TM EN 125 (1996-2009): The Italian Two-Stroke That Refused to Compromise

When TM Racing introduced the EN 125 in 1996, they weren’t just building a motorcycle—they were crafting a statement. This Italian stallion stood out in the 125cc class like a Renaissance sculpture in a room of concrete blocks. For over a decade, the EN 125 remained a cult favorite among riders who valued mechanical purity over mass-market appeal. Let’s dissect why this two-stroke enduro machine continues to inspire garage rebuilds and weekend warriors’ dreams.

Design & First Impressions: Function Over Fluff

Crouching beside the TM EN 125, the first thing you notice is its aggressively minimalist design. The Cr-Mo steel perimeter frame (later updated to aluminum in 2008 models) wraps around the engine like exoskeletal armor. Unlike the plasticky bodywork of Japanese competitors, TM’s approach feels industrial—exposed welds, raw metal finishes, and a seat that looks like it was carved from a single block of grippy rubber.

The cockpit layout is refreshingly analog: - Domino grips with just enough cushion - A digital dash limited to essentials (tachometer, odometer, neutral indicator) - Kill switch positioned for thumb access during panic moments

Standing at 960mm (37.8") wheelbase, the bike carries its claimed 40.8kg (90 lbs) dry weight like a greyhound. The optional Öhlins suspension (front and rear) adds gold-colored bling, but even the base Marzocchi/Paioli/Sachs setups maintain TM’s reputation for track-ready hardware.

Engine Performance: Angry Bee in a Tin Can

Fire up the 123.5cc two-stroke, and the experience is deliciously archaic. The kickstarter requires a committed swing—no electric assist here until 2008 models. When the Keihin PWK 38mm carb finally coughs to life, the 16.7:1 compression ratio announces itself with a chainsaw snarl that’ll wake neighbors three blocks away.

Power delivery is a masterclass in controlled violence: - 0-8,000 RPM: A linear build that’s manageable on slick trails - 8,000-11,500 RPM: The V-Force reed valves open the gates to 40HP hell - 11,500+ RPM: Reserved for moments when you’ve made peace with your deity

The 6-speed transmission (5-speed on MX models) features spacing so tight, you’ll shift just to hear the mechanical snick. Third gear becomes your Swiss Army knife—usable for technical climbs and flat-out sprints. Liquid cooling keeps temps in check during slow mud crawls, though the radiator’s vulnerability to branch strikes remains a design quirk.

Handling: Ballet Dancer in Steel-Toe Boots

Throw a leg over the 890mm (35") seat height, and the TM immediately challenges your riding posture. The pegs sit 405mm (16") from the ground—high enough to avoid rocks but requiring knees bent like a downhill skier.

On tight single-track: - 21” front wheel (90/90-21 tire) steamrolls baby-head rocks - Öhlins rear suspension (optional) soaks up landings without wallowing - 245mm rear brake disc offers progressive bite—no ABS theatrics

Switch to open fire roads, and the 120/90-18 rear tire hooks up with enough traction to make you question why anyone bothers with four-strokes. The real magic happens in transitions; flicking between berms feels like the frame is reading your mind.

Pro Tip: The stock 13/48 sprocket combo favors acceleration over top speed. Swap to a 14T front for desert runs.

Competition: Boutique Bruiser vs. The World

In the 125cc enduro/motocross arena, the TM EN 125 faced fierce rivals:

| Competitor | Key Difference | TM’s Edge | |----------------------|---------------------------------------------|-----------------------------------------| | KTM 125 EXC | Wider dealer network | Bespoke suspension tuning | | Husqvarna WR 125 | Softer power band | Aggressive DOHC engine architecture | | Yamaha YZ 125 | Aluminum frame flexibility | Cr-Mo steel rigidity for precise input |

While the Austrian and Japanese bikes often won on parts availability, the TM attracted riders who viewed maintenance as meditation. Its DOHC valvetrain (a rarity in two-strokes) allowed more precise port timing, giving that addictive top-end scream missing in competitors’ SOHC designs.

Maintenance: Love Letter to Tinkerers

Owning a TM EN 125 isn’t a commitment—it’s a relationship. Here’s how to keep the spark alive:

1. Top-End Rebuilds:
Plan on piston replacements every 40-50 hours. The chrome-lined cylinder holds up well, but always check ring end gap with a feeler gauge. Pro Tip: Keep a spare base gasket in your tool kit—they’re prone to oil seepage.

2. Carb Tuning:
The Keihin PWK 38 responds beautifully to needle adjustments. For altitude changes: - 0-1,000m: #158 main jet - 1,000-2,000m: #155 main jet - 2,000m+: #152 main jet + raise clip position

3. Suspension Service:
Even the base Sachs shocks demand fresh oil every 30 hours. Use 5W fluid for colder climates, 7.5W if you’re hammering whoops in desert heat.

4. Critical Upgrades from MOTOPARTS.store: - V-Force 3 Reed Valve: Smoothes low-RPM hiccups - Titanium Shift Shaft: Survives missed shifts - Braided Brake Lines: Firms up lever feel

The Verdict: Unapologetic Passion Machine

The TM EN 125 never tried to be everything for everyone—and that’s its brilliance. This was a motorcycle designed by riders who’d rather bleed transmission fluid than compromise on performance. While newer four-strokes dominate showrooms, there’s still nothing that replicates the sensation of wringing out this Italian two-stroke through a hairpin trail.

It’s raw. It’s loud. It demands your attention. And for those willing to dance with its quirks, the EN 125 delivers a riding experience that modern bikes can’t replicate. Now, if you’ll excuse me, I need to order a new piston kit before Sunday’s ride.

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Specifications sheet

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