
After hiding in the shadows for a few years, naked bikes are making a comeback. Of the nearly 100 new or updated street motorcycles announced for 2025 so far, nearly two out of five are sportbikes or sport standards with little to no bodywork. One of them is the 2025 Husqvarna Vitpilen 801.
The Vitpilen 801 (“white arrow”) is the fraternal twin of the Husqvarna Svartpilen 801 (“black arrow”) and the big brother of the Vitpilen 401 and Svartpilen 401, all of which we tested last year. These four bikes comprise Husqvarna’s streetbike lineup, and while they all have design elements in common, each model will appeal to different buyers.
The Vitpilens are the roadsters in the family, and the Svartpilens are the street scramblers (or scrambler-ish in the case of the 801). The larger ’Pilens used to have “701” as part of their names because they were powered by the 693cc Single from the KTM 690 Duke. To earn the “801” label, they bulked up to the 799cc parallel-Twin from the 790 Duke, which makes a claimed 105 hp at 9,250 rpm and 64.2 lb-ft of torque at 8,000 rpm.
So what sets the 801s apart? The differences aren’t night and day. It comes down to styling (headlights, trim pieces, colors), handlebars (the Vitpilen’s is straighter), and tires (Michelin Road 6 sport-touring rubber on the Vitpilen, blocky Pirelli MT 60 RS buns on the Svartpilen).
The Vitpilen 801’s base price is $10,499, and standard equipment includes adjustable suspension front and rear; a slip/assist clutch; a steering damper; a full electronics package with ride modes, cornering ABS, and cornering traction control; a 5-inch TFT display with a USB-C port; and a Bluetooth connectivity unit with turn-by-turn navigation and controls for calls and music. You also get unique European styling with a unique bi-LED headlight and a premium level of fit and finish.

We tested the Svartpilen 801 in the mountains of southern France, but for the Vitpilen 801 press ride we stayed on American soil and rode along the coast and in the hills and mountains of San Diego County, including Mount Palomar, a popular weekend destination for the sportbike crowd. It’s always nice to ride a new motorcycle on familiar turf with no jetlag.

The Husky’s 799cc LC8c parallel-Twin is a compact, lightweight engine that weighs 114 lb (27% of the Vitpilen’s 418-lb wet weight). A 75-degree crankpin angle and a 435-degree firing give the engine a V-Twin character. It feels rough and rowdy, but dual counterbalancers keep vibes in check. A throttle-by-wire system controls a pair of 46mm Dell’Orto throttle bodies, and the fuel/air mixture is compressed at a ratio of 12.5:1.
The Vitpilen has a feisty bark to go along with its 105-hp bite, but the bike is fully noise and emissions compliant. An exhaust pre-chamber, which is tucked under the bike to help centralize mass, is mostly hidden behind a black-anodized shroud. Spent gasses exit through a high pipe on the right side that runs parallel to the cast-aluminum subframe.

Starting off, I selected the Street ride mode, which offers direct but not overly aggressive throttle response, is linked to the Street ABS mode (activated for both wheels, lean-sensitive), and all but eliminates rear wheel slip via cornering traction control. This is the ideal ride mode for commuting and riding around town. (Although I didn’t test it on this dry, windy day, Rain mode dulls throttle response, reduces peak power, and maximizes TC intervention to increase the margin of safety in slippery conditions.)
When we turned off the Coast Highway and headed inland on curvy roads, I toggled over to Sport mode, which quickens throttle response, switches to Supermoto ABS mode (deactivated at rear wheel, not lean-sensitive), and reduces TC intervention.
Our test bikes were equipped with the optional Dynamic Pack ($419.99), a Dynamic mode with an adjustable throttle map, an on-the-fly rear-wheel slip adjuster (10 levels), anti-wheelie control (five levels), and Motor Slip Regulation. They were also equipped with optional Easy Shift ($349.99), Husqvarna’s name for an up/down quickshifter. The additional flexibility, control, and customization you get with these options make the money well spent. Adding cruise control will set you back $526.98 ($288.99 to activate the software plus $237.99 to add the switch to the controls).

All the rider aids and settings are easily controlled via the left switchgear and a TFT display with vivid, colorful graphics that show how different modes and levels will affect the bike’s behavior.
Ripping around on the Svartpilen 801 last year, I had to put a certain amount of faith in its semi-knobby Pirelli MT 60 RS tires. They never did anything wrong or unexpected, but they didn’t instill loads of confidence either. The Michelin Road 6 sport-touring tires on the Vitpilen 801, on the other hand, felt as reassuring as a bearhug. The tires’ grip and feedback were never in doubt, even when dry desert winds blew sand and dust on some of the roads.
The Vitpilen 801 performs exactly as a roadster should. It has a peppy engine, quick steering, and a responsive chassis. Light pressure on the bar is all it takes to lean into a corner, and once on the side of the tires, the bike behaves with poise, grace, and discipline. As with most press rides, we maintained a spirited pace, and the Vitpilen was a willing, unflappable accomplice.
Gear Up
- Helmet: Shoei X-Fifteen
- Jacket: Cortech Chicane
- Airbag Vest: Dainese Smart Air
- Gloves: Cortech Revo ST V2
- Pants: Cortech AA Dyneema Jeans
- Boots: Cortech Apex RR WP Boots
The WP Apex suspension, which offers 5.5/5.9 inches of front/rear travel, is quality hardware that allows riders to easily dial in their preferences. The 43mm inverted open-cartridge fork splits damping functions in separate legs, with compression in the left leg and rebound in the right. Both have convenient fork-top clickers with five positions. The rear shock is adjustable for rebound (five positions) and spring preload using tools in the underseat kit. Suitable for a roadster, the suspension’s damping is taut and responsive but not overly stiff.

Although they carry a Husqvarna logo, the Vitpilen’s brake calipers are made by J.Juan, a Brembo subsidiary based in Spain. Two 4-piston radial front calipers pinch 300mm discs, a 2-piston rear caliper pinches a 240mm disc, and hydraulic fluid is pumped through steel-braided lines. The brakes performed well enough, but I wanted more initial bite and more feedback, and at times I had to squeeze the front lever harder than expected.
Like some other middleweight naked bikes, the Vitpilen 801 occupies a sweet spot in terms of size, power, and performance. It’s not too small nor too big. It’s not too light nor too heavy. And it’s not too tame nor too wild. For a solo rider who wants to have fun on his or her favorite backroad, you really can’t ask for much more.
But the Vitpilen 801 is also built on the same platform as the KTM 790 Duke, and their specs are nearly identical. The KTM’s base price is $9,499, and the Husqvarna’s is $10,499. The question riders need to ask themselves is whether the Husqvarna’s unique styling is worth a grand.
2025 Husqvarna Vitpilen 801 Specs
- Base Price: $10,499
- Price as Tested: $11,269 (Dynamic Pack, Easy Shift)
- Website: Husqvarna-Motorcycles.com
- Warranty: 2 yrs., unltd. miles (extendable to 4 yrs.)
- Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
- Displacement: 799cc
- Bore x Stroke: 88.0 x 65.7mm
- Horsepower: 105 hp @ 9,250 rpm (factory claim)
- Torque: 64.2 lb-ft @ 8,000 rpm (factory claim)
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
- Wheelbase: 54.6 in.
- Rake/Trail: 24.5 degrees/3.9 in.
- Seat Height: 32.3 in.
- Wet Weight: 418 lb
- Fuel Capacity: 3.7 gal.
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Source: RiderMagazine.com