Husqvarna tc 125 2019
Husqvarna tc 125 has 40 hp, unrivaled maneuverability and is very light weight. The gearbox has been modernized and now has 6 steps. As before, the tc 125 has excellent build quality and components, making it a leader among its classmates and an excellent motorcycle for both beginners and professional motorcyclists.
Chrome-molybdenum steel frame
Husqvarna tc 125 chrome molybdenum steel frame
The frame of the Husqvarna tc 125 2021 is characterized by increased rigidity, which contributes to improved feedback from the rider, better suspension handling of the surface under the wheels and stability in the behavior of the motorcycle on straight high-speed sections of the highway. The frame is painted in the signature blue color with powder paint and is equipped with plastic protection against rubbing by motorcycle boots during operation.
Service
The Husqvarna 125r petrol trimmer does not operate on pure fuel, but on a mixture. To prepare it, you must use gasoline and branded oil from the manufacturer.
It was specially developed for garden tools and prevents the formation of carbon deposits on the pistons, which significantly increases service life.
Oil and gasoline must be mixed in a ratio of 1:50.
Husqvarna tc 125 carbon fiber subframe
Carbon fiber subframe
Made from 70% polyamide and 30% carbon fibre, the unique Husqvarna tc 125 subframe has been redesigned and has shed another 250g for a total of just over 1kg.
Particular attention has been paid to creating the ideal stiffness for predictable handling and rider comfort without sacrificing part quality.
Rear shock absorber wp dcc
Rear shock absorber wp dcc
Featuring a new piston and updated settings, balanced with new front suspension tuning and frame stiffness, the wp dcc rear shock provides improved damping characteristics.
The shock absorber's balance between compression and rebound provides excellent comfort and controllability.
Test drive HusqvarnaWRE 125
How does a guy’s childhood differ from a man’s adult life in essence? Perhaps the proverb is true that “toys” are simply becoming more expensive. So lovers of motorcycles are growing from “fifty dollars” to ever-increasing volumes, and it seems to many that returning again to small-capacity technology makes no sense, just as it makes no sense for an institute graduate to return to a secondary school to again go through the elementary school curriculum.
So I, having driven a wide variety of vehicles in my life, switched from roads to off-road. And having reached the 450 cc “RMZ”, I thought only about improving technology and gaining more riding experience.
But when I started training, I realized that I was not ready to drive relatively powerful and heavy equipment on fairly complex off-road conditions! And, although it suits me perfectly for motocross, in the forests with steep hills, descents and turns I already had a “struggle” not with the track, but with the motorcycle. Therefore, the amateur motorcycle team “Flying Elvises” suggested that, as an experiment, I change the “RMZ” to a Husqvarna WRE 125. At first I was skeptical about this, because the cubic capacity seemed “not so big.” But there wasn’t much choice at that moment, and I decided to do a test drive. The Husqvarna proved to be quite comfortable in terms of fit. True, there was no electric starter, but the engine required much less effort than the 450. The sound of the muffler, as for a two-stroke, is surprisingly good - there is no ringing, no “squealing” at high speeds, no rattling sounds. The instrument panel is small but very readable. But the four buttons on the panel do not have any designation. The device includes a speedometer, a total mileage odometer, a weekly mileage odometer, a daily mileage odometer, a lap counter and many other different functions, but in reality they all remained unclaimed, because it is unlikely that anyone traveling off-road will calculate the lap time and other subtleties. It’s just a pity that the most important thing is missing – the speed sensor and the neutral switch. After all, as it turned out, neutral is very difficult to “catch”. There is a digital tachometer in the dashboard, but it was not used in this motorcycle. Husqvarna is European-assembled, so even on the assembly line it was “strangled” by the manufacturers. Initially, the motorcycle was equipped with a Dell'Orto carburetor with a 28mm diffuser. After the first rides it was replaced with a Mikuni Cross with a 34 mm diffuser. The replacement took place without any additional changes or adjustments - as it turned out, the “strangled” engine was already completely ready for such a replacement from the very beginning. The oil pump has been removed to reduce the weight of the motorcycle and increase the efficiency of its engine. The motorcycle is operated with continuous lubrication, like all sports two-stroke bikes. The mirrors, corners, and rear steps were removed. And shortened front brake and clutch releases are installed. A huge plus is that the clutch lever is very soft and, even with a shortened release, allows you to press it repeatedly, without effort and fatigue, with one finger. Spacers were not installed under the steering wheel - my height allowed me to ride comfortably and confidently on steep slopes without them. The stars were also replaced. The drive sprocket was set to 12 teeth instead of 13, and the driven sprocket was set to 51 instead of 49. There were six gears here. Therefore, it was impossible to reach a speed of more than 80 km/h. And it turned out that the transmissions “ran” mostly at 10-15 km/h. This was not suitable for smooth roads, but for serious off-road conditions it was just right, since it was necessary to click the gearbox much less often. Subsequently, the leading star was returned to 13, since the speed of the motorcycle dropped significantly, and traveling on smooth dirt roads began to bring inconvenience due to the low speed of movement.
The gearbox is surprisingly quiet and uninformative. But, as for me, the gearbox foot turned out to be small both in length and in protrusion, and it was not always convenient to engage gears. And catching neutral is completely unrealistic! Getting used to the character of the engine did not come immediately. Having become unaccustomed to two-stroke engines since childhood, at first it seemed to me that on steep climbs the engine was about to stall. And to prevent this, I instinctively unscrewed the throttle “all the way.” When the throttle was fully raised, the engine woke up and the motorcycle received such a “kick” that all climbs ended in jumping up with the wheels coming off. The stock Husqvarna, of course, does not have such fast power delivery, all this became evident after replacing the carburetor. We didn’t put the motorcycle on a stand to determine the power with the new carburetor, but it felt like at least twice as much power was added (from the initial 15). The engine allowed me, while catching up with heavy and slow four-stroke bikes on very steep climbs, to let off the gas, “think” about the slowness of my opponent, almost stop, then twist the throttle, as the WRE 125 instantly and cheerfully woke up, taking me up, after my rivals, trying to overtake, as if they were driving a fifty-kopeck car. There was a feeling that out of generosity or concern for the client, a radiator from Husqvarna 610 was initially installed at the factory, because it is generally unrealistic to bring the engine to overheating. The suspension handles all obstacles perfectly. Even when moving thick logs, it was very soft, but at the same time it never “punched”, and, what is most surprising, when passing slanting logs there was never any attempt to knock the steering wheel to the side. But the front fork is non-adjustable! You can only adjust the rear shock absorber (and then by preload). People weighing 90-100 kg also rode a motorcycle. And we were very pleased with the performance of the suspension, the dynamics and power of the engine (with a new carburetor). A fun plus is a very loud and “serious” signal. The front brake decelerates confidently and in a controlled manner, even if you press on it with two fingers. A special plus is the weight of the motorcycle. It is very small, and therefore the moto is easy to control, and the steering wheel has a fairly large range of rotation.
I write, I praise... But there are also disadvantages! The downside, like most European motorcycles, is that “pressing the rear brake is comparable to hitting a wall.” It’s either all there at once, or it’s not there. Flimsy steering tube. It bends easily when dropped, but is also easy to straighten with your hands. Therefore, the stock steering wheel requires replacement with a more durable one, the size of which should be selected by everyone for themselves. Very small reserve in the tank. Compared to my youthful Izhs and Javas, which had about 3 liters, on Husqvarna it is barely enough for a 10-minute drive. From speeds of about 60-70 km/h on uneven roads the motorcycle “sausages”. It begins to resemble the old Soviet Minsk. The comfort of driving at this speed is close to zero, and choosing the exact trajectory becomes difficult. And one more minus: this is a Husqvarna, since all the copies of this model that we encountered had factory emblems noticeably glued crookedly on the plastic.
You will think that this is a large number of minuses? But they are absolutely ineffective compared to motorcycles of the same class! Does the rear brake have no information? So the front one is completely “head over heels”! For off-road use there is nothing better than the Husqvarna WRE 125. If you want to hit the asphalt, take another horse!
It’s like childhood has returned again. And a small cubic capacity. And a two-stroke engine. And the absence of electronic problems. But somehow this childhood has matured a lot. Lots of power, lots of torque, excellent suspension. Along with childhood, the opportunities and desire to climb where neither you nor anyone else have been has returned. Therefore, in my opinion, the Husqvarna WRE 125 is an “adult childhood”.
I thank the amateur motorcycle team “Flying Elvises” represented by Nikolai Petrov for presenting the motorcycle for regular training.
Text and photo: Sergey Semenov
Fork Wp aer 48
Fork Wp aer 48
The WP 48mm Combination Air Fork has an air mechanism in the left stay instead of a conventional steel spring, housed in an oil reservoir for cooling. Compression and rebound settings have been changed. The fork is still easily adjustable with a separate valve to control and change air pressure, as well as easy-to-reach twist knobs. In addition, an air pump is included as standard to regulate the air pressure on the fork.
Husqvarna TE125 (2014) – TEST
2014, 124.8 cm3, 96 kg, 346,000 rub.
text: Yuri Solonovich photo: Husqvarna
in the photo: Yuri Solonovich
“As it turns out, riding a 2-stroke off-road motorcycle is quite fun and interesting. There is something in this from simple, primordial human joys. Eating rye bread made from wholemeal flour, washed down with spring water, wearing cow boots and spending the night in the hayloft with a resilient milkmaid who smells of cows and milk... This associative series can easily be complemented by a fast and rollicking ride on a loud, maneuverable and simple, like a cart wheel, Husqvarna TE125.
Of course, in order to fully immerse yourself in the world of these simple homespun basics, you first need to try to ride a 2T motorcycle with an engine of maximum displacement and power. And then, if, of course, your motor chakras are ready for this, you will inevitably be engulfed in the most complete enlightenment, permeated through and through with the bluish and acrid smoke of 2-stroke exhaust gases. After all, if the initiation process is successful, then the newly minted neophyte will be able to afford anything: the purchase of a powerful and sharp, like young Cassius Clay, 2-stroke “250”, lengthy discussions about resonators, reed valves and big-bore kits for increase engine volume and power, or even savoring the dream of buying a legend of the 2-stroke world - the Honda CR500...
In general, such motorcycles are an original world, a way of life and thinking, a special religion, almost a totalitarian sect. Its own slang, its own parties, symbols, Internet associations and even separate classes in racing series. Moreover, people fall under the spell of “two measures” in completely different ways. Some people get used to the harsh nature of such an engine from childhood, from ancient, pre-Saaf times, while others come to enlightenment with age, having fully tasted all the delights of predictable and understandable 4T engines. Some people begin to like the reliability and availability of a 2-stroke device, while others simply need its sharpness and characteristic feedback at high speeds. We have already talked about one of the icons of this style - the green Kawasaki KX125 motocross "macaque". Today we’ll talk about a 2-stroke 125 cc alien from the world of enduro - the newest Husqvarna TE125 of the 2014 model year.
As you already know, in March 2013, the legendary Swedish brand was bought out of Bavarian slavery and introduced into KTM personally by the company’s president, Stefan Pierer. By this time, the Austrian stepdaughter of Husaberg had already formed a full-fledged (and, I must say, very interesting) range of enduro motorcycles. In order to present the new protégé to the world, KTM decided to supplement the existing line with full-fledged motocross motorcycles, including children’s models, develop new protective plastic in the classic colors of the old legendary “Husky” and... remove the now useless Husaberg brand to a dusty shelf in the pantry of the KTM headquarters in Mattighofen.
As a result of all the tricks, the Austrians ended up with a fully equipped model range, bearing the name of one of the most famous motorcycle brands in the world. The new Husqvarna family includes enduro motorcycles: two-stroke TE125, TE250, TE300 and four-stroke FE250, FE350, FE450 and FE501. Cross-country motorcycles are represented by models TC85, EC125, TC250 with 2T engines and 4-stroke FC250, FC350 and FC450. Of all the variety of new models, the sports enduro TE125 aroused my greatest interest. The motorcycle is equipped with a carburetor 2-stroke engine with a displacement of 125 cm3 and a liquid cooling system. The intake system is equipped with a Boyesen valve, allowing the powerplant to develop decent performance throughout almost the entire operating range of the engine. The clutch drive, traditionally for Austrian motorcycles, is hydraulic, from the Magura company. The gear ratios of the lightweight 6-speed gearbox are optimized specifically for enduro motorcycles. Also, the TE125 transmission is distinguished by a very modest effort on the gearbox foot and simply “Honda” clarity of gear engagement.
The compact motor is mounted in a lightweight, durable chromoly frame whose outstanding torsional rigidity provides the bike with excellent stability and handling. The TE125 uses a high-tech polyamide rear subframe, first introduced on the KTM Freeride 350. Compared to a traditional aluminum part, the plastic element is much lighter and more flexible. In addition, its composite design allowed engineers to choose the best location for the air filter box, wiring and special grip niches for easy pulling and lifting of the motorcycle. The use of a solid aluminum swingarm made it possible to increase the rigidity of the chassis and reduce the weight of the TE125. The rear suspension is upgraded with a fully adjustable WP Monoshock shock absorber. The White Power 4CS fork with 48mm diameter stays and a quick rebound and compression adjustment system is installed in new milled aluminum triple clamps. Traditionally for KTM motorcycles, the Husqvarna TE125 is equipped with a master brake cylinder and floating calipers from Brembo. The front brake disc has a diameter of 260 mm, the rear – 220 mm. Directly from the factory, the model is equipped with DID wheels and Michelin Enduro Competition tires. Due to the original design of the frame, the air filter is located quite high, which allows you to confidently overcome deep fords. The gas tank on the TE125 is made of transparent plastic, allowing the rider to visually monitor the fuel level.
Do you want to know what caused my remarkable interest in such 2-stroke technology? First of all, the ultra-light weight of the motorcycle was a divine revelation for me: with a gas tank of 11 liters of fuel, a headlight and a side stand, the device weighs only 96 kg! That is 9 kg lighter than, for example, a 4-stroke TE250... Nonsense? I wouldn't say that! The weight of the motorcycle is especially acutely felt in wild freeride conditions or during hours-long enduro and cross-country races. When, after another fall, the muscles are torn from tension and every attempt to start the motorcycle ends in 10 minutes of senile shortness of breath... When grown, strong and self-confident men turn into whining children bent over their fallen motorcycle... When, finally, after an unsuccessful assault on a steep climb, the apparatus lies like a dead weight on your leg... That’s when you begin to frantically, with all your heart, wish for a lighter motorcycle and curse every extra gram of iron, consigning it to universal anathema.
During the autumn tests in Udevalla, Sweden, it was the TE125 that stood out to me the most. The gloomy rainy sky and slippery rock slabs immersed in the black slush of the northern swamps sucked out almost all the strength I had at that moment. Despite the absence of serious elevation changes, overcoming rocks covered in sticky and slippery mud required serious physical preparation. It was then that I appreciated the “childish” weight of this actually very “adult” motorcycle. In addition, the handling of the TE125, the filigree work of the WP 4CS front suspension, the rigid frame and fork yokes turned even swims in the oily swamp slurry into an exciting and sometimes even heroic pastime. Of course, the sharp character of the 2-stroke small-capacity engine is very original and not everyone will like it. The engine begins to wake up only in the upper speed range and shows its true colors only when the throttle is fully “open”. A 6-speed gearbox helps to cope with such an explosive character of the “enduro macaque”, allowing you to choose the optimal gear ratio. True, you will have to work with your left foot much more often than on a classic 4T enduro.
I can’t say that the TE125 is suitable for anyone. First of all, this is still a sporty and very specific piece of equipment, requiring from the owner not only physical training: full operation of a 2-stroke enduro is simply impossible without special skills, which, alas, will not appear immediately after its purchase. To make them appear, you will have to work hard. In addition, do not forget about increased fuel consumption, sharp vibrations that shake the power plant, the inability to brake with the engine and the sharp, “riding” nature of the engine. All these factors are more likely to scare away an inexperienced rider. But if the skill and fitness allow you to realize the full potential of this machine, then the TE125 will provide many enjoyable moments in the world of simple and straightforward 2-stroke truths. /
Magura hydraulic drive
Magura hydraulic drive
Reliable, high quality German magura clutch system guarantees even wear and flawless operation in all conditions thanks to its design - this means that the lever adjustment is constantly compensated for maintaining the same position and force when squeezing the clutch cold and hot, at different ambient temperatures and during operational wear of disks.
Twin air filter is easily accessible for maintenance without tools
Twin air filter is easily accessible for maintenance
The intake tract has the most straight geometry so as not to interfere with the air flow into the carburetor. The capacity of the air box has also been increased. The twin air filter is easily accessible for maintenance or replacement without tools, simply remove the side plastic on the latches and dismantle the filter by snapping another latch directly holding it in the air box.
