HUSKY FC450
On jump tracks or in the hands of fast Intermediates
or Pros, they will bottom, despite the insanely high
oil level. It should be noted that stock KTM and
Husqvarna fork and shock valving are identical. The
only difference between a Husky fork and a KTM fork
is—actually, there isn’t even a microscopic difference.
What works on a Husky will work on a KTM.
“They roll down
the same
assembly line,
and just like left
Twix and right
Twix, there are no
proprietary Husky
engines and KTM
engines. So, why
does the Husky
feel tamer than
the KTM?”
MX1’s approach to the 4CS forks was to get rid
of the spike by making the mid-valving better able
to accept high-speed impacts yet still be capable of
preventing the fork from blowing through the stroke.
The compression valving was modified with a more
progressive damping curve instead of WP’s typical
soft initial stroke and super-stiff high-speed valving. To
expand the 4CS’ adjustability, Dick added a low-speed
compression adjuster in addition to the stock high-speed adjuster. This dual-compression control gives
the rider the ability to compensate for changing
track conditions. Thankfully, MX1 added a hydraulic
bottoming control device to eliminate the metal-to-metal clank at the end of the stroke. The bottoming
cone allowed the oil level to be lowered, which greatly
freed up the action from the mid-stroke to deeper in
the travel. As a final touch, Dick, wearing his MX1 hat,
added STR’s push-button air bleeders to allow the air
pressure to be released.
MXA test riders have complained about the WP’s
2016 shock setup since as far back as December of
2014—when the first 2015-1/2 Factory Editions were
brought into the country. In stock form the WP shock
is stiffer than the forks. This is due to the 48 N/m
shock spring that WP spec’ed on the bikes. This
spring rate, when combined with KTM’s progressive
rising-rate linkage, is too stiff for anyone under 190
pounds. MX1 tackled the shock’s issues by using a
softer 45 N/m spring with 35mm of static sag and
105mm of race sag. The initial compression damping
was increased to hold the rear up in its stroke, while
the rebound valving was modified to assist in keeping
the rear wheel hooked and driving out of corners. Also
aiding in overall shock action was a TBT bladder in
the WP reservoir. The rubber bladder reduces heat
build-up and pressure gain by lessening the piston
friction of the stock WP system. Rounding out the
package was an Xtrig spring preload adjuster that
replaced the flimsy stock unit, making proper sag
adjustment a snap. Like the MXA wrecking crew, Dick
Wilk relies on a Slacker digital sag scale to eliminate
any errors in setting ride height.
It’s no secret that the Husqvarna version of the KTM
450SXF engine is toned down. Oh, don’t get us wrong;
there are no mechanical differences between the two
engines. They roll down the same assembly line, and
just like left Twix and right Twix, there are no proprietary Husky engines and KTM engines. So, why does
the Husky feel tamer than the KTM? Two reasons:
(1) Just like last year’s model, the all-new 2016 FC450
suffers from a lack of air getting to the filter because
of Husqvarna’s restrictive plastic airbox. Dicks Racing
addresses this by installing Twin Air airbox vents into
the airbox cover. These mesh-covered vents allow air
in but keep small birds out. ( 2) For some unknown
reason the Husqvarna FC450 muffler has the ice-cream-cone-shaped restrictor (from the 2013 KTM
450SXF) stuck in it. The 2016 KTM muffler, which
is identical in all other aspects, does not have the
restrictor in it. But rather than Dremeling out the
restrictor, Dick Wilk opted for a full titanium FMF
Factory 4.1 exhaust with MegaBomb head pipe. It not
only added power but knocked several pounds off of
the FC450’s already light weight.
The most noticeable change that Dicks Racing made
to the Husqvarna FC450 engine was invisible. Dick
Wilk modified the Keihin throttle body to accept a
Thunder Products Quad Flow Torque Wing in the
inlet side of the throttle body. This cross-shaped wing
eliminates turbulence and increases laminar flow to
the air rushing by the butterfly valve and injector
nozzle. Keeping the airflow straight means off-idle
pressure losses that are inherent in the butterfly
design are reduced, resulting in smoother power
without jerkiness. The overall result is seamless
power metered out in a powerful linear curve.
Apart from the Ride Life graphics, Works Connection
covers and plugs, Rocky Mountain ATV/MX seat
cover, AME clamp-on grips, STR clutch slave unit
guard and Dunlop MX32 tires, the majority of Dick
Wilk’s FC450 was stock. The MX1 fork mods cost $575
for the re-valve and setup. The shock mods were $210
(with an extra $379 for the TBT bladder kit and Xtrig
preload adjuster). The Quad Flow Power Wing was
$195 (installed). The FMF Factory 4.1 exhaust was
$949.95.
What did we think? This was a sweet Husky. Every
test rider loved the smoothness of the powerband.
The Quad Flow Power Wing took all of the burble and
burp out of the low-to-mid transition and improved
throttle response across the board. The MXA test
riders were amazed at how easy the FC450 was to
ride. It oozed around corners by carrying more speed
with less effort. There was no need to hammer the
throttle to go fast because the power curve was
almost perfect. As for the suspension, the front fork
was a huge improvement over stock. The front
4CS fork didn’t chatter like gag teeth when hitting
consecutive braking bumps on Glen Helen’s big, rough
downhills. The feel was plush, but without the
