The 2016 Husqvarna TC 250 represents a niche market in American motocross – the 250cc two-stroke class. While most other brands pour virtually all of their R&D budgets into the better selling four-stroke models, Husqvarna is determined to not only continue producing two-stroke machines, but improving them from year to year as well.Husqvarna’s goal with the 2016 TC 250 was detailed changes to enhance the overall ride and comfort of the bike for the rider. A new CNC-machined triple clamp with rubber damping, new disc brakes, lighter spokes, a standard handlebar map switch, polyamide (plastic) rear subframe, hydraulic clutch, and Brembo brakes keep the TC 250 up to par with its four-stroke FC model counterparts.
Beginning with the engine, the 249cc mill fires to life with a firm, powerful kick. The amount of power that the TC 250 engine produces is impressive. The power comes on after an ever so slight hesitation off the very bottom end. I imagine this could easily be tuned via adjusting the air/fuel mixture screw or re-jetting the carburetor if need be.Past that hesitation, the bottom end comes on with authority and quickly climbs into the beefy mid-range. The top end power on the Husky will take you anywhere you need to go in a hurry. The Husqvarna conquered the hills of the Pro Motocross National track at Budds Creek Motocross Park effortlessly. The TC 250 engine is fast!The Husqvarna TC 250’s five-speed gearbox is precisely spaced and I was pleased with how well each gear pulled. Very rarely did I have to tap the clutch to get the revs up. The Husky transmission is buttery smooth when shifting. The Brembo hydraulic clutch actuation system engages and disengages nicely, and is very consistent throughout the duration of a moto.The DDS (damped diaphragm steel) clutch is an interesting unit, using a diaphragm spring instead of traditional coil springs. An integrated damping system increases durability, according to HusqvarnaThe 48mm WP 4CS Closed Cartridge front forks and WP rear shock (with linkage) worked in unison with each other from the beginning. I did not adjust any clicker settings during my time on the bike. However, it felt like it was set up for a rider quite a bit heavier than me. Because of this, the ride was on the stiff side. However, the bike still absorbed braking bumps and big jump landings very well. I look forward to putting more time on the bike and dialing the front and rear ends more to my liking.The lightweight subframe and nimble chassis contributed to the great handling characteristics, especially with the fairly aggressive 26.5 degrees of rake. The handling was impressive, especially when cornering. I could lean the bike over with confidence, yet it still maintained straight-line stability when blasting down one of the many 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 250 is amazing, utilizing a 260mm disc. 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.I am very pleased and impressed with the 2016 Husqvarna TC 250 after my first ride. The engine produces a strong linear powerband, which is a good attribute to have for a bike that puts out so much power to the rear wheel. The WP suspension is set up a little on the stiff side for me. However, I can see the stock suspension being right in the ballpark for a 175-pound novice rider. For those who feel the need for more power, a 300cc kit is available from Husky.With a strong engine, firm suspension, and positive, all-around handling characteristics, the 2016 Husqvarna TC 250 is a great 250cc two-stroke for those looking for a bike capable of running with the modern day four-strokes.Riding Style:• 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 SRAndrew Oldar is sponsored by Moose Racing
2016 Husqvarna TC 250 Specs
• Engine type: Single cylinder two-stroke • Displacement: 249 cc • Bore x stroke: 66.4 x 72 mm • Starting: Kickstarter • Transmission: 5 gears • Fuel System: Keihin PWK 36S AG • Lubrication: Premix, 60:1 • Final drive: 13:48 • Cooling: Liquid • Clutch: Wet multi-disc DDS-clutch, Brembo 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, 12.5 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: 26.5 degrees • Triple clamp offset: 22mm • Wheelbase: 58.9 inches ± 0.4 inches • Ground clearance: 15.2 inches • Seat height: 39.1 inches • Tank capacity: 2 gallons • Weight, with full tank: 227 pounds
Hello everyone and welcome once again to the Ultimate Motorcycling podcast—Motos and Friends. My name is Arthur Coldwells.
Motos and Friends is brought to you by the Yamaha YZF-R7—Yamaha’s awesome supersport machine that is as capable on the racetrack as it is on the street. …and it’s comfortable too! Check it out at at your local Yamaha dealer, or of course at YamahaMotorsports.com.
In this week’s first segment, Senior Editor Nic de Sena rides the BMW K 1600 GT. This is the sporty bagger version of BMW’s K series of machines, those are the models with the awesome 6-cylinder engine. The GT has been given a little makeover for 2023, and Nic gives us his take.
In the second segment, I chat with one of my all time heroes—three-time World Champion racer ‘fast’ Freddie Spencer. I’ll do my best not to come off as too much of a fanboy here, but frankly it’ll be tough!
In my humble opinion, Spencer is a contender for the GOAT—greatest of all time. Sure, his career was a little shorter than some, and his number of championships falls behind the likes of Lawson, Doohan, Rossi, and of course Marquez. But at the time, Freddie literally changed the way motorcycles were ridden. 30 years before Marc Marquez, Freddie was able to push the front wheel into a slide, corner after corner, lap after lap in order to get the bike turned faster than anyone else. Freddie took completely different lines and was able to get on the throttle so early he could out accelerate anyone off a corner.
In the modern era, of course Freddie is the chairman of the FIM MotoGP Stewards panel. This is the panel of referees for all three classes of Grand prix racing. I talked to Freddie about his task there, and although for contractual reasons with Dorna and the FIM he cannot talk about specific riders, teams, or events, nevertheless his explanation of the job makes for interesting listening. It’s a tough job, and frankly I wouldn’t want to do it!
Actually—Ultimate Motorcycling is giving away five copies of the book—signed by Freddie himself—to the first five listeners who contact us with the correct answer to the question: How many national AMA championships did Freddie win, and which years were they?
Please email your answers to firstname.lastname@example.org and we will contact the winners and send you a signed copy of Feel. Those five winners will be announced on a future episode. Unfortunately for legal reasons this offer is ONLY open to US residents.
So, from all of us here at Ultimate Motorcycling, we hope you enjoy this episode!