder head. 
 
 TE610 Leo Vince silencer vs stock
 The Leo Vince silencer is shorter and lighter than the stock TE610 silencer.  Exhaust gases aren’t heated by a catalytic converter and they discharge downward, farther forward than with the stock unit. The signature carbon fiber hangers allow a single silencer tube shape to be mounted on many different bikes.
 
TE610 Leo Vince enduro slip on inserts loud quiet spark arrestor
The Leo Vince silencer can be assembled in several configurations by selecting the appropriate insert. “Street” setups (top) have a tube that turns down and ends just past flush with the silencer end cap. The spark arrestor setups (middle) stop at the end cap plate so they can be used with the screen, which catches and cools any bits of incandescent carbon that might be released by the engine.
 
TE610 Leo Vince internal baffling slip on enduro
This is the view down the silencer with the end cap removed. The “quiet” inserts (left in the previous photo) plug into the single tube at the top of this photo. In that case, the exhaust gases travel down the main tube, into the rear chamber (closest to the camera), back through the two lower tubes into another chamber, and finally enter the discharge tube of the insert. They can also enter the discharge tube directly from the first chamber through the drilled holes. The “loud” inserts are just a straight tube pointed at the main tube, but not connecting. Most gases will flow straight into the discharge tube, but some, and quite a bit of sound energy, will bounce around the two chambers.
 
 
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Comments
Dusty Duster
Dusty Dusterlink
Friday, September 21, 2012 6:10 AM
I'm impressed with how many things you were able to fix using cheap parts and a little ingenuity.
Dan Barnes
Dan Barneslink
Friday, September 21, 2012 7:14 AM
Saving money where you can leaves you with some for the places where you can't, or shouldn't.
Crousti
Croustilink
Friday, September 21, 2012 8:59 AM
Hi there,

you might not like changing the "intake manifold" material. I did that a long time ago on another bike. The materialis there to prevent vibrations from reaching the carburator, where it will create fuel emulsion. i know it is costy, but being unable to rev a bike past 5000rpm (arbitrary number ... on my 2 stroke engine bike it happened around 12.000rpm) because fuel cant flow out of the carb is VERY frustrating.

Check the manifold from time to time, it will start running lean at some time, when it happens it needs a change.

Nice job maintaining and improving that bike ;)
Dan Barnes
Dan Barneslink
Saturday, September 22, 2012 7:53 AM
Good point. I remember reading an anecdote years ago, probably in a Kevin Cameron column, about a super-nice bike with a chunk of lead duct taped to the bottom of the float bowl. Never ran right when the new owner "cleaned it up" and removed the weight. Finally figured out it was to change the resonant frequency of the carb. Put it back on, all problems fixed.
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