feel. The Pro Taper bars felt excellent, though we did
move them forward in the clamps, and the ODI grips
Besides not having a spark arrestor, the Husky is a
shade too loud for trail riding—though it’s quiet on the
track! With the switch to Magura brakes, we felt a little
loss of power. It actually felt a bit like a Japanese brake
in feel and power. Once we adapted, however, the brakes
were strong enough and got the job done.
We’ve had issues with some Husky wheels in the last
few years, so we kept a close eye on the spokes. No real
drama here, but we’ll stay diligent. The Dunlop AT81s are
one of our favorites for off-road and do a decent job in
motos. The sidestand is simple and effective. We love it!
The rear shock’s plastic adjuster is pitiful. The anodized
WHO DO YOU KNOW?
clutch and ignition covers look great and don’t show boot
wear. The 2.2-gallon tank is slim and comfortable.
Let’s see, the Husky FX350 weighs 227 pounds. It
makes a little under 60 horsepower. It’s wonderfully suspended, and it can dart and hold a line on an off-camber
rut or rip off an 80-foot tabletop with zero effort. This baby
targets the hard-core GNCC racer—the closed-course
racer who demands that his bike be light, fast and serious.
The great news is that it’s also a superb machine for the
versatile-minded vet or senior looking for an easy-to-man-age powerband with enough growl to conquer that big hill,
long jump or sixth-gear-wide sand wash. It doesn’t get a
whole lot better than that.
OFF-ROAD TEST: 2018 HUSQVARNA FX350
The handlebar map switch
features a stock map,
an aggressive map and
a traction control map.
Excellent marks go to the
plastic and ergos, all of
which are smooth and work
with the rider.
Husky switched to GSK
rotors and Magura brakes.
The action is good, though
not quite as strong as the
Brembo units from last year.
The Husky powerplant makes
58 horsepower, is a six-speeder,
and the evacuation chamber in
the header helps with noise and