Q: WHAT ARE THE DIFFERENCES BETWEEN
THE TC250 AND THE TX300?
A: There are eight major differences between Husky’s
purpose-built TC250 motocross bike and the TX300 offroad
(1) Kickstand. Riding around with a kickstand on a
motocross track is kinda like having a granny cord on
your reading glasses. They are both convenient to use, but
the fashion police will throw you in the slammer. We like
them; we just don’t like being seen with them.
( 2) Fuel tank. The TX300 gas tank holds 2. 65 gallons, while the TC250 holds 1.85 gallons. That is almost
6 pounds of extra weight. Husky was smart enough to
design its offroad tank so that the bulk of the extra fuel is
placed lower on the frame (and none of it higher).
( 3) Wheel. The 18-inch rear wheel of the TX300 is an
essential feature on an offroad machine. The bigger sidewalls increase absorption and traction over rocks, tree
roots and offroad obstacles. For motocross use, the bigger
18-inch profile is bouncy in the whoops and a little drag-gy-feeling on the exit of hard-packed turns. On the plus
side, the larger volume of the 18-inch rear tires makes the
suspension feel plusher in the bumps.
( 4) Displacement. It was clever of KTM and Husky
to develop different models with many of the same parts.
This kept the production costs at a minimum. To make the
TC250 into a TC300, it only takes a handful of parts—in
large part because the two displacements share the same
stroke. KTM and Husqvarna will offer kits to turn the
TC250 and 250SX into a TC300 or 300SX.
( 5) Gearbox. Although the final ratios of first through
fifth gear are similar on the TC250 and TX300, on the track
they feel vastly different. The spread between second and
are cut from the same cloth as their motocross brothers.
They use the same engines, chassis, running gear and
components. The differences are almost always limited to
wide-ratio transmissions, heavier flywheel weights, mellower ECU settings, softer suspension, bigger gas tanks
In the past we have tested numerous KTM 300cc two-stokes. Since KTM only makes the offroad 300XC and it
comes with a wide-ratio six-speed transmission, big gas
tank, electric starter and added enduro bulk, it was a
yawn for the wrecking crew. We found it less expensive
and more efficient to transform our 250SXs into 300SXs
with KTM’s bolt-on 300cc engine kit. A full-race 300SX was
eye-watering to hang on to, and we loved the adrenaline
rush, despite our arms pumping up like Popeye’s.
For 2017 the KTM 250SX and Husqvarna TC250 twins
came out swinging. With the twins equipped with new
engines, it felt like we were riding the powerful KTM
300SXs we built years ago, although lighter, better handling and vibration-free. The twins are too hot for many
to handle. We have spent considerable time toning down
their midrange hit, which is much cheaper and easier than
hopping them up.
Since the Husqvarna TX300 two-stroke is built on the
bones of the 2017 TC250 but with an easier-to-ride and
mellower powerband, we thought it might be the ultimate
two-stroke motocross bike as well as a great trail bike.
Was the TX300 the answer?
The big changes for 2017 are the WP
AER air forks, lighter shock spring,
more rigid top clamp, longer brake
pedal, thicker head stays and an
all-new electronics switchgear.