2016 Husqvarna TC 125 Review
The 2016 Husqvarna TC 125 represents a big step forward for a class of bike that has all but become extinct. While three of the Japanese brands ditched the small bore, high revving motocross machines, Husqvarna is making a statement that they believe that the 125cc two-stroke is still a very potent weapon for MX racing.
The 2016 Husqvarna TC 125 marks the introduction of the first new two-stroke engine in years. The 124.8cc powerplant is given a lighter crankshaft, more compact crankcases, a six-speed gearbox, a hydraulic Magura clutch, and a redesigned exhaust system for 2016.
The engine fires to life with a nearly effortless kick on the short kickstarter lever. Once started, the powerband on the TC 125 is surprisingly linear. Most 125cc two-strokes require the rider to slip the clutch excessively in order to keep the engine at the highest rpm in order to go anywhere quickly. Such is not the case with the TC 125.
While the meat of the powerband still lies in the top end, the bottom end and mid-range power are still very potent. A quick stab of the clutch will get the revs right back up near the moon if the revs are too low. The TC 125 climbed the hills of Pro Motocross National track at Budds Creek Motocross Park [http://www.buddscreek.com/] with no issues whatsoever, and the powerband was so impressive that I almost forgot I was riding a 125cc two stroke.
The 48mm WP 4CS Closed Cartridge front forks and linkage-assisted WP rear shock worked in unison with each other from the beginning. I did not adjust any clicker settings during my time on the bike. It felt like it was set up very close to my weight of 130 pounds.
Both the front and rear ends absorbed braking bumps effectively, while remaining plush and progressive enough to take the bigger impacts and landings without any problems. With more time on the bike, I can see myself stiffening up both the front and rear as I gain more speed with time on the bike.
The lightweight subframe and nimble chassis contributed to the great handling characteristics, especially with the steep 26 degrees of rake. Naturally, a 125cc two stroke is going to feel more nimble and lightweight than a 450cc four-stroke, and the TC 125 maneuvered any line that I pointed it at.
I could easily navigate a far inside line with little effort. Despite being so easy to throw around, the small-bore Husky stayed stable at speed, and never did anything odd when blasting up and down the high-speed hills of Budds Creek.
The ProTaper bars offer a neutral and comfortable bend that I quickly adjusted to. The grips were a bit on the hard side. The seat was a little stiffer than my liking, and also a bit slick. Because of this, I found that it was harder to stay planted in one spot when desired.
The front brake on the 2016 Husqvarna TC 125 is amazing. It possesses the perfect balance between being strong enough to stop on a dime, yet progressive enough to not wash out when applied hard. The rear brake works great as well.
The Magura hydraulic clutch on the TC 125 works wonders, which is a great thing considering how much it is utilized on a 125. The Magura unit keeps the engine singing with a quick tap of the lever. Modulation of the clutch when slipping is very predictable and the pull at the lever did not fade, even during my longest moto of the day. The six-speed transmission shifts very smooth and I never once came close to hitting a false neutral.
The WP suspension is set up right in the ballpark for my weight and the handling is top notch, thanks to the lightweight subframe and how nimble the bike is. With a potent powerplant, plush suspension, and ease of maneuverability, the Husqvarna TC 125 will likely be near the front of the pack in 2016.
- Helmet: 6D ATR-1 Flo Graphic
- Goggles: Oakley Airbrake MX
- Neck Brace: Leatt-Brace GPX 5.5
- Pants, jersey, and gloves: Moose Racing Sahara Raceware
- Boots: Sidi Crossfire 2 SR
Andrew Oldar is sponsored by Moose Racing
2016 Husqvarna TC 125 Specifications
- Engine type: Single cylinder two-stroke
- Displacement: 124.8cc
- Bore x stroke: 54 x 54.5 mm
- Starting: Kickstarter
- Transmission: 6 gears
- EFI: Keihin PWK 38S AG
- Lubrication: Premix, 40:1
- Final drive: 13:50
- Cooling: Liquid cooling
- Clutch: Wet multi-disc clutch, Magura hydraulics
- Ignition/Engine Management: Kokusan
- Frame: Central double-cradle-type 25CrMo4 steel
- Subframe: Carbon fibre reinforced polyamide
- Handlebars: Pro Taper aluminum
- Front Suspension: WP 48 mm 4CS Closed Cartridge, 11.8 inches of travel
- Rear Suspension: WP shock with linkage, 11.8 inches of travel
- Front Brake: 260mm disc with four-piston caliper
- Rear Brake: 220mm disc with two-piston caliper
- Rims: DID Dirtstar
- Tires: 80/100-21″; 100/90-19″
- Silencer: Aluminum
- Steering head angle: 26.1 degrees
- Triple clamp offset: 22mm
- Wheelbase: 58.46 inches ± 0.4 inches
- Ground clearance: 14.8 inches
- Seat height: 37.8 inches
- Tank capacity: 1.85 gallons
- Weight, without full tank: 207.5 pounds