2022 Husqvarna FC Range Review

The 2022 Husqvarna FC motocross range doesn’t rewrite the rulebook, but it does continue on with the successful formula fine-tuned with its predecessors. We were given the chance to head out to Queensland Moto Park to test out the latest Husqvarna FC 250, the Husqvarna FC 350, and the Husqvarna FC 450.

In 2021 the Husky range took its first departure from its sister company KTM, albeit a minor one. The Husky R&D team made only a handful of minor changes to the suspension but, for many test riders around the world, this actually improved the handling characteristics of the motorcycle to the point of it being preferred to the KTM.

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The team at Husqvarna achieved this by lowering the fork, as well as changing the rear linkage ratio and shock seal to limit the bike’s overall travel. The end result was a bike that sat almost an inch lower to the ground which gave it unique cornering characteristics.

The Huskies also use a unique composite plastic/carbon subframe that results in a different feeling between the legs which many riders also prefer. If you are a taller rider or ride on the balls of your feet with your knee line behind your ankles, you are going to feel your boots sit into the plastics, giving you a lot of grip between the knees.

For 2022, the FC motocross range remains largely unchanged. The most notable difference is the move from a Magura clutch lever to Brembo, and this feels like a step in the right direction.

The beauty of testing new models that don’t have a host of technical upgrades is that you can spend your time on the bike concentrating on what really matters – the ride itself.

If you listen to Gypsy Tales, you know which model will likely be my pick, so I recruited the boys to help me out with the test.

We wanted to get a good mix of rider ability and really give a real life ride evaluation, rather than a full technical breakdown. To give you some insight into how these bikes handle from a pro’s perspective, Dee Wilson got the call up, while my brother Matty Macalpine is going to be our intermediate rider. Sammy Moore and I are repping for the slow guys.

The quarter-liter offering from Husky was a pleasant surprise to all of the crew. None of us regularly spend time on the smaller 4-stroke offerings from any manufacturer so this was a great chance for us all to see what a 250F is really like in 2022. It was also the first chance for both Dee and Matt to ride a Husky with the mapping and traction control switch on the handlebars.

Dee Wilson:

“On my first ride traction control was on so I turned it off the second time out, put it on map two (as I wanted that grunt) and it blew me away. The power just kept going where you normally expect a 250 to rev out, it just kept pulling and pulling.

“The power is always there. It's such a stable bike and the power is so comfortable. It's so rideable after three or four laps. I was just flowing and I was just really enjoying it. The dudes that get to race these bikes are really lucky because it’s a great motorcycle.”

Matty Macalpine:

“The first bike I rode was the FC 250 and it was pretty good! I haven’t ridden a 250F in a long time and the traction control was sick – noticeably different, but really good! There were sections that were greasy where you could really notice it doing a lot to the engine's power delivery. It's really cool. Kids have got it way too good these days.”

Sam Moore:

Next up, it was Sammy Moore’s turn to give his thoughts on the 250. Being a bigger guy, Sam is never going to be a guy looking to buy a 250F, but even he was surprised with the power of the 2022 FC 250.

“I thought the 250 was great! It actually surprised me with how much power it had and it seemed to rev forever. I didn’t do a lot of riding on the 250 today but for the riding that I did do, I was very impressed.”

As for me, I am the owner of a 2020 KTM 350 SX-F and I am a huge fan of that bike. I do however love getting the chance to step onto a 250F and I was as impressed as the other boys with the offering from Husky. A super strong motor package wrapped in an extremely comfortable chassis. The rider triangle is exactly what you would expect from the KTM group and it makes switching from KTM, to Husky, to GasGas a no brainer.

I do think that the lower suspension does lead to a more positive feeling through the turns. I found myself extremely comfortable turning the 250, and this trait remained consistent throughout the range.

The 350 is my personal bike of choice, but I have never ridden the Husky and was excited to swing a leg over it. The Husky FC 350 is an outstanding motorcycle and it still blows me away that the KTM Group are the only manufacturers making an in-between option. I think the biggest question here is really, who is a 350 for?

I personally think that the 350 is the perfect bike for 95% of the average weekend warriors who want to ride a motocross bike. I have harped on this fact over and over on the podcast and, in the last few years, I have been sent over 30 messages from guys who have gone out and bought them as a result. They were all stoked they finally pulled the trigger on the mid-sized beast. I will keep my thoughts on it brief but to the point.

For me a 250F invites you to override while a 450 is just simply too much power for the average rider. The 350 hits that perfect sweet spot of a bike that will turn and stop like a 250, but you can get away with riding the bike lower in the power to give you a feeling of being more in control.

I can also ride the 350 for longer than a 450, and I think this is a point that can’t be understated. For a weekend rider you want to be able to spend as much time on the track as possible before the arm pump kicks in, the blister appears and you are forced to put her back on the ute before things get sketchy. Fun and rideability is the name of the game for me!

With me sold on the 350 as the pick of the litter, let's hear what the other boys had to say!

Dee Wilson:

“For someone that wants that bit more power after riding a 250 but isn't quite ready for a 450, I think a 350 is the best thing for them. It’s just very rideable and it's perfect for someone that might be on the lighter side of things as well. Overall this is a great bike to ride.

“The initial grunt was almost like a 450 but then it felt like you're riding a 250. Very light and rideable and it didn't want to sit you back in the seat like a 450 would.”

The 350 was also the first bike that Dee has ridden with the mapping switch on the handle bar as well as traction control, a feature that comes stock on the entire FC range.

“I've never actually ridden with a mapped injection before but the traction control was crazy. In a back to back test between the setting on and off, I couldn’t believe the difference.”

Sam Moore:

Sam made a great comment in saying that if you have to have one bike to do all of your riding, the 350 is probably the bike to own. “It corners great, it’s got plenty of power; and if you needed one bike to do it all then the FC 350 is the move.”

Matty Macalpine:

Matt is one of the rare weekend riders who is more than capable of being able to use a 450 to its potential. He isn’t a stranger to the 350 power plant though as the owner of a 2018 KTM 350-EXC. When he’s riding to Cape York, racing at Finke or being our lead rider at the Transmoto events, Matt is on a 350, but he has spent very little time on the motocross version until today.

“I actually enjoyed it. It was good. It wasn't like a fast 250F nor was it like an underpowered 450 – it is a standalone bike. If you're more of a guy that revs his motorcycle more it's adaptable but then if you're a 450 guy and you like to lug a bit it'll also sustain that as well. For me that's why I think I like the bike so much because it just depends on what side of the bed I wake up on!”

For me, this was the bike I thought I would enjoy the least. For the reasons above I rarely want to get onto a 450. In the past for me they have always felt too fast, too rigid and I always felt gun-shy. I knew that I would feel comfortable on the 250 and the 350 and didn’t anticipate wanting to spend much time on the 450 at all. But I was wrong.

This is the first 450 that has made me think about owning a 450 again. I felt like I was able to get the 2022 FC 450 stopped and turned in a way that felt comfortable and the power on this bike was really fun and usable. We mentioned above that the lower suspension settings of the Husqvarna models made turning them feel a little bit easier than the KTM, and maybe that’s what I was feeling through the turns. It wasn’t just me who enjoyed the latest offering from Husky, however.

Both Sam and Dee are both owners of the new GasGas MC 450 and both were eager to compare the differences between the two models from the KTM Group. The GasGas is the cheapest of the three brands with the Husky rolling out of the dealership as the most expensive.

Dee Wilson:

“I was really excited to get onto the FC 450. Straight away the thing just sounded barky while I was warming it up. I was looking around like ‘geez this thing sounds mean!’

The sound Dee was hearing was a result of the Megabomb-style exhaust header that comes standard on the Husky 450. As well as this, the FC 450 comes stock with the handlebar-mounted mapping switch that gives you access to the more aggressive mapping and traction control, an aftermarket accessory for GasGas owners.

“I felt very at home on it straight away on both maps. It did feel like it had more power than my personal GasGas MC 450.”

Sam Moore:

For Sammy he not only noticed the power, but a firmer suspension setting compared to his GasGas. Out of the box, the FC range also has the force triple clamps (over the cast on the GasGas) that also add to a more rigid-feeling chassis overall.

“The main difference between the Husky 450 and my personal GasGas was definitely the suspension. The Husky suspension is a fair bit better, just stiffer. My GasGas was very soft at the start and I had to put new springs in it. I felt straight out of the box like you could ride the Husky no problems at all.”

Matty Macalpine:

Matty was the most excited of the bunch for the FC 450 and claimed at the end of the test he would happily own one. If you watch the video part of this review it’s pretty clear to see that he vibed with the big girl. Matt’s daily driver on motocross days in a KTM 150 SX – about as far away from a 450 as you can get – but instantly he looked more than comfy.

“To have that traction control and a lower map was just epic for me, it’s just such a versatile package. The chassis actually feels really nice as well, it's a little bit different to the KTM and I feel like it sort of flares out a little bit more. It feels a bit bigger and you actually feel a bit safer, if that makes sense.

“If I had the option of the three motorcycles to purchase right now after riding the 450 today, with having the options to dumb it down and be able to toy with the power the way you can so quickly, I'd probably go the 450.”

So what’s the final word on the new range from Husqvarna? The 2022 FC range didn’t have a lot to speak about in terms of changes this year, and for good reason. It would take a complete overhaul of these bikes to really make them better and it’s no surprise that on any given track you will see a plethora of either KTM orange, GasGas red or Husqvarna white bikes from its entire range.

The FC is the most expensive of the three models from the KTM Group, but with that you are really getting a premium offering. The ability to have multiple maps with the traction control setting off the showroom floor was huge selling point for all our test riders, and the plastic/carbon adds a factory touch. While only a minor change, the lowered suspension adds a more positive feeling in turns and the wider ergo’s make for a more stable feeling platform at times.

ENGINE
Type: Four-stroke, single-cylinder
Capacity: 249.9cc (250), 349.9cc (350), 449.9cc (450)
Bore x stroke: 52.3/78mm (250), 57.5/88mm (350), 63.4/95mm (450)
Fuel supply: Keihin EFI, 42mm throttle body

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet, multiplate, Brembo hydraulics

CHASSIS AND RUNNING GEAR
Frame: Central double-cradle chromoly, with composite carbon subframe
Front suspension: 48mm WP Xact fork, 300mm travel
Rear suspension: WP Xact shock with linkage, 300mm travel
Front brake: 260mm disc with Brembo twin-piston caliper
Rear brake: 220mm disc with Brembo single-piston caliper
Tyres: Dunlop MX33 tyres, Front 21-inch, rear 19-inch

DIMENSIONS AND CAPACITIES
Claimed dry weight:N/A
Seat height: 940mm
Ground clearance: N/A
Fuel capacity: N/A

OTHER STUFF
Price: $13,609 (250), $14,334 (350), $14,649 (450)
Colour: White
Test bike supplied by: Husqvarna Australia