Husqvarna
TC 125

The class standard

Engine

124.8 cm³ and 17.9 kg — the standard in the 125 class. Built with the latest engineering for more torque without losing the high-revving character a 125 rider wants, and with the rotating mass centralised so the bike feels light and agile whether you are learning the class or racing the championship in it.

• 124.8cm³
• 17.9 kgengine
• 92.2 kgwithout fuel

Ports, electronically

Cylinder

54 mm bore, 54.5 mm stroke, with an electronic exhaust control system in place of a mechanical power valve. An actuator opens the lateral exhaust port and the main port together for maximum power delivery — a 125 that comes on hard and stays on.

Light, placed right

Crankshaft

A lightweight crankshaft for sharper throttle response and minimal vibration, positioned precisely inside the cases so its rotating mass has as little effect on the handling as possible. A 125 lives on throttle response and on how quickly it changes direction; both of them start here.

Thin walls, strong case

Crankcases

High-pressure die-cast cases with thin walls for minimum weight, and the shaft arrangement placed for mass centralisation. Symmetrical engine mounts feed into the flex characteristics of the chassis, so the engine works as part of the frame rather than as a lump bolted into it.

Six, by Pankl

Gearbox

Six-speed gearbox made exclusively by Pankl Racing Systems — the extra ratio a 125 needs to stay in the power. Shift drum and forks are designed for smooth, precise changes, and the gear-lever tip is shaped so it does not pack with dirt in the worst conditions.

Steel, single piece

DS clutch

A diaphragm steel clutch with a single diaphragm pressure plate in place of coil springs, housed in a CNC-machined steel basket that keeps the engine layout compact. Durable and consistent — which matters on a bike that gets fanned out of every corner and slipped off every start.

Grip it with your knees

Bodywork

Bodywork built for the length of a moto, not a photo shoot. Smooth contact points in the rider triangle let you squeeze the bike with your legs instead of fighting it, which is where fatigue goes. The radiator shrouds carry in-mould graphics that do not peel, the seat is tall and wide for movement, and the high-grip cover keeps you forward under acceleration.

Breathe in deep

Airbox

One-piece airbox, stiff enough not to deform under load, so the intake tract keeps the shape it was designed in and the engine gets an unrestricted feed without exposing the filter. The Twin Air filter comes out without tools — pull the left side panel, check, replace, done.

Same bite, every lap

Brembo hydraulic clutch

Brembo hydraulic clutch. Free play is compensated automatically, so the bite point is in the same place cold, hot and after twenty hard laps, and the plates wear evenly. Near maintenance-free — and one less thing to fiddle with on the line.

260 up front

Brembo brakes

Brembo callipers machined from single pieces of aluminium front and rear, on a 260 mm front disc and a 220 mm rear, both cut to shed mud rather than pack it. Strong, consistent stopping in every condition, and a rear pedal built to survive being dragged through ruts.

An exclusive bend

ProTaper handlebar

ProTaper aluminium bar in a bend developed with Husqvarna Motorcycles and used on nothing else. Ø 28/22 mm tapered, light, class-leading strength, and built to resist fatigue — the bar's and yours. Comfort at the bars is not a luxury; it is where the last five minutes of a moto are won or lost.

No glue

ODI grips

ODI lock-on grips with the throttle mechanism built in, fitted without glue or safety wire — a grip change between motos is a two-minute job. Free play is adjusted at the throttle assembly, and you can swap cams for a quicker or slower throttle action to suit the rider and the track.

Boot hold

Footrests

CFD-shaped footrests, extra wide for control when standing, on a narrower mounting in the frame layout. Less to catch on a deep rut, a take-off when scrubbing, or a trackside barrier — and a little less weight while it is at it. Boots stay where you put them, in the wet as well as the dry.

No jets

Electronic fuel injection

Keihin 39 mm throttle body with a Vitesco ECU that reads the running condition constantly and delivers the right air/fuel ratio every time — no jetting, and no rich running on long climbs or descents thanks to the redesigned reed valve. Two maps on a handlebar switch, white for Map 1, green for Map 2.

Press and go

Electric start

No kickstart at all — guaranteed, easy starting in any condition. A 12.8 V 2 Ah lithium-ion battery sits under the seat near the centre of gravity so it does not upset the handling, and the same handlebar switch starts and stops the engine. Stall in a rut, press, go.

Hard-pack or sand

Map switch

Two maps on the handlebar switch. Map 1 (white) is linear for hard-pack and slippery tracks, where a 125 needs to find grip before it finds revs; Map 2 (green) is the aggressive one for sand and heavy going, where you want everything the engine has. One press, on the line.

Small, light, fast

EMS

The engine management unit is small, light and quick at processing what the sensors tell it. Built in is a rollover sensor: go down hard and the ignition is cut and the engine stopped, so the bike is not running away from you on its side.

Count the hours

Hour meter

An hour meter with a fuel-level indicator built in, shown on the FI status LED. It counts the hours the service schedule is written in — so a team knows exactly where every bike is — and it warns you when the tank is getting low before the engine does.

Thumb it

Start/stop switch

One combined start/stop switch on the right of the bar, thumb-operated. No separate kill button to break off in a crash or hit by accident when you are up on the pegs — start it, stop it, same switch. Simpler for the rider, and one less part on the bars to replace.