MXA RACE TEST: THE REAL TEST OF THE 2023 HUSQVARNA FE450 “HERITAGE EDITION”

Q: FIRST AND FOREMOST, WHAT IS THE 2023 HUSQVARNA FE450 HERITAGE EDITION?

A: The “FE” models from Husqvarna represent their four-stroke enduro model range. Yes, it comes with a headlight and taillight, but the FE450 is not a dual-sport bike. This is a competition-model 450 for off-road and enduro riding. 

What does “Heritage Edition” mean? Well, Husqvarna got rid of its white frames in 2019 and has been selling bikes with dark blue frames since then. The dull blue paint wasn’t nearly as pretty, but it is better for riders who ride on tracks with red clay because the white frames stain easily. In addition to the bright white frame, the Heritage Edition model comes with a blue seat and white plastics with traditional Husqvarna blue and yellow graphics, paying homage to its Swedish roots. Other than cosmetics, the Heritage Edition bike is structurally the same as the basic FE450. 

Q: WHAT DIFFERENTIATES THE FE450 ENDURO BIKE FROM THE FC450 MOTOCROSS MODEL?

A: The FE450 is built on the 2022 Husqvarna FC450 chassis, not the all-new 2023 FC450 chassis. It has the same KTM/Husqvarna frame that was introduced in 2016 (and updated slightly in 2019). It also has the same Husqvarna engine that we know and love for its linear power character. With that said, it’s very different from the 2023 FC450 motocross bike and the FX450 cross-country bike, both of which have the all-new, stiffer, chromoly steel frame and updated shock, swingarm, subframe and higher-horsepower engine. 

So, what differentiates this bike from the 2022 FC450 model it’s based on? The FE450 enduro bike is quieter, softer and mellower to ride. Here’s a list of the structural differences between the 2022 FC450 and the 2023 FE450:

(1) Exhaust. The FE450 has a more restrictive exhaust to detune noise and power. 

(2) Mapping. The ECU mapping on the FE450 is much mellower, with linear maps that aren’t as aggressive as those on the motocross bike. 

(3) Stator. Another aspect of the bike that detunes power is the high-output stator. The FE450 stator is heavier, robbing more power from the engine in order to generate power to run the headlight, taillight and digital odometer. 

(4) Transmission. The FC450 motocross bike has a 5-speed transmission, while the FE450 enduro comes with a wide-ratio, 6-speed transmission. 

(5) Suspension. The FE450 has the open-cartridge WP XPLOR spring forks, which are 3 pounds heavier than the WP XACT air forks; however, they still feature split-function valving with the compression clicker on the left fork and the rebound clicker on the right fork. 

(6) Wheels. The FE450 comes standard with black Excel rims, an 18-inch rear wheel, Dunlop AT81 off-road rear tires, and a standard 21-inch front wheel spec’d with the Dunlop MX33 motocross tire. 

(7) BrakeTec. Unlike the FC450, which comes with Brembo brakes and clutch slave unit, the FE450 comes with Braktec brakes and slave cylinder. 

(8) Outer fixtures. It has hand guards, an oversized fuel tank (2.37 gallons), skid plate, headlight, tail light, kickstand and radiator fan.

(9) Triple clamps. The FE450 comes with CNC-machined triple clamps (like the FC450), but the FE model has split clamping on the bottom (to enhance fork flex), and it has two handlebar mounts for a customizable cockpit. 

(10) Seat height. The FC450 motocross model has a 1-inch-lower seat height than its KTM 450SXF sibling, thanks to 10mm shorter forks, a longer seal head on the shock, longer shock linkage arms, and a revised rising-rate ratio. The FE450 doesn’t have the same lowered platform that is so popular on the motocross model; it has the standard height (like the Husky FC450 Factory Edition and the KTM/GasGas models). 

(11) O-ring chain. The Husqvarna FE450 comes with an X-ring chain, which is really just another name for O-ring chain. This enhances durability but also increases weight and robs power. 

(12) Electronic dashboard. The FE450 comes with a small, digital odometer dashboard mounted onto the triple clamps in front of the handlebars. It has a malfunction indicator light that warns of an error in the vehicle’s electronics, low fuel level, low battery voltage and displays a wrench whenever service is due. It also shows your speed, distance since the last reset (such as between refueling stops) and the time of day. It can also show your average speed, total operation hours and total distance covered. 

Q: CAN I TURN MY HUSKY FE450 ENDURO BIKE INTO A DUAL-SPORT?

A: The short answer is yes, but the long answer is that it would take lot of work. At first glance, it’s easy to think of the FE450 as a dual sport, since it comes with a headlight and tail light, but that isn’t the case. The task of turning the FE450 into a dual sport isn’t much easier than converting an FC450 motocross bike into one. Yes, it’s quieter, but not quiet enough. Yes, it has lights, but not enough. The deal breaker is that most states (especially California) won’t give you a license plate for this bike based simply on its VIN, which indicates it’s a competition model.  

The dual-sport-legal FE350i and FE501i models have to meet much stricter emission and sound requirements to be street-legal. They have a much more restrictive airbox, choked-up exhaust system (with a shower-cap-style restrictor on the tip of the muffler), detuned ECU, and the addition of turn signals and mirrors. The dual-sport models also don’t come with a map switch. Each map with and without traction control would have to pass the Department of Transportation’s emissions and sound standards, and Husqvarna decided to simplify that testing process by only giving their dual-sport bikes one map. 

Q: HOW DOES THE FE450 ENDURO BIKE RUN ON THE TRACK?

A: Of course, before we brought the FE450 into its natural off-road habitat, we had to try it out on Glen Helen’s motocross tracks. Our Pro test riders had fun whipping the headlight-equipped and soft-suspended FE450, but that’s certainly not what it was designed to do. The FE450 engine is more linear than last year’s 2022 FC450 motocross bike, and the difference is even greater now that the 2023 FC450 is even faster and more responsive than before. 

With the mellow engine, our faster test riders had to ride hard and rev high into the rpm range to get the FE450 up to speed. By linear, we mean ultra-linear. The FE450 powerplant is more like a diesel-pusher or a locomotive train engine than a 450 four-stroke. It has absolutely no hit or surges in power, just one long pull that is smooth and quiet thanks to the detuned ECU, heavier high-output stator, restrictive exhaust, and heavier overall weight. 

The wide-ratio transmission is certainly nice to have when you go from high-speed desert to slower and more technical sections in the rocks and hills, but, in truth, the sixth gear didn’t do much for us. Sixth is more like an overdrive gear, something you’d use if you were to take the FE out on the highway (even though it’s not street-legal). Likewise, first gear is ultra-low, too, only usable for the tightest and most technical rock sections. 

Q: HOW DOES THE 2023 HUSQVARNA FE450 HANDLE?

A: The 2023 Husky FE450 is soft—really soft. It rides like a Cadillac on the track and trail. Unlike the PDS shock-equipped KTM enduro models, the Husqvarna suspension does come with a motocross-proven linkage system, which motocross folk will appreciate; however, some enduro riders might see this as a knock against the Husky because the linkage lowers the bike’s ground clearance, allowing it to catch on rocks and logs easier than the PDS shock-equipped KTM. 

The XPLOR forks are ultra-soft, so soft that they are not set up for motocross or even intermediate-level off-road racing. They are great for Beginner, Vet or Novice motocross riders and for Novice-level trail riding, but if you are fast or heavy, you’ll need to get the suspension re-sprung and valved for your size and skill. 

Because this is an MXA “Race Test,” and because we are Motocross Action, of course we had to assign a few of our endurance test riders to race the FE450 on the motocross track. Our slowest and “most seasoned” Vet test rider (who was a factory Husqvarna factory rider in his prime) loved it. It was ultra-smooth and easy to ride, with a power delivery that rolls on like a locomotive. It’s more rider-friendly than the new-generation 2023 FC450 when it comes to absorbing harsh bumps. Everything about the new 2023 FC450 motocross chassis is stiffer, while the FE450’s 2022 frame, swingarm and subframe setup are known for being more flexible. Make no mistake about it, the XPLOR fork-equipped WP suspension is extremely soft and plush. Yes, our young, spunky, and fast testers could make the FE450 work for some time, but it was dangerously soft. Even in the off-road settings, which this bike was designed for, the FE450 is too soft in stock form. Our chief off-road tester, Josh Fout, was asking for stiffer suspension after his first Sprint Enduro race on it. WP makes an XPLOR Pro drop-in kit for these forks, and we have plans to add that on to our FE450 soon to make it a better off-road racer for our intermediate and expert-level testers who frequently race SRA, WORCS and NGPC off-road events. 

Q: HOW ARE THE BRAKTEC COMPONENTS?

A: There’s no easy way to say it. The Braktec brakes and clutch components are no match for Brembo, and they seriously hinder this FE450’s stopping and going power. The Braktec system looks like a Brembo clone, but it is not the same, even though the system is built by Brembo. The brakes aren’t nearly as strong or smooth for stopping, and the FE450s lack of stopping power is especially noticeable when you feel the added weight of the 2.37-gallon oversized fuel tank, 3-pound-heavier spring forks, plus headlight, taillight and so on. 

As for the clutch, our testers abused the FE450 clutch more than they normally would on an FC450 for two reasons: The FE450 is detuned, and the BrakeTec clutch isn’t blessed with the same strength and “pop” feel of the Brembo. Of course, the restricted exhaust, detuned maps, O-ring chain, and heavier stator hinder the FE450’s throttle response, but the Braktec clutch slave cylinder doesn’t help either. We switched to the stiffer setting on the clutch’s Bellville washer spring to try to get a stronger connection, but our testers didn’t notice any benefit. It still wasn’t strong enough. 

Q: WHAT DID WE HATE?

A: The hate list.

(1) Maps. We wish there would have been a bigger difference between maps one and two; however, we can assume this will be fixed in 2024 when this bike inherits the same frame, engine and electronics that the 2023 FC450 has now. 

(2) Braktec. The Braktec brakes and clutch slave aren’t strong enough. We believe that KTM is working on redesigned Braktec components for 2024.

(3) Fuel cap. The push-button fuel cap is frustrating and unnecessary. 

(4) Spokes. As with the motocross bikes, you need to keep an eye on the spokes, especially in between motos during your first few rides. They do come loose. 

(5) XPLOR. All off-road forks are soft, but these were too soft, even for enduro and off-road riding. The 2024 off-road models get much higher-tech coil spring forks. Eventually we upgraded to WP XPLOR Pro forks and an shock. The forks have WP 6500 cartridge kit in them. They were stiff enough to race local motocross or fast WORCS style cross-country races.

Q: WHAT DID WE LIKE?

A: The like list. 

(1) Power. Although it’s too mellow to be a motocrosser, the exuberently smooth style of power is impressive and very rider-friendly.  

(2) Heritage Edition. What can we say? This is how Husqvarnas are meant to look. The all-white plastics and frame are gorgeous. 

(3) Handling. Thanks to the more flexible frame of the 2022 and earlier-model FC450s, this 2023 FE450 is the epitome of what an off-road bike should feel like: ultra-plush and compliant. Yes, it’s too soft if you’re heavy or fast, but that can be fixed with stiffer spring rates and valving. 

(4) Protection. The stock hand guards mount to your front brake and clutch levers, keeping the handlebars clear of excess clamps. Simple and clean. 

(5) Seat. The blue seat is cool, but what’s even cooler is the foam ribs and gripper material used. No, it’s not a real “gripper” seat, but it’s better than every other stock seat on the market. 

(6) Oversized tank. We love the backbone-style frame design because it makes it much easier to add an oversized fuel tank. This tank extends farther down on both sides to increase fuel capacity. Yes, you can feel it stick out on your left leg underneath the shrouds when gripping the bike, but it doesn’t widen the shrouds at all, and it doesn’t extend up any higher at the fuel cap. This helps keep the center of gravity low to enhance cornering and agility. We also like that the tank is translucent, so you can easily see your fuel level.

(7) Exhaust. It’s impressive that Husqvarna is able to make a muffler that is so quiet and still short. Many other mufflers that are this quiet are extremely long and obnoxious looking. 

(8) Electronic dashboard. MXA doesn’t test bikes with odometers very often, but this one is pretty neat.

Q: WHAT DO WE REALLY THINK?

A: Overall, the FE450 is a great enduro-model 450 four-stroke. It is a fun bike that can take you far (thanks to the oversized fuel tank). It will save you in a pinch (thanks to the headlight) and help you go fast (thanks to the linear and strong Husky engine). 

If you’re looking for a bike to ride motocross and off-road with, we recommend the FX450 cross-country bike because it is much more motocross worthy. The FE450 is too soft and choked up for motocross. But, if you already have a motocross bike and you want an off-road-specific, green-sticker-ready 450, this bike is a great choice. 

An important note is that this is your last opportunity to buy a new Husky enduro bike with this frame, because the 2024 Husqvarna FE450 will have the next-generation, chromoly steel frame, which is stiffer and takes much longer to break in. Maybe Husqvarna and WP have some tricks up their sleeves for next year, but our experience with that frame so far tells us that it won’t be as easy to find comfort for harsh off-road environments. 

Additionally, this was a Limited Edition model and could be very hard to find at a dealership.

MXA’S 2023 HUSQVARNA FE450 HERITAGE EDITION SETUP SPECS

This is how we set up our 2023 Husqvarna FE450 for racing. We offer it as a guide to help you find your own sweet spot.

WP XPLOR SPRING FORK SETTINGS
The stock WP XPLOR forks on the Husqvarna FE450 are extremely soft. We are used to simply bumping up the air pressure to find the proper spring rate on WP XACT air forks, but you can’t do that with the XPLOR coil spring forks. These are open-cartridge forks, meaning that all the oil inside of the fork mixes together, unlike a closed-cartridge fork (a la XPLOR Pro) where the oil inside the cartridge is under pressure all the time and doesn’t mix with the other oil. “Split function” means that the compression and rebound adjustments are on separate legs, similar to many mountain-bike forks. For hardcore racing, these are MXA’s recommended 2023 FE450 enduro fork settings (stock settings are in parentheses):
Spring rate: 4.8 N/mm (4.6 N/mm)
Compression: 10 clicks out (15 clicks out)
Rebound: 10 clicks out (15 clicks out)
Fork-leg height: 5mm
Notes: The stock WP XPLOR forks are not meant to be raced in high-level off-road events. like fast West Coast WORCS, SRA, Big 6 or National Grand Prix Championship (NGPC) events — for these events, we swapped the stock forks and shock for WP XPLOR Pro forks and shock. The Pro forks are closed cartridge forks with a modified WP 6500 coil spring conversion kit. The shock is unique in that it has both low- and high-speed rebound adjustable on the bottom of the shock.  

WP SHOCK SETTINGS
The rear shock is also very soft and well et-up for woods riding and basic enduros. For hardcore off-road racing, these are MXA’s recommended 2023 FE450 enduro shock settings (stock settings are in parentheses):
Spring rate: 45 N/mm (42 N/mm)
Race sag: 105mm
Hi-compression: 1-1/2 turns out (2 turns out)
Lo-compression: 10 clicks out (15 clicks out)
Rebound: 12 clicks out (15 clicks out)
Notes: If you are on the heavier side, you will need to bump up the shock spring rate. This stock suspension is great for ultra-lightweight riders, but those aren’t usually the guys who buy 450 four-strokes.

MXA VIDEO TEST: 2023 HUSQVARNA FE450 HERITAGE EDITION

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