Husky have a bit of TlC
By TMX Archives on 5th Feb 09
LAST week, T+MX chief motocross tester, JOHNNO WHITE, got the chance to test two new bikes, the new CR125 two-stroke and the new TC450 four-stroke from Husqvarna and so we headed off in pouring rain to FatCat Moto Park at Armthorpe. But when we got there the track was a little bit wet to say the least after an incessant overnight deluge but Martin Craven, who is doing such a fantastic job at FatCat, allowed us on his own private test track to play and it worked out perfect...Report: JOHNNO WHITEPictures: ERIC KITCHEN
THE first bike I rode was the TC450 and before I started the engine I took a long hard look over the bike and I'll be absolutely honest, it is very factory looking.
The colour scheme is a plus as I prefer it to the old school blue and yellow. Other changes from the previous model are, a lighter, more rigid chrom-moly steel frame, new wave discs, Marzocchi Shiver forks with twin-chamber internals, new graphics, new titanium Arrow exhaust system, new oil circuit pressure-relief valve to aid cold starting, new oil filter and base gasket, new gear change linkage, oh and not forgetting new plastic engine protectors!
Anyway, when the time came to get kitted-up and ride the bike I fired it up straight away and the deep rumble from the big thumper sounded good - almost like a jumbo jet! Not that I've ever heard a freshly kick-started jumbo jet but it's just what I would imagine it to sound like!
Surprisingly, I only needed a couple of laps to get used to the big Husky as I found it a very easy bike to ride with a very, very smooth power delivery. It is nothing like that of a Japanese 450, this bike loves to be ridden with care and affection, if that makes sense. It was almost as if the less I revved the bike the easier it was to ride and the faster I went. I found when I short-shifted and pulled higher gears the big Husky's rear tyre just hooked up and the bike surged forward. I would say that this bike would make a great all-rounder for any calibre of rider.
Don't read this wrong, while it's not as lively as some of its Japanese competitors and doesn't rev like a banshee that doesn't make it a bad bike. I would put this bike in the category of an old-school-four stroke. A rider who has a bit of experience will relate to this bike straight away but I think a youngster might get on this and try and rev the plums off it and come back and say its not fast enough. But if you were to give it to someone with the skills to modify his riding style they wouldn't look back.
The suspension was, being honest, a little disappointing considering it comes with good quality Marzocchi forks and Sachs rear unit. I didn't think they worked in conjunction with each other very well. I felt the front was way to hard and felt that it wouldn't turn in properly but instead wanted to push away, which would suggest it was set-up too stiff.
The rear shock on the other hand felt exactly the opposite and was probably a bit too soft. The riding position on the other hand was really nice and I felt real comfy on this bike. It was real easy to throw around and my initial feeling of the rad scoops being a tad too wide were soon forgotten. The handlebars were good although the levers did take a bit of getting used too.
Personally, I genuinely really enjoyed riding the TC450 and I felt I could have rode it for hours without tiring which just proves what a smooth bike it is. I spent a lot more time on the bike than I thought I would and the more I rode it, the more I short-shifted and made the motor work and the quicker I went.
The overall feeling of this bike is good and if I were to buy one of these TC450s I reckon within two weeks I could have it set-up exactly how I wanted and then quite easily ride it well enough to be competitive against a field of any Jap bikes!! >>>
SPECIFICATIONS
2009 model Husqvarna TC450
ENGINE
Type: Liquid-cooled, single-cylinder, DOHC four-valve four-stroke
Bore x Stroke: 97 x 60.76mm
Displacement: 449cc
Compression ratio: 12.9 : 1
Ignition: CDI electronic, with variable advance (digital control)
Carburetor: Keihin FCR-MX 41
Starting: Kick start (with automatic decompressor)
Lubrication: Dry sump with two oil pump rotors & cartridge filter
Cooling: 2 water-filled radiators
Clutch: Wet, multiplate type with hydraulic control (8 driving plates, 7 driven)
Final drive: 5/5" x 1/4" chain
CHASSIS
Type: Steel single tube cradle (round, rectangular & ellipsoidal tubes) plus alloy rear sub-frame
SUSPENSION
Front : 50mm Marzocchi upside-down telescopic hydraulic fork with compression & rebound stroke adjustment
Travel: 300mm
Rear: Sachs progressive 'Soft Damp' single hydraulic shock absorber with spring preload, compression & rebound adjustment
Travel: 296mm
BRAKES
Front: 260mm fixed wave disc with hydraulic control & floating caliper
Rear: 240mm floating wave disc with hydraulic control & floating caliper
TYRES
Front: 80/100-21"
Rear: 110/90-19"
DIMENSIONS
Wheelbase: 1,495mm
Length: 2,207mm
Width: 820mm
Height: 1,285mm
Seat height: 968mm
Ground Clearance: 300mm
Dry weight: 104 kg
Fuel capacity: 7.2 litres
THE second bike I got to ride was the two-stroke CR125. Now, I always enjoy a nice, revvy 125 simply because they are just so much fun to ride and it takes me back to when I was a boy with no fear... and all that kind of stuff.
Looking round the bike I could see it was a virtually new model with only - according to Husky - 20 per cent parts shared with last year's bike. So, new frame, and geometry, totally new fuel tank, bodywork, seat and airbox, shorter wheelbase and repositioned engine. Footpegs have been moved forward by 15mm and a lower seat height is built-in. New aluminium sub-frame, new swingarm linkage and Sachs shock, 50mm Marzocchi Shiver twin-chamber forks, wave braking discs, Mikuni carb with - get this - a V-Force3 reed-valve block. Oh and a brand new exhaust system.
Like its big, big brother, the little CR125 looks the dogs, lightweight in looks and the styling is ten out of ten so with all these mods and updates, I was deffo looking forward to putting the CR125 through its paces - or at least trying to any way...
When we had warmed her up - essential on the little stroker that is going to get its head revved off - I took her out for a couple of slow laps, just to get used to riding a 125 again - especially after jumping off its big brother.
Anyway, after two laps I lost the rear brake - I thought I'd broken it straight away, so I went back to the van and noticed the pedal bolt had come out... sack the mechanic. That nice man David Plummer from HuskySport nicked the bolt from the 450 and I was quickly back out on the track - and the bolt stayed put!
After about five-laps it was easy to see that the little CR125, while looking like a factory bike doesn't really go like one. I found when it was in the power-band it was really quick but felt it tended to drop-off too early and carburetion was probably a little bit too rich at the bottom.
In fairness, the track we used was only small and I think a larger track, or hardpack rather than power-sucking sand, with longer straights would suit this bike more. This would enable you to keep the CR125 buzzin' all the time but on the smaller track it was just to much hard work. I found I was having to change gear constantly but the gear change is as slick as. Possibly, if we had more time, it would have been good to try some different sprockets and see if we could have got it singing a bit better. Maybe if HuskySport want to do something later in the year and give us a second chance to try it with some different gearing it would be interesting.
The bike does look mega but I don't think they are quite there yet with the development - but watch this space as the little CR125 really does have all the hallmarks of a very good bike.
The suspension was very much the same as its big brother, too soft at the rear and a little bit firm at the front. But what we did do on this bike was back the compression off on the forks. This really improved matters so it just goes to show they are too hard as standard - but nothing a re-valve wouldn't sort out. Brakes worked fine and all the other controls had a nice easy feel to them and the tiny little kickstart cracked her up every time.
All in all, my verdict on this bike is good but not as good as I expected it to be, although it does have possibilities and in the right hands could be right up but it needs a bit more time to get right up there with its competitors. n
SPECIFICATIONS
2009 model Husqvarna CR125
ENGINE
Type: Liquid-cooled, single-cylinder, two-stroke with crankcase reed-vale induction & mechanical HTS valve on exhaust port
Bore x Stroke: 54 x 54.5mm
Displacement: 124.82cc
Compression ratio: 8.8 : 1 (at closed ports)
Ignition: CDI electronic, with variable advance (digital control)
Carburetor: Mikuni TMX 38
Starting: Kick starter
Lubrication: Pre-mix petrol/ oil at
33 : 1 ratio
Cooling: 2 water-filled radiators
Clutch: Wet, multiplate type with mechanic control (8 driving plates, 7
driven)
Final drive: 5/5" x 1/4" chain
CHASSIS
Type: Steel single tube cradle (round, rectangular & ellipsoidal tubes) plus alloy rear sub-frame
SUSPENSION
Front : 50mm Marzocchi upside-down telescopic hydraulic fork with compression & rebound stroke adjustment
Travel: 300mm
Rear: Sachs progressive 'Soft Damp' single hydraulic shock absorber with spring preload, compression & rebound adjustment
Travel: 296mm
BRAKES
Front: 260mm fixed wave disc with hydraulic control & floating caliper
Rear: 240mm floating wave disc with hydraulic control & floating caliper
TYRES
Front: 80/100-21"
Rear: 100/90-19"
DIMENSIONS
Wheelbase: 1,460mm
Length: 2,215mm
Width: 820mm
Height: 1,305mm
Seat height: 985mm
Ground Clearance: 325mm
Dry weight: 92 kg
Fuel capacity: 7 litres
Specification: