of its own—and it is the leader of the pack. When it comes
loose, the rest of the spokes follow suit.
( 5) Front brake hose. Be very careful when hooking
tie-downs onto your handlebars that they don’t crimp the
L-bend tube coming out of the front brake’s master cylinder. We would prefer more room between the brake line
and the bars to lessen the chance of damage.
( 6) Gearing. We don’t hate the stock 50-tooth gearing,
because it gives the 350SXF powerband a seamless rheostat delivery; however, with a 13,400-rpm rev limiter and
peak power at the top of the chart, half of the MXA test
riders preferred to add a tooth to the rear sprocket to get
full use out of the high-rpm powerband. Some add two
( 7) Frame guards. We appreciate that Husky put
black plastic frame guards on its bikes, but the black
guards only go halfway up, exposing the white frame paint
to excessive wear.
( 8) Spacers. There are spacers in the seat-bolt hole and
right-side panel that fall out when you remove either of
these two bolts. Shouldered bolts or tolerance-fit spacers
would have solved this problem.
( 9) Tubes. Expect to get flats until you replace the
super-thin Pirelli tubes hidden under the Dunlop MX3S
tires with something stouter.
( 10) Neutral. The Husqvarna shifts perfectly on the
track, but when it comes to selecting neutral in the pits,
it’s best to get off and use your hand.
( 11) Bike stand. When the FC350 is sitting on a bike
stand, the front wheel is sitting on the ground. This makes
simple maintenance a hassle.
( 12) Fork clickers. Turning the compression clicker on
the forks is harder than it should be. Would it kill WP to
put a larger-diameter clicker on the top of the forks so that
it is easier to access?
( 13) Cross-bar pad. It has a life of its own. One moto
it is rotated forward; the next moto it is rotated back. And,
it makes getting to the fork’s Schrader valve difficult.
( 14) Fork guards. When WP used the old-school wrap-around fork guards, we never suffered any fork-seal issues.
Now that KTM and Husky have gone to the front-only-style
fork guards, we are changing fork seals on a regular basis.
( 15) Airbox. We understand that Husqvarna is focusing
on selling enduro bikes, but that’s no excuse for putting
a watertight and airtight airbox on its motocross models.
Come on, guys; let it breathe.
Q: HOW FAST IS THE 2017 HUSKY FC350?
A: There are no cam, valve, piston or exhaust pipe
mods on the 2017 FC350. Mechanically, the 2017 engine is
the 2016 engine, save for a mapping change that makes it
feel smoother. There is only one way to ride a 350—be it
white or orange—and that is flat out. You must rev it to the
moon. Getting the most out of the FC350 means that you
must rev until the engine hits the 13,400-rpm rev limiter.
It makes max power at max rpm. If you don’t bleed it dry,
you don’t get all the power it has available.
It may sound intimidating to have to race the FC350 at
such high rpm, but this is a really sweet powerband. The
ultra-high rev limiter means that you can stay in every
gear longer than the competition. While they are shifting,
you are pulling. It has the perfect power below peak rpm
to master tricky half-throttle corners and the perfect powerband at high rpm for riders who don’t like to shift. One
caveat—shift at your own risk. Don’t shift too soon or you
will be leaving horsepower on the table.
On a side note, you can make the 2017 Husky FC350
have quicker throttle response and a faster turnover by
drilling holes in the airbox.
There is no dedicated airbox cover.
Instead, the complete side panel,
including the radiator shroud and
rear number plate, slide off without