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Husqvarna TR 650 Strada / Terra

Second Husqvarna with a BMW engine

With the Nuda 900 powered by a revised BMW engine, Husqvarna has successfully made its comeback in the road sector. Now, with the TR 650, the second coup follows the same pattern – as Terra and Strada in two forms.

It’s still dark and the air pleasantly cool, at seven in the morning in Jerez de la Frontera. Everything seems calm, suddenly rays of light cut through the night, and the well-muffled Bullern of around 20 single cylinders fills the air.

A small army of Husqvarna TR 650 Terra and Strada is getting ready to leave. (Re) beginners and all those who are looking for an uncomplicated companion for the daily commute can be pleased that Husqvarna wants to offer them the right base with both models. The heart of this is the single from the BMW G 650.

F.However, it has been heavily revised for its use in the Husqvarnas. Not only did it get a forged piston 112 grams lighter and a compression ratio increased from 11.5 to 12.3: 1. But also a completely new cylinder head with modified channels and valve train. The inlet valves grew by 2.5 to 38.5 mm and those on the exhaust side by three to 34 mm. New camshafts with slightly more lift and longer opening times allow the single to breathe in and out vigorously. It is logical that the airbox and stainless steel exhaust system have also been adapted to these conditions. After this treatment, the TR 650 engine should deliver a hefty 58 hp and thus ten more than the BMW base – and still be in no way inferior to its BMW ancestor in terms of economy. Which is why a 14 liter tank pulled under the seat has to be enough. Incidentally, there is also a 48 hp version for beginners.

Husqvarna TR 650 Strada / Terra

Second Husqvarna with a BMW engine

Fig

Strada (left) and Terra not only share the chassis, engine and spring travel, but also the pleasant character.

Let’s go! The seat height of 860 mm (factory specification, Terra: 865 mm) is more suitable for tall pilots. The seat feels tight, handlebars and rests are comfortably positioned.

The single blubbers well with 1600 rpm idle. Put in the first of the five courses and go! After a short stretch of expressway, the route turns onto wonderfully winding, but sometimes quite slippery side streets.

So it is important to first feel your way carefully until the surface becomes more grippy. When the extra power is released, the engine has not lost its manners. On the contrary. From 2500 rpm the single tackles smoothly. He goes on the gas very gently. This is easy on the nerves and keeps the view of the road clear. Up to around 4500 rpm, it pushes a little cautiously, but nice and steady. He runs surprisingly calmly. The balancer shaft, which is tailored to the lower piston weight and the changed framework conditions, does a great job. This makes it a pleasant companion on the still somewhat slippery roads. But slowly the grip is getting better and the speed is picking up. Above 4500 rpm, the single noticeably comes to life, turns willingly and spirited upwards, and is not afraid of the limiter waiting at 8000 rpm. Although at the last 500 rpm the revving ease subsides a little. Very entertaining but definitely. Especially since the gears rest safely. And the vibrations do not take on any unpleasant proportions at higher speeds.

Fig

You have already seen more gripping single-disc brake systems, this one works very gently.

Fine the narrow waist and the good knee fit. Willingly, if not super agile, the TR 650 Strada, equipped with a newly developed steel chassis, can be turned through the incessantly following combinations of curves. In terms of handling, it seems more calm than lively. The spring strut, actuated via a deflection, neatly filters out the roughest bumps on the partially quite pitted asphalt pavement. The stucky, poorly appealing fork can’t quite keep up, which sometimes makes the Terra seem a bit indecisive when turning.

The first half of the test round has been completed. A short coffee stop before starting the journey home on the TR 650 Terra. It shares the brakes and chassis with the Strada and the length of the spring travel with 190 mm each. However, their spring elements are coordinated differently. Things that are useful for easy off-road excursions, such as non-slip jagged notches, hand protectors, a folding gear lever or even an engine guard, are not found on the motorcycle, but only in the in-house accessories catalog.

Fig

Because the frame is open at the bottom, retrofitting an engine guard is advisable.

With Terra like Strada, a double-piston floating caliper on the front wheel in conjunction with a 300 mm single disc should ensure proper deceleration. The braking system works quite listlessly. After all, she doesn’t startle with lightning-fast biting. But it seems dull, and you have to work hard for a decent delay, feeling and controllability are neglected. For this, the ABS always regulates reliably with clearly noticeable control intervals. And both Terra and Strada remained fairly stable on course when the brakes were fully applied. Husqvarna did not spoil the choice of tires either. The Metzeler Tourance EXP (Strada) and Metzeler Enduro 3 Sahara (Terra) harmonized well. Why the clutch lever, but not the brake lever, can be adjusted in width was not really clear.

The way back also led back over wonderfully winding streets. The Terra swung through the curves much more harmoniously. Provided the pilot with more feedback from the front wheel and made a more balanced impression. The last stage, however, led again over a stretch of the motorway, on which the Terra was very sensitive to straight-line stability at speeds of 140 km / h or more.

But the bottom line is that the Husqvarna TR 650s with their fresh design are a welcome and, at 6690 euros, an attractive addition to the single-cylinder clique.

Technical specifications

Fig

The end caps of the stainless steel exhaust system quote the Husqvarna logo, they emit a pleasant single sound.

Husqvarna TR 650 Strada (Terra ABS)

engine
Water-cooled single-cylinder four-stroke engine, two overhead, chain-driven camshafts, four valves, bucket tappets, dry sump lubrication, injection, Ø 43 mm, regulated catalytic converter, 400 W alternator, 12 V / 11 Ah battery, mechanically operated multi-plate oil bath clutch, five-speed gearbox, O-ring Chain.
Bore x stroke 100.0 x 83.0 mm
Displacement 652 cm3
Compression ratio 12.3: 1
Nominal power 43.0 kW (58 hp) at 7250 rpm
Max. Torque 60 Nm at 5750 rpm

landing gear
Bridge frame made of steel, upside-down fork, Ø 46 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring based and rebound damping, front disc brake, Ø 300 mm, double-piston floating calipers, rear disc brake, Ø 240 mm, single-piston floating caliper, ABS.
Cast aluminum wheels
2.50 x 19 (1.85 x 21); 3.50 (3.00) x 17
110/80 R 19 tires (90/90 x 21); 140/80 R 17

Dimensions + weights
Wheelbase 1501 mm, steering head angle 64.0 (63.5) degrees, caster 101 (115) mm, spring travel f / r 190/190 mm, seat height * 860 (865) mm, empty weight * 186 (184) kg, tank capacity 14.0 liters.
Two year guarantee
Black and white colors
Price 6690 euros
Additional costs 300 euros

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