Cycle News

SHOOTOUT P62 2013 250F MOTOCROSS COMPARISON HONDA CRF250R VS. HUSQVARNA TC250 VS. KAWASAKI KX250F VS. KTM 250 SX-F 6 th place T HUSQVARNA TC250 MSRP: $7199 WEIGHT (Full Fuel): 235 lbs. he Husqvarna TC250 has come a long way the past few years. It's gone from a bike that we were actually a little afraid to ride because of its quirky handling and spotting fueling just a few years ago, to a bike that is now an official player in the highly competitive 250F class. It's not a shootout winner yet, but it's heading in the right direction and is now a bike worth considering owning, especially when you look at its comparatively low $7199 asking price. It's the least expensive bike of the group and about $700 less than the most expensive bike (the KTM). You just can't ignore the Italian steed anymore. Here's why. For one, the Husky is a very solid-handling machine. We like the TC's steel frame and just the way the bike feels on rough tracks, such as practice day at Glen Helen Raceway on a late afternoon. Highspeed stability is one of the Husky's best features. The Husky feels slightly taller between your legs than the other bikes, which actually put a smile on the face of our lankier test rider. Despite its somewhat tall-ish stance, the Husky is still a good-turning machine, about as good as any of the other bikes - except for the Suzuki, of course - and feels rather agile despite being nearly the heaviest bike of the bunch. The Husky's suspension is far more sorted than ever before. The switch to all-Kayaba components last year has helped the TC tremendously. The Husky's "old-school" 48mm cartridge forks are proven legs and are just plain good, and they're simple to dial in. We also loved the Husky's dual-piston Brembo front brake caliper (which clamps a 260mm Braking wave rotor), relaxed ergos, tapered handlebars, light-pull hydraulic clutch, and even its exotic looks. Unfortunately, the Husky needs more power. This is the one area that holds the Husky back. The TC's DOHC Red Head motor actually responds quite well off the bottom when you first crack the throttle but, unfortunately, leaves you frustrated wondering where the power went by midrange. That's when the Husky's motor flattens out, which most likely has a lot to do with its heavily restrictive exhaust pipe. It looks as though they used a spark arrestor in there to keep it quiet. The Husky makes up for some of its lack of midrange on top, but just not enough. It is fast enough to win races, but you're going to have to make up for the lack of zap by working a little harder through the turns and the rough sections of the track, which luckily you can do thanks to its solid chassis and suspension package. Still, the Husky needs more power. Period. Luckily, the money you save buying the Husky could be spent on a more freer-flowing exhaust pipe, which should do wonders for the red bike. But the Husky's motor does a lot of good things, too. Its Keihin-fed EFI system is absolutely seamless, providing spot-on throttle response. The transmission shifts well and the motor starts easily. The clutch also seems strong and durable. We also like the Husky's tool-less removable seat and easy access air filter, plus the design of the steel frame also makes it easy to reach the throttle body and upper shock for servicing and adjusting. And we can't help but dig the looks of the "factory" Akrapovic exhaust system and its resonator, even though it's not the best performer. Another gray area is weight. Despite its Swiss-cheese looks, the Husky is one of the heaviest of the group. Luckily,

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