FIRST LOOK! 2012 HUSQVARNA MOTORCYCLES: 14 DIFFERENT MODELS IN ALL (INCLUDING A 310 FOUR-STROKE AND FOUR TWO-STROKE VERSIONS)

Husqvarna North America plans to release motocross bikes, enduro bikes and dual-sport bikes that are basically the motocross bikes with lights

Husqvarna was once a major player in American motocross. They won National Championships, sold thousands of bike a year and were a powerhouse in every aspect of offroad racing. They want to get back to where they once were. In real estate, the prime directive is "location, location, location," and in offroad motorcycles the mantra is "product, product, product." Here is what Husky has up its sleeve for the 2012 model year.

MOTOCROSS BIKES: 2012 HUSQVARNA TC250/TC449 OVERVIEW

Husqvarna has three purpose-built motocross models in its 2012 line-up—the TC250, TC449 and CR125 two-stroke.

2012 TC250 HIGHLIGHTS

2012 TC250 four-stroke.
A new cylinder head on the TC250, along with a lighter piston, new Keihin fuel-injection system and all-new Akrapovic exhaust, delivers harder-hitting power. 
   1. New piston is lighter and freer-revving, based on F1 technology.
   2. New cylinder head design inspired by BMW's F1 program.
   3. F1-type valve finger followers are DLC-coated.
   4. New all-black, chromoly frame is reinforced for increased rigidity and strength.
   5. All-new Keihin EFI unit (formerly a Mikuni EFI unit) with three preset maps.
   6. Akrapovic exhaust system with an all new with power-boosting resonance chamber on the header.
   7. New Kayaba suspension front and rear tuned for demands of U.S. motocross riders.
   8. New IPD (in-mold plastic design) graphics in striking new black/red color scheme.
   9. Silver anodized Excel rims.

2012 HUSQVARNA TC250 SPECIFICATIONS 
Engine: Single-cylinder, four-stroke
Displacement: 249.5cc
Bore x Stroke: 79 x 50.9mm
Compression: 13.5:1
Fuel System: EFI w Keihin D42
Transmission: 5-speed   
Starting: Kick
Front Suspension: Kayaba 48mm fork, open-cartridge
Rear Suspension: Kayaba single shock, fully adjustable
Front Rim/Tire: 1.60x21 Excel rim, 80/100-21
Rear Rim/Tire: 2.15x19 Excel rim, 100/90-19
Fuel Capacity: 1.7 gallons
Wheelbase: 57.5 in.
Seat Height: 38.8 in.
Curb Weight: 220.5 lbs.
MSRP: $6999

2012 HUSQVARNA TC449 HIGHLIGHTS

2012 TC449 four-stroke.
Revised ignition mapping and improved airflow significantly boost the power output on the TC449, which also runs cooler with a new WP radiator. All-over chassis improvements, including a more rigid frame and stiffer suspension settings, complement the engine.    1. Dual-map ignition with handlebar-mounted hard/soft switch.
   2. New valve timing creates significant all-over power boost.
   3. Airbox with larger intake and revised velocity stack for more mid-range torque.
   4. DLC coating on connecting rod for less friction and extended life.
   5. Kayaba suspension front and rear tuned for specific demands of U.S. motocross.
   6. New progressive shock spring is softer on the initial stroke, improving overall balance.
   7. New all-black chromoly frame is stronger and more rigid with key reinforcement and new plates near steering stem.
   8. New high-performance WP radiators.
   9. New IPD (in-mold plastic design) graphics in striking new black/red color scheme.
   10. Silver anodized Excel rims.

2012 TC449 SPECIFICATIONS
Engine: Single-cylinder, four-stroke
Displacement: 449.6cc
Bore x Stroke: 98 x 59.6mm
Compression: 13:1
Fuel System: EFI w Keihin D46
Transmission: 5-speed   
Starting: Electric
Front Suspension: Kayaba 48mm fork, closed-cartridge
Rear Suspension: Kayaba single shock, fully adjustable
Front Rim/Tire: 1.60x21 Excel rim, 80/100-21
Rear Rim/Tire: 2.15x19 Excel rim, 110/90-19
Fuel Capacity: 2.11 gallons
Wheelbase: 58.7 in.
Seat Height: 37.9 in.
Curb Weight: 238.1 lbs.
MSRP: $7999

2012 HUSQVARNA CR125 TWO-STROKE OVERVIEW
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2012 CR125 two-stroke shares most of its features with other 2012 Husky's, but comes with a big-bore top-end as an extra bonus (all for under $6000).
Aside from shared changes across the 2012 Husqvarna model line (black frame, silver Excel rims, updated graphics) the CR125 remains unchanged. New for 2012, however, the CR125 (and WR125, as well) will be sold with a free 144cc top-end kit including cylinder and piston (so you can upgrade to a big-bore if you want).

2012 CR125 SPECIFICATIONS 
Engine: Single-cylinder two-stroke
Displacement: 124.8cc
Bore x Stroke: 54 x 54.5mm
Compression: 8.8:1
Fuel System: Mikuni TMX38 carburetor
Transmission: 6-speed   
Starting: Kick
Front Suspension: Kayaba 48mm fork, closed-cartridge
Rear Suspension: Sachs single shock, fully adjustable
Front Rim/Tire: 1.60x21 Excel rim, 80/100-21
Rear Rim/Tire: 2.15x19 Excel rim, 100/90-19
Fuel Capacity: 2.25 gallons
Wheelbase: 57.48 in.
Seat Height: 38.8 in.
Curb Weight: 202.8 lbs.
MSRP: $5999

ENDURO BIKES: 2012 HUSKY CROSS-COUNTRY TXC AND WR TWO-STROKES

2012 TXC250 four-stroke enduro.
The bold new 2012 line of Husqvarna off-road motorcycles have broken cover. Black frames, silver rims, new graphics and sleek styling define the Husky 2012 line. The first models to be released are the cross-country models, including the race-inspired TXC off-roaders and WR two-stroke motorcycles.

TXC CROSS-COUNTRY OVERVIEW
2012 TXC3100 four-stroke enduro.
Husqvarna's line of TXC motorcycles is developed exclusively for the high demands of the American off-road market. The TXC line returns for 2012, with a host of premium upgrades such as Leo Vince exhausst (on 250/310) and revised Kayaba suspension components. In addition, 2012 also brings an entirely new model—the TXC310!

The TXC310 is based on Husqvarna's existing TE310 dual-sport bike, but is all-new to the TXC line of purebred offroad racers. A bored and stroked version of the 250 motor, the 302cc, fuel-injected, four-stroke offers more aggressive power characteristics than its quarter-liter sibling, and fills a significant gap in the current range of offroad bikes. For riders looking for robust power delivery that can run with the 450s, and still provide lightweight maneuvering of a 250, the all-new TXC310 is the ideal tool for the job.

2012 TXC511 four-stroke enduro.
Joining the TXC310 in the 2012 lineup are the TXC250 and TXC511. All three models receive a new all-black chromoly frame, reinforced for higher rigidity and improved tensile strength. New technology and the addition of select new reinforcements give the 250/310 TXCs an entirely new feel—one that is sure to impress even the most demanding off-road riders. The reworked frame not only provides better handling capabilities, but also substantially improves long-term durability.

Further chassis upgrades include the Kayaba shock—which replaces the Sachs shock on the 250. The existing Kayaba shock on the TXC511 receives a new progressive spring, as well as revised damping, allowing it to provide a plusher ride without sacrificing any mid-stroke capability. Up front, the TXC line features premium Kayaba suspension on all three bikes. The 48mm closed-cartridge fork receives revised damping, making the TXC more capable than ever of tackling tough terrain while providing a supple ride for everyone to the casual trail rider to aggressive cross-country racer.

In the power department, the TXC250 is markedly improved, as well. Husqvarna focused on gaining maximum performance from the 2012 TXC250, and heavily revised the fuel-injection system for optimum power output. An all-new Leo Vince exhaust system and revised ignition timing allow the 249.5cc fuel-injected powerplant to run stronger and churn out bigger power. The six-speed gearbox allows the TXC250 and 310 to stretch their ponies across a wide spectrum, making both bikes willing accomplices in a variety of offroad terrain.

The TXC511 remains the open-class offroad specialist. The California green-sticker-legal four-stroke features a fuel-injected, 477.5cc engine, revised and fine-tuned for 2012 to smooth out the power delivery. The dual-flap ignition system is re-tuned to improve low-end power, resulting in an overall better-running bike. Like its TE counterpart, the TXC511 receives a new single-piece tail section, simplified to improve aesthetics and function. Ergonomics are significantly improved with the narrower tail piece, which is also 15mm shorter than last year's.

The Kayaba shock body on the TXC511 remains unchanged, but the use of the new progressive spring creates more initial sag and allows the rear end to ride slightly lower. Altering the geometry helps refine the overall balance, and noticeably improves the handling characteristics of the TXC511. Husqvarna's patented CTS (Coaxial Traction System) works in ideal harmony with the refined suspension components, continuing to provide incredible climbing ability and unparalleled straight-line stability.

TXC KEY FEATURES FOR 2012
   1. New all-black chromoly frame with higher rigidity and improved strength.
   2. Kayaba suspension front and rear.
   3. New 48mm Kayaba closed-cartridge fork re-valved with stiffer settings.
   4. Silver Excel rims.
   5. New style IPD (in-mold plastic design) graphics.

2012 TXC250 HIGHLIGHTS
   1. All-new Leo Vince exhaust system flows more freely and increases power.
   2. Reworked ignition timing further improves power output.
   3. New Kayaba shock (formerly Sachs).
   4. Adjustable handlebar clamps offer two different offset positions.
   5. Red sticker designation in California.

2012 TXC310 HIGHLIGHTS
   1. All-new model for 2012!
   2. Race-inspired Leo Vince exhaust system.
   3. 302cc four-stroke engine (bored and stroked from the TXC250 engine platform).
   4. Kayaba suspension tuned specifically for demands of U.S. off-road competition.
   5. Red sticker designation in California.

TXC511 HIGHLIGHTS
   1. Kayaba shock receives progressive shock spring.
   2. Handling improved with revised shock, designed to harmonize with CTS to also retain its characteristic straight-line stability.
   3. Re-tuned dual-flap ignition system revised to improve low-end performance.
   4. Revised one-piece tail section is narrower for streamlined ergonomics.
   5. New WP radiators improve cooling capability.
   6. Green sticker designation in California.

2012 HUSQVARNA WR TWO-STROKES: WR125, WR250 & WR300

2012 WR125 two-stroke enduro.
Husqvarna is proudly still mixing gas with the WR line of two-stroke motorcycles. The lightweight, carbureted WR's comes in three different displacements—125cc, 250cc and 300cc. Husky's small-bore two-stroke returns to its 125cc legendary roots, and for those looking that ever-critical 19cc advantage—great news! Every WR125 comes with a 144cc top-end kit, complete with cylinder and piston, free of charge.

2012 WR250 two-stroke enduro.
The WR's are suspended by a Kayaba fork and Sachs shock combo, and feature the same cutting-edge look of the black frames, silver rims and new graphics shared with the rest of the 2012 Husqvarna line.

2012 WR300 two-stroke enduro.

KEY WR TWO-STROKE FEATURES
   1. WR125 returns to Husqvarna's two-stroke line.
   2. 144cc top-end kit comes with WR125 free of charge.
   3. New chromoly frame—now black in color.
   4. Silver Excel rims.
   5. Striking red and black color scheme with new IPD graphics.

STREET LEGAL BIKES: 2012 HUSQVARNA TE250, TE310, TE449 & TE511 DUAL-PURPOSE BIKES

2012 TE250 dual-sport.
Throw dirt and pound pavement with Husqvarna’s street-legal TE dual-sport motorcycles, the bikes which continue to provide riders the freedom to take aggressive offroad performance to the street!  All four TE models receive new reinforced all-black chromoly frames, silver rims and fresh styling (shared changes with the rest of the 2012 Husqvarna range). Key features also include suspension upgrades and the new TE250 “Low.” The 48mm open-cartridge Kayaba fork is stiffened up with revised damping for a comfortable and capable ride on road and trail. The TE250 and TE310 are both also upgraded to the Kayaba shock.

2012 TE310 dual-sport.
New in distinguishing the 250 from its larger TE310 sibling is a lower seat height. The Kayaba fork and shock on the TE250 are both shortened, resulting in a more user-friendly seat height (approximately 50mm lower than last year). The “inseam challenged” will also appreciate the slightly lower saddle height on the 449 and 511 TE, both of which receive a 4mm shorter Kayaba shock. Designed specifically to complement the CTS (Coaxial Traction System), the upgraded rear suspension improves the handling characteristic and overall balance of the 449 and 511 chassis. On the front end, the fork valving is more aggressive for even better off-road performance.

2012 TE449 dual-sport.
The focus on the 2012 TE449 and TE511 was to make them more approachable all around, so along with a shorter seat height and refined suspension, the chassis is also updated with a streamlined wiring harness and a sleeker one-piece rear fender. The TE449 and 511 also run cooler than ever thanks to the addition of high-performance WP radiators.

For more info go to www.husqvarna-motorcyclesna.com 

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2011 TM MX300 TWO-STROKE MOTOCROSS TEST: A BIG-BORE TWO-STROKE MOTOCROSS BIKE WITH ITALIAN FLAIR

As it sits, the TM MX300 competes for attention against the KTM 300XC, Husqvarna WR300, Gas Gas XC300 and kitted YZ250s and 250SXs. As a rule of thumb, the extra 50cc is worth three horsepower over its 250cc loaner engine

2011 TM MX300-2T Cross: TM doesn’t just buy parts from outside suppliers. They try to build as much of the MX300 as possible at their factory.

Q: WHO BROUGHT TM MOTORCYCLES TO AMERICA?

A: Way back in 1994, Pete Vetrano was at the Trask Two-Day Qualifier when he spotted a three-man team of wily ISDT veterans riding full-size TM 80s. At the time, Vetrano was importing Italian motocross products and asked his Italian friends to introduce him to the people at TM in Italy. Late in 1994, Vetrano signed a deal to become the U.S. importer of TM motorcycles. In his first year, Pete didn’t sell very many bikes (because they were delivered late in the 1995 season). But over the next five years, TM USA increased their sales to over 200 TM motorcycles a year. That may not sound like much, but selling 200 exotic motocross bikes in a single year is a major accomplishment.

Q: WHY DID TM MOTORCYCLES GO AWAY IN 2005?

A: In 2005, Pete Vetrano’s TM USA company was faced with the daunting problem of a falling dollar, a strong Euro and mediocre TM four-strokes. Pete threw in the towel. The Italians quickly found another importer, but sales fell so far that they virtually returned to where they were in the first year of being imported. Things looked grim for the future of TM motorcycles in America. In fact, after the second U.S. importer failed, the only way to get a TM was through the Canadian distributor (and they weren’t very good at cracking the American market).

Q: HOW DID TM MOTORCYCLES COME ROARING BACK IN 2011?

A: At last year’s USGP, the Italians, led by Gastone Serafini, ran into Pete Vetrano in the pits. Neither party was being coy, and before long, TM asked Pete Vetrano if he would become the importer again. A few months later, the two sides met in Milan to work out an agreement. Vetrano gave TM his proposal. TM countered with a proposal of their own. In the end, Pete Vetrano said, “We compromised on an agreement that neither of us was happy with, so it was probably a fair deal.” TM is back, thanks to one man who can’t call it quits...even after calling it quits six years earlier.

Q: WHAT IS A TM MOTORCYCLE?

A: TM is an Italian boutique brand that was founded in 1977 when two friends joined forces to build a motocross bike. One, Claudio Flenghi, was a talented kart-engine designer and the other, Francesco Battistelli, was a motocross racer. The two friends left their jobs and founded TM motorcycles, and they are still in business today in their Pesaro, Italy, factory. The TM factory is more like a four-story race shop than a motorcycle plant. Visitors get the impression that TM is all about building high-end racing motorcycles—and that selling them is an afterthought (that pays the bills).

Kart: TM’s two-stroke powerplants are famous in karting.

Q: IS TM A TWO-STROKE OR FOUR-STROKE MANUFACTURER?

A: Originally, TM was a two-stroke company based largely on their World Karting Championship engine designs. But, in 2005, they built their first four-stroke engine. Today, the TM line is equally split between 85cc, 125cc, 250cc and 300cc two-strokes, and 250, 450 and 530 four-strokes.

Q: IS THE MX300-2T CROSS ENGINE FAST?

A: Yes. That is a fairly simple answer, given that 300cc two-strokes tend to hit the sweet spot of two-stroke horsepower and torque. As it sits, the TM MX300 competes for attention against the KTM 300 (XC or kitted 250SX), Husqvarna WR300, Gas Gas XC 300 and aftermarket 300c YZs. As a rule of thumb, the extra 50cc is worth three horsepower over its 250cc loaner engine. The 300cc can make more horsepower, but at the same time have a torquier and more manageable powerband.

Pulse: The power surprised us. We expected a torquey enduro-style power. Instead, we got a 250 powerband on steroids.

Q: WHAT IS THE MX300-2T CROSS POWERBAND LIKE? 

A: Here is what the MXA wrecking crew expected from the MX300-2T Cross engine: (1) More low-end grunt than its 250cc brethren. (2) A broader and healthier midrange. (3) Less top-end over-rev (because the same stroke as the 250 engine would be pushing a much larger piston). What did we get? Not what we expected. The TM MX300-2T was fast...very fast. It didn’t have the low-end grunt that we thought would come with the big piston. Instead, it hit like a country mule in the midrange and took off like a scalded cat. Need more animal references? It would propel itself into action like a charging rhino and flatten on top like a flounder burying itself in silt. This wasn’t a casual, big-bore trailbike with a lackadaisical approach to making power; it demanded your attention, a quick clutch hand and a willingness to go for broke. The MX300-2T engine rewarded talented riders with all the midrange power they could ever want, but punished the maladroit with its tricky low end and flat top (we expected the top end to be flat).

Q: WHAT IS THE BORE AND STROKE OF THE 2011 TM MX300-2T?

A: The bore and stroke is 72mm by 72mm for a 294cc displacement. This is the bore and stroke of most 300cc dirt bikes. The TM MX300-2T has a 66.4mm bore and the same 72mm stroke.

Two maps: You get to choose between two ignition maps.

Q: HOW DID THE TWO-SWITCH MAP WORK?

A: The MX300-2T Cross has a two-map selector switch on the handlebars. The map differences weren’t as noticeable as on the TM four-strokes, but test riders still felt that Map 2 was better than Map 1. 

Q: WHAT ABOUT THE CLUTCH?

A: We loved the clutch, and we used it a lot. It was easy to pull, didn’t fade and self-adjusted when it got hot. The master cylinder is from Brembo, but the slave unit is designed and built by TM.

Q: WHAT ABOUT THE JETTING?

A: Straight out of the Italian crate, the TM MX300-2T Cross was lean on the bottom and rich on the top. We made low-end adjustments with the air screw, but for different altitudes and temperatures, a pilot jet change might be the best choice.

Here is what we ran in our bike for SoCal’s sea-level tracks:

   Mainjet: 165 

   Pilot jet: 50

   Needle: NOZE 

   Slide: 7.0

   Air screw: 1-1/2 turns

   Clip: Third from top

   Notes: For summer temperatures, we’d probably fiddle with the air screw and clip position to clean up the low-to-mid hesitation.

Q: HOW DOES THE TM MX300-2T HANDLE?

A: Over the years, the MXA wrecking has dreaded testing Italian bikes. We still have nightmares about the flex in the bolt-together frame of the VOR, major understeer of the Vertematti and slack angles of previous TMs. No more. We have to applaud the Italians, both at TM and Husqvarna, for abandoning their old understeer for a much more neutral frame geometry. Subject to setup and suspension settings, the MX300-2T Cross was a good-handling bike. It was very predictable at the entrance of turns and very stable in a straight line.

Italian razor: TM has produced a chassis that shares none of the irritating quirks that used to plague previous TMs. This is a stable platform bike that treads down the middle of the road when it comes to handling—not too quick and not too slow. 

Q: WHAT ABOUT THE BRAKES?

A: The TM MX300-2T has a fearsome brake combo. TM specs a massive 270mm front braking rotor. That is a big rotor—about 30mm larger than the standard Japanese front brake rotor. With a Brembo front-brake caliper (powered by a Nissin master cylinder), there is no such thing as going in too hot. The rear brake is also oversized, with a 245mm rotor (it gets the Nissin parts from a Yamaha). For riders who want to run their rear brake pedals low, we had to cut some threads off the master cylinder rod. (This is the same thing we do to Kawasaki brake rods.)

Q: WHAT ABOUT THE REAR SUSPENSION?

A: The Swedish-built Ohlins rear shock, unlike Kayaba and Showa shocks, is very sensitive to clicker changes. What you might accomplish on a CRF with four clicks, the Ohlins achieves in one. That means that overexuberance in solving a problem can contribute a whole new set of symptoms to the diagnosis. A savvy tuner will make small changes on the Ohlins. We carefully set the sag to 100mm, clicked the low-speed compression out until the shock responded positively, and lightened the rebound damping to allow the shock to reset itself for the next bump. All TMs imported to the USA come with Ohlins shocks, while many European countries get TMs with less high-tech Sachs shocks.

Gold-plated: In Europe, TM buyers get a Sachs shock, but the American version comes with a Swedish-made Ohlins.

Q: WHAT WAS OUR BEST SHOCK SETTING?

A: As a starting point, we recommend these settings:

   Spring rate: 5.0 kg/mm

   Race sag: 100mm

   Hi-compression: 1 turn out

   Lo-compression: 19 clicks out

   Rebound: 20 clicks out

   Notes: The rebound adjuster doesn’t use a screwdriver, but can be spun by hand.

Shiver: Marzocchi has come a long way, and it shows.
 

Q: WHAT ARE THE BEST FORK SETTINGS? 

A: We had some doubts when we first saw the Marzocchi forks, but our fears were for naught. The 50mm Marzocchi “Shiver 50” forks worked decently—no worse than many forks available on other brands. Fast riders will need stiffer springs. Luckily, Marzocchi has an American office (not far from MXA’s palatial headquarters) for parts and advice.

For hardcore racing, we recommend this fork setup on the 2011 TM MX300-2T:

   Spring rate: 0.45 kg/mm

   Oil height: 280mm

   Compression: 20 clicks out

   Rebound: 19 clicks out

   Fork leg height: 5mm up

   Notes: There is a tiny air-bleed valve hidden underneath a rubber plug on the fork cap; just press and go. Additionally, fork preload can be adjusted by turning the inner portion of the fork cap.

Q: WHAT DID WE HATE?

A: The hate list:

   (1) Height. As with most European bikes, the TM’s stance is a little taller than some MXA test riders like. Lower is better.

   (2) Triple clamps. The CNC-machined triple clamps don’t have rubber mounting for the handlebars. There was some vibration.

   (3) Grips. Domino grips aren’t on any MXA test riders’ top-ten lists.

   (4) Low-rpm bog. It didn’t happen often, but when it did, it was a big surprise. The power felt like it was there and then vanished. We kept our clutch hand on Defcon 4 at all times.

   (5) Bolts. Allen bolts fill with mud and have to be cleaned before they can be turned. The TM uses Allen bolts on the plastic parts, clutch cover, seat, engine cases and ignition cover. 

   (6) Black gas tank. Black gas tanks are cheaper to mold. That’s why manufacturers use them. Black gas tanks prevent a rider from seeing how much gas is in the tank when filling it—until his boots are damp.

   (7) Rear sprocket bolts. There are nine bolts on the rear sprocket. That seems a little excessive.

   (8) Shock preload ring. We hate KTM’s nylon preload-adjustment ring, so we weren’t thrilled to find it on the TM’s Ohlins shock.

Q: WHAT DID WE LIKE?

A: The like list:

   (1) Components. Unlike the typical bike, which comes from a variety of anonymous suppliers, TM uses Brembo, Takasago, Nissin, Ohlins, Marzocchi,Braking, Reikon and HGS components. And there are lots of handmade CNC-machined parts on a TM. 

   (2) Brakes. The 270mm Brembo front brake is about as big and powerful as you would ever want on a 300 two-stroke. This thing could stop a charging rhino.

   (3) Hubs. TM’s hubs are works of art. They are billet-machined aluminum, highly polished, spool-style hubs that are laced to blue anodized Takasago Excel rims (with Michelin Starcross tires).

   (4) Ergonomics. The TM has a roomy feel to it, and the only thing the test riders complained about was that the bars felt too low.

   (5) Hydraulic clutch. Very sweet.

   (6) Shifting. Surprisingly good.

   (7) Displacement. The TM MX300-2T Cross is also available in a 249cc version.

Q: WHAT DO WE REALLY THINK?

A: Exotic motocross bikes are not for everyone. You need a strong personality to buck the trend and a modicum of mechanical skill to deal with problems (sans the ability to ask the guy next to you in the pits for advice). What is cool about the TM MX300-2T is that it is a brand-new, modern, high-tech two-stroke for riders who haven’t drunk the four-stroke Kool-Aid.

For more info on TM Motorcycles go to www.tmmotorcyclesusa.com

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