2017 Husqvarna TX300 Two-Stroke First Ride Impression

2017 Husqvarna Off-Road TX300 First Ride Impression

By Scott Hoffman, Dustin Hoffman, and Nicky Reimer

If you want to see the full test: 2017 Husqvarna TX300

In the world of off-road, the 300cc two-stroke has been the king of the jungle for some smoker fans for years. For 2017, Husqvarna has put an all-new bike into the class. The TX300 is a closed course off-road racer with its roots firmly planted into the 2017 TC250 motocrosser, yet more ccs. We recently got our hands on the brand spanking new ride during a multi-bike ride day with Husky. We left the day with the TX in our truck and an intense rundown and test will follow this brief first ride impression. But before you scan to the end to see what our last sentence says, we can spill the beans right here and say this bike is one fun and capable machine. And during our brief outing, we discovered it can wear more than one hat for those possibly seeking a crossover machine. Crossover meaning off-road GNCC- and GP-style races as well as spinning laps on the moto track.

First off, what’s new? Pretty much everything. New frame, carbon fiber subframe, new WP AER 48mm air spring fork. Like the TC250, the engine is also new with a counterbalanced engine, new cases, clutch, more centralized design, new piston, cylinder, crank position, and Mikuni TMX38 Carburetor to name the lion’s share of major changes. It is a brand-new motorcycle. What makes it a 300 compared to the 250? The bore—the stroke is the same on both the 250 and 300. Did we say light, lighter than the 16 smokers by around 4 pounds.

To give the TX300 its off-road flair, it comes standard with a 2.6-gallon fuel tank, 18-inch rear wheel, Dunlop Geomax AT81 rubber, off-road tuned suspension, 6-speed close ratio tranny (TC250 has five), hand guards, electric start with lithium ion battery (TC250 kick only), and side stand.

It did not take long to cast a grin on our two test riders as soon as we hit the trails just outside Cahuilla Creek MX track in So Cal. If you have never ridden a dialed in off-road two-stroke you are missing out. The TX has a very light and easy-to-toss-around chassis despite coming standard with 2.6 gallons of fuel. It is a little noticeable on the moto track but hardly a factor off-road. Husky has done a great job setting up a very comfortable chassis for average-sized riders and into the very low 6-foot range. What makes the chassis work so well is its smooth chuggable power delivery. The motor lugs down very well and right from the get-go it billy-goated its way up rocky sections. Remember, this is an off-road race bike, yet it didn’t balk a bit in the tighter trails. We are talking standard tight trails, not extreme enduro, yet we bet it could shine in that realm as well.

The TC250 moto bike seemed to deliver a slightly quicker snap off the bottom but the 300 delivers very smooth but robust pull into and through the mid-range. It seemed to flatten out slightly up top but held its own and didn’t seem to nose dive off the end. It is just easy to ride and bridges the gap between a very snappy two-stroke and a four-stroke. Jetting was pretty close (we were at around 3500 feet) but we think it could get better with a little tuning depending on your area. With a counterbalanced engine, even with the 300, it is very smooth and vibration even at the higher RPM range was never a factor.

In regard to suspension, we were in range with sag but ran the clickers right smack dab at 12, and 12 on compression and rebound as delivered. At face value with no changes at all, the suspension felt very balanced and very much off-road. The air fork is plush and tracked very well off-road; so much better than the 4CS fork. On the moto track it’s capable but it can use up the stroke on steep jumps and harsher landings. With just setting changes and air pressure adjustments, we know it could fair even better on the motocross track.

Several of our test riders were more accustomed to four-strokes and were amazed how light and easy to maneuver the TC300 is off-road. Both felt the chassis is very comfortable and nothing felt odd or caught on their boots or gear while riding. Clutch action is very accurate but rarely needed to be abused because the motor lacks any real dead spots that require it to be fired back up with the clutch, it just powers through, even when stuffing the bike into deep sand berms.

With limited time on the bike it was hard to find any real faults because we were all so happy with the parts of the bike that shine so bright—light feeling, agile, great power, great brakes, and a very rider-friendly chassis. Right off the bat the TX300 is a very fun and easy bike to ride (especially off-road) and seems to cross over from off-road to motocross very well. Even our pro rider was able to bust out some pretty fast laps, yet be aware Cahuilla is a natural terrain fast-flowing moto track, very well suited for the TX300.

Off-road fans will really appreciate the TX300 and four-stroke off-road riders should try to take a spin on one of these machines if you are in the market for a new off-road weapon or crossover bike. After riding several models in the Husky line that first day, many test riders picked the 300 as their most fun and versatile mount of the day. Although the Husky does share a very similar machine with its sister company KTM, the Husky does take on its own traits and feel that is all theirs, and so far we like it. The TX300 has a claimed weight of 216.9 pounds without fuel and should be in dealers any day. Look for a full test here at DBT after we get some time on the bike and toss it through the off-road gauntlet.

Opinion:
Dustin Hoffman, Pro Supermoto / Motocross

Overall the Husky off-road, the TX300, was my favorite of the day. It just did it all with very little or no resistance, from single track to motocross. For the off-road sections we were playing around on today, which were tight, rocky, and sandy, the TX300 was the easiest to maneuver. Though the tight rocky sections where you really have to muscle the bike around, it doesn’t get much better than the 300, you’re able to maneuver yourself and the bike through very tight places with ease. All the other Huskyy models that day had plenty of power, however the 300 seemed to be the best at getting the power to the ground, without spinning the rear wheel. For motocross, however, the power was a bit lacking in bottom hit and pull but it makes up for lost time with its hardy mid-range and long top. For off-road, the suspension was spot on with no complaints. However for motocross, it was a bit on the soft side. I am sure with time we can easily develop a very good motocross setting. Today we rode the bikes completely stock, not adjusting sag or any clickers or pressures once. Just hop on and ride! All in all, the TX300 is a badass machine!