Test: 2009 Husaberg FE450e

Out of Bounds: Husaberg turns the engine upside down with its all-new FE450e.

By Ryan Dudek | Photos by Jeff Allen

April 2009

Photos: 2009 Husaberg FE450e >>

Husaberg's engineers obviously have never read the Japanese handbook on How to Build an Off-Road Motorcycle. While the Swedish company's bikes have always been a little different and sometimes pretty quirky, the all-new FE450e breaks the mold of conventionalism altogether.

But what is truly stunning about the new FE is that despite Husaberg's rep for building unique bikes and the fact that the machine is almost completely different than a conventional enduro, the FE450e doesn't feel at all quirky or even the least bit weird. It is a revolutionary design — from the completely rethought engine layout to the unusual plastic rear subframe — and it really works, a radically changed bike that the Japanese should be taking notes on.

Which makes it all the more amazing that the bike was conceived and developed in just two years. That is a very short time-frame, especially when you consider the rather protracted logistics! It goes like this: The design concept came from Husaberg's home office in Sweden; the execution of said concept in the metal then took place in Austria at parent-company KTM; after that, the finishing details like suspension settings and engine tuning were done by the Swedes; finally, the bikes are actually produced in Mattighofen alongside KTMs.

After taking delivery of the FE, I sat and gawked over the entire machine. The engineering is very clever, and it is plain to see that the FE450 was designed by people who have a passion for riding dirtbikes and also have enough experience — and more importantly, guts — to try something different to make the riding experience better.

How interesting is the FE to look at? I pulled the seat off four times (using the convenient cable release) just to stare at the intricate fit of the airbox, fuel tank and subframe. It all comes together like a 3D puzzle and even gives a home to most of the bike's electrical components. Most intriguing is the fact that the subframe is all plastic, made up of cross-linked polyethylene, obviously considered light and strong enough for such duty. The design also incorporates molded-in grab handles; a good idea, yes, but they are placed a little too far forward if you really need to lift the rear end up high.

The fuel tank is a peculiar shape, although it does look pretty standard as it wraps around the perimeter frame. What you can't see with the seat in place is that the airbox and filter are located smack dab in the middle of the tank. The 2.3 gallons of fuel is actually spread thin along the sides of the FE and channeled down closer to the bike's center of gravity under the seat. This also helps to keep the ergos slim.

Removal of the air filter (a simple job requiring no tools) allows a glimpse straight down to the fuel-injection system's 42mm Keihin throttle body. Interestingly, this configuration allows the rider to hear a lot of intake noise when riding and is most noticeable when sitting toward the back of the seat; the clatter and howl can actually seem louder than the exhaust!

But the note coming out of the silencer is not at all obtrusive thanks to its very quiet nature. A major issue, though, is that there is no spark arrestor; the 'Berg is sold as a closed-course competition motorcycle. For California, that means it is a non-emissions-certified red-sticker bike, limiting riding opportunities only to certain times of the year. Adding the expense of a sparky to the already high $9498 price tag puts the ready-to-trail-ride price closer to $10 Gs, and that's before taxes and registration. Ouch!

That high price does get you a radical motorcycle. The new 70-degree engine configuration (denoting the slope of the nearly horizontal cylinder) is no gimmick. Practically flipping an ordinary layout, the design positions the crankshaft very close to the bike's overall center of gravity. This puts the engine's largest rotating component at a neutral location in the chassis, result being that the big four-stroke motor's mass is less noticeable to the rider.

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