Reveal: 2022 Husqvarna FC250/450 Rockstar Editions

I have been out in Clermont, Florida since last Friday spending time with Aldon Baker and the Rockstar Husqvarna team. We have been doing some training as well as some riding at Aldon’s but also got to see the reveal of the new 2022 Husqvarna FC250/450 Rockstar Editions. It has been an eye opening experience getting to train alongside the team and seeing first hand how close all of these guys really are. All of the riders on the team seem to really get along and gel well together. There will be some stories from my trip later but in the meantime feast your eyes on some of the details of the new FC250/450 Rockstar Editions. -KK

Husqvarna Motorcycles 2022 FC 250 Rockstar Edition and FC 450 Rockstar Edition 

Husqvarna Motorcycles introduces the 2022 FC 250 Rockstar Edition and FC 450 Rockstar Edition models. All-new engines and chassis keep competitive motocross riders ahead of their rivals, race after race. Class-leading, dynamic performance delivers instant power, while advanced ergonomics provide complete control.

The FC 250 Rockstar Edition features a DOHC engine with unrivalled power and torque. The FC 450 Rockstar Edition has an SOHC unit, also delivering class-leading performance. Both engines are all-new, lightweight and are repositioned in their frames for optimal mass-centralization, guaranteeing easy handling and control. 

The FC 250 Rockstar Edition and FC 450 Rockstar Edition also have completely revised chassis for 2022. Both bikes feature a new hydro-formed chromium molybdenum frame designed for improved anti-squat behavior under power. A new die-cast aluminum swingarm provides optimal rigidity with low weight. A durable, aluminum-polyamide hybrid subframe is designed for specifically calculated rigidity.

Suspension is by WP. New XACT 48 mm front forks with AER technology provide more progressive damping at the end of their stroke, while the latest XACT rear shock design features tool-free adjustment.

A new, multifunctional map switch selects power delivery modes. It also activates traction and launch control features, and an Easy Shift for seamless upshifts of the revised-ratio five-speed gearboxes in both the FC 250 Rockstar Edition and FC450 Rockstar Edition. 

New bodywork, adorned with the latest Rockstar Energy Husqvarna Factory Racing graphics, has tailored ergonomics for ease of movement on the motorcycle. This gives riders greater control to focus on racing.

The FC 250 Rockstar Edition and FC 450 Rockstar Edition replicate the Rockstar Energy Husqvarna Factory Racing bikes competing in AMA Supercross, and offer competitive machinery to all motocross racers.

Technical highlights

ï New bodywork with specifically tailored ergonomics for easier movement on the motorcycle

ï New hydro-formed chromium molybdenum frame significantly improving anti-squat behavior

ï New topology-optimized die-cast aluminum swingarm providing optimal rigidity and low weight

ï New 250cc DOHC engine providing class-leading torque and peak power

ï New 450cc SOHC engine providing class-leading performance and low weight

ï New Easy Shift sensor providing seamless up-shifting

ï High-performance Brembo hydraulic clutch system

ï New aluminum-polyamide hybrid subframe construction providing specifically calculated rigidity and advanced durability 

ï New WP XACT 48 mm front forks with AER technology offer more progressive end-of-stroke damping 

ï New WP XACT rear shock design with CFD-optimized main piston and tool-free adjusters

ï New multifunctional map switch, which also activates the Easy Shift, Traction- and Launch Control

ï New Rockstar Energy Husqvarna Factory Racing graphics

ï Factory Racing CNC-machined triple clamps with adjustable offset [20 – 22 mm]

ï Factory wheel set with D.I.D DirtStar rims and black anodized CNC-machined hubs

ï New polyamide composite skid plate for advanced protection and durability

ï New polyamide composite front brake disc guard for added protection

ï Mechanical Factory holeshot device as standard

ï Soft, grey ODI lock-on grips

ï GUTS Factory high-grip seat cover

ï Premium-quality ProTaper handlebar and bar pad

ï Electric starter powered by a lightweight Li-Ion 2.0 Ah battery

Features and benefits

Frame

The hydro-formed, laser-cut and robot-welded frame is expertly crafted. Constructed with specifically calculated parameters of longitudinal and torsional flex, the frame provides exceptional rider feedback, energy absorption and straight-line stability. Additionally, the frame features forged brackets for mounting the newly designed polyamide skid plate fitted as standard on the Rockstar Editions.

Rotational masses in the frame and the forged steering head connection have been repositioned. Together with the new shock mounting, which is no longer connected to the main tube, the anti-squat of the chassis has been significantly improved. Also, the wall thickness of the frame has been optimized to achieve improved reliability and specific rigidity in high stress areas such as the steering head and the shock mounts. Parallel frame mounts (same position on left and right sides) improve chassis flex characteristics, while stability characteristics remain unrivalled.

Another highlight of the new frame topology is that the footrest mounting positions have been moved inwards, resulting in less susceptibility to hooking in deep ruts or when scrubbing jumps. The overall size of the all-new footrests has been increased, designed with the help of state-of-the-art computational fluid dynamics (CFD). The new one-piece steering head seal allows easier mounting in case of replacement or service and offers improved reliability. 

The frame of the Rockstar Editions is finished off in a premium black fine-structured powder coating. The standard frame protectors feature a new and improved topology, guaranteeing superior protection, durability, and advanced grip in any condition. Mounted with four screws, using the integral frame brackets, the newly designed polyamide composite skid plate offers superior protection against dirt and hard impacts on the frame and engine.

ï Specifically engineered longitudinal rigidity → exceptional rider feedback, energy absorption and stability

ï Repositioned rotational masses and new shock mounting → significantly improved anti-squat of chassis

ï Topology-optimized frame wall thickness for specific rigidity and improved reliability in high-stress areas (e.g., steering head, shock mount)

ï New parallel frame mounts (same position on left and right side) for improved flex characteristics

ï Footrest mounting position moved inwards for reduced risk of hooking in deep ruts or when scrubbing

ï New, service friendly one-piece steering head seal → easier mounting, improved reliability 

ï Durable powder coated finish with standard frame protectors and composite skid plate

Polyamide-reinforced aluminum subframe

Using 60% polyamide and 40% aluminum, the two-piece subframe has a total weight of just 3.9 lb (1.8 kg). With the help of computational dynamics, specific rigidity was engineered into the light and robust subframe, delivering outstanding handling and rider comfort.

The lower subframe spars and frame mounts are made from cast aluminum profiles to guarantee robustness and reliability where needed. The upper subframe is made from injection-molded polyamide, enabling specific flex characteristics and allowing a lightweight construction.

ï New topology-optimized polyamide/aluminum hybrid construction

ï Lower subframe spars and frame mounts made from (cast) aluminum profiles → extremely robust and reliable (no weld joints)

ï Upper subframe made from injection-molded polyamide → specific rigidity and flex benefit handling and comfort

Swingarm 

The new hollow die-cast aluminum swingarm is designed to offer optimal stiffness and reliability at the lowest possible weight. The topology has been optimized for optimal rigidity, while an improved casting process reduces weight by approximately 190 g. In order to optimize and match the new chassis flex characteristics, a new 22 mm rear axle is fitted. 

Additionally, the chain guard and chain slider have been completely redesigned, resulting in improved durability and less susceptibility to hooking on external objects. This new design will help reduce dirt build up around the swingarm and chain guard, especially in extreme muddy conditions.

Chain adjustment markings are also visible from above to make for simpler adjustment.

ï New die-cast swingarm → topology-optimized for optimal rigidity

ï Improved casting process for reduced weight → 190 g less than previous generation

ï New 22 mm rear axle optimized to match chassis flex characteristics

ï Newly designed chain guard and chain slider 

o Transitions aligned with swingarm surface, spring-steel mounted for improved durability

ï Overall, less susceptible to hooking on external objects

WP XACT front fork with AER technology

The 48 mm split air fork features a capsulated air spring and pressurized oil chamber for progressive and consistent damping. Oil and air bypasses reduce pressure peaks and, in combination with a midvalve damping system, the fork provides exceptional feedback and rider comfort. A new hydrostop improves bottoming resistance through more progressive damping force in the last 40 mm of travel. Additionally, rebound is also reduced leading to the fork being lower on initial acceleration after a hard landing. A redesigned fork protection ring increases protection against dirt intrusion.

Settings are easily adjusted via a single air-pressure preload valve, as well as via easy access click adjusters for compression and rebound. Additionally, the air pump needed to adjust the fork's air pressure is provided as standard. 

ï WP XACT front fork → 48 mm air type with split damping function

ï Midvalve damping system → exceptional damping and consistent performance

ï Capsulated air spring and pressurized oil chamber → progressive and consistent damping

ï New hydrostop in fork legs → improved bottoming resistance and reduced rebound

o More progressive damping in last 40 mm of travel (total 310 mm) → previous generation hydrostop was only effective in last 10 mm of travel

o Reduced rebound → fork stays lower on initial acceleration after hard landing

ï Easy access clicker dials → simple and fast clicker settings

ï Redesigned fork protection rings → increased protection against dirt intrusion

CNC-machined triple clamps

Made from high-grade aluminum, the CNC-machined Factory Racing triple clamps feature optimally tuned steering stem stiffness, perfect alignment of the fork tubes and precise geometry of the fork clamps to ensure highly responsive and smooth fork action. Maximum gains in handling are provided by simple offset adjustment of 20 mm or 22 mm.

Newly designed, topology-optimized handlebar mounts provide increased grip surface for less handlebar twist at the same weight as the previous generation. Additionally, they allow for both rubber-damped and fixed mounting providing customizable handlebar flex.

ï Rubber-damped → less vibration, less precise front-end feel (OE)

ï Fixed → increased vibration, more precise front-end feel 

The front number plate integrates a triple clamp protector which covers the lower triple clamp and protects it from wear caused by roost.

ï CNC-machined aluminum with anodized surface → finest quality and reliability 

ï Perfect clamping and alignment → smooth fork action

ï New, topology-optimized handlebar mounts → increased grip surface for less handlebar twist, same weight as previous generation

ï Rubber damping on top clamp → reduced vibration, increased comfort

ï Adjustable handlebar position → adjustable ergonomics

WP XACT rear shock 

An all-new design results in a rear shock with 15 mm less overall length and 100 g less weight compared to the previous generation, while keeping the rear wheel travel unchanged at 300 mm. The shock is matched to a revised linkage system with a new geometry to deliver the same progression as before but with the greatest possible traction and absorption. Combined with the new frame geometry, it improves the ground clearance of the linkage and is therefore less susceptible to damage when bottoming out.

The new, computational fluid dynamics (CFD) optimized main piston in the shock improves initial comfort and provides strong hold-up. Differently sized flow holes allow the shims to open more easily and reduce the overall stress of oil flow and pressure on the shims. Reduced weight also means less moving mass, resulting in lower forces on the main piston.

A fully hand-adjustable dual compression control concept allows high- and low-speed settings to be changed by hand. Together with the newly designed rebound adjuster, which is hand or tool adjustable, riders are now able to adjust their shock settings without tools and without the help of a mechanic at the racetrack.

On top of the tool-free setting adjustment possibilities, a new preload adjuster is introduced bringing increased resistance to dirt intrusion. A new two-piece spring retainer allows for quick mounting without splitting the shock.

With its low-friction SKF linkage seals, the WP XACT rear shock provides advanced damping characteristics for unsurpassed traction and energy absorption. A pressure balance inside the shock ensures consistent damping, resulting in superior rider comfort and feel. 

ï New lightweight, compact rear shock design with 15 mm reduced overall length 

o MY22 → 470 mm / MY23 → 455mm | rear wheel travel unchanged → 300 mm

o Reduced weight results in less moving mass → 100 g lighter design results in lower forces on bearings

ï New CFD-optimized main piston increases initial comfort and guarantees strong hold-up

ï Improved ground clearance, lower risk of damage in extreme bottoming-out situations

ï New dual compression control allows high- and low-speed settings to be adjusted by hand 

ï New rebound adjuster allows changing setting by hand or tool 

ï Reworked preload adjuster with increased dirt intrusion resistance and quick mounting concept

ï Low-friction SKF linkage seals → refined rear shock response for advanced damping characteristics

ï Pressure balance inside the shock body → consistent damping

ï Two-piece spring retainer allows for quick mounting and assembly of preload adjuster and shock

Brembo hydraulic clutch

The high-performance Brembo hydraulic clutch system guarantees even wear, near maintenance-free operation and perfect modulation in every condition. It means that play is constantly compensated so that the pressure point and function of the clutch remain identical in cold or hot conditions, as well as over time. Countless hours of race-focused testing have proven the exceptional reliability of the high-quality, Italian-made Brembo hydraulic system. 

ï Brembo hydraulic clutch system → perfect modulation and outstanding reliability in every condition

Brakes 

The highest level of quality is guaranteed with class-leading Brembo calipers and controls. The 260 mm floating front and 220 mm wave rear discs deliver superior stopping power, instilling confidence in all conditions. A new polyamide composite front disc protector is fitted as standard for added protection.

ï Brembo brake calipers and high-performance discs → superior stopping power with greater control and confidence

ï New polyamide composite front disc protector → added protection and minimal weight

ProTaper handlebar 

The ProTaper handlebar is second to none for function and style. Manufactured to exacting standards, the handlebar features class-leading fatigue resistance at a minimal weight. The handlebar bend further increases comfort with an optimal pressure point on the rider’s hands. 

ï ProTaper handlebar → class-leading function and style

ï Husqvarna bend → optimal comfort

Grips and throttle assembly

The ODI lock-on grip on the left side does not require gluing, while on the right, the vulcanized grip features an innovative integrated throttle mechanism. The assembly has easy free-play adjustment and, by changing a cam, throttle progression can be altered. The ODI lock-on grips come standard in a softer, grey compound on the Rockstar Editions.

ï Throttle assembly and ODI grips → easily alter throttle progression; easy grip mounting without glue

Footrests

The all-new, CFD designed footrests offer a bigger surface for boot soles while being less susceptible to hooking on deep ruts, take-offs when scrubbing or track barriers. The result is better control of the bike in all conditions. This was achieved by a new, narrower mounting concept integrated in the frame design which also reduces weight.

ï New, topology-optimized, die-cast footrests → reduced weight and less susceptible to dirt build-up

ï Footrest mount integrated in frame → narrower profile is less susceptible to hook on deep ruts

Map select switch, traction and launch control

Designed for easy and intuitive operation, the new map select switch comes as standard on the Rockstar Edition. It activates traction and launch control, selects between two engine maps (aggressive/smooth) and activates the Easy Shift feature. Map 1 is the standard map for linear, predictable power, while Map 2 is an aggressive map for added throttle response and more explosive power output. 

The new Easy Shift function (upwards only) can be activated or deactivated via the map select switch. The function works only when upshifting, interrupting the ignition for a fraction of a second. This allows upshifting while the throttle is fully opened without the use of the clutch lever. A sensor on the shift drum registers the force from the shift lever, sends the signal to the ECU and the ignition timing is interrupted. To prevent unintended shifts and false neutrals, the function is only active from second to fifth gears. 

With the engine at idle, launch control is engaged by pressing the traction control and Easy Shift switch simultaneously. Both symbols will start flashing to indicate the launch control is active. This function limits the amount of power to the rear wheel, improving traction and preventing loss of control under hard acceleration. Once the rider shifts up a gear, the launch control will deactivate automatically. Additionally, the Easy Shift function is deactivated while launch control mode is engaged. 

Traction control is engaged by a switch marked ‘TC’ and functions by analyzing throttle input from the rider and the rate at which engine RPM increases. If the RPM increases too quickly, the engine management system (EMS) registers a loss of grip and reduces the amount of power to the rear wheel ensuring maximum traction. This is a distinct advantage in wet or muddy conditions.

ï Newly designed handlebar map select switch → alters engine characteristics according to conditions and rider preference

ï New Easy Shift function → clutch-free upshifting

ï Traction control → optimal traction in all conditions

ï Launch control → maximum traction for perfect starts

Start/stop switch

The new combined start/stop switch on right side of handlebar allows for easy, intuitive starting and stopping of the engine.

Engine management system (EMS)

The Keihin EMS is specifically designed to be smaller, lighter and faster at processing data. It integrates launch control for perfect starts, selectable engine maps via the traction control switch on the handlebar as well as the Easy Shift function. Combined with the gear sensor, power delivery is tailored for each gear.

A new rollover sensor (ROS) cuts the ignition in case of extreme crashes, adding another level of safety to the new generation of Husqvarna motocross machines. Additionally, the new hour meter now comes with an integrated FI status LED and a fuel level indicator.

ï Keihin EMS → small, light and faster at processing engine data for more efficient engine management

ï New rollover sensor (ROS) → automatic cutting of ignition in extreme crashes

ï New hour meter with integrated FI status LED and fuel level indicator

ï Gear sensor → specific engine maps for each gear

44 mm throttle body

The Rockstar Edition models feature a 44 mm Keihin throttle body. The injector is positioned to ensure the most efficient flow into the combustion chamber, and to ensure optimal throttle response the throttle cable is mounted directly without a linkage providing more immediate throttle response and feel.

ï Throttle body → 44 mm, injector positioned for optimal flow, more immediate throttle response thanks to direct cable mounting

Exhaust system

The Rockstar Edition exhaust systems are expertly designed to deliver leading performance for the least possible weight. The header pipe features a flow-designed resonance chamber integrated into the header pipe. The header pipe is designed and manufactured in two pieces to be as compact as possible. The position of the join allows it to be removed without having to remove the rear shock. Further innovation allows for a short, compact silencer without increased noise levels. The silencer is crafted from lightweight aluminum and is stylishly finished in a black coating that highlights its premium quality.

ï Compact exhausts → lightweight and engineered for optimal performance

ï Header pipe mounted directly onto engine mount for improved serviceability

ï Header join position → removal of exhaust without removing rear shock

Electric start and Li-Ion battery

To deliver the benefit of an easy electric starting system, a Li-Ion 2.0 Ah battery is fitted to the Rockstar Edition models. The Li-Ion battery weighs approximately 2.2 lb (1 kg) less than a conventional lead/acid battery, so the convenience of electric starting is delivered while minimizing overall weight.

ï Electric starter → easy starting when time is critical

ï Li-Ion battery → lightweight, 1 kg lighter than a conventional battery

Integrated cooling system and radiators 

The radiators are expertly crafted by WP using high-strength aluminum. CFD optimization is used to channel air through the radiators more efficiently and provide optimal cooling in any condition. The cooling system is integrated into the frame allowing for improved cooling by channeling coolant through the frame while eliminating the need for additional hoses. A large center tube running through the frame reduces the pressure at this point in the system allowing for a more consistent coolant flow and now includes an internal thermostat for added reliability.

Additionally, the radiators are mounted close to the center of gravity for improved handling agility. 

ï Integrated cooling → maximum efficiency in minimum space

ï New bayonet closure radiator caps

ï WP radiators → efficient for optimal cooling

ï Large central tube → consistent coolant flow

Fuel tank 

The new 1.9 gallon (7.2 liter) polythene fuel tanks incorporate a threaded filler cap and an integrated fuel pump on the Rockstar Edition models. A new one-piece fuel pump with integrated filter provides improved fuel supply and allows the tank to be emptied further at low fuel levels. The external fuel line is specifically positioned to make it less exposed and susceptible to damage.

ï New 1.9 gallon (7.2 liter) polythene fuel tanks → larger capacity for extended running times

ï New one-piece fuel pump and filter for improved fuel supply → tank can be emptied further at low fuel levels

ï External fuel line routing → less exposed and susceptible to damage

Airbox and tool-less air filter access

The CFD optimized airbox is designed with precisely positioned inlet ducts to prevent air deformation and ensure maximum airflow and filter protection. The air filter is easily accessed, without tools, by removing the left side panel. Easy maintenance is guaranteed by the Twin Air filter element and filter cage design, featuring a simple fail-proof mounting system for safe and accurate filter installation.

ï CFD optimized airbox → improved air flow and maximized filter protection

ï Intuitive filter mounting system → safe and accurate protection against dirt

ï Tool-less filter access → quick and easy maintenance

ï High-flow airbox cover in the by-pack → added customizability of the engine response

Factory wheel set

Black high-strength anodized DirtStar rims by D.I.D are laced to high quality black anodized CNC-machined hubs, using lightweight spokes and black anodized aluminum nipples to offer maximum weight savings and optimized handling and stability in the most extreme motocross conditions.

ï Lightweight but strong and reliable construction → minimal unsprung weight

Tires

Dunlop GEOMAX MX33 Motocross tires featuring the proven ‘block-within-a-block’ design for more progressive cornering and superior grip are fitted as standard. 

ï Developed in top-level AMA Supercross and Motocross → enhanced handling, cornering and steering feel 

ï Wide range of application including sand, mud, loose surface, and hard pack

ï Increased durability and crack resistance through an innovative rubber compound

Bodywork

The Rockstar Edition models feature bodywork which clearly showcases Husqvarna Motorcycles progressive approach to off-road motorcycles and striking black-and-white graphics stylishly adorn the Swedish-inspired design. 

An improved rider triangle for better knee contact, especially when riding in the standing position, inspires confidence for riders of every ability and enables them to perform at the highest level for extended periods of time. The slim contact surfaces on the bodywork allow the rider to more easily move the bike around on track, and improve the overall handling and agility of the bike. 

The flat seat profile, combined with the race engineered GUTS high-grip seat cover, deliver superior control in all conditions. A recessed pocket under the seat, just above the airbox, allows gripping and lifting of the bike.

The graphics of the all-new Rockstar Editions closely resemble the look of Husqvarna’s Factory race bikes for the 2022 season. Sponsor logos and graphic design elements are implemented using durable in-mold technology. A high-quality factory race look is guaranteed, even after hours of intense riding.

ï Progressive bodywork → distinctive looks, modern design and graphics

ï Improved rider triangle for better knee contact, especially when riding in the standing position

ï Additional contact surface → allows for improved gripping and easier movement of the bike 

ï Recessed grip pockets → allowing better grip to lift the bike

ï Seat → flat seat profile and high-grip Factory seat cover for exceptional comfort and control in all conditions

FC 250 Rockstar Edition

Engine

The newly designed FC 250 Rockstar Edition engine is tilted 2° backwards and therefore comes with a repositioned sprocket which is 3 mm lower compared to the previous generation. The total engine height has been reduced by 8 mm to improve mass centralization and reduce weight (approx. 60 g). 

Added service markers on the engine (▲) clearly show where to use washers, making maintenance and service easier than in the past.

All major components and shaft arrangements are carefully designed and placed to best suit the performance and handling characteristics of the overall package, and an added benefit of this new design is improved anti-squat behavior from the whole chassis.

The 250cc engine is not only light at 57.5 lb (26.11 kg) but also remarkably powerful with reworked midrange. 

ï New engine design → light and compact for optimized mass centralization

o Engine tilted 2° backwards with repositioned sprocket (3 mm lower)

o Improved anti-squat chassis behavior

ï Engine height reduced by 8 mm for improved mass centralization  reduced weight (approx. 60 g)

ï Low-friction design → reduces overall drag and vibration

ï Outstanding high-revving performance engine → enhanced midrange 

ï Improved serviceability of engine internals with added service markers

Cylinder head

The fully redesigned DOHC cylinder head features finger followers with a DLC (diamond like carbon) coating resulting in minimal friction and optimal performance. These actuate large titanium valves (32.5 mm intake, 27.5 mm exhaust) which at the 14,000 rpm rev limit open and close multiple times every second introducing fuel/air mixture to the carefully designed combustion chamber to deliver efficient and optimal power throughout the rev-range.

The new 27.5 mm exhaust valve is a result of the new bore/stroke ratio, delivering an optimized gas flow. Valve timings have been adapted to the new valve measurements, working in perfect harmony with the redesigned camshaft.

For improved serviceability and maintenance work within the engine, the redesigned adjustment bush bridge is screwed and increases stiffness. Also, the head gasket comes with a new ‘stopper design’, reducing sealing gap oscillations caused by gas force. 

ï Fully redesigned cylinder head → improved durability and serviceability

ï Finger followers with DLC coating → reduce friction and guarantee optimal performance

ï Large titanium valves (32.5 mm intake, 27.5 mm exhaust) with new 27.5 mm exhaust valve → optimized gas flow with revised bore/stroke ratio

ï Redesigned camshaft → adapted valve timing to new valve measurements

ï New adjustment bush bridge increasing stiffness and improving serviceability (screwed design)

ï New cylinder head gasket with stopper design → reducing sealing gap oscillations caused by gas force

Cylinder and piston

The new 81 mm bore cylinder houses a forged bridged-box-type piston made by CP with an extremely light weight of only 150 g. Both the cylinder and piston are professionally engineered from high-strength aluminum resulting in outstanding performance and reliability. The stroke has been adapted to 48.5 mm and the compression ratio has been increased to 14.5:1 for added torque and peak performance. 

Thanks to the CFD optimized combustion chamber, the inlet port could be smaller in section resulting in improved engine responsiveness.

ï New 81 mm bore and 48.5 mm stroke (MY22 = 78/52.3 mm)

ï Larger 81 mm bore and larger diameter exhaust valves → high-revving, quick response

ï CFD optimized combustion chamber → smaller inlet port for improved engine responsiveness

ï Compression ratio increased to 14.5:1 → greater torque and peak power 

ï Forged bridged-box-type piston → high performance and reliability

Crankshaft

The crankshaft is designed to offer the best possible performance while being perfectly positioned in the engine cases to centralize oscillating masses for optimal handling. The plain big-end bearing features two force-fitted bearing shells ensuring maximum reliability and durability, guaranteeing long service intervals of 100 hours. 

ï Plain big-end bearing with force-fitted bearing shells → increased durability and service intervals

ï Friction bearing on the counter-balancer shaft → increased durability

Crankcases 

The FC 250 Rockstar Edition engine is designed with mass centralization and weight reduction as main criteria. As a result, the crankcases have been redesigned to house the internal components of the engine in the perfect positions to achieve the ideal center of gravity while adding the least possible weight. Engine mounting points are the same as on the FC 450 engine. 

The casings are manufactured using a high-pressure die-cast production process, resulting in thin wall thickness while retaining exceptional reliability. 

ï Light and compact crankcases → optimized mass centralization

ï Redesigned engine mounting points (as on FC 450 Rockstar Edition) 

ï High-pressure die-cast production process → thin walls for reduced weight while maintaining strength

Gearbox

Produced by Pankl Racing Systems, the new 5-speed gearbox is designed to be extremely light and durable while featuring a 250 cc-specific ratio (24:72). A redesign of the shift shaft reduces the operating forces required for gear changes. A new Easy Shift sensor is positioned on the shift drum, allowing clutchless upshifts. The function can be activated/deactivated via the new QS marked button on the map select switch, located on the left side of the handlebar.

The shift fork has a low-friction coating for smoother shifting, while the new gear lever is designed to prevent dirt build-up and ensure perfect gear selection in all conditions. An advanced gear sensor allows for specific engine maps delivering the best possible performance in each gear.

ï New 5-speed gearbox by Pankl Racing Systems → 250-optimised transmission ratio (24:72) and exceptional durability and improved shifting

ï Redesigned shift shaft → reduced operating force required for gear changes

ï Integrated Easy Shift sensor positioned on the shift drum allows clutchless upshifts → seamless shifting function can be activated/deactivated with map select switch

ï Integrated gear sensor → specific engine maps for each gear

DS clutch 

The FC 250 features a DS (Diaphragm Steel) clutch. The exclusive characteristics of this system include a single diaphragm steel pressure plate instead of traditional coil springs. 

The clutch basket has been revised and features the same design as on the FC 450, adapted to the new transmission ratio. It is a single-piece CNC-machined steel component that allows the use of thin steel liners and contributes to the compact design of the engine. 

ï New clutch basket with same design as FC 450 → adapted for new transmission ratio

ï DS clutch → lightweight with consistent modulation and exceptional durability

FC 450 Rockstar Edition

Engine

The FC 450 Rockstar Edition’s SOHC engine is the perfect example of the advanced engineering techniques used by Husqvarna Motorcycles, offering massive peak power with an overall weight of just 59 lb (26.8 kg), equaling a weight reduction of approximately. 300 g compared to the previous generation. 

Mass centralization is key to the engine design, enabling chassis engineers to position the engine closer to the center of gravity for greatly improved handling and maneuverability. This was achieved by tilting the engine 2° backwards which meant positioning the sprocket 3 mm lower. Together with the benefits of mass centralization and reduced weight, the anti-squat behavior of the chassis was significantly improved.

Attention was paid to the serviceability of the new FC 450 Rockstar Edition engine. Drain bosses for fluids and added service markers on the engine (▲) clearly show where to use washers, making maintenance and service easier than before.

ï Engine tilted 2° backwards with repositioned sprocket (3mm lower) → improved mass centralization and improved anti-squat behavior

ï Peak performance and minimal weight → added midrange and improved handling 

ï Improved serviceability of engine internals → added service markers and drain bosses for liquids

Cylinder head

The redesigned SOHC cylinder head is incredibly compact and lightweight, with a short profile and the camshaft located as close to the center of gravity as possible. Parallel frame mounts significantly improve handling and agility.

Lightweight valves are actuated via a rocker arm and feature timing specifically designed to deliver precise levels of torque and throttle response. The diameter of the intake valves is 40 mm, while at the exhaust it is 33 mm. A new valve cover reduces the number of mounting screws (only two needed) and a single oil-spray jet guarantees efficient cooling while keeping weight low. 

A new fine punched cam chain, low-friction chain guides and the low-friction DLC rocker arm coating offers optimum efficiency, reliability, and durability. Attention was paid to maintenance tasks with lock positions for the cam chain to improve the serviceability of the valve train.

ï Redesigned SOHC cylinder head → more compact design, parallel frame mounts and camshaft closer to center of gravity

ï New lightweight valve cover → only two mounting screws and one oil-spray jet for cooling

ï New fine punched cam chain adding durability

ï DLC coating and low-friction chain guides → optimum efficiency, reliability, and durability

ï Improved serviceability of valve train → lock positions for cam chain

Cylinder and piston 

The lightweight aluminum cylinder is an engineering masterpiece, featuring a 95 mm bore. The CP bridged-box-type piston features anodized annular grooves, adding durability and longer service intervals while weighing only 327g. The compression ratio has been increased to 13.1:1 for improved peak performance.

ï Lightweight aluminum cylinder → 95 mm bore / 63.4 mm stroke

ï Lightweight, high-performance CP forged bridged-box-type piston → reduced oscillating masses

ï Increased compression to 13.1:1 → improved peak performance

ï Anodized annular groove → added durability and longer service intervals

Crankshaft

The inertia produced by the crankshaft has been carefully calculated to deliver optimal traction and ride-ability from the powerful 450cc engine. The crankshaft is specifically positioned to harness the rotational mass at the ideal center of gravity resulting in a lightweight, agile-handling feel. A plain big-end bearing comprising of two force-fitted bearing shells ensure maximum reliability and durability, guaranteeing long service intervals of 100 hours. 

ï Crankshaft position → ideal center of gravity, improved handling

ï Plain big-end bearing and force-fitted bearing shells → increased durability and service intervals

Crankcases 

The crankcases are designed to arrange the shafts and engine internals in the ideal positions to offer the best-possible handling. Additionally, the position of the clutch shaft keeps the clutch above the oil level resulting in decreased drag and increased efficiency. A new steel oil pump gear and repositioned oil jets increase the overall oil pressure, resulting in increased resistance against overheating and improved durability.

High-pressure die-cast production processes keep overall weight to a minimum, resulting in thin wall thickness while retaining reliability. 

ï Design → optimized mass centralization and increased efficiency

ï New steel oil pump gear and increased oil pressure → improved durability and resistance against overheating

ï High pressure die-cast production process → thin walls for reduced weight while maintaining strength

Gearbox

The redesigned lightweight 5-speed gearbox is produced by Pankl Racing Systems and ensures the highest level of durability and reliability. A weight-optimized shift shaft reduces the operating force required for gear changes, and the gearbox also features a revised transmission ratio (29:72). The new Easy Shift sensor is positioned on the shift drum, allowing clutchless upshifts. The function can be activated/deactivated via the new QS marked button on the map select switch, located on the left side on the handlebar.

The new gear lever features a design that prevents dirt build-up, and keeps the lever tip in its original position even in the toughest conditions. An advanced gear sensor selects a specific engine map tailored for each gear.

ï New 5-speed gearbox → revised transmission ratio (29:72) for smooth and precise shifting

ï Weight-optimized shift shaft → reduced operating force required for gear changes 

ï Integrated Easy Shift sensor positioned on the shift drum allows clutchless upshifts → seamless shifting function can be activated/deactivated with map select switch

ï Integrated gear sensor → specific engine maps for each gear

DDS clutch

The FC 450 Rockstar Edition features a revised DDS (Dampened Diaphragm Steel) clutch. The exclusive characteristics of this system include a single diaphragm steel pressure plate instead of traditional coil springs. It integrates a damping system for better traction and durability. The clutch basket is a single-piece CNC-machined steel component that allows the use of thin steel liners and contributes to the compact design of the engine. 

The main improvements include better clutch cooling from pressure lubrication, reducing clutch fade from high-stress usage while the clutch basket has been redesigned and adapted for the new 5-speed transmission.

ï DDS clutch → lightweight with consistent modulation and exceptional durability

ï Improved clutch cooling from pressure lubrication → reduced clutch fade from high stress

Redesigned clutch basket adapted for new 5-speed transmission ratio

Which Bike Is Best For You? 2021 KTM 450 SX-F Vs. Husqvarna FC450

The average shootout format seems to be an outdated model to me. Don’t get me wrong, I like doing shootouts, as well as viewing their rankings after all is said and done, but is it really telling you, the potential consumer, what you want to know or is it more of a scene on the side of the freeway that you just have to look at? I have done shootouts for 20 plus years and although fun and interesting to do, I just don’t know if it’s something that gives buyers the most information in these ever changing times. Just because a certain bike wins a shootout doesn’t mean it’s the best bike FOR YOU! I get countless emails about which bike is right for me and most of them say that they watch every shootout video, but they still can’t decide. So if you are one of these potential consumers that still can’t make up his or her mind, then this article can help you hone in on why a certain bike could be right for you. As a production test rider for several manufacturers over the years, I am wired to think about all different types of riders when I evaluate a certain machine. In this article I will try to break down each machine, which one does certain things on the track better than the other and hopefully give you more purchasing knowledge on which way you’re directing your hard earned money. We will be doing these types of matchups with other machines down the road, but we hope this gives you a more clear cut path on if one of these two machines are right for you. 

Why KTM Vs. Husqvarna: I picked these two because let’s face it, most of you out there think these two machines are the same, however when I ride these bikes back to back they don’t feel that similar. The Husqvarna is lower to the ground compared to the KTM (10mm lower) so handling feels different. The engine character varies because of the subframe/airbox differences and the suspension setting/bump absorption doesn’t feel the same due to, you guessed it, swingarm and valving differences. Each have specific traits about them that are better than the other and we are here to break those down for you. Even if we do break all of the nuts and bolts down to you, it’s up to you to know what type of rider you are. Are you a front end steering rider? Do you like an exciting or smooth engine character? How often do you ride? Do you just ride or do you race occasionally? These are the questions you should be asking yourself before you spend 10K on a new dirt bike. 

What Is It Like To Ride A 2021 KTM 450 SX-F?

Engine Feel: The KTM has more roll on low end power and throttle response than the FC450. The KTM does feel lighter in tighter areas of the track, but feels similar to the FC450 through the mid range. However, top end doesn’t pull quite as far as the Husqvarna nor does the KTM feel like it revs out as far as the FC (in map one or two). Engine vibration is more noticeable with the KTM, but to me the KTM’s ECU feel just has more crispness and a cleaner feel throughout the RPM range. If you’re looking for massive amounts of torque feel on the track, you’re looking at the wrong color, but if you want an easy to ride 450 that you can actually manage, this orange bike is best in class in that category. 

Chassis: If you're a current KTM owner you know that it takes more time to break in the 2021 steel frame compared to a Japanese aluminum framed motorcycle. I only around 10 hours on this chassis, but it literally took me almost 7 hours to feel completely broke in. The Husqvarna feels more forgiving sooner than the KTM frame. The KTM turns better in area 2 of the corner compared to the FC, but the Husqvarna does have a little better side to side movement than the orange bike does due to the lower feel of the white bike. Straight line stability on the KTM is not the best of the 450 bunch, but not the worst neither. You can drop the WP XACT fork down to the first line (2.5mm up) like I did to help straight line stability. 

Suspension: WP has changed their settings for both manufacturers in 2021 as the two brands each has proprietary settings. The KTM has a firmer feel that I prefer because when I start pushing the orange machine it simply has less movement for my liking. Going up to an 11 bar reading on the AER fork as well as a slightly slower rebound setting really helps calm the front end down coming into corners and lets front end steering riders enjoy their technique more around the track. The rear end is not as finicky to set up as the front so going to a 104-105mm of sag along with a slightly stiffer low speed compression setting on the shock will be something that riders 170 pounds and over will appreciate. If you’re over 200 pounds, going to a heavier shock spring will help balance under acceleration. 

What Is It Like To Ride A 2021 Husqvarna FC450?

Engine Feel: The Husqvarna FC450 has a smoother roll on power than the KTM and less low end excitement. The airbox as well as the muffler is a little different on FC and to me these two parts are the reason for a more connected/smoother corner exit feel. Mid range however the FC450 starts to show you why it’s one of the most seamless power deliveries in the 450 game. The Husqvarna has a wide mid range that allows longer second and third gear shift points, that the KTM doesn’t quite have. Top end/over-rev also pulls slightly longer than the KTM spread and vibration of the engine is not as apparent. It might build RPM’s too slowly for some 450 sized riders, but lighter riders will appreciate the engine character. The ECU setting although better for 2021, just feels different than the KTM. It still has a slightly rich feeling overall and maybe with the new “ECU Tool” that KTM/Husqvarna will be coming out with, can help some of the Husqvarna’s low end laziness. 

Chassis: Having the lowered 10mm suspension setting is noticeable the moment you hit your first corner. The Husqvarna feels lighter in area 1 of the corner, but needs more engine excitement for area 2 (when getting on throttle). Area 3 of the corner however, the rear end of the FC450 feels more planted than the KTM. I get more rear wheel traction out of corners as the overall feel of the Husqvarna does feel lower to the ground under throttle. Straight line stability is better on throttle with the Husqvarna, but to me, off throttle, the KTM holds up better, which allows me to charge into corners harder. 

Suspension: Husqvarna/WP will tell you that they set up their 2021 suspension settings for the average consumer that wants comfort out of their motocross machine. They succeeded in getting less mid stroke harshness (de-cel) out of the AER fork, but to me the setting is still too soft. I also understand that I am not the target consumer Husqvarna is trying to market this bike to, so I took this into consideration. The action of the fork is smoother feeling than last year’s fork setting, moves less in the stroke, but gives the rider a considerable amount of front end traction (for an air fork) on braking bumps. This new lower 10mm AER fork will feel low if you’re a heavier or aggressive type of rider, so going up to10.9 bar would be in your best interest. Slowing the rebound down a couple clicks on the fork will also slow the action down a little even more and keep it from diving too much on jump faces and g-outs. Also don't forget to bleed your AER fork before every ride. Yes, it has bleed holes. I noticed the Husqvarna is more temperamental to this. 

The WP rear shock still likes a sag of 105mm, but the overall feel of the shock is slightly empty feeling (soft) at the end of the stroke. If you’re slamming into steeper jump faces or g-outs you will bottom out and see rubber marks under the rear fender fairly quickly. If you’re experiencing a lot of this, stiffening your high speed compression a quarter turn and turning in your low speed compression a couple clicks will help the shock’s end stroke feel. What the 2021 rear shock does do better than the 2020 is offer more rear wheel traction on acceleration bumps. The rear wheel drives through square edge chop better and doesn't give the rider a sticky feel like the 2020 shock did. The lowered Husqvarna setting to me benefits lighter or shorter riders much better than the KTM.   

Which Bike Is Right For Which Type Of Rider? 

Even though both of these bikes are great machines we put our thinking caps on and thought of a few different types of riders. Below is a list of a few labeled riders, so if you think you can relate to one of these riders below, picking the correct color should be made easier for you. However, if you still can’t make a decision after viewing these, my door is always open at kris@keeferinctesting.com. Maybe I can help you further. 

Vet Rider (Less than 200 pounds): Husqvarna FC450

 Vet Rider (More than 200 pounds): KTM 450 SX-F

 Aggressive Light Rider (under 170 pounds): Husqvarna FC450 

Lugging/Lazy/Smooth Type Of Rider(Gear High): KTM 450 SX-F

 Ergonomics For The 6’0 And Under Rider: Husqvarna FC450

 Ergonomics For The 6’0 And Over Rider: KTM 450 SX-F

 Front End Steering Rider: KTM 450 SX-F

 Rear End Steering Rider: Husqvarna FC450

 West Coast MX Rider (Less Loamy Dirt/Square Edge): Husqvarna FC450

 East Coast MX Rider (Loamy/Soft Dirt/Bigger Bumps): KTM 450 SX-F

 Off-Road/GP Rider: Tie/Husqvarna FC450/KTM 450 SX-F

Who Wins The Durability Test? I have ridden both of these machines a lot and will say that both of these machines have been great, but to me KTM has a less chance of breaking. I have broken one sub-frame on a Husqvarna FC450, but past that, I haven’t had any problems with the FC. Both machines require you to check engine mount bolts as well as sprocket bolts so get your blue Loctite ready!  The life on the clutch of the KTM is unbelievable as I can get up to 30 hours on a clutch (and I am hard on clutches). Replacing the fuel filter every 10-15 hours or so, in both machines, will prevent any problems down the road with your fuel pump. Rear brake pedal springs absolutely suck on both machines so get yourself a Honda CRF450R rear brake pedal spring and thank me later.   

Who Wins The MSRP/Contingency Battle? The KTM contingency is better than Husqvarna’s at most races in 2021. So if making some money for parts is your think when you race, go the orange brigade route. 

 Who’s Best In Which Category? 

If you’re really dissecting on which part of the motorcycle is most important for you when riding, below is a ranking on who is better (albeit it could only be slightly better) in over 30 categories! Again, there is no winner or loser in this test, but it’s about which bike is best for you!

 ENGINE:

 Low End Power: KTM

 Mid Range Power: FC/KTM

 Top End Power: FC

 Over-Rev: FC

 Roll On Acceleration (Control): FC

 Throttle Response: KTM

 FI Setting: KTM

HANDLING:

 Straight Line Stability: FC

 Turning/Cornering: KTM

 Steer Effort (Low Speed): FC

 Steer Effort (High Speed): FC

 Maneuverability: KTM

 Weight Feeling: KTM

 C.G. Feeling: FC

 Weight Bias: KTM

FORK:

 Comfort: KTM

 Performance: KTM

 Bottoming Resistance: KTM

SHOCK:

 Comfort: KTM

 Performance: KTM

 Bottoming Resistance: KTM

BRAKES:

 Front Brake Power: KTM

 Front Brake Feel: KTM

 Rear Brake Power: KTM/FC Tie

 Rear Brake Feel: KTM/FC Tie

RIDING COMFORT:

 Machine Size: KTM has a roomier rider triangle and feels slightly narrower feeling

 Handlebar Feel: FC has Pro Taper, much better bar. 

 Grips: FC/KTM 

 Seat Position/Height: FC/KTM

 Seat Shape: FC/KTM

 Seat Stiffness: FC

 Leg Room: KTM

 Vibration: FC has less vibration feel

 Engine Noise: FC is quieter 

2020 Husqvarna FC450 Baseline/Start Up Settings

The 2020 Husqvarna FC450 has minimal changes to it from the 2019 FC450 and 2019.5 Rockstar Edition, so we took what we have learned with those bikes and tinkered with the 2020 version in order to get you the best baseline setting we could for a wide range of riders. After numerous hours and tests later we have come up with these suggestions as the best baseline setting so you can just go out and ride. 

 Suspension: The factory fork and shock settings are much softer on the 2020 FC450 so we did go a little bit stiffer on air pressure and softer on compression settings, but have found improved results in comfort, not just performance. All three test riders (155, 170, 195 pounds) that tried this setting agreed that the bike/chassis was calmer on acceleration and de-cel bumps. This setting will give the Husqvarna better hold up as well as help the front end from feeling stinkbug coming into corners. This setting was also well perceived on the 2019.5 Rockstar Edition as well. Our 195 pound rider preferred a 48N/m shock spring with the recommended shock settings below.

Fork:

Air Pressure: 10.9 bar

Compression: 14-15 out

Rebound: 11 out

Fork Height: 5mm

Shock:

L/S Compression: 11-12 clicks out

H/S Compression: 1-3/4 turns out

Rebound: 12 clicks out

Sag: 104-105mm

Shock: (195 pounds and over)

Spring Rate: 48N/m

L/S Compression: 14 clicks out

H/S Compression: 2 turns out

Rebound: 13 clicks out

Sag: 104-105mm

Rider Triangle: The standard Pro Taper handlebar that comes on the FC450 is low and flat, but fits the Husqvarna’s cockpit very well for most. I did want more height from my bar when I stood up, so I went with a Pro Taper Fuzion SX Race bend and this helped me get over the front of the bike more when standing. The SX Race bar worked well for riders from 5’8 to 6’1. The SX Race bend comes in a crossbar or crossbar-less style and is 800mm width, 87mm height, 54.5 rise, and 54mm sweep. If you’re looking for a better stand up feel from your Husqvarna look for handlebar close to this measurement. If you do like the stock bar try cutting the bar down to 803mm instead of the longer/standard 811mm. This will help you corner.   

ECU Settings: The 2020 FC450 has a much better map 2 ECU setting and doesn't need a re-flash like the 2019 or 2019.5 Husqvarna did. Map 2 is my preferred standard map in most conditions as it comes on a little sooner and pulls slightly harder than map 1. However, if you want to get more power, I recently tested a Vortex ignition mapped by Chad at XPR Motorsports on the 2020 FC450 with great results. If you’re looking for increased bottom to mid range while keeping that smooth/linear engine character Chad over at XPR has a couple maps that you could really benefit from. If you already have a Vortex you can simply send Chad your ECU and he can send you a “Keefer” map that we have tested on the 2020 FC450. A Vortex ignition isn't needed in all bikes but he Husqvarna really benefits from this modification.

Gearing: The 2020 FC450 comes with a 13/49 gearing ratio. This gearing should be just fine for most tracks, but if you want a little more mid range engine recovery and free-er feeling shock on acceleration, a 14/52 gearing ratio works well. The 14/52 gearing will require a new chain length and I usually go with this gearing when riding tracks similar to Glen Helen (aka faster choppy tracks) to settle the rear end under load.   

Chassis: Aftermarket engine mounts are all the rage right now and some of you may not have the money to spend on a pair of engine mounts for your Husqvarna. I will say that I don’t feel like the Husqvarna’s chassis is stiff, but I have heard from other lighter riders that it can be at times, so I decided to play around with torque specs on the engine mounts and stumbled across this. If you’re experiencing a stiff feeling chassis sensation and want the Husqvarna to settle while leaning (under throttle), there is an inexpensive way to achieve some extra front end traction. You can remove the left side upper engine mount bolt (upper right bolt only, as shown) and torque all other top engine mount bolts to 30Nm. This band aid will give you a more planted sensation when on throttle while leaning the FC450 through sweepers and fast straights. You will have to make sure that all engine mount bolts have blue Loctite to ensure they do not back out. You can also try torquing your swingarm pivot bolt to 95 Nm (instead of 100Nm) to help rear end traction out of corners. The downside to doing these mods is that the chassis will flex a little more, so if you’re riding deep tilled tracks this modification may be too “flexy” for some (especially when chopping throttle).  

Rear Axle Block Kit: Going to a Works Connection axle block kit or Ride Engineering axle block kit will get rid of the fixed left axle block on the stock Husqvarna’s axle. This will help the rear end to move more freely under throttle and improve the shock’s comfort on acceleration chop. Rear wheel placement isn’t as crucial on the Husqvarna as it is on some other 450’s we have tested so if your rear wheel placement is somewhere in the middle of the axle block marks, that will be sufficient for these recommended suspension settings. 

Airbox/Side Panel Modification: If you’re a 2019 or 2019.5 Husqvarna owner do yourself a favor and get the 2020 left side airbag cover as that will get you snappier throttle response at low rpm’s. 

2020 Husqvarna FC450 First Impression

It’s no secret that a Husqvarna was one of my favorite machines to ride in 2019. I liked it so much I went and purchased a Rockstar Edition and rode the crap out of it. I recently got my hands on the new 2020 Husqvarna FC450 and jotted down some initial thoughts for you all to go over just in case you wanted to know how it compared to the 2019 version. I will say that there are only a few updates to the 2020 model, but that doesn't mean it can’t feel drastically different on the track. Here are ten important things I feel you all should know about the 2020 Husqvarna FC450. 

WP XACT Suspension: Don’t let the name fool you. WP just did some re-branding and is now using the XACT name for 2020 WP suspension. This is NOT some new technology that just came out, it’s just a name change. However, with that being said, WP/Husqvarna did change quite a bit to the 2020 suspension settings as they now have their own proprietary setting for the FC450 model (which means they do not share a setting with KTM anymore). Husqvarna went to a softer air pressure setting in the fork to match the valving (going from 10.9 to 10.7 bars in 2020) and also went from a 4.5 rear spring to a 4.2 rear spring. Husqvarna is trying to achieve more comfort for the average rider with these settings in 2020.

Gearing: Husqvarna went from a 13/48 to a 13/49 to help third gear recovery. Having a 13/49 helps the transition when shifting from 2nd-3rd gear and lets the rider feel increased rpm response. I approve of this gearing! 

New Mapping: I love that the Husqvarna’s come with a on-the-fly handlebar map switch that offers two maps to choose from (without having to stop). For 2020 map one is what they call the ‘standard’ map, which is designed to have a controllable longer/linear power that is geared towards the non aggressive type of rider. Map two, on the other hand, is what Husqvarna is calling the ‘aggressive’ map that is supposed to be stronger across the board and although it is, it still is very linear feeling. Map two will not explode you out of a corner, but instead give you some added bottom/mid rpm response as well as have a more free feeling engine character. To me the lack of engine braking on map two makes the softer feeling fork dive less on de-cel. TC is still available and works just as good as 2019 so don't be scared to try it. If you ride hard pack tracks or slippery terrain do yourself a favor put your 2019-2020 Husqvarna FC450 on map two with the “TC” light on and thank me later.  

Piston Design: There is an updated piston skirt design for 2020 that is said to help improve durability. Don’t worry I will be the judge of the said durability improvement so make sure you stay tuned to future Rocky Mountain ATV Keefer Tested Podcasts. 

Dunlop MX3S Tires: Everyone enjoy these tires on the 2020 Husqvarna’s and KTM’s because we will not see them come 2021 on production machines! Dunlop is forcing manufacturers to go to the MX33 come the year 2021. 

Engine Feel (On Track): The engine on the 2020 Husqvarna FC450 does feel slightly different than the 2019. The overall engine character still has that smooth easy to ride feel, but with slightly less engine braking. Coming into corners you can feel less drag on the engine and less movement in the chassis. When in map two there is also more mid-range rpm response on the 2020 thanks to the mapping changes Husqvarna made. No more lean top end de-cel pop and rich bottom end feel that hampered the 2019 version. If you’re looking for a hard hitting 450 engine character this isn't your type of machine. However, if you’re looking for an easy to ride, connected to the rear wheel feel, deceivingly fast type of power, the Husqvarna could be just what you’re looking for. 

Suspension Feel (On Track): Husqvarna/WP will tell you that they set up their 2020 suspension settings for the average consumer that wants comfort out of their motocross machine. They succeeded in getting less mid stroke harshness (de-cel) out of the AER fork, but to me the setting was too soft. I also understand that I am not the target consumer Husqvarna is trying to market this bike to so I took this into consideration. The action of the fork is smoother feeling than last year’s fork setting, moves more in the stroke, but gives the rider a considerable amount of front end traction (for an air fork) on braking bumps. This fork will feel low if you’re a heavier or aggressive type of rider, so going up to 10.8-10.9 bars would be in your best interest. Slowing the rebound down a couple clicks on the fork will also slow the action down a little and keep it from diving too much on jump faces and g-outs. Also don't forget to bleed your AER fork before every ride. Yes, it has bleed holes.

The WP rear shock still likes a sag of 105mm, but the overall feel of the shock is slightly empty feeling (soft) at the end of the stroke. If slamming into steeper jump faces or g-outs you will bottom out and see rubber marks under the rear fender fairly quickly. If you’re experiencing a lot of this, stiffening your high speed compression a quarter turn and turning in your low speed compression a couple clicks will help the shock’s end stroke feel. What the 2020 rear shock does do better than the 2019 is offer more rear wheel traction on acceleration bumps. The rear wheel drives through square edge chop better and doesn't give the rider a harsh/spike feel like the 2019 shock did.    

Subframe/Motor Mount Bolts: Keep an eye on your two rear subframe bolts and engine mount bolts. On our test bike they worked their way out a little so make sure to keep some blue loctite on them and check them every so often.

Handlebar: The Pro Taper EVO bar is straight and flat, but long at 811mm. Do yourself favor and cut the bar down to 803mm and watch your cornering improve. 

What Do I Really Think: The 2020 Husqvarna FC450 is one of the easiest bikes to ride and can be enjoyed by a wide range of riders. I like this attribute! It’s user friendly 450cc nature is not too aggressive for the less experienced type of rider, yet still can get a very experienced rider around the track in a hurry, without a lot of effort. The WP suspension is softer than last year, but also gives the rider slightly more comfort on small bump absorption. The overall feeling of the bike is light around the track and allows the rider to open up his line choices. I will be testing the 2020 Husqvarna FC450 more in the coming weeks and will be getting you some optional settings to try so make sure you stay tuned to pulpmx.com and keeferinctesting.com in the coming weeks.   

Top 5 Mods For The 2018.5-2019.5 Husqvarna FC450/Rockstar Editon

Not everyone wants to “add” parts to their new dirt bikes, which is fine, but for those that must tinker, we put together a “Top 5” must haves that we would recommend. We will be doing these “Top 5” articles with all of the new 450F/250F machines and will be splitting the information up between pulpmx.com and keeferinctesting.com. These mods are recommended, by us, through countless hours of testing. If you don’t find a specific aftermarket company that you prefer in this article, don't fret, email me at kris@keeferinctesting.com and we can talk it out like adults should. Again, we will not push something on you unless we know it works. These mods that are in this article will work for the 2018.5/2019/2019.5 Husqvarna FC450 and Rockstar Edition models. 

1. ECU Re-Map: The 2019.5 Husqvarna FC450 Rockstar Edition still feels a little rich on bottom end and lean on top end. The 2019.5 ECU settings are slightly better than my 2018.5 that I purchased, but it’s still not close to where it needs to be. Getting a simple re-flash of your ECU from Jamie at Twisted Development will help the sluggish feel off the bottom and get you more bottom-mid range RPM response. It will make the “light on paper” FC450/Rockstar Edition actually feel light on the track. If you can’t splurge for the Vortex ignition then go with a re-flash of your stock ECU. This is my first “MUST HAVE” on this machine. It will change the character of the Husqvarna for the better.    

2. Black Throttle Cam: A close second to getting this sucker better through corners is installing the black throttle cam so there isn't a huge lag in response mid-corner. With the standard throttle cam the bike comes on soft and then has a big hit that can upset your rolling corner speed. THIS DRIVES ME NUTS! Installing the black cam will help the transition at 0-15% throttle opening through corners. Some dealers will install this cam before purchase, but it’s good for you to check by simply unbolting your throttle housing and checking your throttle tube for the black throttle cam.  

3. 14/52 Gearing: Want to make your shock feel better and help your third gear pulling power? Try going to a 14/52 gearing and you’ll notice a slightly better third gear pull as it could possibly make leaving your RE in third gear through corners much easier. Going up to a 14/52 gearing ratio also helps relax the shock under load, which makes connectivity to the rear wheel more positive. I have tried 13/49 gearing and although it has better recovery than the stock 13/48 and 14/52 gearing, the 13/49 set up didn't add to the shock’s/rear end comfort like the 14/52 ratio did. Try it!  

4. Handlebars/Bar Bend: I have tinkered way too much with this over the past couple years, but I feel like I have finally honed in on a good handlebar bend. I have stuck with Pro Taper’s SX Race bend for my style of riding and my height. The SX Race bend is slightly taller than the stock Husqvarna bend (+7mm), but is not so tall where it affects my corners. The SX Race bend also comes standard with a length of 800mm, which is the exactly the right amount of length most of us are looking for. The stock Husqvarna bend is long (811mm) and gives me a hard to lean feel through corners. I also went with a Fuzion (crossbar style) bar, but that is simply just preference as I could easily go back to a Pro Taper EVO style as well. 

5. Airbox Mod: You want a little more excitement out of your Husqvarna’s low end? Drill some 1/2 inch holes in the left side airbox cover (as shown) and you’ll get some increased throttle response throughout the RPM range. Rumor has it that all FC Husqvarna’s will be coming with pre-drilled air vents come 2020. The Husqvarna airbox is smaller than the KTM so there his more benefit on the track doing this to the Husqvarna versus the KTM. 

Extras: Kris what about suspension? The AER fork is decent and I can ride with it, but yes of course I would recommend a set of WP Cone Valve forks if you want maximum comfort and front end traction. Do you need a Trax shock? The answer is, “no”. The stock shock is quite good and has tons of comfort. Yes, you can run CV forks with a stock shock. I’ve done it and it works just fine. The AER fork performance is good, but still will change on you throughout a long day of riding.

Keep an eye on motor mounts, spokes, and sprocket bolts as they come loose because of the Husqvarna’s vibration. Yes, the steel frame bikes vibrate a little more than the aluminum frame bikes, so that means you need to check bolts more often.

2019.5 Husqvarna FC450 Rockstar Edition First Impression

The latest Husqvarna has hit our grubby little test hands and we are here to let you in on what we thought of it. The 2019.5 Husqvarna FC450 Rockstar Edition has some small changes from the previous version, but we wanted to see if those changes made a difference on the track. Not to be outdone by the orange side, Husqvarna has a few different bits and pieces to their bikes to separate themselves from the brigade. Below are ten things that you all should know about the latest “Edissssssssshhhh” offering from Husqvarna.    

What are the changes to the 2019.5 Husqvarna Rockstar Edition?   

Rockstar team factory racing graphics
New CP box-in-box piston & new PANKL connecting rod 

New topology optimized rocker arms

New factory machined anodized triple clamps 

Factory start for front fork
Black frame
Composite skid plate

New FMF 4.1 Slip-On muffler
New Factory D.I.D DirtStar wheels

Factory GUTS Racing seat cover
Semi- Floating front disc
Front brake disc guard
Black rear sprocket 

Pro Taper EVO handlebars

ODI soft lock on grips

 Engine: On paper there are only three pieces to the RE’s engine that have changed… The CP box in box piston, the Pankl connecting rod with brass bushing, and topology optimized rocker arms. Now with those three things in mind I wasn't expecting much change from the 2019 KTM FE, but to me the free-feeling of the engine is slightly more noticeable in 2nd and 3rd gears than the orange bike. When revving the Rockstar Edition out in second gear there is much less engine de-cel drag than the 2019 version. The RE also feels like it pulls farther in second gear than the 19, but the overall bottom end delivery has slightly more RPM response due to the FMF slip on muffler. I tried the stock Husqvarna 2019 muffler at this test and it provided a smother roll on power delivery than the FMF, which made rolling corners easier, but the FMF system had more punch out of the corner.

ECU Settings: ECU settings are the most important piece to your modern day four stroke engine. An ECU setting that is spot on can help the bike’s chassis and an ECU that is not mapped correctly can hurt handling on the track as well. The Husqvarna’s ECU setting is not as good as the KTM FE in stock form, plain and simple. Yes, it’s the same ECU as the KTM, but feels different on the track! Why? I DON’T KNOW!!!!! I only know what I feel on the track and I am telling you it’s not the same low end delivery. It’s slightly rich off the bottom (0-10% throttle opening) and has a slightly disconnected feel to the rear wheel, which hurts the handling of this bike mid corner. It’s tough to roll the corner smoothly with that jerky on/off feel from the mapping (on very low RPM only). To help remedy some of this I experienced with back pressure on the muffler. With the stock mapping, the FMF slip on needs some back pressure, so installing the insert into the muffler can help that 0-10% throttle opening. Once I got some added back pressure, the Rockstar Edition smoothed out on low RPM and gave me some connection back to the rear wheel through/out of corners. Map 1 (linear pulling power with less throttle response down low, but more top end pull) and Map 2 (more pulling power/RPM response down low and slightly less pull up top) also has a distinct difference on the track and are more noticeable than the 2019 mapping choices. This is all good news for future RE buyers.  

Chassis: If you're a Husqvarna owner you know that it takes more time to break in the 2019 steel frame compared to a Japanese aluminum framed motorcycle. I have only a few hours on this chassis and it still has that firm feel to it much like the KTM FE did. It takes a good 7-8 hours on this frame to feel broken in or “relaxed” on the track. The RE turns as good as the 2019 version (once mapping has been remedied) and all the same excellent “change of direction” qualities are apparent on the RE as well. Straight line stability is not the best of the 450 bunch, but not the worst neither.   

Suspension: WP has changed their branding strategy so don’t freak out about the XACT name just yet (we can explain that one in another article). I do like the silver color change that WP has done for the RE/FE line of suspension and that color change will also be on the 2020 production models. The WP AER fork has an updated piston that allows for a tighter tolerance along with valving updates. The standard air pressure fork setting has also now gone up from 10.5 bars to 10.9 bars on the RE. The rear shock likes a sag of around 105mm, but the overall feel of the RE’s WP suspension is slightly firmer with more hold up than the 2019 model. Would I rather have a spring fork? Of course, but the updated AER fork does have some qualities that I like. I like that the front end feels light (de-cel/off-throttle) while keeping front end traction high enough so I don’t have to change my riding style up. I am a front end steering rider and the AER fork will give you what you need on initial lean. The mid stroke of the RE’s WP fork has a free-er feel and the action seems smoother than 2019, which makes for a plusher ride. The shock doesn’t feel that much different to me than the 2019, but then again, I never had a problem with the 2019 shock.    

Gearing: It comes with a 13/48, but with the FMF slip on muffler, it doesn't need that extra tooth like the KTM does. The FMF has more bottom end pull than the Akrapovic so stock gearing is just fine. 

Lightweight Feel: You would think with an engine character that is so smooth down low and linear feeling, that the Rockstar machine would feel heavy on the track, but it feels quite the opposite. It’s light, flickable, and if you want to make a sudden line change, it can do that exceptional as well. Leaning into corners and keeping it leaned all the way through the corner is the Husqvarna RE’s strong suit. I can also stand up through corners much easier on this machine (compared to other colored machines) due to the lightweight nature and slim feel.

Pro Taper Handlebars: Say what you want, but handlebars are a huge piece to a bike’s puzzle. Compared to the KTM/Neken combo, the Husqvarna/Pro Taper combo is much friendlier to the hands/wrists out on the track. There is less vibration and more dampening character through the EVO bars, which I prefer on rough tracks. 

FMF Slip On: The FMF slip on has better RPM response and more excitement than the Akrapovic. The FMF is louder than the Akrapovic, but the FMF also needs that insert put in with the stock mapping. If you have an FMF system already on a current Husqvarna/KTM model than that insert (that’s probably still in your box or garage) will work inside this new system on the RE.   

GUTS Racing Seat: Just like the KTM seat, this GUTS seat is very grippy, but also will eat your butt cheeks up on a long day of motos. The foam itself is not the problem, it’s just that the pleats on the seat are very aggressive. Just be ready to spackle the cheeks up with some Bag Balm if you're riding sand or plan on doing a long day of riding.

Factory Trips Clamps: The Husqvarna aluminum factory CNC-machined triple clamps feature optimally tuned steering stem stiffness, in order to try and achieve perfect alignment and precise fork clamping for a highly responsive and smooth fork action. They can be adjusted to an offset of 20 or 22mm that gives you the option to change your Husqvarna RE for different track conditions. I noticed zero added rigidity riding with RE’s clamp (compared to the stock 2019 clamp). I also didn’t notice any improvements on the track (with the the RE clamp), but the blue does look eye popping!    

So which new “Edition” machine should you get? The white one or the orange one? These bikes are like 1A and 1B and both have minute differences on the track. I prefer the Husqvarna’s components (with the FMF slip on, GUTS seat, and Pro Taper handlebars), but I also like the KTM’s low RPM feel a little more than the Rockstar bike. Find out what is more important to you and go that route. However, just know when it was time to spend my own money on a dirt bike, I did choose the Husqvarna Rockstar Edition.  

If you want to learn more about this 2019 Husqvarna 450 Rockstar Edition, listen to the Rocky Mountain ATV/MC Keefer Tested Podcast on iTunes, Stitcher, or here on keeferinctesting.com right now. We try hard to give you a couple different avenues to digest your dirt bike information.   

Comparing The 2018 Husqvarna FC450 Rockstar Edition To The 2018 FC450 Standard Edition

What exactly does the 2018 Husqvarna FC450 Rockstar Edition do differently on the track compared to the standard 2018 FC450? Is it worth the extra money? Isn’t that always the question? Is the juice worth the squeeze? After putting over 13 hours on the bike in just over two weeks I wanted to break down what the differences are on the track. If you want to learn more about the 2018 Husqvarna FC450 Rockstar Edition and the changes that it received click on this link to learn all about it: https://www.keeferinctesting.com/motocross-testing/2017/12/6/2018-husqvarna-fc450-rockstar-edition. 

Engine: The standard 2018 Husqvarna FC450 comes on smooth and builds RPM’s calculated which leads the rider to have maximum rear wheel traction. The Rockstar Edition is not different in that aspect, however with the engine changes Husky made to the “RE” it does have slightly more pulling power down low. The RPM response isn’t better on the RE, but getting out of the corner the 2018.5 machine pulls 2nd and 3rd gear just a tad harder. I still would like to have more RPM response like the Honda and Yamaha have, but what I do get out of this Rockstar Edition engine is a ton of connectivity from my throttle hand to the rear wheel. I can get on the gas so much sooner on this Husqvarna than I can on any Japanese model. My lap times are deceivingly fast because I simply don’t feel like I am charging that hard. When I do lap time comparisons on the Rockstar Edition in comparison to the 2018 FC450 and YZ450F, I am consistently 0.4-0.8 seconds faster a lap on the Rockstar Edition over the course of 15 minutes. What is even more confusing is that I don’t feel faster, but with how much rear wheel traction I have I can see why I am faster around the track on the RE. The Husqvarna engine also lets you pull second gear farther than any other 450cc model available (minus the KTM 450 SX-F). I did change the stock 13/48 gearing to a 14/52. On paper both of these ratios are the same, but the 14/52 gearing helped liven up third gear in corner for me. I could utilize third gear more with better RPM response than the stock gearing. Since I was on the prowl for more throttle response, I tried the smaller black throttle cam. The smaller throttle cam gave me more excitement down on low RPM’s, but it was harder to control through corners and I felt I lost some of that connectivity to the rear wheel some. It is a great option however for you rider that hit sand tracks and softer tilled dirt. The RE’s engine is slightly better than the standard 2018 FC450, but nothing that is life changing.

Chassis: This is where I think most of the improvements between the two Husky’s are felt on the track. The problem with the standard FC450’s chassis is that although super compliant and comfortable on intermediate to hard terrain, once you get on a softer, tackier type track and start to really push, you can feel the frame flex under loads. On east coast dirt the Husqvarna and KTM frames are not as magical as they are on the west coast hard pack dirt. The standard frame is great on square edge, choppy terrain, but if you have a long sweeper with some rolling whoops you can feel the frame flex and then release which gives you a swapping sensation out of the rear end (I can feel this on the west coast as well). It unsettles the rear end and forces the rider to let off the throttle. The new RE feels more planted from the swingarm pivot bolt back and has a more solid feel. Rigid? No. Solid? Yes. Some magazines are mistaken the solid feel for a harsh feel in the fork, but that couldn’t be more further from the truth. The new Rockstar Edition chassis carves corners with ease and feels super light on the track. It actually feels lighter than the standard edition when needing to make a sudden line change. Straight line stability is improved even with the solid feel and I can hang it out out a little more with the newfound solid feel. Since Husqvarna gave us 10mm more rear wheel chain adjustment space, I tried this and found it to be better for rear wheel traction, but also lended me a broken rear fender. If you bottom out the rear shock a lot (which is not that hard to do with the Rockstar Edition) be careful about putting the rear wheel too far back because when you bottom out, it could break the rear fender where it mounts up underneath the seat like it did on me.

Suspension: Now I have a theory about this Rockstar Edition suspension. I call it a “theory” because I didn’t speak directly to any of Husky’s R&D testers yet about this. As a production tester I kind of know how things are developed and feel Husqvarna went a little softer on their suspension settings because their RE frame was a little stiffer now. It makes sense to me and you can feel the soft suspension immediately once out on the track. The RE WP AER fork has a standard air pressure setting of 10.5 bars (from 10.8 on the standard edition), but I go up to 10.6-10.7 bars on jumpier style tracks. The fork bottoms out on flat landings and up steeper jump faces. On de-cel bumps (off throttle) the RE fork is better than the standard FC450 however. On throttle though the Rockstar Edition fork feels like it has less traction than the standard FC450 fork. When accelerating over some braking bumps or hitting the tops of acceleration chop the front end feels less planted to the ground than the standard version. If you are coming into a corner and chop the throttle the fork has a pretty comfortable mid-stroke feel, but once back on throttle the fork feels slightly harsh and has some deflection. Out back the shock is soft on high speed compression plain and simple. The shock has a good damping character at the beginning and middle part of its stroke, but near the end it just falls away and feels empty. I would like to see WP/Husqvarna fill that part in with some more high speed compression damping force. I tried going stiffer on the high speed, but it hurt the rear end comfort on acceleration chop for me too much for me to justify the change. I did go in four clicks on the low speed compression and slowed the shock down three clicks to try and get it to hold up just a bit more for me. Overall, the FC450 Rockstar Edition has a softer feel to it, but both ends of the machine feels balanced. I will be looking for more hold up and increased comfort in the common weeks so stay tuned for a Keefer Tested podcast on some updated specs.

Ergonomics: The standard 2018 FC450 was tough to lift my leg up high into corners because the mid shroud area always snagged my pant/knee braces. The KTM was even worse yet, but the new RE FC450 is much slimmer feeling and the rider sits more on top than in. I also can grip with my legs better and I don’t feel like the rear end of the bike is as fat as it once was. Some magazines were bitching about the lower bar bend, but I actually like it. I tried a slightly higher bend and I hated it so I went back to stock. For all you Husqvarna/KTM owners out there do yourself a favor and stick with a low/flat bar bend. Both of these bikes are a little front end high anyway and you don’t want to compound this with a higher bar. The gripper/pleated seat works well, but make sure to have some Bag Balm on hand to rub on your ass! This seat tears my butt up! I am working with a chaffed ass here people! I love riding this bike so much, but I pay the price when I get home that evening.

In closing the 2018 Husqvarna FC450 Rockstar Edition is a better machine than the standard 2018 FC450. If I was going to by a Husky (which I just might do) I would be willing to pay the extra grand or so for this model for the simple fact of the chassis and the small engine improvements that come with it. Stay tuned to pulpmx.com and keeferinctesting.com for more on-track testing info from this white stallion.

2018 Husqvarna FC450 Rockstar Edition

Husqvarna brought out the red carpet for their all new 2018 FC450 Rockstar Edition in downtown Los Angeles at the OUE Skyspace. Jeff Emig hosted the event to unveil the new machine as well as all of the Rockstar Energy Husqvarna riders. Jason Anderson and Dean Wilson have been riding the new Rockstar Edition for just over a month now and both have said that it does feel a lot different from their previous machines they were on. Once both riders got acclimated they noted that the chassis was the most noticeable difference, as front wheel traction was much better through flat corners than the previous models they both raced. There is not an MSRP set yet for the bike at this time so look for that soon. We will be able to hop on one to test in a couple weeks so stay tuned for a full podcast about how the Husqvarna works out on the track. In the meantime here are some photos of the Rockstar Edition FC450 as well as some specs for you all to gander. 

FC 450 ROCKSTAR EDITION – UPGRADE HIGHLIGHTS

• Frame offering increased longitudinal rigidity
• Carbon fiber reinforced skid pate
• New 2-piece subframe design (0.5 lb lighter)
• Chain adjustment length increased by 5 mm
• Mechanical holeshot device offered as standard
• Stiffer upper triple clamp 
• Triple clamp protector integrated into the front number plate
• WP DCC rear shock featuring new piston and updated setting 
• 260 mm floating front disc with standard front disc protector
• ProTaper handlebar with new bend
• New flow-designed resonance chamber
• Shorter and more compact silencer
• New generation Li-Ion 2.0 Ah battery
• Updated cooling system featuring new center tube
• External fuel line moved inward for added protection
• More compact SOHC cylinder head (15 mm lower & 1 lb lighter)
• Gearbox produced by Pankl Racing Systems
• Billet Rekluse clutch cover
• Redesigned bodywork

The 2018 Husqvarna FC450 Rockstar Edition 

               The new Husqvarna comes with a Rekluse Factory Racing clutch cover.

No FMF or Akrapovic here. Husqvarna wanted to stick with their own branded production muffler with the new machine. 

                                An updated floating 260mm waved disk is now used. 

                A new lower bend Pro Taper handlebar and a top mount that is stiffer. 

                                            Standard mechanical holeshot device. 

                                             New racing inspired ribbed seat cover.  

                                                Carbon fiber reinforced skidplate.

Updated WP AER fork settings and these cool new lower triple clamp protectors built into the front number plate. 

FC 450 ROCKSTAR EDITION

ENGINE

Engine type

Single cylinder, 4-stroke

Displacement

449.9 ccm

Bore/stroke

95/63.4 mm

Compression ratio

12.75:1

Starter/battery

Electric starter / Lithium Ion 12V 2.0Ah

Transmission

5 gears

Fuel system

Keihin EFI, throttle body 44 mm

Control

4 V / SOHC with rocker levers

Lubrication

Pressure lubrication with 2 oil pumps

Gear ratios

16:32 18:30 20:28 22:26 24:24 -

Primary ratio

31:76

Final drive

13:48

Cooling

Liquid cooling

Clutch

Wet multi-disc DDS-clutch, Magura hydraulics

Ignition / Engine Management

Keihin EMS

CHASSIS

Frame

Central double-cradle-type 25CrMo4 steel

Subframe

Carbon fiber reinforced polyamide

Handlebar

Pro Taper, Aluminum Ø 28/22 mm

Front suspension

WP USD, AER 48

Rear suspension

WP Monoshock with linkage

Suspension travel front/rear

310/300 mm

Front/rear brakes

Disc brake Ø 260/220 mm

Front/rear rims

1.60 x 21"; 2.15 x 19" DID

Front/rear tires

80/100-21"; 120/90-19"

Chain

5/8 x 1/4"

Silencer

Aluminum

Steering head angle

26.1°

Triple clamp offset

22 mm

Wheel base

1,485 ± 10 mm / 58.5 ± 0.4 in

Ground clearance

370 mm / 14.6 in

Seat height

960 mm / 37.8 in

Tank capacity, approx.

7 l / 1.85 gal

Weight, without fuel, approx.