Tested: 2019 Husky Four-Stroke MXers

We recently had the chance to attend the media launch for the 2019 motocrossers in Florida, USA. It was the first time we got the opportunity to eyeball these bikes in the flesh and, more importantly, throw a leg over the four-stroke range.
So, would we say these 2019 Husqvarnas are refined or reinvented? Do they simply mirror the updates we already saw when KTM launched their 2019 MX range? Or has Husqvarna taken a further step in the “design divergence” direction for 2019; a step away from their orange cousins that roll off the same production line in Austria?
Here’s a top-line insight into how the 2019 machines have changed – in terns of both their componentry, performance and overall character.

Four-Strokes

The 2019 FC250 and FC350 may have a new exhaust, clutch and transmission, and revised EMS (Engine Management System), throttle body and electrics, but on the track they don’t feel much different to their predecessors in the power delivery department – which is not an issue because these machines already pump out the class-leading power figures. Plus, with more efficient cooling systems for 2019, the high-revving 250 and 350 should be less susceptible to performance fade when the going gets tough in wet or sandy conditions.

The 2019 FC450’s performance gains are more apparent. In addition to the mods to airbox, exhaust and mapping, the headlining change for the 450’s engine (whose completely redesigned cylinder head is, incredibly, 50mm shorter than its predecessor) has given this already impressive powerplant broader power and better throttle response, especially at lower revs. But it remains amazingly forgiving and user-friendly. Combined with the weight savings (a 550g reduction in the cylinder head alone) and mass centralisation, the 2019 FC450 also seems to have taken the biggest step forward when it comes to agility. Weighing in at just 101kg (that’s with fluids, but no fuel), it’s only 1kg heavier than the 2019 FC350. And to put that in perspective, the other 450cc motocross bikes (KTM aside, that is) are between 4 and 9kg heavier than the FC450, despite the fact a few of them don’t have an electric start (which generally adds 2-3kg).

Did I have favourite four-stroke in Husky’s 2019 range? Well, I found it impossible to look past the FC350. The FC350 is only 500g heavier than the FC250, but still lighter than most other 250Fs on the market. It’s got more bottom-end than the FC250 when you needed it to pull out of a boggy corner, and it’s more playful than the FC450. That’s not to say the 450 was a struggle to ride, by any means; it was just a bit too much bike for a Clubman-level rider to be able to confidently throw around. And over the course of a 30-minute moto, the 450 is noticeably less forgiving than the 350.

THE COMPONENTRY

Husqvarnas are known for coming out of the box with a range of high-quality componentry, designed to save you from forking out extra cash for aftermarket bits and pieces. And here are few of our favourite components:

Map-Selector Switch & Launch Control – Designed for easy operation, the standard map switch on all four-strokes activates launch control, selects between two engine maps and activates the traction control feature. Both traction control and launch control use updated settings for 2019, which seem to offer improved traction off the start – especially on slick tracks – with maximum benefits available when both system are activated. With the engine at idle, launch control is engaged by pressing both TC and MAP buttons simultaneously for about two seconds. The LED lamp will blink continuously, meaning the system is active. This function limits the amount of power to the rear wheel, improving traction and preventing loss of control under hard acceleration.

Traction Control – Traction control comes with updated settings for 2019, which is claimed to offer a bigger advantage in wet or muddy conditions. The traction control can be selected to an ‘On’ or ‘Off’ position from the handlebar switch. It functions by analysing throttle input from the rider and the rate at which RPM increases in the engine. If the RPM increases too quickly, the EMS kicks in and slows down the speed of the rear wheel (via changes to the map’s ignition timing), giving the tyre a chance to maintain traction.
Magura Hydraulic Clutch – The extremely reliable, high-quality German-made clutch is what in the past has set these bikes apart from the rest. Who doesn’t want an even wearing, almost maintenance-free clutch? We certainly love it.
WP Suspension – WP’s AER forks are back for 2019, and why wouldn’t they be? As a whole, these forks have been very well received by the market. The updated 2019 suspension settings across the board produce a plusher and more progressive action at both ends, with slightly better bottoming resistance. For example, we started off with the standard fork pressure and progressively stiffened the fork (and shock) to cope with the larger holes and braking bumps that developed on the Florida test track. The updated settings kept the bikes’ handling predictable, with model-specific settings making all five bikes a treat to ride all day. The fork, in particular, was a standout for me. It followed the ground really nicely, didn’t dive coming into any of the choppy corners, handled well through the sandy rollers, and still offered a sure-footed, planted feel when the front-end was loaded up on hardpack flat turns.

SMALL CHANGES THAT HAVE MADE A BIG DIFFERENCE

It’s clear that Husqvarna’s design team is more immersed in the detail than most, and it really shows in the quality of finish these machines boast. Here are a few standout examples of what we mean:

By moving the exhaust flange forward (the exhaust’s muffler and header pipes now join next to the cylinder head, not further back near the subframe), shock absorber removal is now a lot easier. You no longer have to go through the annoying process of removing the muffler and loosening the header simply to drop the shock out of the bike. The exhaust junction is now supported by a nifty little bracket that hangs off the engine mount, and combines rubber bushes and an eyelet for the exhaust spring to attach to.

The swingarm has been lengthened by 5mm (but only behind the rear axle) to accommodate a larger range of wheelbases. With previous year-models, if you wanted to add another link or two to your chain, you couldn’t move the rear axle back far enough to get the correct chain tension. With the 2019 swingarm, you can. Smart! But to be honest, obvious too.
The subframe has been extended slightly to give the rear guard more support when it’s caked up with mud. This also comes in handy for lifting the bike on and off the stand, because the shape of the new plastics make it impossible to get your fingers in those edge seams on the rear guard. You now grab the entire guard and subframe to lift the rear-end.

A stronger lithium-ion battery has been fitted for 2019, and the electrical harness all sits on the one plastic tray. This makes it easier to remove the bike’s entire wiring harness in one go, plus Husqvarna claims the relocation of capacitor and reg rectifier to the tray will eliminate the failures they’ve experienced in these components (previously caused by vibration).

Have you seen the “plug-in stand”? Husqvarna took the old rear-axle triangle stand and gave it an overhaul by designing an ingenious product that acts as both a sidestand and a brace/chock for the bike’s air fork during transportation. It comes with a couple of handy clips designed to secure a T-bar. Like the WP fork pump, the plug-in stand is expected to come standard with Husqvarna’s 2019 MX models.