Track Tested | 2020 Husqvarna FC 450

2020 HUSQVARNA FC 450 | COMPLETE CONTENT ARCHIVE

Today, Husqvarna invited the Swapmoto Live staff to join them at Milestone MX Park to take our first laps on the new 2020 FC 450. Based on the 2019.5 Rockstar Edition FC 450 that we are so very fond of, we were excited to try out the new machine. Unlike previous “special-edition-to-production” years, all of the features from the Rockstar Edition did not find their way onto the new standard model; most notably the new triple-cross hub and spoke design of the front wheel and the Akrapovic slip-on muffler. Still, several key refinements make the new 2020 model worth taking a look at, even if you are completely satisfied with your ’19 bike.

At the heart of the FC 450 is the engine, which features a single overhead cam and a short camshaft that is located as close to the bike’s center of gravity as possible. The powerplant pumps out 63 horsepower, and this year benefits from the same lightweight valve train parts that allowed the 2019.5 Rockstar Edition bike to rev more quickly with a freer feel. For 2020, the map two curve has been altered, so as to deliver a broader, more linear powerband. Map one remains the same. Of course, the FC’s popular traction control option remains.

If you’ve spent any amount of time at the pro Supercross of motocross races, you’ll already know that drilling out the airbox cover for increased airflow is a common practice among Husqvarna racers, and this year’s machine comes with two sidepanel airbox covers: one traditionally sealed unit and one that is outfitted with six aggressive louvers to help route more air to the air filter. The non-vented panel is now labeled for use in wet conditions…

Perhaps the most significant changes made to the 2020 FC 450 is in the suspension department. While Husqvarnas and KTMs have traditionally only differed in handlebar, subframe, and plastic, this year the two siblings come outfitted with completely different suspension settings. The Husky now has considerably softer settings, which are said to be targeted more at comfort for the average rider. A United States-specific setting in the fork and shock boasts a lighter 4.2 shock spring with stiffer valve dampening, as well as a lower recommended air pressure setting of 10.7 bar in the fork.

On The Track

Our initial ride on the 2020 Husqvarna FC 450 came on Wednesday at Milestone MX Park, the one day of the week when both the main and vet tracks are combined, and the dirt is ripped extra deep so that the track will develop good ruts for the pros who need practice.

Immediately, it was apparent that the vented airbox produced better throttle response, as the bike has a much quicker “snap” right off idle. As expected, the FC 450 produced a ton of broad, usable power in map 1 that was more effective when ridden in the meat of the powerband at lower rpm. Overrevving the FC produces violent results that will wear you out in a hurry, so it’s best to keep shifting and chugging along. The new map 2 setting was not as drastically different feeling as we expected it to be, although it was more manageable than it has been in the past. Last year, some testers felt that the aggressive map was too punchy. The new setting rolls on smoothly and has a freer feeling than map 1, and pulls further up top. As for the traction control, we’ve always had testers who love it and testers who hate it…it’s there is that’s your cup of tea.

The FC 450 corners as amazingly well as it always has, as it enjoys a well-balanced weight distribution that allows it to claw for traction with both wheels. While the Husky does have a big feel at times thanks to its power characteristic, it never feels large when tipping into corners as it leans over with ease and changes directions as directed by the rider. The one shortcoming of the Husky today was the overly soft feel of the fork and shock. Our pro tester Pat Foster is 6’1″ and 180 pounds, and he found himself longing for a significantly firmer setting both front and rear. After going in up to seven clicks on the shock compression adjusters and six clicks on the rebound, we also added air to the fork and adjusted the clickers similarly. This yielded a slightly improved rider, but the bottom line is that for a rider of Foster’s ability and size, the bike is simply too soft. Foster did notice that at a non-race pace, the bike exhibited a much more comfortable ride in small bumps…

As for the rest of the bike, it delivered the typical superb performance that we’ve come to expect from the Austrian machines: the brakes are strong with great feel, the hydraulic clutch is flawless, and the Pro Taper bars and ODI Lock-On Grips offer an unbeatable control panel. 

In the weeks that follow, we will continue to log more hours on the FC 450 and will experiment with some different settings and parts, like Works Chassis Lab engine mounts and stiffer suspension settings (ie. springs). Stay tuned for more!