When GASGAS confirmed the 450F enduro wouldn’t return for 2026, it sent a ripple through the off-road world. On paper, it was a simple product update, one model quietly dropped from the lineup, but the implications were much bigger. It suggested a question many manufacturers have been whispering behind closed doors: are 450s still relevant in modern enduro?

Manufacturers have told us for years that 450 sales are nowhere near their early-2010s peak. The numbers are stable, but they’re no longer the core of the big four-stroke class. The modern 350F has become a usable powerhouse with revvy aggression and featherweight handling. The 500F has evolved into a smooth, torquey, surprisingly manageable long-range companion. Meanwhile, the 450 sits squeezed awkwardly between them, theoretically the perfect blend of both, yet often overlooked.

But dismissing the 450 as a relic is a mistake.

To see why, we spent a full day pounding our test loop on the 2025 Husqvarna FE 450.

A HYBRID?

Ten years ago, the 450 was the undisputed big-bore race platform. Fast, stiff, explode-out-of-corners aggressive. It was the bike you bought if you wanted to win or if you wanted to pretend you could.

But rider habits and terrain preferences have changed. Trail riders want comfort. Hard-enduro riders want tractability. Desert riders want stability. And the 450 has gradually morphed into a hybrid class, filling a very real gap between the nimble 350 and the smooth, lazy 500.

The FE 450 embodies what the category has become. It is strong enough to climb anything without clutch abuse, and easier than the 350 when lugging or cruising in taller gears. At the same time, it is far more agile than a 500 in tight singletrack thanks to lower rotating mass, yet it still delivers the torque and stability needed for long hills and big days in the saddle. It blends singletrack agility and open-terrain composure more naturally than either of its siblings.

And that’s the core question: with GASGAS dropping theirs, is Husqvarna’s FE 450 proof the 450 still fills a legitimate role?

SMALL REFINEMENTS, BIG CHANGES

Husqvarna completely rebuilt the FE range in 2024, so 2025 and 2026 is not a redesign year. But the refinements matter.

The biggest improvement is the switch back to Brembo brakes and a Brembo hydraulic clutch, replacing the Braktec/Magura setup. The 260mm front rotor and 220mm rear rotor finally restore the familiar firmness, predictability and feel riders have relied on for decades. We both appreciated the confidence they gave, especially on long descents and steep off-camber sections.

Husky also updated the swingarm and chain slider to reduce slap, improve anti-squat characteristics and offer better rear-end traction under acceleration. Graphics and bodywork updates modernise the look while keeping Husky’s trademark minimalist style.

It’s not a headline-grabbing list of changes but combined with the huge 2024 overhaul, the 2025 and 2026 FE 450 is the most refined version of the platform ever built.

THE POWER CURVE

At the heart of the FE 450 is the 449.9cc SOHC big-bore engine, working with a Keihin EFI system, a 42mm throttle body, and incredibly smart mapping through the Keihin EMS. Together, they create one of the smoothest, most predictable power deliveries in the class.

This is what separates the FE from every other 450 we rode this year: it pulls cleanly from nothing, it never surges or spikes, it lugs like a 500, and it revs cleanly like a 350. Third gear becomes your go-to almost everywhere. You can crawl through rocky bottlenecks without too much flame-out, then roll straight into a fire road and let it stretch its legs without drama. The FE’s power comes on in a long, linear wave that makes it wildly easy to ride fast, even when you’re not trying to ride fast.

This illustrates the FE’s most important trait: it doesn’t feel like a fast bike unless you want it to be. It has an uncanny ability to adapt to your intentions.

The GEARBOX

One thing we both noted was how well Husqvarna nailed the gearbox ratios. No awkward gaps. No “between gears” moments. No clutch fanning. The 450’s ratios let you sit in a taller gear and let the engine do the work, perfect for technical climbs, riding when fatigued, or punching out big miles.

You always had the correct gear on the Husky. This gearbox helps give the FE its hybrid personality: relaxed when you want it, rapid when you need it.

WP’S MOST CONFIDENT

The WP XACT 48mm Closed Cartridge fork and WP XACT linkage shock debuted last year, and remains unchanged for 2025 and 2026 with good reason.

This is the best big for-stroke suspension WP has delivered for enduro. The fork stays tall under brakes, offers impressive mid-stroke support and resists deflection on roots and rocks. The shock feels glued to the ground, especially on off-camber sections, rocky climbs and step-up ledges.

We did stiffen the compression for high-speed chop, but overall, adjustments were minimal. The improved swingarm helps the rear stay calm and predictable under power.

There’s a planted, confident feel that inspires trust, especially when riding over obstacles where past models would step sideways or unload unpredictably.

ERGONOMICS & HANDLING

The FE’s aluminium-reinforced polyamide subframe remains a standout balancing rigidity and flex better than almost anything in the category. Combined with the lower stance and Husky’s ergonomic triangle, the bike feels almost tailor-made for long days in the saddle.

I don’t typically like the Huskies being lower, but I found this one actually steered better. Turn-in is sharp. Mid-corner stability is predictable.

And unlike the 500F, the FE carries less rotating mass, so it drops into corners faster and changes direction with far less effort.

SO… ARE 450s STILL RELEVANT?

The Husqvarna FE 450 proves that 450s are still absolutely relevant. The bike is easier to lug than a 350 when riding in taller gears, especially on long hill climbs and multi-day trail rides. It remains more agile than a 500F in tight singletrack because it carries less rotational inertia, yet it still produces enough torque to smash out desert kays. The engine offers smooth, tractable power that suits riders who want both comfort and performance for long days in the saddle. It mixes the qualities of a singletrack specialist and a desert-style torque monster more naturally than either of the bikes surrounding it in the range. And importantly, it maintains the outright speed needed for racing while remaining forgiving enough for everyday trail riders.

Why by a 450?

  • Easier to lug than a 350F
    • More agile than a 500F
    • Smooth, predictable torque for long days
    • Capable in singletrack AND wide-open terrain
    • Still fast enough for any race, anywhere