Jesse Ziegler | September 20, 2018
Four-Stroke Force
We sample Husqvarna’s plate of four-stroke motocrossers
The 2019 lineup of Husqvarna four-stroke motocross machines is the most advanced class of MX bikes the gun-sight branded brand has ever produced. Fresh off the release of its first Rockstar Edition FC450, Husqvarna has quickly assimilated into the shared update program of its KTM sibling and the 2019 models we tested at Bakers Factory earlier this summer are examples of just how well that policy works.
Since our introduction, we’ve been putting more time in on the Husqvarnas. In fact, you’ll see a 450 shootout in an issue very soon. But before that, we got a chance to sample all three of Husqvarna’s latest four-stroker motocrossers.
Greater Than The Sum
Sharing group updates across the board, the Husqvarna FC line features three displacements for racing and rider preference. The FC250 and FC450 have been front-runners in our 250 and 450 shootouts for a few years now. In fact, some riders (me, in particular) prefer them over most in those classes, even the KTM. The combination of a quieter, more muffling muffler and an airflow-affecting airbox delivers a power that my riding style prefers over the always-trending snappy power pulse. I, personally, don’t believe sound equals power, never have. And I prefer a torque pull that’s manageable and linear over a tire spinning sideways and a flat over-rev. Husqvarna has fit this bill for me perfectly. The bigger the displacement, the more I appreciate the Husqvarna platform. But the whole package works in the smaller cc department, as well.
The entire Husqvarna MX lineup gets new, more rigid frames, lighter two-piece airboxes and updated suspension settings and components (shock piston, primarily) as well as new bodywork and graphics. If you don’t like white motorcycles, you’re going to want to hit the aftermarket for some stickers. But the new blue frame does add some nice color.
The new bikes receive swingarm updates, a new stiffer triple clamp and every four-stroke receives more compact silencers and updated header pipes with “flow-designed resonance chambers.” Best of all, the new mufflers can be removed without taking out the shock—brilliant! These bikes receive the same updated cooling system the two-strokes have but the four-bangers get the latest software updates to the Traction and Launch controls. New batteries fire the bikes to life.
All of these are sort of the bits and pieces that add up to a great update. But the biggest changes to the sum of the parts comes with an all-new Pankl transmission and displacement-specific engine updates. Also, the FC 250 and 350 now have DS clutches featuring a diaphragm steel spring washer, but not the dampers found on the 450.
As is now the norm, we come to expect the very best components and systems on Husqvarnas. The brakes are nearly perfect, the clutches are abuse-ready, the handlebar and levers are very high quality, the electronic aids (Maps, Traction Control, Launch Control) are neatly contained in a control module on the bar that is the envy of the motocross world. In all, it’s hard to deny the overall quality of the brand.
FC250
Even with its more manageable/softer power delivery than others, the Husqvarna FC250 is my go-to displacement and brand here in California. The open tracks here maintained in really good condition lend themselves to using a smaller displacement bike to its potential. Momentum can be carried here rather easily and using the full throw of a throttle is always more fun than scaring the crap out of myself with an accidental over-twist. I like shifting—down and up—and the 250 requires it to keep moving. Thus, I beg, borrow and sometimes steal as much time on 250cc four-strokes as I can. And the FC250 is one of my favorites.
For 2019, Husqvarna has the suspension settings dialed in for riders like me. Even though I’m pushing the weight limit on the shock pre-load, I can get it to work just fine. This bike works very well in the handling department and the AER48 fork has the best ground-contact feel of any front system. I can always tell where my front end is on this bike and that gives me confidence to charge into the unknown with a bit more youthful zest. I also love the bottoming resistance of the AER48 system.
In our test at Bakers Factory in Florida, the soft wet sand proved to be too much of an anchor and I couldn’t muster the skill and courage to stay on the gas enough to conquer the track. So, I upgraded displacement and went with that approach.
Still, though. Back home or if I want to ride for the most fun and engagement, I almost always choose the 250 four-stroke. Husqvarna made my favorite 250 last year. This one seems a little better.
FC350
For many, this is a gift from the motocross spirit animals. It’s got 450 power with 250 agility, if you listen to the marketing folk from Austria. And that’s so true in so many ways.
Here, the difference between a KTM and a Husqvarna really start to shine. The Husqvarna FC 350 is my favorite of those two. The power delivery comes on smoother and with more torque allowing me to use the extra cc’s to my advantage without scaring me (again). I can get, and keep, the revs high with careful gear selection and really enjoyable clutch abuse and use the massive mid-to-top power pull to do whatever I want. There isn’t a better feeling in recreational motocross than stretching a 350 out to clear a jump or close in on a competitor. The bike just does what it’s asked, and the 2019 Husqvarna FC 350 does it better than ever.
The FC 350 gets an updated cylinder head, dropping a few hundred grams but keeping the high-rpm attitude alive and well. And the suspension updates Husqvarna made for 2019 seem to get better as you go up in bike size, as well. For me, the FC 350 is better handling than the 250. It settles more under acceleration and braking and provides a more stable platform for which to slay.
At Bakers Factory, the conditions were challenging to say the least. Enjoyable, yes. Amazing, yes. Comfortable, no. But the FC 350 made the championship-caliber facility feel like I was riding in my own backyard. It really might be the magic displacement—combining just the right amount of rider engagement to keep your mind in-tune with the experience with the all-out monster power output that lets you cheat your way around a bit. This is a 450 you need to shift. Or, it’s a 250 you don’t need to shift. Either way you look at it, it’s awesome and as my very experienced MX friend put it at the track one day this summer: “That is all the bike anyone ever needs.”
FC 450
This is the 2018 Husqvarna Rockstar Edition FC 450. And if you know anything about how well that bike was received, you can probably predict how well this bike works. (Spoiler alert: it works really well.)
The most noticeable improvement to this year’s Husqvarna over years past is the weight feel. This bike feels noticeably lighter than the 2018 version and it’s not just because the scale says it lost 1000 grams or whatever. The cylinder head shaving and reworking cut 500 grams, yes, but the frame rigidity and suspension setting updates have a lot to do with its newfound agility. As do the traction control and map settings manipulated by the class-leading switch on the handlebar. In total, this Husqvarna FC 450 simply puts the business down.
It’s still quieter and more linear in its power delivery than other Austrian 450s. And no matter if you’re a recreational rider or regular racer, it has a power output that can work for you. I actually think the Husqvarna is faster than it seems with the sound output deceiving riders into thinking they’re going slower than they are. The Husqvarna gets great traction out of the gate and on the slippery stuff. It rarely ever snaps out of control or wants to loop out. It provides a healthy dose of grunt to go with it’s over-rev. And does it have over-rev.
There are two ways to ride this bike. First, you can leave it in third gear all the way around the track and just hang out. That makes for a pretty great ride and shows you just how much stank is resting inside the cylinder between your calves. I actually prefer this method because if I can be lazy and still pass people, I’m going to do it. Next, you can get all Jason Anderson on it and keep the revs high and charge with it. Here, the bike livens up a lot. It loses all sluggish behavior and begs for more like a pissed off racehorse. I don’t necessarily prefer this because I don’t have the self, or throttle, control to keep myself out of trouble for the duration of a decent moto. But when I drag the clutch plates through third gear turns, the bike still kicks ass, and I’m good with that.
In The End
Sampling all three of these bikes did exactly what sampling is for—making you want more. And that’s exactly what these bikes do to you after you ride them for the first time. Although Cycle News plans to ride all three of them much more in the future for more in-depth evaluations, we can safely say now that Husqvarna’s latest four-stroke motocrossers are indeed tasty motorcycles that have certainly whet our appetite for more.CN
SPECIFICATIONS |
2019 Husqvarna FC 250 ($9099) |
FC 350 ($9799) |
FC 450 ($9999) |
ENGINE TYPE: |
Water-cooled, 4-stroke, 4-valve, SOHC, single cylinder |
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DISPLACEMENT: |
249.9cc |
349.7cc |
449.9cc |
BORE/STROKE: |
78/52.3mm |
88/57.5mm |
95/63.4mm |
COMPRESSION RATIO: |
14.4:1 |
14.0:1 |
12.75:1 |
STARTER |
Electric |
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TRANSMISSION: |
5-speed |
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FUEL SYSTEM: |
Keihin EFI, throttle body 44mm |
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FINAL DRIVE: |
14:51 |
14:50 |
13:48 |
CLUTCH: |
Wet, DS, Magura hydraulics |
Wet, DS, Magura hydraulics |
Wet, DDS, Magura hydraulics |
IGNITION: |
Keihin EMS |
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FRAME: |
Central double-cradle-type 25CrMo4 steel |
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SUBFRAME: |
Carbon-fiber reinforced polyamide |
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HANDLEBAR: |
Pro Taper, aluminum, 28/22mm |
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FRONT SUSPENSION: |
WP USD, AER 48 |
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REAR SUSPENSION: |
WP Monoshock with linkage |
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FRONT WHEEL TRAVEL: |
12.2 in. |
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REAR WHEEL TRAVEL: |
11.81 in. |
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FRONT BRAKE: |
Single 260mm disc |
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REAR BRAKE: |
Single 220mm disc |
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FRONT RIM: |
1.60×21 in. D.I.D. |
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REAR REAM: |
2.15×19 in. D.I.D. |
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FRONT TIRE: |
80/100-21 in. |
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REAR TIRE: |
110/90-19 in. |
110/90-19 in. |
120/90-19 in. |
RAKE/TRAIL: |
26.1°/22mm |
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WHEELBASE: |
58.5 in. |
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GROUND CLEARANCE: |
14.6 in. |
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SEAT HEIGHT: |
37.4 in. |
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FUEL CAPACITY: |
1.85 gal. |
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DRY WEIGHT (claimed): |
219.4 lbs. |
220.5 lbs. |
222.7 lbs. |