2024 Husqvarna Svartpilen 801 First Ride Review

[Hugh Janus]

Husqvarna’s 2024 Svartpilen 801 is a totally different beast with twin-cylinder power. (Husqvarna/)

Ever since Pierer Mobility AG acquired Husqvarna back in 2013, modern Huskies have smartly utilized KTM’s platforms and delivered their own spin on those motorcycles. Looking to the travel and street sectors, bikes like the Norden 901 and 701 Supermoto/Enduro were logical crossovers borrowing from those successful families. But the Svartpilen and Vitpilen naked models really have their own identities that set them apart, both visually and in terms of their target markets.

Based on KTM’s 790 Duke, the new Svartpilen 801 gives off an entirely different vibe. (Husqvarna/)

As much as we loved the Svartpilen 701, its single-cylinder engine always left us wondering how good the bike could be with a twin in it. For 2024, Husqvarna has answered that question and delivered the Svartpilen 801, which is powered by the 799cc version of the LC8c borrowed from KTM’s 790 Duke.

But that still left one question remaining: Would this new model, with its dramatically upgraded engine, deliver the performance to put it onto a completely different playing field of competitors?

LC8c Engine

There isn’t a whole lot of mystery behind the engine that powers the Svartpilen 801. As mentioned, under Pierer Mobility, platforms and powerplants are shared among KTM, Husqvarna, and GasGas. The LC8c in this new model is shared with KTM’s 790 Duke. Another important note is that this engine was reintroduced in the not-so-distant past and is manufactured by KTM’s partner CFMoto in China, which also uses it in some of its models.

The LC8c that powers the Svartpilen is the 799cc version that is used in the KTM 790 Duke. (Husqvarna/)

The 799cc liquid-cooled parallel twin has double-overhead cams with four valves per cylinder. Bore and stroke measure 88.0 x 65.7mm with lightweight forged aluminum bridged-box pistons and a 12.5:1 compression ratio. The crankcase is high-pressure cast aluminum which helps keep the wall thickness to a minimum and the overall weight of the engine down to 114 pounds. Cylinders are a sleeveless aluminum design with Nikasil coating. The engine has semi dry-sump lubrication and has 15,000-kilometer (9,320-mile) service intervals. Keeping it smooth are a pair of balance shafts, one in front of the crankshaft and the other between the camshafts.

The cylinder head features a pair of assembled camshafts that are lighter than one-piece forged units. Steel intake and exhaust valves measure 36 and 29mm, respectively, and are actuated by diamond-like carbon-coated finger followers. A pair of 46mm throttle bodies feed mixture to the engine and are controlled by a ride-by-wire throttle. Spent gases pass into a pre-muffler chamber concealed between the engine and swingarm that houses the catalytic converters, and then head for a stainless-steel silencer.

The LC8c is compact, light, and produces 105 hp. (Husqvarna/)

It doesn’t take long to appreciate the LC8c’s performance. Husqvarna claims 105 hp at 9,250 rpm with 64.0 lb.-ft. of peak torque 6,500 rpm. These numbers are obviously down a bit when compared to some of the larger-displacement versions of the LC8c like the “890″ and “990″ versions, but this engine is a perfect fit in this bike.

Our riding day was spent chasing the French lead rider on awesome mountain roads just north of Toulon, France. The pace on our 150-mile ride was spirited, to say the least. The twisty roads were at times very narrow, damp, and littered with bicyclists as it was a Saturday. In this world of second- and third-gear twists and turns the engine delivers excellent performance. Torque is easily accessible right off the bottom and builds with a steady rush as you head toward 9,000-plus rpm. Keeping the engine in its midrange sweet spot is aided by the standard Easy Shift up/down quickshifter, which we have to say continues to get more and more refined on each generation of LC8c. As a matter of fact, it is noticeably better timed than the unit on the KTM 890 Adventure R from our test just a year ago.

The Svartpilen is right at home on the twists and turns of southern France. (Husqvarna/)

This engine is as flexible as they come. Riding in traffic through the tiny villages throughout the Provence region of southern France, the engine is torquey and behaves predictably, never acting jerky or requiring much effort to ride smoothly. Roll out of town into the twisties and it comes to life, no doubt aided by the bike’s light overall weight (a claimed 399 pounds without fuel). There is more than enough performance to snap the front tire off the ground at will or to get the rear tire protesting and sliding if you’re not in a conservative TC setting.

Overall, the performance of this engine makes us wonder why Husky didn’t utilize it in the lineup sooner. It really completes the package and puts the Svartpilen 801 into a completely different category, competing against the likes of Honda’s CB650R, Triumph’s Trident 660, Ducati’s Monster, Suzuki’s GSX-8S, and Yamaha’s MT-07.

Electronics and Rider Aids

Whereas quite a few of the competitors mentioned above have minimal or basic electronic-rider-aid packages, the Svartpilen 801 comes with a much more comprehensive set. However, if you want the complete electronics package, you’ll have to pay for some options.

The left-bar control pod provides intuitive menu navigation. (Husqvarna/)

Core to the standard suite are three ride modes: Sport, Street, and Rain. Within these modes are preset parameters for MTC (traction control) and ABS, which utilize a six-axis IMU to enable lean-sensitive adjustments. Also built in are predetermined settings for wheelie control, engine-brake control, and throttle response. Sport is the least intrusive with lively throttle response, reduced TC, and Supermoto ABS (allows the rear to be locked) that isn’t lean sensitive. Rain is on the opposite side of the spectrum with smooth throttle, lots of TC, and max ABS; Road is right in between.

For those who really want to get the most out of the electronics you’ll have to spring for the Dynamic package ($420), which adds a mode by that name, allows the user to manually choose between 10 levels of TC, five levels of wheelie control, and adjust the MSR (Motor Slip Regulation). Also on the optional list is cruise control ($289), which requires a new control pod on the left handlebar, and adds a programmable custom shortcut button that can be set up to control various aids.

The 5-inch TFT display is bright and easy to read, and menu navigation is intuitive. (Husqvarna/)

Menu navigation is intuitive and logical using the left-bar control pod, with a block of up/down, left/right buttons allowing quick selections. The 5-inch TFT display is bright, informative, and easy to read, and offers multiple view options depending on preference. There is a standard USB-C connector port, while smartphone connectivity allows the use of the Ride Husqvarna Motorcycles app with phone and music control, plus turn-by-turn navigation.

It’s not every press launch that we get a chance to really test out all of the modes in a useful manner, but roads left patchy wet by overnight rains meant that we got to do so. In the early morning, we started out in Street, tried Rain and Sport, but once the roads dried out we set up a Dynamic mode that was pure fun. If you don’t spring for the Dynamic package, Sport is a good choice for fast and fun riding. But having total control is a nice luxury and something we’d opt for.

An attractive LED headlight is a dramatic departure from KTM’s angular units on the Duke line. (Husqvarna/)

Although Svartpilen styling doesn’t scream hooligan, think of it as a wolf in sheep’s clothing. After all, it is a close cousin to another brand that’s motto is “Ready to Race.” The apple didn’t fall far from the tree. Using the right rider-aid and mode settings, the 801 definitely has a welcome naughty streak.

Chassis and Ergonomics

Compared to the previous 701, the chassis has been changed quite a bit. The frame is now made up of a tubular steel front section that uses the engine as a stressed member, while the subframe is a cast-aluminum piece that also acts as the rear end’s tailsection (without any bolted-on plastic parts for bodywork). A die-cast aluminum swingarm actuates the shock directly, which makes room for the exhaust pre-chamber where a linkage would normally reside.

Trellis no more; the Svartpilen 801’s tube steel frame is now connected to a new cast-aluminum subframe that holds the airbox. Wheelbase is now 58.1 inches. (Husqvarna/)

The Svartpilen has a leg up on some of its competitors in the suspension department. Up front is a 43mm inverted WP Apex fork with rebound and compression adjustability and 5.5 inches of travel. There are easy-to-access, tooless adjusters atop the fork caps that allow five clicks of adjustment each. The linkageless WP Apex shock has 5.9 inches of travel and is adjustable for spring preload and five clicks of rebound damping.

The roads we encountered in southern France ranged from smooth perfection to a potholed mess. For this reason we left the clickers alone both front and rear on the fork and shock. The middle-of-the-road settings proved to be the right compromise, offering good feedback, nice holdup at speed and under braking, and plush bump absorption over the nasty stuff. Overall, despite not being “fully adjustable” the 801′s suspension performed well.

A pair of J.Juan radial-mount, four-piston calipers and 300mm discs are used on the front. (Husqvarna/)

The braking package includes a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, while a single-piston caliper mated to a 240mm disc is used at the rear. Like the clutch lever, the front brake lever offers span adjustment. Lean-sensitive ABS also offers a Supermoto mode that eliminates ABS to the rear wheel for spirited road riding or for those wishing a bit more control on gravel roads. The brakes performed well during our ride with competent power and progressive bite, but lack the outright power of top-of-the-line stoppers.

The wheelbase on the Svartpilen is 58.1 inches, which is identical to the KTM 790 Duke. So, despite not having the orange bike’s aggressive appearance, the 801′s chassis is very similar, though rake is a tick less steep at 24.5 degrees versus 24. Trail is essentially identical at 3.9 inches. Handling on the 801 is crisp and predictable, with a quick-steering front end giving the bike excellent agility in the many tight first-gear, 180-degree carousel turns we encountered. Midcorner stability was very good in fast sweepers, with the chassis allowing easy adjustments and corrections.

A view of the cockpit and the moto-style handlebar. (Husqvarna/)

One thing that we needed to feel out and build some trust with are the Pirelli MT 60 RS tires, which look like a dirt-track or ADV tire with mild knobbies. In our opinion, the tires were chosen more for their appearance, but ultimately they provided good overall grip on a variety of roads and conditions. If we owned this bike, we’d swap over to a full-on sport tire on the 17-inch wheels.

The seating position is upright and comfortable, but still sporty. (Husqvarna/)

One thing that buyers of this bike are going to love right away is the seating position. The seat is set at 32.3 inches off the ground, which should offer firm footing for a large selection of body sizes. This 5-foot-11 tester thinks the seat height is ideal, but what is a really pleasant surprise is how comfortable the footpeg position is, offering a mellow and sporty bend but without cramping the legs at all during a long day in the saddle. The seat is well shaped, with a nice kick up at the back that supports the lower back, while also offering firm but comfortable padding. The reach to the moto-style handlebar is neutral and relaxed, although from the cockpit the bars look a little on the narrow side (at least if the dirt-track look was intended).

Conclusion

As it is with many bikes in the Pierer Mobility family, the Svartpilen 801 is essentially a restyled version of a KTM model. But just as we have found in the past with, for example, the Svartpilen 701, the Husky exudes a totally different personality and vibe through its crisp Scandinavian-inspired styling.

The Svartpilen is an attractive and excellent performing motorcycle that has all the modern bells and whistles we’ve come to expect from a European naked. (Husqvarna/)

And that’s one of the cool things about this bike. Underneath that crisp, more grown-up tracker appearance is the same “Ready to Race” animal just waiting to cut loose on a whim and have some fun. The LC8c engine completely transforms not only the Svartpilen, but broadens Husqvarna’s naked bike lineup. At $10,899, the Husky is priced about $1,400 more than the 790 Duke, but one of the key additions is that the Easy Shift up/down quickshifter that is standard on the 801 is only available as an option on the KTM, which puts the two bikes a lot closer in terms of trim levels versus price. The Svartpilen 801 brings credibility to Husky’s street lineup in the same way the Norden 901 did for its Travel line. And unlike so many of the company’s dirt bikes, the Svartpilen really stands out on its own and looks and feels unique despite the shared platform.

Handling is crisp and light, yet the bike offers excellent stability. (Husqvarna/)
The stainless-steel silencer is slim and attractive. (Husqvarna/)
The rear end of the Svartpilen isn’t short on stylish details. (Husqvarna/)
The aluminum swingarm is braced and directly actuates the shock. (Husqvarna/)
If you want to scramble on your Svartpilen 801, a skid plate will protect the engine and frame. (Husqvarna/)
A cool cutaway view of the LC8c. (Husqvarna/)
The 2024 Husqvarna Svartpilen 801. (Husqvarna/)
Watch out for bicyclists on a Saturday in France. (Husqvarna/)

2024 Husqvarna Svartpilen 801 Specs

MSRP:	$10,899
Engine:	DOHC, liquid-cooled parallel twin; 4 valves/cyl
Displacement:	799cc
Bore x Stroke:	88.0 x 65.7mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	105.0 hp @ 8,000 rpm
Claimed Torque:	64.0 lb.-ft. @ 6,500 rpm
Fuel System:	EFI w/ 46mm Dell’Orto throttle bodies, ride-by-wire
Clutch:	PASC slipper clutch; cable actuated
Engine Management/Ignition:	Bosch EMS
Frame:	Chromoly steel w/ cast aluminum subframe
Front Suspension:	WP Apex 43mm inverted fork, compression and rebound damping adjustable; 5.5 in. travel
Rear Suspension:	WP Apex monoshock, rebound damping and preload adjustable; 5.9 in. travel
Front Brake:	Radial-mount 4-piston calipers, dual 300mm discs w/ Bosch ABS
Rear Brake:	1-piston floating caliper, 240mm disc w/ Bosch ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	Pirelli MT 60 RS; 120/70-17 / 180/55-17
Rake/Trail:	24.5°/3.8 in.
Wheelbase:	58.1 in.
Ground Clearance:	6.9 in.
Seat Height:	32.3 in.
Fuel Capacity:	3.7 gal.
Claimed Dry Weight:	399 lb.
Contact:	husqvarna-motorcycles.com

Source