Husqvarna TR650 2013 Review

The perception of the Husqvarna brand depends a lot on your motorcycle experience and your age. Those into and past their 40s can’t forget the brand’s starring role in the final segment of the iconic On Any Sunday movie, in which Steve McQueen, Malcolm Smith and Mert Lawwill roosted their Husky dirtbikes on a California beach.
But for enthusiasts who are considerably younger, Husqvarna, in business since 1903, is a bit of an enigma. No, the company that makes Husky’s bikes (Husqvarna Motorcycles) doesn’t manufacture chain saws (Husqvarna AB) or sewing machines (VSM Group AB).
The motorcycle division split from its Swedish roots when it was acquired by Cagiva in 1987, later becoming part of MV Agusta S.p.A. Then, in 2007, BMW bought the brand from the Italians, eventually describing the Husky as the two-wheeled version of what the Mini brand is to BMW’s automobile division.

Which brings us to the new TR650, a new platform built around a hot-rodded BMW G650 motor. It’s available in Terra (dual-sport) and Strada (street-biased dual-sport) versions. Impressively, the Terra’s MSRP is just $6999. The Strada, with its standard ABS, costs $500 extra.
Modifications to the G650’s 652cc Single are extensive. A completely new cylinder head tops off the motor, boasting more efficient flow in and out of the engine through larger intake (38.5 from 36.0mm) and exhaust (34 from 31mm) valves. New camshafts bump the valves more aggressively. The spark plug diameter is smaller, and this is said to more effectively cool the plug area, and the compression ratio gets boosted from 11.5 to 12.3:1.
Compared to the G650’s 50 crankshaft horsepower at 6500 rpm, the TR650 cranks out a purported 58 ponies at 7250 rpm, a 16% improvement. Both bikes share an identical 44 ft-lb of peak torque, but the TR’s arrives at 5750 rpm instead of the GS’s 5000 revs. Our dyno testing of the BMW revealed 44.2 hp at 7200 rpm, so the TR should produce just over 50 horses at the wheel.
The TR650’s engine feels revvier than the languid version in the G650. Helping quicker rev pickup are lighter internals – a forged piston is 20% lighter than the G’s cast slug, and its crankshaft and balance shaft also receive weight reductions. Although assembly and production of the engine takes place at Loncin in China (as does the G650’s), Husky is keen to note the TR650’s engine “was designed, developed and tested by Husqvarna Motorcycles Italia and BMW Group engineering.”

Here’s part of what we mean by “livelier.”

While the engines are closely related, the TR650’s chassis is unique and uses a bespoke “split backbone” steel frame and swingarm. Suspension components are by Sachs, a 46mm inverted fork up front and a single shock adjustable for preload and rebound damping in back. A fairly generous 7.5 inches of travel soaks up nearly anything you can throw at it. This extra inch or so of suspension travel over the G650 is partially responsible for bumping up the G’s seat height 2.4 inches to the TR650 Strada’s 33.9 inches (Terra: 34.4 inches), so short riders might want to stick with the Beemer.
Italian/Swedish/German Bombs in Andalucía

The Clash’s “Spanish Bombs” was running through my head as I headed off through the Andalucian countryside on Husky’s TR650 a day after riding BMW’s new HP4 at the Jerez race circuit. Combining a BMW launch with a Husky intro was a first for the German parent company.
The TR650 makes a strong first impression. It looks far more sleek than the G650, with sharply creased Italian lines coming together to create a harmonious profile. The slanting tank section culminates under the seat in a bold slash, while dual stainless-steel exhaust canisters exit under the pillion section of the seat. The actual fuel tank, as on the G650, is placed under the seat.
Behind the trapezoidal headlight and mini flyscreen lays a basic LCD instrument panel that includes two tripmeters and a clock but no gear-position indicator. A nice touch is levers adjustable for reach on both hands. Both the Strada and Terra versions feel moderately tall and exceedingly slim.

We set out first on the dual-sport Terra model, which is easily distinguished from the Strada by its high front fender, spoked wheels and knobby-ish tires. The two TRs also differ in wheel diameters, with the dirt-oriented Terra receiving a 21-inch front and an 18-inch rear in North America. The world-market Terras we sampled are fitted with a 21/17 combo.
First impressions are of a motor that feels revvier and livelier than the G650’s. Low-end grunt is plentiful, but the counterbalanced mill also tolerates zinging above 6000 rpm when max power is immediately required, with thrust continuing until its 8000-rpm redline. Despite TR’s motor being hotted-up, Husqvarna reps boast a thrifty 58-mpg in real-world mixed riding. The company’s official fuel-economy claim is 4.3 liters per 100 km (55 mpg) on the European driving cycle.

The least impressive part of the powertrain is its 5-speed gearbox. It has a big ratio gap between third and fourth gears that can be awkward out on the road, making us wish it had more even spacing between six, not five, gears. The tranny also isn’t fond of clutchless upshifts.
On the road, the TR650 delivers firmer suspension damping than a G650 or a Kawasaki KLR650, delivering admirable control when riding aggressively. Twisty pavement sections were unwound with surprising grace for a machine riding on a 21/17-inch wheel combo with knobby tires, with relatively brisk turn-in response and commendable security when leaned over.
Braking performance is another advantage the TR650s have over most of their rivals. Up front, a radial master cylinder feeds fluid through a braided-steel line to a Brembo 2-piston caliper that bites on a 300mm rotor. They deliver loads of feedback and plenty of power, all without being too abrupt, which is an unwelcome condition when riding off-road.

The TR650’s nimbleness and balanced chassis deliver solid on-road performance for a dual-sport.

Our ride route also included a modest amount of dirt riding, and the Terra proved to have an edge over most of its rivals in terms of agility. Scaling in at a claimed 410 pounds with its 3.6-gallon under-seat fuel tank full, the Terra is 13 pounds lighter than the G650GS and 22 pounds lighter than a KLR650, although the latter’s weight includes 2.5 gallons (about 15 lbs) of extra fuel.
The Terra’s Metzeler Enduro 3 Sahara tires seemed to be a good compromise of street/dirt capabilities. The front had good bite in soft sections, but the rear could easily be overwhelmed by big throttle openings.

The Terra’s only real ergonomic shortcoming is handlebars placed too close to a rider in a standing position. However, we found out after our ride the handlebar mounts can be flipped to alter the position of the bars.

Strada On The Street
While the Terra is a true dual-sport, the Strada skews the TR650 platform toward the street environment. The key distinction is the choice of wheels and tires – the Strada’s are shorter and wider. Up front, the Strada uses a 110/80-19 instead of the Terra’s 90/90-21. Both rears are 140/80s, but the Strada’s 17-inch diameter is 1 inch smaller than the Terra’s. The rolling stock is the reason the Strada’s seat height is 0.6 inches closer to the ground.

Husky’s TR650 Strada is a joy to throw around on a tight, sinuous road.

With its 19-inch front wheel (cast aluminum) and non-knobby Tourance EXP tires, the Strada tips into corners a little easier and more fluidly than the Terra, and the suspension’s taut damping held up well to aggressive riding on twisty roads.

Most everything we noted above about the Terra also applies to the Strada. As well, the rider’s saddle has a fairly tight front-to-rear section that restricts positioning for tall riders. I could sit on the pillion portion while still holding on to the bars. The standard ABS on the Strada has a fairly high threshold before intervention and can be disengaged for those who might need or want some rear-wheel lockup.
To make the TRs even more versatile, Husqvarna offers a host of optional accessories, including a taller windshield, hand protectors, a lower seat, skid plate and heated grips.
Conclusion
The TR650 is an impressive machine on its own, but it’s the incredibly low MSRPs that make it a standout. At just $6999, the Strada’s list price is just $500 higher than the relatively pedestrian KLR650 and only $600 more than Suzuki’s DR650SE that has roots all the way back into the 1980s. At the other end of the spectrum is KTM's 690R, retailing for $10,299 in 2012.
“It will be our number-one-selling bike,” Kris Odwarka, president, Husqvarna Motorcycles North America, told us, adding the TR650 will greatly expand the appeal of Husqvarna to street riders. Odwarka and his team originally anticipated an 80/20 Terra/Strada mix, but they’ve now revised the balance to 65/35 based on the appeal of the Strada’s standard ABS and its reasonable $7499 MSRP.
Husky’s aggressive pricing on the TRs might even steal sales from BMW’s G650GS, which listed for $7850 in 2012 but includes ABS brakes as standard. The Huskys’ price advantage is offset by a one-year warranty versus the three years on the Beemer, as well as a dealer base that is much more limited than its German parent.

Husqvarna’s pair of TR650 models livens up the Big Thumper dual-sport category with a winning combination of European design and modest prices.

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Husqvarna TE250 2012 Review

When the subject of today’s high-performance 600cc supersport and 1000cc superbikes enter the discussion, you’ll often hear the exclamation, “it’s a race bike with lights!” In the dirt realm a similar declaration applies toward certain motorcycles’ often thinly veiled intentions versus their true calling.
The 2012 Husqvarna TE250 dual-purpose machine is very much a serious off-roader first, and pavement-capable motorcycle second. This Husky is a dirt bike with a license plate, no doubt about it. And the company is refreshingly honest about the TE, saying it’s “designed for 90% dirt and 10% street.” Truth in advertising wins the day.

Husqvarna (now a BMW property) has always been a brand dedicated to the dirt, with a strong racing heritage dating back many decades. The TE250’s racing pedigree shines through in its very capable trail and off-road performance while its street manners are sufficient enough to get you to the next dusty, rugged trail.

With a number of useful updates for 2012, like firmer suspension settings, a new shock, and a stiffer frame, the TE excels in the dirt and on trails – from tip to tail it communicates an overall taut, athletic-feeling ride.

Upgrades For The 2012 TE250
Propelling the 246-pound (dry) TE is a race-derived liquid-cooled, fuel-injected 249.5cc (79 x 50.9mm) single cylinder with four Ti valves operated by dual overhead cams. The rev-happy Thumper remains unchanged from the previous model year, but the TE enjoys a number of upgrades in other areas for 2012.
The shock is now a Kayaba unit rather than Sachs, and comes with firmer settings. Although the 48mm Kayaba cartridge fork carries over from last year, like the shock, it also has stiffer settings for 2012. The fully adjustable front and rear suspension provide 11.8 and 11.6 inches of travel respectively. Compared to the mechanically similar TE310, the TE250 built for the U.S. market has a seat height two inches lower (35.5 inches) to better accommodate street/commuter riders.

Complementing the suspension is a more rigid chromoly frame, and a new adjustable two-position clamp now holds the one-piece tapered aluminum handlebar. Bodywork graphics are now of the in-mold variety for improved durability (they won’t peel off like standard decals), but this is only the case for the graphics around the fuel tank area: the Husky logo on the front fender and the TE250 model name on the rear side panel area are both stick-on decals.
Topping off the 2012 updates is a new Leo Vince exhaust with a wonderfully aggressive four-stroke Thumper sound that had us wondering how Husqvarna ever got it past the EPA. My neighbors likely pondered this same issue.
A few other key components indicate the TE’s upscale 250 status: silver anodized Excel rims are built around polished Grimeca hubs, while a Brembo dual-piston floating caliper effortlessly pinches a barely-there 260mm wave rotor up front, with a Brembo single-piston floating caliper clamping a 240mm disc out back.
As expected from a mostly off-road bike, instrumentation is Spartan, but the TE’s compact all-LCD display provides a good array of data, such as: speed in mph or km/h, clock, trip meter, chronometer and digital RPM display. Keeping things simple is single-button operation to toggle the instrument’s displays.

The perfect transition for this 250 dual-sport: street to dirt.

The instrument’s compactness is appreciated, however, other than the speedo, the rest of the display’s characters are on the small side. Three tiny warning lights sit atop the LCD panel: blue for headlight high beam, green for turn signals, and orange to indicate an issue with EFI. But don’t look for a Neutral indicator of any kind.
More Dirt, Please!
As expected, the TE’s 90/10 dirt/street split was evident any time a ride route included a hefty chunk of freeway mileage.

Zipping along in 6th gear on paved surfaces reveals engine buzz, and the Metzeler Karoo tire’s large tread blocks only added to the vibey ride. Furthermore, the narrow dirt bike saddle’s firm foam density will have you squirming often in search of a comfortable position.
Fueling from the Mikuni D42 EFI system is chiefly trouble-free with reliable throttle response. A lean condition exists, but this off-idle stumble improves as the engine warms to operating temps and is likely the result of environmentally friendly engine tuning required to meet EPA regulations.
While the TE250 doesn’t have the torque we’re used to from large-displacement dual-sports, this Single doesn’t shy away from lugging second gear at lower rpm. Power development is linear, and the Husky mill spins up willingly as you wrap the throttle to the stop. However, the meat of this TE’s power shows up prominently in the upper 3/4ths of the rev range.
Shifting action from the six-speed gearbox is precise, and I often made clutchless upshifts (as well as downshifts) without any protest from the trans. The clutch engages near the end of lever travel, which is usually a quality we bemoan on streetbikes, but the TE’s clutch is surprisingly easy to modulate even when crawling at low speeds in technical terrain.
A standout performance came from the wispy-looking Brembo front caliper/rotor combo. Stopping power is excellent, as is feel at the lever; the rear brake performed well, too.

Canyon carving is a hoot on the TE250. Steering action is light and responsive, yet the chassis remains stable and predictable even while leaned over like a road bike. Once the TE finishes with the concrete jungle and is put back in its native habitat, it fully expresses its athleticism and ease-of-use.
Rugged Jeep-type trails and poorly maintained fire roads don’t stand a chance at slowing the Husky. Ruts and rocky sections are easily absorbed without any notable deflection from the fork. As delivered, the front end feels on the firm side. Nevertheless, the fork (and shock) is plenty adjustable, and aggressive riders will better appreciate the firm suspension and its resistance to bottoming.
If we had to assign a hallmark trait in the TE250, user-friendliness would vault to the top of the list of good things about this Husqvarna.
The bike’s light weight, narrow chassis, lowish seat height, and overall engine performance conspire to make this Husqvarna an excellent off-roader for riders (like myself) with a street bike background. Factor in the fluidness with which the TE changes directions on non-paved surfaces and you’ve got yourself a helluva tractable dirt bike – it's a hero maker for those of us that didn’t start riding dirt bikes minutes after birth.
Above praises aside, readers shouldn’t infer the TE is a breed of a fettered beginner bike. This Husky possesses a high enough performance quotient that it’s capable of meeting the demands placed on it by veteran dirt demons.

Although licensed for riding in the street, the TE250 is up for just about any off-road challenge you can throw its way.

Top O’ The Class
The 250 dual-sport segment is limited in offering motorcycles with a solid background in serious off-road performance. Honda and Kawasaki have dual-sport models that meet or come close to the displacement range, but neither the CRF230L nor KLX250S have chassis or engine performance on par with the TE250.
Of the Big Four, only Yamaha’s $6690 WR250R has a chance at keeping pace with the Husky, but the Yamaha doesn’t provide quite as much suspension travel, has less aggressive tires, and it weighs roughly 35 pounds more than the TE250. The only viable competitor to the Husky is KTM’s 350 EXC-F; yet, with an additional 100cc of displacement and a price tag dangerously close to $10,000, the KTM is in a class of its own.
At $7600 the 2012 Husqvarna TE250 has what seems like a rather lofty price of admission for a motorcycle that by design will compromise one level of performance for another. But unlike many machines in the dual-sport segment that compromise both aspects of their on-road/off-road performance, the TE unabashedly declares that it is superbly suited for aggressive dirt riding by willingly sacrificing some of its street bike talent. And compared to the equally off-road-ready KTM 350, the Husky is a relative bargain.
Factor in smiles per dollar, and the Husky stands apart – far apart – from the rest of the 250cc dual-sport class.

If you’re in the market for a lightweight dual-sport with the off-road chops to tackle the really rough stuff, then consider the 2012 Husqvarna TE250: it’s the most off-road capable motorcycle the 250cc dual-sport class has to offer.

NOTE: Husqvarna recently announced updates for its off-road lineup for model year 2013, with the TE250 picking up an R designation (TE250R). Updates on the TE 250R include a new Keihin fuel-injection system (which we hope will improve upon the 2012 model’s low-RPM throttle response), revised cylinder heads with steel valves, and a new manifold layout. Husqvarna claims increased power and torque throughout the rev range, with 250 models getting an 8% increase in both peak power and torque.
The 2013 TE250R (and TE310R) comes standard with street-homologated engine mapping, with two competition maps available as an option.

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Husqvarna Lineup 2012 Review

Husqvarna has been playing in the off-road shadows since its heyday in the late 1960s and early ’70s. But now with the might of BMW as parent company since 2007, the historic brand is making great strides in producing motorcycles that are competitive with its contemporary rivals. Spearheading the effort on these shores is Kris Odwarka, President of Husqvarna Motorcycles North America, a youthful and affable 49-year-old who was formerly the sales director at Alpina GmbH, a tuning company affiliated with BMW’s automotive group. Odwarka has worked for and around BMW for 20 years and was selected to head up Husky NA because of his extensive dirtbike background. He used to race Huskys in the late 1970s and is familiar with the brand’s perennial parts-supply issues and irregular new product.

“That issue of getting parts right, parts on time, when you order them at a decent price is the very first thing we did,” Odwarka told us. “Second is what you’re seeing now – get the models, especially on the dirtbike side, to be on time. We were able to fix half of that this year, and by model year 2013 I think you’ll see us fix the other half, and then we’ll be on cycle with everyone else.”
To demonstrate Husky’s progress, we were recently invited to test its 2012 lineup of bikes at The Ranch in Anza, California.
TE Dual-Sports - TE250, TE310, TE449 and TE511
European manufacturers like KTM and Husqvarna have been at the forefront of providing capable dirtbikes in street-legal packages, and Husky has four models in its dual-sport lineup. Compared to the enduro TXC line, the TEs add the requisite street equipment such as headlights, taillights and mirrors. Different fuel-injection tuning and the addition of catalytic converters and an evaporative canister complete the changes for the street.
The entire TE line receives many new updates, including a more rigid chromoly frame (now colored black) and silver (rather than black) Excel rims. New graphics add some aggressiveness to the package, and they’re now in a new in-mold plastic design (IPD) that will keep their good looks rather than peeling off like traditional decals.

Newest of the Husky dual-sports is the TE250, now with shorter suspension and a 2-inch lower seat height to make it more palatable for commuter duties.

For 2012, the suspensions of all TEs get stiffer damping. Up front is a 48mm Kayaba open-cartridge fork, while a fully adjustable Kayaba shock soaks up rear bumps, replacing a Sachs damper on the old TE250/310. Also common across the entire Husqvarna line are top-level components like Brembo hydraulic clutches and brake calipers, with Braking wave rotors, and snazzy, polished Grimeca hubs.
The headlining TE news for 2012 is a TE250 lowered nearly 2 inches to 35.8 inches, delivering a more manageable streetbike than the TE310’s 37.4-inch saddle while still maintaining its capability off-road. It’s an experiment solely for the North American market, helping the bike appeal to more riders and distinguishing it from the mechanically similar TE310.
The TE250 and 310 share basically the same single-cylinder powertrain with four titanium valves and a 6-speed transmission, the primary differences being the 310’s larger piston and extended stroke to yield 302cc instead of 250cc. Yes, despite the nomenclature, the TE310 actually displaces 302.44cc. Similarly, the TE511 has a 478cc displacement. The 250/310 boasts a new Leo Vince exhaust, which is claimed to boost performance and reduce weight by 300 grams. All-up weight is said to be 247 pounds with their 2.25-gallon tanks full.

The TE250 is very nimble, and it does well off-road despite its shorter suspension.

As could be expected, the TE310 proves to have a more robust powerband, pulling from down low with greater authority. This was most evident during tight uphills on The Ranch’s enduro loop. On these first-gear, single-track climbs where the 250 requires some clutch finesse, the 310 simply tractors up the sandy hills. A smaller rear sprocket on the TEs reduces revs for highway travel, but this makes ultra-low-speed crawling slighty more difficult.
Response from the Mikuni fuel injection is mostly good, but it’s not as clean as the pure off-road TXC line which doesn’t have to meet the same emissions requirements as the street-legal TEs. The TEs would occasionally stall if the revs dropped too low, while the TXCs almost never lost their fire. Rekindling the flame is a reliable electric starter, augmented by a kick-start mechanism should the battery fail.
The TE250’s 2-inch lower seat really aids rider confidence in technical sections where a foot dab might be necessary, but there is less ground clearance to play with in ruts. The shorter suspension also deflects more over bumps that the 310 serenely cruises over. As always, there are compromises inherent in vehicle design. Ergonomic changes to enhance street or dirt use can be made by the two-position adjustable handlebars on the TE250/310.

When the pavement ends, the TE250 keeps on truckin’.

Husqvarna states that its TE lineup is intended for 90% dirt use, and evidence of that can be found in the TE310’s suspension which is identical to the off-road-only TXC310.
The TE250 retails for $7599, while the 310 costs $600 extra.
Like the similarities between the 250 and 310, the TE449 is nearly identical to the TE511, including their 249-pound curb weights. The only difference is the “511” enjoys a 3mm bigger bore to yield 478cc and a broadened powerband.
The TE449 ($8699) and 511 ($8999) also feature several updates for 2012, including a new one-piece tailsection and a simplified and more rugged wiring harness. A revised Kayaba shock lowers the seat height by 20mm to 37.7 inches. Both feel a little bulkier than the 250/310 on technical trails, but their larger engines have a surplus of power that better handles open desert riding and, presumably, street conditions. I say presumably because we didn’t get any road riding in, as we were on pre-production bikes that weren’t registered. We hope to get a TE or two for full testing in the near future.

The TE511 is Husky’s biggest dual-sport, but don’t let its name mislead you. Its engine displaces an actual 478cc, not 510 of them.

TXC/WR Cross Country – TXC250, TXC310, TXC511, WR125, WR250, WR300
Husqvarna’s line of enduros mimics that of the TE dual-sport range, minus a 449cc version, with nearly identical mechanical specifications. A key distinction is the use of a 12-hole fuel injector and a different ECU and tuning from the TE’s 4-hole injector and EPA-compliant mapping. “It takes over where the TE has to leave off,” explained Corey Eastman, Husky’s Marketing Manager.

Newest of the TXC bunch is the TXC310, an all-new model for 2012 retailing for $7889, $490 extra from the TXC250’s price. Due to their performance tuning, the 250/310 qualifies only for a California Red Sticker rather than the more open Green Sticker.  Ridden back to back with the TXC250, the 302cc “310” does a better job at grunting up a gnarly uphill section due to its broader powerband, while the 250 requires a careful clutch hand to balance power with available traction. The 250 is slightly more agile at a crawling pace. To experience the TXC310 at higher speeds, I sampled the facility’s motocross track, a replica of the Carlsbad circuit circa the 1980s. It is refreshingly devoid of the massive jumps now commonplace on contemporary courses, so the enduro-aimed TXC had no trouble ripping it up at a quick pace. The TXC310 worked amazingly well, with plenty of grunt to plough through a sandy berm even if a gear high.
The entire TXC line receives a few updates for 2012, such as stiffer frames, new front and rear Kayaba suspension, IPD graphics and silver-anodized Excel rims. The TXC250 and TXC310 also feature new race-inspired Leo Vince exhaust systems. The TXC511 ($8299) is updated with new radiators and a re-tuned shock is lowered 4mm to improve the chassis geometry and provide more balance from front to rear. The TXC511 enjoys Green Sticker designation in California.

It was fun to toss around the TXC310 on the undulating layout of the Carlsbad-replica MX track at The Ranch in Anza, California.

Also in the Cross Country lineup is a trio of two-strokers. The WR125 costs just $5999 and weighs only 223 pounds wet. As a bonus, they are shipped with a 144cc bore kit. The WR250 adds $800 to the 125’s price and 13 pounds to its weight. The WR300 is a bored-out 250 that retails for $6999. Unfortunately, we didn’t have time to ride any of them!
TC Motocross/GP Lineup –  TC250, TC449, CR125
The TCs are Husky’s hardcore motocross machines, and the TC250 ($6999) four-stroker is the most heavily revised for 2012. BMW’s F1 experience has resulted in a new piston design that is lighter for quicker revving, plus a new cylinder head with DLC-coated finger followers in the valvetrain. Three different fuel maps are available for selection, and top-end power is increased via a new airbox and velocity stack. Vaunted exhaust supplier Akropovic provides the new exhaust system. The chromoly frame is more rigid, and new graphics are of the durable IPD variety.
The TC449 retails for $7999 and receives many of the 250’s updates. New valve timing and larger intake velocity stacks promise a broader powerband. A choice of two fuel/ignition maps are available via a switch on the handlebar.
A shortage of time and a deficiency in riding talent kept me off the four-stroke motocrossers, but I did manage to spin several laps on the two-stroke CR125 ($5999). Like the WR125, the CR receives a 144cc big-bore kit for extra poke down low. New to the bike are its stronger frame and IPD graphics.

Husky’s CR125 two-stroke is incredibly light, weighing just 203 pounds. A 144cc big-bore kit is included at no extra charge.

It’s been many years since I’d been on a two-stroke MX bike, but the joys of manhandling a 203-pound dirtbike are always appreciated. Sure, its low-end power pales next to a 250cc four-stroke, but it’s carrying around 18 fewer pounds, so it’s much more responsive to control inputs.

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Husqvarna TXC i250F 2011 Review

Husqvarna designed its TXC line of four-strokes for North American-style cross-country racing, combining elements of the TC motocrossers with the TE dual-sport bikes. The TXCi 250F uses the fuel injected, electric-start TE engine, softer suspension settings and larger fuel tank. The resulting hybrid seems like a good idea on paper, but how does it compete with converted Japanese motocross bikes or the XC-F line from KTM? Over the past three months we’ve been riding our TXCi test bike at different locations, from singletrack to motocross to mountain trails to Endurocross to grass tracks, to find out.
How fast is it? The carbureted motocross TC250F we tested last year was fun to ride but didn’t quite have the raw power to hang with the Japanese motocross bikes through the gears, especially the remarkably powerful KX250F, and the engine in the TXCi is smoother yet. It doesn’t make much low-end torque, but its mid-range and top end are healthy, making it tractable and easy to ride.

Our TXCi hooked up well enough in the mud to get to the first turn in second place off a dead-engine start at a very muddy Cross-Country race. The smooth-pulling engine loves low traction situations! In good traction situations, however, the TXCi 250F will not quite keep up out of the starting gate with a Japanese 250F motocross bike.

The engine loves to rev, which is helped by a fantastic hydraulic clutch and great transmission action. You’ll need to use that clutch and tranny hard to keep the little engine revving, but the clutch and transmission don’t mind a bit. The overall final-drive gearing is a little tall, so it would be quicker and easier to ride with slightly lower gearing.
We tried a JD Jetting EFI control box and removed the spark arrestor and end cap from the muffler to see if we’d get a little more power. We know it’s not PC to do so, and the bike got noisier and wouldn’t be legal for events requiring a spark arrestor, but it was still quieter than a motocross bike. The JD fuel injection control box helped, letting the EPA-tuned bike run richer. Technically we now had a ‘closed course only’ racing motorcycle.
We fiddled with EFI settings nearly every time we rode the bike. When testing in the Rocky Mountains, we could not make the bike run lean enough at high altitude with the JD box installed. At our normal test elevation (600-1000 ft) we had no problem, though constantly fiddling with the EFI controls seems old-fashioned compared to other EFI equipped bikes we’ve ridden lately that run well pretty much anywhere.

Our biggest complaint about the TXCi was its fork performance, feeling both overdamped and undersprung.

With the engine running crisp, suspension tuning became our top priority. The Kayaba fork was stiff and unresponsive over small impacts, yet blew through its travel easily on G-outs, abrupt endurocross obstacles and on the motocross track. Rocky trails caused the bike to deflect, and we fiddled with compression and rebound settings throughout the test. We finally backed off the compression to 18 clicks and rebound to 20. The fork simply needs to be re-valved and re-sprung to suit our style of riding. The Sachs rear shock, on the other hand, felt under-damped in both compression and rebound. The wallowy feel upset the turning abilities of the bike and had us scratching our heads while we spun the clickers to find a setting that was not too harsh. Our testers raved about the overall handling of the TC250F motocross bike last year, and we knew from our test of the Husky TC250F motocross bike that these things will carve turns like a Suzuki when properly set up.

With the fork tubes raised 5mm in the triple clamps, the handlebar mounts rotated to their furthest forward position and rear shock static sag set at 20mm and race sag at 95mm we had our TXCi turning well without becoming unstable. Our preferred rear shock settings were high-speed compression 6, low speed compression 10 and rebound 3.
The TXCi is held back in turns by the oversized gas tank, with its extra capacity carried in an evil looking hump. The Husky has excellent brakes and an otherwise flat seating position, so it’s easy to aggressively slam into a turn with your weight really far forward. Every one of our testers, three of them Pros, cursed the gas tank at least once. The Husky’s ergonomics are otherwise good, slim and with a comfortable distance between the seat, pegs and handlebars. The seat height itself is quite tall, which frustrated shorter riders on technical trails and the endurocross track.
The TXCi, like all Huskys, is quite easy to service and maintain. There’s lots of room around the engine, the suspension linkage is intelligently designed, and the battery and air filter are easy to access. Even engine oil and filter changes are a breeze. Overall component quality is good, though the plastics start showing their age quickly.

The kickstand doesn’t hold the bike very securely, and early in our test a photographer noticed it was flopping around enough to hit the ground over jumps and whoops. We removed it, but if you choose to leave it on, a KTM-style rubber strap and/or a stiffer return spring would be welcome safety additions.
Last year we really liked the TC250F, and with just a few more ponies we would have loved it. Based on that test, and since this bike is targeted directly at the cross-country demographic, we expected great things from the TXCi. After spending so much time aboard the TXCi, however, we unanimously agreed we’d rather race the TC model. The TXCi is a lightweight, fun to ride electric-start trail bike that has a successful competition record, but out of the box the TC is a better race bike.
If we owned a TXCi 250F we’d wake it up with the JD fuel injection tuning kit and use an aftermarket pipe, just like the Husky race team does. We’d also use the smaller motocross fuel tank unless we absolutely had to have longer fuel range. We’d lower the gearing a little and get our suspension dialed in for the aggressive blend of cross-country, endurocross and motocross racing we normally enjoy.

We had fun racing our TXCi on grass tracks, where the smooth powerband, excellent brakes and lightweight feel helped it turn great lap times.

After those modifications we’d have a machine we’d like even better than the TC (thanks to the great electric starter!) and we’d race it anywhere, anytime. A pre-2012 Husqvarna press release mentioned improvements on next year’s model in all the areas we’ve noted, so we bet the 2012 model of the TXCi 250F will truly live up to its race winning potential.

The clutch feel and transmission are great, but a few more teeth on the rear sprocket would certainly make the bike easier to ride. Thanks to the six-speed transmission we’d gladly trade some top-end speed for less clutch abuse in technical sections.

Thank you Husqvarna Canada and Trevor Wideman for supplying our test bike!

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Posted in: Husqvarna Reviews,Motorcycle Reviews

Husqvarna TE 449 2011 Review

When BMW and Husqvarna joined forces a couple years ago nobody was really sure what the outcome would be. BMW had just released its G450X enduro bike, which received some poor reviews but was raced to success time and time again at the toughest enduro races in the world by the European BMW aces. Basically the engineering was sound, though the bike itself was overcomplicated and somewhat fussy to maintain.
Husqvarna, on the other hand, has long held a reputation for building world-class enduro bikes that are exceptionally simple to maintain. The new Husqvarna TE449 looks to be the marriage of those two schools of thought; BMWs cutting-edge engineering and Husky’s simple yet effective execution.

The TE449 retains the forward-canted BMW engine (which is actually built by Kymco) albeit with some fuel injection tweaks and a new six-speed transmission. The clutch continues to be driven directly off the crank, an arrangement that worked well on the BMW version, but has been further improved with hydraulic actuation. The countershaft sprocket is inline with the swingarm pivot to reduce the chain’s effect on suspension action and aid in rear wheel traction. The BMW G450X did hook-up great, though the swingarm pivot itself was troublesome with undersized bearings. Husky has addressed this by simplifying and beefing up the swingarm pivot/countershaft sprocket area.

Recognize this? It’s a hot-rodded, evolved version of the EFI 450 engine BMW has been successfully racing internationally in Enduro events. We didn’t get a chance to ride this pre-production model but are pulling every string possible to get our hands on one as soon as possible!

Speaking of suspension, the non-linkage design of the BMW shock was a compromise. When we had our long-term test bike we constantly fought with suspension valving, spring rates and settings and never really found a happy medium. Husky apparently felt the same way we did, and added a linkage to the rear shock which is thoughtfully mounted up high to improve service life. Like the BMW, the Husky has an exceptionally long swingarm. Fully adjustable Kayaba suspension components are used front and rear, with the entire package held together with a completely new full cradle steel frame.

The Husky retains BMW’s countershaft sprocket location, which is inline with the swingarm pivot to maximize traction. One thing we didn’t like about the Beemer that Husky has fixed was the no-link rear suspension. The top-mounted linkage is up out of the mud, and is equipped with grease fittings to simplify maintenance!

The BMW and Husky share the front-airbox/under the seat fuel tank arrangement, but as expected Husqvarna has simplified air filter access on the TE449. The seating arrangement remains flat, thin and exceptionally roomy. Like the BMW, the Husqvarna comes in minimalist street-legal form. Removing street items for competition is simple, and the Husqvarna even comes with a freer flowing and lightweight Akrapovic muffler to be installed by the owner for closed-course racing. With the addition of the racing exhaust competition fuel injection mapping can easily be set without special tools.

Like the BMW G450X, the Husky’s fuel tank is under the seat. Unlike the BMW, the tank is clear allowing the rider to check fuel level. The gas cap location has been moved as well, further toward the back of the bike where it can’t contact the rider.

Husqvarna Canada’s Guy Giroux, who in 2009 raced a BMWG450X to a podium finish before 50,000 people at the Montreal Endurocross and finished second overall in the E2 Pro-class at the 2009 Canadian Enduro Championship, had this to say about the new Husqvarna TE449.

“I can't wait to get my hands on a TE to race! The bike looks awesome in real life, and it feels really small cockpit-wise. It has a really thin midsection and the flat seat will be great. Those are things I used to love that about the BMW.
“Italy has worked really hard on getting more power out of the Beemer engine yet retain good manners, with no vibration and smooth power delivery,” Giroux continued. “Fuel Injection was perfect in any conditions on the BMW, so the new Husky should be just as good. But the biggest things I am excited about are the new frame and rear suspension changes. If the frame is as good as the other Huskys the new TE449 will be sweet. We should see a big improvement, because if the Beemer had one big problem it was the frame and the lack of progression in the rear suspension. I should be able to get my hands on a TE449 soon, before the end of January, so until then I can’t tell you more...this is just a preview, right?”
We can’t wait to finally go for a ride on this great looking new machine ourselves! Our experience with the BMW G450X last year, while frustrating at times, had us stoked about the overall performance potential of that motorcycle. It appears Husqvarna has addressed our concerns (and then some!) for 2011.

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Posted in: Husqvarna Reviews,Motorcycle Reviews

Husqvarna TC 250 2010 Review

Husqvarna has been making motorcycles since 1903, winning championships in just about every discipline of racing since day one. It practically introduced motocross to North America in the 1960s and dominated all forms of dirt racing in the early to mid ‘70s before gradually fading.
Company ownership changed hands, the dealer network faltered and manufacturing moved from Sweden to Italy. Things improved under the Italians, and success began to creep back on the track, if not in sales. Recently BMW bought Husqvarna, injecting cash and new life into the brand. These efforts are showcased across the entire Husqvarna product line but shine most brightly in the new TC 250.

The TC 250 has the lightest weight of any bike in the 250cc thumper class. It’s enough of a difference that you can feel it the second you lift the Husky off a bike stand. Husky says it weighs a mere 209.4 pounds dry, and while that may be optimistic it is probably fairly close to reality. It is definitely lighter than the other 250 strokers on the track, and by a sizable margin.

The all-new engine is a welcome departure from older versions, which were essentially sleeved down versions of the company’s mid-sized four-strokes. External dimensions on the titanium-valved engine are 13% smaller than before and weight was cut to a mere 48 pounds. With the engine in the frame and without removing the fuel tank you can easily access the spark plug, cylinder head and 39mm Kehin carburetor…in fact everything about the new Husky is incredibly easy to service. Paired with new, minimalist bodywork, the bike is mechanically stunning in its simplicity.
The fork on the Husky, previously sourced from Marzocchi, is now made by Kayaba. Out back you’ll find a Sachs shock, featuring all the usual adjustments and suspension linkage. The brakes, by Brembo, are exceptionally smooth and powerful. The entire package is wrapped in a Cro-Mo frame with beautiful welds.
Let’s get to the good stuff. What’s this bike like to ride and more importantly, is it competitive?
Every single one of the eight riders of various sizes and abilities we selected used the word ‘friendly’ to describe the Husky at some point in their test sheets. Unfortunately, friendly doesn’t mean fast. The engine produces good low-end torque before oozing into to a very smooth and linear powerband right up to the rev limiter. We compare it most directly to the 2010 Honda CRF250R we tested last fall, but add that the Honda is slightly more powerful overall and the Husky makes better low-end torque.

South African MX Pro Liam O’Farrell was stoked at how confidence inspiring the new machine feels in the air.

Our three Pros were all disappointed at the raw power of the Husky, making comments like, “This motor is slow compared to the other 250F’s, but at least it has very broad, linear power.” Here’s another Pro comment; “Too smooth for a 250F. It would be good on slippery surfaces but lacks ‘hit’.” For the rest of us the engine was fantastic. It shifted great, the hydraulic clutch was light and easy to modulate and the raw power was more than adequate. “It’s fast enough,” said our Vet rider. Our intermediates craved the usability of the wide powerband.

Carburetion on our test bike was spot on, after some dealer-installed jetting revisions to help improve starting. Cold starts are a breeze but hot starting was still a hit or miss affair, even after the jetting update. A big part of this is the hot start button, which is still mounted on the carburetor instead of the handlebars like most Japanese bikes. In the heat of battle this is a big deal! Husky has a remote hot start kit in their parts catalog. Buy one. Also remember, this is a new engine. It may have been proven in international competition over several years but it’s still new to us, so long-term reliability is a question mark.
Suspension was another mixed bag. The rear suspension, even with its unusual Sachs shock, drew few complaints. No tester, from novice to fat old guy rated it below 8 out of 10. One of the intermediates said, “The back end absorbed bumps like a dream. I wouldn’t touch a thing.” On the other hand the pros all complained it was too soft but noted that the bike tracked well and didn’t bottom harshly. The fork, on the other hand, was regarded by every single tester as being too soft and blowing through their travel too quickly. We tried different compression settings which helped a little, but from the Pro rider notes the answer was clear; “…desperately needs stiffer springs and heavier valving for motocross, even for a lighter rider.” From our novice tester, “Plush. Maybe even too plush…even for me.”

Light, smooth and soft do have their advantages – namely turning. This little Husky is on rails. It carves, drifts and hammers through turns with precision. Somehow, the bike remains stable at speed, even on a whooped out sand track. “Handling is the best thing about this bike!” raved one of our Pros. “Handled great,” and, “Loved the handling!” were intermediate comments. Unfortunately, in the Lites class, it takes more than great handling to win races. Or does it?
ZipTY Racing/Husqvarna’s Cory Graffunder recently won the opening round of the Maxxis Endurocross series aboard a TC 250. He also happens to be a friend of mine. When I mentioned we had a TC lined up for a test he told me, “You’ll love it! Those things are awesome woods bikes!” You know what? He was absolutely right. The bike’s smooth power, light weight, awesome turning and soft suspension conspire to make this an absolute weapon for GNCC, Hare Scrambles or any other kind of racing where covering nasty terrain in a big hurry is required. The exhaust note is quiet and inoffensive and the bike even comes with a sturdy plastic skid plate!
As a true woods bike the Husky needs a bigger tank. Even for motocross the small capacity, just 1.9 gallons, is barely enough. The aftermarket can take care of that issue easily. Our riders thought the fork too soft for aggressive woods racing, though the shock was fine. The chain should be upgraded to a sealed unit. Add some bark busters and radiator guards and you have an epic small-bore woods weapon. The only other 250 that even comes close in that regard is the Honda CRF250R, though it isn’t as easy to maintain as the Husky.
So what do we have here? For Novice and Intermediate motocross racers the Husqvarna TC 250 is a viable weapon. Pros would need to spend money on engine performance and suspension upgrades. For off-road racing the Husky shines under any pilot. It handles so well it makes zeros into heroes.

It’s a motocross bike, but where the Husky TC 250 really excels is woods racing.

The torquey engine, juice clutch and even the transmission and final drive gearing are well suited to life in the forest. You’ll still need to spend a few bucks, but no more than you would converting any other motocross bike for off-road racing. No matter who you are or where you’re racing the pipe burns your leg and the exposed oil line on the right side of the cylinder just begs to be snapped off by a footpeg or branch.
Bottom line? The Husky TC 250 is a good bike. But is it a great bike? Maybe, depending who you are and where you race it.

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Posted in: Husqvarna Reviews,Motorcycle Reviews

BMW Set Single Month Sales Record in April 2013 – New R1200GS Represents 27.7% of Sales Volume

BMW announced it set a new company all-time sales record for a single month, delivering 14,587 motorcycles to customers in April 2013. That represents an 11.5% increase from the 13,088 motorcycles sold in April 2012.
The record month helped push BMW‘s overall sales over the first four months to 39,319 motorcycles and scooters, a 5.0% increase from the 13,088 units sold in the same period of 2012.
“Five per cent growth as compared to the first four months of the previous year is certainly satisfying as far as we are concerned,” says Heiner Faust, vice president of sales and marketing for BMW Motorrad. “It was April in particular that got us off to such a good start in 2013, having been the best month for sales in the entire history of BMW Motorrad.”
More impressively, the sales growth comes in spite of declining sales for the overall motorcycle industry, especially in Europe.
“Like last year, the motorcycle markets are currently very varied,” says Faust. “Development of the major markets Italy and Spain has been very weak due to economic conditions. However, we have been able to make up for this negative development with excellent sales in the USA, Brazil, other Latin American markets, Asia and Russia. Germany remains the single most important market by a wide margin.”
Leading the way is new 2013 BMW R1200GS has been a strong performer, with BMW selling 10,883 of the water-cooled adventure tourer since January. That represents 27.7% of the company’s sales for the first four months.
Also doing well, though not even close to the success reached by the GS, is the S1000RR-based HP4 sportbike, with Faust announcing sales of 1,300 units over four months.
[Source: BMW]

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Posted in: Motorcycle News

Suzuki Reports 2012-2013 Fiscal Year Results

Suzuki reported an operating loss of 11.9 billion yen (US$117.1 million) from its motorcycle business for its fiscal year ended March 31, 2013. The loss stems from a 10.7% decrease in motorcycles sales and a 9.6% decline in motorcycle revenue from its 2012-2013 fiscal year.
According to Suzuki‘s year-end report, motorcycles accounted for 230.3 billion yen in sales revenue, down 254.8 billion yen reported the previous year. The drop in sales contributed to the 11.9 billion yen operating loss, compared to a loss of 2.4 billion yen reported in the 2011-2012 fiscal year.
Suzuki sold 2.312 million motorcycles in its fiscal year, a year-on-year decrease of 10.7% from 2.589 million motorcycles. North American sales were down 8.6%, decreasing to 44,000 units from 49,000 units the previous year.Sales were also down 8.6% in Asia, 3.0% in Japan and 28.7% in Europe where the overall economy continues to struggle.
The news looks all doom-and-gloom at the moment, but Suzuki is forecasting a big turnaround for the 2013-2014 fiscal year. Suzuki is forecasting a 16.3% increase in motorcycle sales to 2.679 million units. This includes a forecast of 60,000 units in North America, a big jump of 35.2% from this past fiscal year.
Suzuki is restructuring its motorcycle business in Asia by streamlining its development process and reducing the number of different engines shared across multiple models. Beyond Asia, Suzuki says it intends to strengthen its lineup of middle and large-sized motorcycles which are sold in other markets such as North America.
While its motorcycle division is struggling, Suzuki as a whole managed to increase its profit to an all-time company record of 80.4 billion yen (US$791.0 million) compared to a net income of 53.9 billion yen reported the previous year.
[Source: Suzuki]

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Posted in: Motorcycle News

Aprilia RSV4 Factory APRC Track 2012 Review

If you’ve been following our escapades here at TopXmotor.com for a while, you’ll notice our affinity towards Aprilia’s RSV4. We’ve tested the base R version numerous times and for good reason – it’s one of our favorite sportbikes in recent memory. Not so much for one particular category, but more so because of its overall package.
We’re fond of its supremely precise chassis and its snarling, communicative power delivery. Though it hasn’t quite taken the objective victory in our literbike shootouts, many of us on staff would choose it as our subjective favorite. Now, with Max Biaggi reclaiming the World Superbike title by half a point over Tom Sykes aboard a Kawasaki ZX-10R this year, we’re taking another look at the R’s more sophisticated sibling – the RSV4 Factory APRC, the machine which took Max to his sixth world championship title.

While it shares the same aluminum frame, 65-degree, 999cc V-Four engine and sophisticated traction/wheelie/launch control as the R model, there are some significant differences between the two which gives the Factory a sharper edge. For starters, there’s the $6000 price difference ($22,999 vs. $16,999). It may sound steep, but here are the main differences between the two:

Dueling RSV4s
RSV4 Factory APRC	RSV4 R APRC
Ohlins fully adjustable suspension	Sachs fully adjustable suspension
Adjustable engine mounting points, swingarm pivot and steering angle	Fixed engine mounting point, swingarm pivot and steering angle
Magnesium valve, clutch and stator covers	Aluminum valve, clutch and stator covers
Forged aluminum wheels	Cast aluminum wheels
Electronically adjustable intake stacks	Fixed intake stacks (though wiring for the variable intake control module is included if you want to upgrade)
Pirelli Diablo Supercorsa tires, 120/70-17 front, 200/55-17 rear	Metzeler Racetec Interact tires, 120/70-17 front, 190/55-17 rear
Carbon fiber front/rear fenders and side panels	Plastic front/rear fenders and side panels
Red/black paint scheme	White or black paint scheme
Curb weight: 464.0 lbs.	Curb weight: 473.0 lbs.

The same basic 65-degree, 999cc V-Four engine is shared between the Factory and R models, but the former benefits from adjustable intake stacks and magnesium covers to increase power and shave weight.

So obviously, the big question is whether the significant price jump is worth it. Looking at the numbers, the standard R model put out 156.9 hp and 73.2 ft.-lbs of torque at 12,600 and 10,100 rpm, respectively, during our 2012 European Literbike Shootout. Meanwhile, we recently ran the Factory version on the drum to the tune of 160.4 hp and 75.8 ft.-lbs at 12,750 and 10,250 rpm, respectively. So the difference in power alone isn’t enough to make a convincing argument for choosing the Factory version.


The number to really pay attention to, however, is curb weight. Not only does the Factory model weigh 9 lbs. less than the R, but much of the weight savings comes from the forged wheels compared to the R’s cast units, which themselves, Aprilia says, are lighter than the 2010 R units. The benefits are multiplied when shaving unsprung, rotating weight, as it positively affects every performance aspect.

Not that the R is a slug by any means, but riding the Factory, especially in a racetrack setting, truly brings the weight saving measures to light. The chassis is already one of the most precise instruments we’ve sampled, which is made even more accurate with the forged wheels. Direction changes take but a mere thought to accomplish.
From a suspension standpoint, the biggest advantage the Factory Ohlins bits offer over the Sachs units of the R is the degree of adjustability. The Ohlins fork also features a Titanium Nitride coating for reduced stiction. Personally, while these things sound impressive on paper, when setup properly, neither fellow cohort Tom Roderick nor I are talented enough to notice a major difference.
The added power may not be much, but is surely welcome and delivered in the same communicative fashion we know and love. Eight traction control settings, allowing no slip or extreme slip, are easily manipulated via paddles operated by the left thumb or index finger and can be done on the fly. Then there’s the included wheelie and launch control to make its rider feel just like Mad Max Biaggi. Brembo monoblocs on both models bite with authority and feel.

Attacking corners on the racetrack is where the RSV4 Factory feels most at home.

Look again at the table above and you’ll notice the amount of adjustability on the Factory model, with engine placement, swingarm pivot and steering angle all customizable by the owner. “While they do add value to the bike and help to justify its price, how many street riders, trackday pilots or even amateur racers are truly able to take advantage of what these adjustments have to offer?” asks Roderick.

It’s a valid point, to which Tom says: “The Factory and R model RSVs look, sound and perform so similarly and offer the same electronics package that for the $6000 price difference, I'd be more than happy purchasing the R version.”
However, Tom did note, money not a factor, the Factory would be his pick, which is a unanimous choice amongst our staff. Should you be chasing lap times, its performance advantage over the R is significant, and in this money-is-no-object dream world, it would also make an alluring decorative piece to anyone’s garage. Stay tuned as we compare it to another example of motorcycle art, the MV Agusta F4 RR Corsacorta.

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Posted in: Aprilia Reviews,Motorcycle Reviews