Husqvarna’s new line of motocross bikes was unveiled this week at Budds Creek, Maryland and of the six models that will be imported to the U.S., four were completely and totally redesigned. The FC450, FC350, FC250 and TC125 were all-new for Husqvarna, while the TC85 and TC250 two-strokes return with moderate updates. Earlier in the summer, the off-road bikes were shown. They featured some change, but were not complete redesigns like the four motocrossers. For a look at those models, click here.
With only one day to ride the new bikes, we got a fair grasp on what the new year will hold. More thorough testing will follow later, but if you’re on the list for a new bike, here’s what to expect.
THE MOTHER SHIP
The people at Husqvarna still don’t like their products to be compared to those of KTM. Even though the two companies share ownership and the motorcycles are produced in the same factory with many of the same parts, Husqvarna is trying to distinguish itself with its own identity. The dealerships, the marketing, the price structure and the race teams all are separate. And if you compared the motorcycles themselves, there are substantial differences. It’s very difficult to say with any certainty how many parts are interchangeable because they have different part numbers and different markings, but we would guess that about 15 percent is pure Husky. But beyond the parts list, the philosophy between the two brands is different. Husky is more of a premium brand, and the prices are generally higher. The performance is different, too, because all of Husqvarna’s testing is done in Europe. That doesn’t mean Husqvarna is using Euro KTM specs. The Husky fork, for example, doesn’t appear anywhere else. In Europe, KTM uses a WP air fork. In America, the orange bikes come with a U.S. spec WP 4CS. Only the Husqvarnas have a 4CS that was designed and tested in Europe.
Another big difference between the two brands is Husqvarna’s composite airbox/subframe assembly. For the last two years, this design actually worked against Husky. Even though the design was more advanced, it was more restrictive. For 2016 that situation has reportedly turned around, and now the polyamide airbox is said to flow more freely than the one on the KTM.
For a complete rundown on all of the technical changes for 2016, scroll down; Husqvarna’s press release is included here. Here’s what we thought of the bikes that we rode at Budds Creek.
HUSQVARNA FC450
Compared to the previous Husky 450, the new one is 10 pounds lighter. That’s obvious right off the bat. The bike feels lighter and smaller. It might not be the lightest bike in the 450 class; that honor probably fall to the KTM or the Kawasaki. But the Husky will be within a pound or two of those bikes. And it has an electric starter.
That starter, by the way, is awesome. If you’re worried about not having a kickstarter back-up, don’t. Last year we found that if you bump-start a Husky with a dead battery, you’ll have a full charge after 20 minute of riding. The new model has a lithium ion battery that accounts for 2 pounds of the weight loss. The only drawback is that it’s cold blooded. It literally makes less power when it’s cold. As you crank the motor, the battery heats up and gets stronger.
The new motor is a brute. Once again, it’s in the running for best in class. We didn’t have our pocket dynamometer at Budds Creek, but the hills there told us enough. The Husky has more of a free-revving feel than before, and we suspect a higher rev ceiling. It’s a brute. The new launch control mode takes a little power right off the top, but we found it was a little awkward to use. More time in the saddle is clearly required.
In 2015, comfort was the bike’s most severe shortcoming. Now, it has rubber-mounted bars, a softer seat and softer suspension. That all adds up to a bike that’s much more pleasant to ride. Will the suspension be improved overall? We think so. In one day of riding on a track so far from home, we can’t really report on that, but so far, we’re pleased with what we’ve seen. It seems that the suspension settings were designed with novice and intermediate riders in mind.
HUSQVARNA FC350
This is going to be the bike that everyone fights over. The FC350 is probably just as fast in full cry as a stock Honda CRF450R. It accomplishes that by revving to about a zillion rpm. If you’re honest enough to understand that having 450-level power isn’t necessarily an advantage, the 350 gives you the option of not revving out. It has the longest usable powerband of any bike we’ve ever ridden. Down low, the power output is soft and gentle. It’s only when you dab the clutch that the motor goes crazy. The engine is much more willing to rev than it was last year. It gains rpm fast, which makes the clutch a particularly effective tool in the bike’s inventory.
Another big improvement is weight. Like the 450, the 350 lost a significant number of pounds, gram by gram throughout the engine and chassis. The steering geometry is quicker and the bike is very agile overall. Also like the 450, the 350 has a cushier ride. The aforementioned suspension, bar mount and seat changes have a lot to do with that, but Husky engineers claim that the new frame is part of the difference, too. It’s said to have more flex on a vertical plane but more lateral rigidity. The suspension on the 350 also seemed to be well suited to the rolling hills and hard landings at Budds Creek. We hope it works as well at home.
HUSQVARNA FC250
Up front, this is the most improved bike in Husqvarna’s line. The 2015 FC250 had potential, as Zach Osborne proves week in and week out, but it was a hard bike to love. It only made power way up high, and even if you could keep it up there, it wasn’t as powerful as the KTM or Yamaha.
The new bike isn’t like that. It still has a whacko high rev ceiling, but the good news is that it’s not the end of the world if you fall down. It has much, much more low end power. For that matter, it has much more top end power, too. With the new airbox, it might closed the gap to KTM. That seems to be a theme for Husqvarna this year.
Visually, it’s very difficult to tell the FC250 and FC350 apart. They share the same chassis, bodywork and engine cases. They feel very different, though, once again proving the old notion that the motor is the most important piece of the handling puzzle. The 250 feels very light and narrow. How could it feel any more narrow than the 350, which shares so many parts? Beats us. But it does.
When it comes to suspension, we have to repeat the same disclaimer. It’s clearly a softer, more plush machine than it was, but we can’t guess at the big picture until we have other bikes for back to back testing.
HUSQVARNA TWO-STROKES
We’re delighted that Husqvarna decided to reinvest in the 125 class. The previous motor dates back to the pre-four-stroke era, and was already the most powerful in the class. Husky could have kept it around and everyone would be happy. But the retooling that went into this motor shows that Husqvarna sees a future in the two-stroke engine and isn’t willing to let the technology grow stale.
The new motor is much more compact than the one it replaces. Weight loss was clearly a priority. On the track, the bike couldn’t be more fun. It runs cleanly and makes enough low-end power to keep it on the bubble without too much effort. Once again it will probably the lightest and most powerful in the class, even if it has to share those honors with its KTM brother.
Husqvarna didn’t retool for the 85 and 250 this year. Both will be carried over with a handful of changes. If you’re a two-stroke guy, you probably already know the back-stories on these bikes. Both are very powerful, very light and very specialized. Check back here for full tests on all the Husqvarnas coming soon.
HUSQVARNA’S TECH REPORT
What follows is the official company tech briefing, as worded by Husqvarna’s technical department.
New frame
With years of experience in designing the most advanced steel frames in offroad, the engineers in Research and Development have designed a completely new chromium molibdenum steel frame that redefines every structural aspect in order to improve handling, ergonomics and packaging. The torsional rigidity and longitudinal stiffness have been completely rethought. The 6 mm wider and 2 mm lower steel tubes offer 20% more torsional rigidity and 30% less longitudinal stiffness compared to the previous generation frame design. These characteristics, matched to the new engine stays, improve handling precision while at the same time increasing bump-absorption and feeling.
The hydro-formed, laser-cut and robot-welded frame has been tightly packaged around the new engines. The new design, high quality materials and the high-tech production processes by WP Performance Systems add-up to a weight saving of 380 grams.
Completely redesigned frame → 380 g lighter and more compact
Improved mechanical characteristics → better handling and feeling
Produced by WP Performance Systems → guarantee of high quality standards
New carbon fibre subframe
The use of carbon fibre strips away weight, improving weight distribution and bringing weight closer to the centre of gravity for precise handling. The composition of the material is now 30% carbon fibre and the overall 3-piece construction is 1 kg lighter than the previous subframe, for an overall weight of 1.4 kg. It is also more compact as well as being shorter, for greatly improved ergonomics.
New 3-piece subframe → more compact for better ergonomics and mass-centralisation
Carbon fibre construction → 1 kg lighter than outgoing model
New swingarm
The new cast aluminium swingarm has been redesigned for optimum stiffness, improving traction and feeling. With new signature Husqvarna machining on the sides, the swingarm is also 250 g lighter while maintaining structural integrity and reliability.
Redefined stiffness → improved traction and feeling, 250 g weight reduction
Updated WP 4CS front fork
WP’s 4CS fork has a revised setup to match the new chassis characteristics of the MY16 generation motocross. As with all 4CS forks by WP, the clicker settings can be easily and quickly adjusted via the dials on the top of the fork tubes. The red dial on the right alters rebound damping, while the white dial on the left is for compression damping.
Precision engineering by WP Performance Systems, quality materials and advanced production processes guarantee the highest performance levels.
Revised WP 4CS setup → optimised damping characteristics
Easy access clicker dials → simple and fast clicker settings
New CNC machined triple clamps
The black-anodised CNC machined triple clamps feature a new top clamp that integrates a rubber damping system that reduces vibrations, therefore increasing comfort. The triple clamps have been meticulously designed to evenly distribute the clamping force on the fork leg, maximizing contact area for optimal sensitivity and minimum friction. Handlebar position adjustability has been maintained for MY16.
Rubber damping on top clamp → reduced vibrations, increased comfort
Precise fork leg clamping → even distribution of clamping force on fork leg
Adjustable handlebar position → adjustable ergonomics
New WP rear shock
A new, shorter and lighter shock by WP features a larger gas chamber designed to maintain consistent performance during use. New internal components, such as the piston and shock shaft increase setup options. A new clevis design contributes to shortening the overall length by 12 mm, while the stroke is increased by 3 mm. The shock is completely adjustable for high and low speed compression damping as well as rebound. The new rear shock is 500 grams lighter compared to the previous model.
New WP shock → 12 mm shorter and 500 grams lighter with improved damping characteristics
Redesigned reservoir with larger gas chamber → consistent damping
New rear link
The rear linkage has been completely redesigned to match the new rear shock. 148.2 mm pull rods replace the previous linkage’s 145 mm items and, combined with the redesigned bell crank, maintains a similar progressive rate as MY15. Rear wheel travel is now 300 mm and, thanks to the uprated rear suspension behaviour, softer springs can be used.
New rear link geometry → improved damping and balance
New footpeg mount
The new frame features an innovative footpeg mount that prevents mud and dirt build-up, allowing the footpeg to spring back into position even in the toughest conditions. The footpegs are larger for improved grip and stability.
New footpeg mount → prevents mud and dirt build-up allowing footpeg to spring back into position
New larger footpegs → improved grip and stability, lower weight
New Magura hydraulic clutch
The MY16 motocross range now features a new Magura hydraulic clutch system (except the TC 250 which features Brembo hydraulics). The high quality German-made clutch system guarantees even wear, almost maintenance-free operation and perfect modulation in every condition. This 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.
New Magura hydraulic clutch → perfect modulation in every condition
High quality German craftsmanship → consistent clutch action and almost maintenance-free
Brakes
New brake discs from GSK feature increased braking power, combined with class-leading Brembo calipers and controls.
New high performance discs and Brembo brake calipers → shorter stopping distance with greater control and confidence
New Pro Taper handlebar
The new Pro Taper handlebar is second to none for function and style. Manufactured to exacting standards, the Pro Taper handlebar features class-leading fatigue resistance while meeting stringent weight requirements. The Pro Taper logos are chemically applied and are scratch and peel resistant. The large Husqvarna bar pad has optimal impact resistance, while the standard handguards offer maximum roost protection.
New Protaper handlebar → class-leading function and style
Oversized bar pad and standard handguards → optimal protection
New grips and throttle assembly
The new ODI lock-on grip on the left side does not require gluing, while on the right, the vulcanised grip features an innovative integrated throttle mechanism. The assembly has easy free-play adjustment and, by changing a cam, throttle characteristics can be altered.
New throttle assembly and ODI grips → easily alter throttle progression; easy grip mounting without glue
Standard map switch and launch control
As in previous model years, the MY16 motocross range features a standard handlebar map switch. For MY16 the map switch now also activates launch control. With the engine at idle, launch control is engaged by switching once between the selected map and the alternative map, and then back again. When the fuel injection LED flashes, launch control is engaged. This function limits the amount of power to the rear wheel for approximately two seconds, improving traction and preventing loss of control under hard acceleration.
Standard handlebar map switch → alter engine characteristics according to conditions and rider preference
Launch control → maximum traction for perfect starts
New engine management system (EMS)
The new Keihin EMS is smaller, lighter and faster at processing data. It integrates launch control for perfect starts and selectable engine maps via the switch on the handlebar. Combined with the new gear sensor, power delivery can be tailored for each gear. Engine maps can be personalised according to rider preference with the optional Husky Power tool.
New Keihin EMS → smaller, lighter and faster at processing engine data for more efficient engine management
Gear sensor → specific engine maps for each gear
New 44 mm throttle body
The diameter of the throttle body remains the same at 44 mm; however, the injector has been repositioned in order to optimise flow into the combustion chamber. By eliminating the throttle linkage and directly mounting the throttle cables, overall throttle body weight has been reduced by 100 g while also providing more immediate throttle response and feeling.
New throttle body → more compact and 100 g lighter; more immediate throttle response thanks to elimination of throttle linkage
New exhaust system
The exhaust system has been completely redesigned in an effort to improve mass-centralisation and reduce noise. The new header pipes feature resonance chambers that improve performance, and on the 450 SOHC engine, the resonance chamber is integrated into the header pipe and resembles a 2-stroke expansion chamber. The silencer is much shorter than on the MY15 motocross 4-strokes; between 40 mm on the 250 and as much as 80 mm shorter on the 350 and 450. In conjunction with the new mounting points, the mass is moved approximately 60 mm closer to the centre of gravity of the bikes, much improving handling and manoeuvrability. The TC 125 silencer has also been redesigned to match the new engine. Noise levels are kept under the FIM noise limits thanks to redesigned internals.
New shorter exhausts → mass-centralisation for improved manoeuvrability
New electric start and Li-Ion battery
The new electric starting system, standard on all 4-strokes, is more efficient and 150 g lighter and, combined with the new compact Samsung Li-Ion battery, saves over 1 kg in overall weight. The wiring harness has been optimised so that the rear subframe can be removed without having to remove any wiring.
New Samsung Li-Ion battery → compact and lightweight; 1 kg weight saving
Repositioned battery and wiring harness → easy removal of subframe
Integrated cooling system and new radiators
New WP radiators maintain the integrated routing system as on previous model years. The cooling liquid is routed into the frame, dissipating heat more efficiently, guaranteeing optimal cooling and fitting thanks to reduced tubing.
The new radiators have been designed using the latest CFD (computational fluid dynamics) software, enabling a 10% increase in cooling while maintaining the same capacity and surface area. They are made of a new aluminium alloy that is stronger and feature a new filler cap and neck for easier filling. Optimised radiator louvers protect the radiators and simultaneously increase air flow.
Integrated cooling → maximum efficiency in minimum space
New WP radiators → stronger and more efficient for optimal cooling
New fuel tank
The new 7 litre polythene fuel tanks have a redesigned threaded filler cap and an integrated fuel pump on the 4-strokes.
7 litre polythene fuel tanks → large capacity for extended running times
New airbox design and tool-less air filter access
The airbox has been completely redesigned and features a new inlet duct that reduces deformation, ensuring maximum airflow and maximum filter protection. The air filter is easily accessed, without tools, by removing the left side panel. Easy maintenance is guaranteed by the new Twin Air filter and new filter cage design that features a simplified mounting system for safe and accurate filter installation.
Redesigned airbox → improved air flow
New filter mounting system → safe and accurate protection against dirt
Tool-less filter access → easy and fast maintenance
Wheels
Black high-strength alloy rims by DID are matched to CNC machined hubs and new lightweight spokes and silver anodised aluminium nipples.
Lightweight but strong and reliable construction → minimum unsprung weight
Tires
Dunlop MX52 Motocross tyres that feature the proven “block-within-a-block” design for more progressive cornering and superior grip are fitted as standard.
Developed in top-level AMA Supercross and Motocross → enhanced handling, cornering and steering feel combined with increased durability
Completely redesigned bodywork
Distinctive and futuristic bodywork highlights the massive performance leap of the MY16 motocross range, while striking pearl blue and electric yellow colours and graphics stylishly adorn the modern design. The ergonomics have been completely revised for improved control and comfort, enabling riders to perform at the highest level for extended periods of time. The seat has a new low-profile design with revised padding and a new high-grip cover for superior comfort and control in all conditions.
Completely new bodywork → distinctive looks, modern colours and graphics
Revised ergonomics → confidence-inspiring riding position in all riding situations
New seat → greater comfort and superior control
Component Weight saving
Frame 380 g
Subframe 1 kg
Swing arm and link 250 g
Battery 1 kg
Rear shock 500 g
Spokes 100 g
Sprockets 70 g
Throttle body 100 g
Others 100 g
Total weight saving 3.50 kg
Weight reduction on engines
Engine Weight saving Overall engine weight
125 cc 2-stroke (TC 125) 2.1 kg 19.3 kg
250 cc 4-stroke (FC 250) 1.1 kg 26.1 kg
350 cc 4-stroke (FC 350) 1 kg 27.2 kg
450 cc 4-stroke (FC 450) 1.8 kg 27.8 kg
Overall weight difference MY16 vs MY15
Model MY16 weight (without fuel) MY15 weight (without fuel)
TC 125 89.1 kg 92.3 kg
FC 250 100.1 kg 104.1 kg
FC 350 101.7 kg 106.4 kg
FC 450 102.4 kg 107.6 kg
TECHNICAL INFORMATION BY MODEL
FC 250
A completely new 250cc DOHC engine has been designed to perfectly match the new generation chassis. All internal components have been revised and repackaged in order to reposition the engine within the new chromoly steel frame, shifting the mass closer to the centre of gravity of the motorcycle. In combination with the shorter and lighter carbon fibre rear subframe, revised 4CS fork, new shock, new rear link and shorter exhaust, the new FC 250 has enormously improved handling, manoeuvrability and performance compared to the previous generation.
Engine
The crankshaft has been repositioned and is now 6 mm higher than on the previous engine and, together with a 6 mm shorter con-rod, repositioned internal components and redesigned crankcases, results in a shortened engine by 20 mm, bringing the mass closer to the centre of gravity of the bike. The 250 cc engine is not only smaller, but also 1.1 kg lighter for an overall weight of just 26.1 kg. Overall power output is now rated at 46 hp at the output shaft. The multifunctional counter balance shaft reduces vibrations while also driving the water pump and timing chain.
Completely redesigned engine → lighter and smaller for optimised mass-centralisation
Improved performance → 46 horsepower peak power and 14,000 rpm rev-limit
Multifunctional counter balance shaft → reduces vibrations, drives water pump and timing chain
New cylinder head
The new DOHC cylinder head has an optimised combustion chamber, new camshafts with new timing, 30% harder DLC coating on the finger followers to reduce friction and new valve springs and retainers. The modifications are aimed at boosting low- and mid-range torque as well as peak power.
New combustion chamber and camshafts → increased low- and mid-range torque and peak power
Large titanium valves (32.5 mm intake, 26.5 mm exhaust) → optimal gas flow
New finger followers with harder DLC coating → reduced friction, better performance
New cylinder and piston
The large 78mm bore cylinder is lower and weighs 130 g less, while the forged bridged-box-type piston made by CP is 10 g lighter than in the previous generation DOHC engine. The compression ratio is 14.4:1.
Large 78mm bore and large diameter valves → high-revving, quick response
Forged box-type → high performance and reliability
New crankshaft
The crankshaft has been redesigned and is now stiffer. The plain big end bearing and two force-fitted bearing shells ensure maximum reliability and durability, guaranteeing long service intervals of 100 hours.
Plain big end bearing and force-fitted bearing shells → increased durability and service intervals
New crankcases
The new generation motocross models feature completely redesigned engines with mass-centralisation and weight reduction as the main goals. All the major components have been repositioned; the crankshaft has been raised by 6 mm while the clutch shaft is 11.1 mm further back and 26.9 mm higher up. These modifications required a complete redesign of the crankcases which are now significantly more compact and lighter.
High-pressure die cast production processes keep the overall weight to a minimum, resulting in thin wall thickness. The historical Husqvarna logo adorns the bronze finished crankcase covers.
Redesigned crankcases → lighter and more compact; optimised mass-centralisation
High pressure die cast production process → thin walls for reduced weight, while maintaining strength
New gearbox
The gearbox has been redesigned and is now lighter and more durable. The gear ratios are the same as in the previous generation, but the cogs are wider and the second, third and fourth-gear cogs are surface-treated for increased reliability. The shifting fork has a new low-friction coating for smoother shifting, while the gear lever is designed to prevent dirt build-up. An advanced gear sensor allows for specific engine maps in each gear.
New lighter 5-speed gearbox → increased durability and improved shifting
Integrated gear sensor → specific engine maps for each gear
New CSS clutch
The 250 cc and 350 cc engines feature CSS (coil spring steel) clutches with Magura hydraulics and lever. The CSS clutch has six coil springs and 7 clutch plates in place of the previous 8-plates, and a new, lighter one-piece CNC machined steel clutch basket. The inner hub and pressure plate have been redesigned to improve oil flow and separation, while the new coil springs give a more consistent feel.
New CSS clutch → lighter with more consistent clutch action
Magura hydraulic system → German-made precision and quality
Benefits
Improved engine performance for better acceleration and increased speed
Redefined weight distribution for top-level handling and manoeuvrability
Advanced electronics for maximum performance
Hydraulic clutch and new compact gearbox for precise and smooth shifting
Reliable and dependable electric start
FC 350
The FC 350 shares much of its engine architecture with the smaller FC 250, therefore combining compact dimensions, light weight and 450-rivalling power. All the packaging benefits of the new DOHC engine are matched to the most advanced electronics. Standard launch control, switchable engine maps and a faster, more powerful engine management system, guarantee that all the 58 horsepower is put to the ground in total control.
Engine
The repositioning of the crankshaft and clutch shaft, together with the complete redesign of all the internal components as well as the crankcases, results in a 20 mm shorter engine. Weighing only 27.2 kg, the 58 horsepower 350 cc engine is 1 kg lighter than the previous generation engine and is mounted closer to the centre of gravity of the bike. The multifunctional counter balance shaft reduces vibrations while also driving the water pump and timing chain.
Improved packaging and better mounting within the frame → Optimised mass-centralisation for exceptional handling and agility
58 hp and only 27.2 kg → 450-rivalling power, 250 size and weight
New engine stays → improved handling and lower vibrations
New cylinder head
The cylinder head retains the DOHC architecture but features a completely redesigned combustion chamber, new ports, new camshafts and new valve springs. The DLC (Diamond Like Carbon) coating on the finger followers is 30% harder, therefore reducing friction. Large, lightweight 36.3 mm diameter, 22.4 g titanium intake and 29.1 mm, 22.7 g titanium exhaust valves allow the engine to rev freely to the 13,400 rpm ceiling.
New ports and redesigned combustion chamber → significant increase in peak power
Large titanium valves → only 22.4g each on the intake and 22.7g each on the exhaust
New finger followers with harder DLC coating → reduced friction, better performance
New cylinder and piston
The lighter and lower 88mm bore and 57.5mm stroke cylinder features a large diameter and lightweight forged bridged-box-type piston by CP and relatively low oscillating masses, giving the engine strong power, high revs and a very wide power band. The compression ratio is 14:1.
Lightweight 88mm diameter piston → reduces oscillating masses
Forged bridged-box-type piston → high performance and reliability
New crankshaft
A new stiffer crankshaft is at the heart of the high power output, high-revving FC 350 engine. The plain big end bearing and two force-fitted bearing shells ensure maximum reliability and durability, guaranteeing long service intervals of 100 hours.
Plain big end bearing and force-fitted bearing shells → increased durability and service intervals
New crankcases
The new generation motocross models feature completely redesigned engines with mass-centralisation and weight reduction as the main goals. All the major components have been repositioned; the crankshaft has been raised by 6 mm while the clutch shaft is 11.1 mm further back and 26.9 mm higher. These modifications required a complete redesign of the crankcases which are now significantly more compact and lighter.
High-pressure die cast production processes keep the overall weight to a minimum, resulting in thin wall thickness. The historical Husqvarna logo adorns the bronze finished crankcase covers.
Redesigned crankcases → lighter and more compact; optimised mass-centralisation
High pressure die cast production process → thin walls for reduced weight, while maintaining strength
Updated gearbox
A new surface treatment on 2nd, 3rd and 4th gear combined with a new low-friction coating on the shifting fork, guarantee smooth and precise shifting. The gear ratios are unchanged while the gear lever features a new tip design that prevents dirt build-up. An advanced gear sensor allows for specific engine maps in each gear.
Updated 5-speed gearbox → improved reliability and shifting
Integrated gear sensor → specific engine maps for each gear
New CSS clutch
The 250 cc and 350 cc engines feature CSS (coil spring steel) clutches with Magura hydraulics and lever. The CSS clutch has six coil springs and 7 clutch plates in place of the previous 8-plates, and a new, lighter one-piece CNC machined steel clutch basket. The inner hub and pressure plate have been redesigned to improve oil flow and separation, while the new coil springs give a more consistent feel.
New CSS clutch → lighter with more consistent clutch action
Magura hydraulic system → German-made precision and quality
Benefits
450-class performance with less effort
250-class manoeuvrability and agility
Standard map switch and launch control
Magura hydraulic clutch for consistent, maintenance-free operation
Reliable and dependable electric start
FC 450
The ground-breaking new generation chassis is fitted with the most powerful Husqvarna motocross engine ever developed. The 63 horsepower single-overhead-cam 450 cc power plant has been completely redesigned; it is now smaller and lighter and has been completely reconfigured for optimal mass-centralisation within the new chromoly steel frame. The new bodywork elevates the riding experience thanks to accurately developed ergonomics that focus on instilling rider confidence, complete control and reduced fatigue.
Engine
The new SOHC engine is 23 mm shorter, 23 mm narrower and 9 mm lower than the previous generation. Every internal component was revised and repositioned, lowering weight by an astonishing 1.8 kg for an overall weight of 27.8kg, increasing power to 63 hp and improving torque along the entire rev-range. Mass-centralisation was a key development factor, enabling chassis engineers to position the engine closer to the centre of gravity for greatly improved handling and manoeuvrability. Vibrations are kept to a minimum thanks to a multifunctional counter balance shaft that also drives the water pump and timing chain.
Completely redesigned 450 cc engine → lower, narrower, shorter and 1.8 kg lighter
Increased performance → 63 hp and higher torque along entire rev-range
New engine stays → improved handling and lower vibrations
New cylinder head
Every aspect of the SOHC cylinder head has been redesigned. It is 350 g lighter and features a new optimised combustion chamber and ports. The camshaft is also new and actuates four lightweight titanium valves that weigh only 32 g on the intake side and 28 g on the exhaust. The diameter of the intake valves is 40 mm, while on the exhaust it is 33 mm. Low-friction DLC coating on the rocker arm, new shorter timing chain and low-friction chain guides contribute in reaching an 11,500 rev limit.
SOHC → compact engine design
Titanium valves → low weight, only 32 g on intake and 28 g on exhaust
New cylinder and piston
The new 95mm bore cylinder is 6 mm lower and features a revised water jacket. The new CP bridge-box-type piston weighs 320 g and the compression ratio is 12.6:1 for an amazing peak output of 63 hp.
Redesigned cylinder → 6 mm lower with revised water jacket
Lightweight CP forged bridged-box-type piston → high performance, reduced oscillating masses
New crankshaft
The new crankshaft features 10% more inertia and has been repositioned 9 mm backwards and 7 mm higher. The higher inertia increases traction and rideability while the new position within the engine contributes to mass-centralisation. A plain big end bearing and two force-fitted bearing shells ensure maximum reliability and durability, guaranteeing long service intervals of 100 hours.
Repositioned crankshaft → improved mass-centralisation
Plain big end bearing and force-fitted bearing shells → increased durability and service intervals
New crankcases
The new generation motocross models feature completely redesigned engines with mass-centralisation and weight reduction as the main goals. All the major components have been repositioned; the crankshaft has been raised by 7 mm and moved backwards by 9 mm. These modifications required a complete redesign of the crankcases which are now significantly more compact and lighter.
High-pressure die cast production processes keep the overall weight to a minimum, resulting in thin wall thickness. The historical Husqvarna logo adorns the bronze finished crankcase covers.
Redesigned crankcases → lighter and more compact; optimised mass-centralisation
High pressure die cast production process → thin walls for reduced weight, while maintaining strength
New gearbox
A lighter and more compact 5-speed gearbox is 8 mm narrower and 350 g lighter than the previous generation. The new surface treatment on 1st and 5th gears improves reliability, and combined with a new low-friction coating on the shifting fork and a redesigned shift drum, guarantee smooth and precise shifting. The gear lever features a new tip design that prevents dirt build-up. An advanced gear sensor allows for specific engine maps in each gear.
Redesigned 5-speed gearbox → improved reliability and shifting; lower weight and more compact
Integrated gear sensor → specific engine maps for each gear
New DDS clutch
A new DDS (damped diaphragm steel) clutch system with a lighter clutch basket is fitted to the new FC 450. The inner hub and pressure plate have also been redesigned to improve oil flow and cooling, while the Magura hydraulics and lever offer perfect modulation and control.
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 narrowness of the engine.
New DDS clutch → lighter with better modulation and improved durability
Magura hydraulic system → perfect clutch modulation
Benefits
Most powerful Husqvarna motocross engine ever developed
Intuitive and confidence-inspiring riding experience
Advanced electronics include launch control and adjustable engine maps
Exclusive DDS clutch with Magura hydraulics for smooth and light clutch action
Electric starter and compact Li-Ion battery
TC 125
The new generation motocross range marks the introduction of the first new two-stroke engine in years. The 125 cc engine is significantly smaller and lighter and features completely redesigned and repackaged internal components, a new power valve and a new exhaust for 40 hp and greatly improved overall performance. The lightweight TC 125 inspires confidence and total control thanks to the stronger brakes, Pro Taper handlebar and ODI lock-on grips.
Engine
With an increase in power output from 38 hp to 40 hp, and a reduction in overall weight from 19.3 kg to 17.2 kg, the new 125 cc engine marks a significant generational step in 2-stroke technology. Kick start is standard but an electric starter is available as a Husky Power upgrade.
New generation 2-stroke → increased power and torque, more compact and lighter
Improved mass-centralisation → significant benefits in handling and manoeuvrability
New cylinder and piston
The new cylinder features a 54 mm bore, revised ports and a new innovative power valve that improves power delivery along the entire rev range. Along with increased performance, the new cylinder has a redesigned water jacket that improves cooling, ensuring greater reliability and durability. The piston has been redesigned to match the new cylinder characteristics.
Redesigned cylinder and power valve → 360 g lighter, improved performance and cooling
New crankshaft
The new crankshaft is lighter and balanced differently to the previous generation in order to reduce vibrations. It is now positioned 37 mm higher within the engine in an effort to improve mass-centralisation.
Repositioned crankshaft → improved mass-centralisation
New crankcases
The new generation motocross models feature completely redesigned engines with mass-centralisation and weight reduction as the main goals. All the major components have been repositioned; the crankshaft is now 37 mm higher while the clutch shaft has been raised by 27 mm. These modifications required a complete redesign of the crankcases which are now significantly more compact and lighter. The TC 125 crankcases can be fitted with an optional electric starter.
High-pressure die cast production processes keeps the overall weight to a minimum, resulting in thin wall thickness. The historical Husqvarna logo adorns the bronze finished crankcase covers.
Redesigned crankcases → lighter and more compact; optimised mass-centralisation
High pressure die cast production process → thin walls for reduced weight, while maintaining strength
New gearbox
200 g lighter and 6 mm narrower, the all-new 6-speed gearbox features the same gear ratios as the outgoing model. The gear lever features a new tip design that prevents dirt build-up.
Redesigned 6-speed gearbox → 200 g lighter and 6 mm narrower
Magura clutch
The hydraulic Magura clutch guarantees excellent modulation and clutch action.
Magura hydraulic clutch → excellent modulation
New exhaust
The exhaust has been completely redesigned in order to match the new engine’s characteristics and the new chassis’ packaging.
Completely redesigned exhaust → increased performance
Benefits
New generation 2-stroke for maximum performance and low running costs
Low weight and agile handling for easy access to competition-level motocross
Hydraulic clutch
High quality standard components
Previous generation motocross platform
TC 85
New stylish colours and graphics adorn the MY16 TC 85. The agile and powerful little 2-stroke is equipped with the most advanced technology available in small-size motocross. The TC 85 is the ideal entry into motocross for the champions of tomorrow.
Engine
The high performance 2-stroke engine on the TC 85 features a power valve to maximise the power band and is mated to a 6-speed gearbox and a formula hydraulic clutch for smooth and precise shifting. The high performance cylinder has flow-optimised ports.
High performance 2-stroke → maximum performance, minimum running costs
6-speed gearbox and hydraulic clutch → precise shifting and smooth clutch operation
Frame
The chromoly steel frame and lightweight aluminium rear subframe combine to offer unrivalled precision and rider confidence.
Steel frame and aluminium subframe → maximum stability and rider confidence
WP suspension
The TC 85 features completely adjustable WP suspension front and back for maximum performance on any track. The 43 mm upside down fork with 270 mm of travel is completely adjustable for rebound and compression damping. The PDS rear suspension offers stability and precision. The shock features complete adjustability and can be setup to perfectly match rider preference and track conditions.
WP suspension → completely adjustable for precise setup on any track
Wheels and tires
Black Excel rims and CNC machined hubs are shod with Maxxis tires that deliver outstanding performance on a variety of terrain. The pattern design and rubber compound deliver exceptional straight-line stability and excellent traction and predictability.
Black Excel wheels and CNC machined hubs → low unsprung weight and great stability
Maxxis tires → exceptional straight-line stability and excellent traction and predictability
Brakes
A Formula four piston brake caliper and 220mm wave disc at the front, and a two piston caliper and 210mm wave disc at the rear, offer superior stopping power and feeling.
Formula brake calipers and wave discs → superior stopping power and feeling
Benefits
Full-size performance
Light, agile and stable for complete rider confidence
Fast starts thanks to smooth hydraulic clutch action
High quality components
TC 250
Detail changes to the MY16 TC 250 are aimed at refining the riding experience thanks to a new CNC triple clamp with rubber damping and a new seat cover that greatly improves grip and durability. Stronger braking performance is guaranteed by new disc brakes and the 100 g lighter spokes reduce unsprung weight for improved agility. The standard handlebar map switch, polyamide rear subframe, hydraulic clutch and Brembo brakes make the TC 250 a formidable competitor to the more complex 4-strokes.
Engine
The powerful 250 cc 2-stroke engine features an exhaust power valve to boost power and torque along the entire rev range. A precise 5-speed gearbox and smooth hydraulic clutch ensure accurate gear changes and perfect clutch modulation with almost no maintenance.
250 cc 2-stroke → strong yet tractable power combines with low running costs
Hydraulic clutch → smooth clutch action
Handlebar map switch
The standard handlebar map switch allows riders to alter ignition and modify power delivery according to track layout and conditions.
Handlebar map switch → ignition can be modified according to track layout and conditions
DDS Clutch
A DDS (damped diaphragm steel) clutch system is fitted to the TC 250 to achieve smooth action and easy control. The exclusive characteristics of this system include a diaphragm spring instead of coil springs, an integrated damping system for better traction and durability, and a strong inner hub for increased stability.
DDS clutch → integrated damping system for better traction and durability
Benefits
Engine performance tuned for tractability, guarantees exceptional power delivery
Cutting-edge chassis technology results in low weight and agility
Maximum performance and enjoyment with 2-stroke affordability
Light, precision engineered gearbox mated to a hydraulic clutch for smooth and confident starts and gear selection
Performance upgrade available with 300 cc Husky Power kit