Lowered stance makes the Husky a great alternative to its Austrian siblings.

Casey Casper, www.dirtrider.com

Siblings, cousins, brothers from another mother, cut from the same cloth, Austrian stablemates. Whichever verbiage one chooses to use to describe the differences between Husqvarna’s FC 450, KTM’s 450 SX-F, and GasGas’ MC 450F, just know they are all more unique and have differing personalities than what you’ve been led to believe. Personally, Husqvarna’s choice to venture to the extremes makes me appreciate it even more. A completely different subframe with accompanying feel, the softest handlebar, a lower overall seat height, and intelligently designed swingarm ensure that Husqvarna owners will have a totally unique experience compared to the rest. Read on to find out if it’s right for you too.

We tried something a little different at Dirt Rider this year by breaking in as many machines in our 2022 test fleet as possible before the 450 Motocross Shootout officially began. Sensitive riders will notice that some models benefit from an additional 10 hours of ride time, essentially freeing up a bit before being shaken down in our traditional round-robin fashion. Most would place Honda’s CRF450R at the top of this list; however, the Austrian trio requires similar patience when settling in.

Related: 2022 Dirt Rider 450 Motocross Bike Comparison Test

Husqvarna’s FC 450 falls in the middle of this trio, with KTM’s 450 SX-F being the most aggressive in stock trim, whereas the GasGas MC 450F comes standard softer with forged triple clamps and suspension specs aimed at comfort. While 10 hours sounds like a lot for new bike buyers to simply ride around and adjust to their new steed, a great deal of information can be learned during the process. Essentially, both the engine and suspension will change for the better as you accumulate hours.ADVERTISEMENT

2022 Husqvarna FC 450 Engine

Starting with the FC 450 powerplant, “smooth” and “linear” are the first two words that come to mind. Very few 450cc motocross machines can be ridden as hard as the FC 450 without consequence. It’s so easy to go fast without any of the typical scary moments that can be had on a 450; simply twist the throttle and go. The power builds in a crescendo-like fashion without any shortcomings: strong bottom-end, midrange, and top-end, with plentiful over-rev for a 450. The Husqvarna’s torque is what I appreciate most, as select turns can be had in either second or third gear with ease. The rideability of this package is truly confidence-inspiring.

True, it isn’t as aggressive as class leaders in the engine category like the CRF450R, Yamaha YZ450F, and 450 SX-F, but that’s part of the FC 450′s charm. Although the power builds in a more manageable way, it isn’t slow by any stretch of the imagination; it just takes a different path getting there. The airbox is somewhat to blame as it’s more restrictive than the KTM’s, but I’ve come to believe it’s by design from Husqvarna’s engineering team. The entire FC 450 package is built around comfort and control.

Riders on the fence between 350cc four-stroke models and current 450cc monsters have a viable choice in the FC 450. Somehow, it isn’t too much or not enough; it’s just right. Mind you, this revelation didn’t hit me all at once. I ride multiple bikes throughout testing season and bouncing back and forth has advantages as well as disadvantages. The FC 450 is unique in many aspects, but never in a bad way.

Sure, it revs slower than others in the class, vibrates more noticeably, and can feel lazy when compared to many of the Japanese offerings. The beauty is that it’s supremely usable and the most forgiving of all the 450cc competition. When you only ride the FC 450, your lap times get more consistent and that flow state we all strive for as riders is most achievable. Plus, if one ever feels the need for more excitement in life, you can always change the gearing, throw on an exhaust, or run to the aftermarket purveyors of speed to get your fix.

Husqvarna has not equipped any standard models with its Connectivity Unit just yet, so optional mapping changes are limited to map 1 and map 2, as well as the traction control (TC) setting in either deviation. With great SoCal weather and proper track prep, map 2 was my go-to throughout the break-in period. Don’t discount map 1 for more manageable delivery or engaging TC for late afternoon or slick conditions; many also opt for the brisker delivery of map 2 while running TC to limit wheelspin.

2022 Husqvarna FC 450 Suspension

Full transparency: I am not a fan of air forks. I understand and appreciate their adjustability, weight savings, and benefit to the bottom line of production costs, but I still don’t like ‘em. The early KYB PSF1 units and current WP Xact 48mm air fork have been the best of the bunch, but they still require diligence and constant upkeep—words lacking from many motocrossers’ vocabulary. If you don’t check your tire pressure before every ride, imagine the uncertainty and self-doubt you’ll feel when rolling onto the track second-guessing whether or not you checked/rechecked/initially set your fork pressure for the day…

That being said, Husqvarna’s flagship motocrosser has some pretty good suspenders. Say what? Yes, the fork is actually quite good. The WP components follow the ground well, have good action, remain consistent through entire motos, and are infinitely adjustable. Downsides besides what was previously addressed? They can be harsh on slap-down landings when the front end binds and they are not as consistent as spring forks under major bottoming events. Also, compared to the coil-spring-equipped competition, they aren’t quite as predictable when leaned over entering turns where trust is a must.

With Husqvarna’s direction to go 10mm lower front and rear, for a total seat height lowering of approximately 25mm (1 inch) with corresponding linkage changes, comes newfound confidence for those who are intimidated by the modern motocross bike, which is bigger, taller, and faster than ever before. Riders of a certain age started on bikes with less suspension travel and now have the option to go full circle with the FC 450′s current design. While polarizing, I personally love this feel. Even for a 6-footer, there are major handling benefits that can’t be ignored. Being 10mm shorter reduces the sensation of fork bind as well. Additionally, the overall ride feeling is simply lower and more connected to the ground.

Finding your air pressure is a major part of the AER fork puzzle. The stock setting is 10.7 bar (or 155 psi). I prefer to go by psi and my favorite setting was 152 psi. Not 150, not 154; 152! Use the zip-tie method (fastening a zip-tie around one of the lower fork tubes to see how much travel you’re using during the course of a moto) to determine your ideal air pressure. Shoot for utilizing a majority of the travel while leaving approximately 1.5 inches for unintended cases or overjumps. Don’t be afraid to go lower than Husqvarna’s baselines. Once your air pressure is set, don’t forget about the compression and rebound clickers when dialing in your new ride. And clickers they are; no more flat-blade screwdriver necessary when adjusting WP’s AER dials.

On the WP Xact shock, a common theme for test riders was to go in on high-speed compression; effectively holding up the rear end as it can get low quickly, exaggerated by the already lower stance. Recommended sag is 102–105mm, and the shock seems to be much less temperamental than the fork when it comes to setting it and forgetting it. My personal baselines for the FC 450′s suspension are as follows:

Fork

Air Pressure: 10.5 bar (152 psi)

Compression: 16 clicks

Rebound: 12 clicks

Fork Height: 2nd line

Shock

Low-Speed Compression: 16 clicks

High-Speed Compression: 1–1.25 turns

Rebound: 11 clicks

Sag: 104mm

2022 Husqvarna FC 450 Chassis/Handling

With the introduction of the 2022 FC 450 Rockstar Edition, it’s safe to assume that MY22 will be the final iteration of Husqvarna’s current platform, and it’s certainly refined. The FC 450′s chromoly steel frame and composite carbon fiber subframe have a supple feel that has been lost by many of the aluminum-equipped competition. Predictability is a strong suit for the Husky. Air forks traditionally don’t help in this regard, but the chassis is simply that good. The lowered platform makes cornering a dream; the FC 450 was consistently my first choice when breaking in lines on a fresh track.

If coming from Japanese brands, new Husqvarna owners may need a bit more time to get comfortable, so don’t be alarmed. It starts with the ProTaper handlebar, which is lower and wider than most OE offerings. At 811mm wide, the Husqvarna-bend was controversial for some, but cutting them down closer to an 800mm spec is always an option. The seat is also unique in that there are no silicone ribs (like the KTM has) to hold one in place and the profile is quite round compared to many other competitors with flatter seats. The good thing is the smooth engine character doesn’t typically throw riders back as fast in the saddle.

One of the biggest trade-offs with lowering any bike is especially noticed on rutted straightaways and jumps. There’s no way around it; your boots are simply closer to the ground. But even with my size 10 Gaerne SG 12s, this wasn’t a concern after a few laps to acclimate. Just watch your heels and be aware of this trait. Also, for you foot dabbers out there: First, stop doing that! Second, the lower stance will most likely amplify these mistakes at first; be cautious when stomping that foot down as it’s better to have a steady throttle hand and let the bike guide you through turns instead.

How Does the 2022 Husqvarna FC 450 Ride?

My overall impression of the FC 450 is extremely positive: It’s hard to find faults when even the air fork is more than acceptable after some tinkering, testing, and clicker tuning. There’s a setting for everyone, you just have to find it. The addition of more white throughout the color scheme is a welcome change; I just wish it were matched to a white or black frame. Husqvarna’s chassis is one of the least sensitive to rider position, so there are no major front-to-rear swings and less scary moments per lap that are sometimes typical when riding a 450 motocross bike. Simply focus on hitting lines and utilizing all that smoothness emanating from both the engine and chassis.

It’s hard to summarize just how good all 450 motocross bikes have become, let alone one that has taken a path less traveled in regard to engine character and suspension settings that are extremely well suited for average riders. The Pankl transmission shifts with a light touch and performs flawlessly after proper break-in. The new Brembo clutch actuates with more authority than the smoother-throw Magura unit found on previous models. The FC 450 seems to feel better with each and every hour, and it was a shame to return it for re-prep with only 10 hours on the meter before putting it up against the others in Dirt Rider’s 2022 450 Motocross Shootout. If you’re looking for one of the easiest-to-ride 450s, are a vet rider and/or vertically challenged, Husqvarna’s FC 450 should be on your short list of 2022 machines.

Gearbox

Helmet: Bell Moto-10 Spherical

Goggle: 100% Armega

Jersey: O’Neal Hardwear Elite

Gloves: O’Neal Mayhem Rider

Pants: O’Neal Hardwear Elite

Boots: Gaerne SG 12

2022 Husqvarna FC 450 Specifications

MSRP:	$10,399
Engine:	SOHC, liquid-cooled single-cylinder
Displacement:	450cc
Bore x Stroke:	95.0 x 63.4mm
Compression Ratio:	12.75:1
Transmission/Final Drive:	5-speed/chain
Dirt Rider Measured Horsepower:	53.5 hp @ 9,400 rpm
Dirt Rider Measured Torque:	33.7 lb.-ft. @ 7,900 rpm
Fuel System:	EFI w/ 44mm throttle body
Clutch:	Wet, multiplate Damped Diaphragm Steel (DDS); hydraulic actuation
Frame:	Central double cradle chromoly steel
Front Suspension:	WP Xact 48mm fork, air pressure, compression damping, and rebound damping adjustable; 11.8 in. travel
Rear Suspension:	WP Xact shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 11.8 in. travel
Front Brake:	Brembo 2-piston caliper, 260mm disc
Rear Brake:	Brembo 1-piston caliper, 220mm disc
Tires, Front/Rear:	Dunlop Geomax MX33; 80/100-21 / 120/80-19
Rake/Trail:	26.1°/NA
Wheelbase:	58.5 in.
Ground Clearance:	14.6 in.
Dirt Rider Measured Seat Height:	37.2 in.
Fuel Capacity:	1.8 gal.
Dirt Rider Measured Wet Weight:	235 lb.
Availability:	Now
Contact:	husqvarna-motorcycles.com