2017 Husqvarna FC 250 Review | First Impression

Husqvarna came out with an all-new FC 250 in 2016 that made dramatic improvements in the bike's feel on the track. For 2017 the Husqvarna FC 250 received only a few updates, but those updates are significant on paper. The 2017 Husqvarna comes equipped with a WP AER 48 fork, aluminum upper engine mounts, a softer rear shock spring, traction control with an updated map switch, stiffer top triple clamp, 10mm longer brake pedal, and a new handlebar clamp. These changes are also shared with Husqvarna's other FC models to try and create a better handling Swedish motocross machine. With Dirt Rider's 2017 250 MX Shootout looming we dove into the updated FC 250 to see what the new bike is all about.

Engine:
Since the engine character hasn't changed much from the 2016 model we can give you a refresher course along with insight on how the new map switch works. The FC 250's bottom end is very smooth and easy to control, but for a 250cc four-stroke motocross machine we would like to see a little more torque out of corners. This is where the Yamaha shines and the Husky needs to catch up. Immediately out of soft corners you will have to clutch it more to get the rpm's up where the FC 250 likes to be ridden. Aggressive riders will love the mid to top end as the Husky will pull each gear longer than most of its competitors (besides the KTM 250 SX-F). Rolling second gear through corners will take a little fanning of the clutch but if worked properly the FC 250 will pull you down the next straight very quickly. The Husqvarna's engine favors the faster type of rider that likes to rev out his or her machine. The free feeling (or lack of engine braking) is a welcome attribute as well (especially when coming into a corner hot) as the FC 250 doesn't get much pitch (front to back) when rolling off the throttle. The updated map switch is very easy to use and each map is a noticeable change. The number one map (standard) was our favorite as we felt each gear had a little more pulling power than map two. Map two (aggressive) had increased throttle response/bottom end, but it lacked "meat" or pulling power in second and third gears. The TC map (traction control) was only noticeable (or made a difference) when we went out of our way to look for the driest most hard pack part of the track. We could see a big advantage with the TC on the FC 250 in very slippery low speed off-road conditions; otherwise we feel the TC map works best on a larger Husqvarna cc'd engine.

Suspension:
The 48mm WP AER fork has comfort. On acceleration bumps where the fork is light and in the top of its stroke the fork is plush and will not deflect (rare for air an air fork). Mid-stroke harshness that plagued the WP 4CS is not as apparent with the AER fork. We started the fork pressure a little low at 149 psi (instead of the stock recommended pressure of 152) and that left us with a fairly comfortable ride at the end of longer motos (over 25 minutes). If you are doing shorter motos (under 20 minutes) start with your fork pressure at the recommended 152 psi (if you are 150-165 pounds). Larger riders (above 170 pounds) might want to start around 154 psi. There is still a little harsh spot on de-cel through the mid-stroke of the FC 250 fork, but slowing the rebound a couple clicks helps it not move as much. Doing this will let the FC 250's front-end feel more planted and get you added front wheel traction. We don't bottom the Husqvarna's AER fork nearly as much as the KTM 350/450 SX-F, as the fork holds up better on slap down landings and g-outs. With the AER fork you can be a little less creative (than the 4CS) with line selection and hit the rough line, but the comfort is still not as high as a KYB SSS fork. We set the sag on the shock between 104-106mm and it felt like it gave a nicely planted/squatted feel out of corners. It is a little soft for heavier 250F pilots over 170 pounds, but stiffening the high speed compression a half a turn and increasing low speed compression a couple clicks helps hold the rear end up on jump faces/landings. Once you do this it will take a little forward bite out of the rear end on choppy acceleration bumps, but the trade off you get up jump faces/landings is worth it.

Chassis:
The chassis of the 2017 FC 250 feels light and inspires confidence. Straight-line stability is excellent and the frame absorbs tons of what the track throws at it. Once the track gets choppy and square edged the FC 250 doesn't have a rigid feeling. You can feel it flex and absorb even the hardest of hits. If we could get a little more torque out of the engine we feel the chassis would accept the added power and make the bike feel even more nimble. Cornering is improved from the 2016 model, especially mid-corner. The 16's front end would feel vague and light, but the 2017 FC 250 feels planted and is able to stick completely around each corner. Flat corners with nothing to push off of are welcomed and the rider is able to dive/lean lower into corners without having to worry about washing out the front tire. The ergonomics of the FC 250 is more of a "sit on top" feel and the gripper seat is something not to be taken lightly. The little spikes on the seat cover that we like to call them does do its job from keeping you from sliding, but after a few hours on the seat it does a number on your behind. Something maybe a little less aggressive in the middle of the seat would be a welcome change for us.

The 2017 Husqvarna FC 250 is a refined quarter liter four-stroke motocross machine that is getting easier to ride with its added suspension comfort, balanced chassis, and increased cornering ability. Not to mention that this bike is one of the lightest around and is equipped with an electric start! The only thing that is holding the Husqvarna FC 250 back is a lack of torque and excitement down low. If we could get some of that mixed in with all of the other noticeable improvements that the 2017 comes with, this could be your next shootout winner.