The 2025 Husqvarna Vitpilen 801 roadster is one of four ’Pilens in Husky’s lineup. It’s powered by the 799cc parallel-Twin from the KTM 790 Duke that makes a claimed 105 hp and 64.2 lb-ft of torque. For $10,499, the Vitpilen 801 comes with features like conveniently adjustable WP Apex suspension, J.Juan brakes, ride modes, lean-sensitive TC and ABS, and a TFT screen with Bluetooth connectivity. Our test bike was fitted with the optional Dynamic Pack that includes Dynamic ride mode, on-the-fly rear-wheel slip adjuster, anti-wheelie control, and motor slip regulation.
We tested the new Vitpilen in the canyons of San Diego County, California, and enjoyed the bike’s handling, crisp throttle response, and additional features. It sits right in the sweet spot in terms of size, power, and performance, and its unique styling helps it to stand out in the segment.
Replacing the single-cylinder Vitpilen 701, the 2025 Husqvarna Vitpilen 801 roadster is powered by a 799cc Twin that makes 105 hp. (Photos by Kevin Wing)
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 Husqvarna Vitpilen 801 is a modern roadster with unique styling.
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.
The Husqvarna Vitpilen 801’s bi-LED headlight has an outer light ring and an inner headlight with low and high beams.
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.
We tested the 2025 Husqvarna Vitpilen 801 on winding roads that climb up Mount Palomar, including super-twisty South Grade Road and the ridgeline-hugging East Grade Road. Perfect conditions for a light, agile roadster like this.
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 799cc DOHC parallel-twin is shared with the Svartpilen 801 and KTM 790 Duke.
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.
A unique feature of the Vitpilen 801 and Svartpilen 801 is their cast-aluminum subframes, which have integrated air intakes for the underseat airbox.
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.
The Husqvarna Vitpilen 801’s 5.5-inch TFT display showing Sport mode.
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).
The default screen when Dynamic mode is selected. In the middle are the levels of the slip adjuster.
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.
Graphics show how different settings affect the Vitpilen 801’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 Husqvarna Vitpilen 801 rolls on Michelin Road 6 sport-touring tires. Brakes are made by J.Juan.
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.
A lightweight, sporty roadster like the Husqvarna Vitpilen 801 is ideal on twisty backroads.
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.
Fork-top clickers offer convenient damping adjustment, with compression in the left leg and rebound in the right.
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
2025 Husqvarna Vitpilen 801 Specs
Base Price: $10,499
Price as Tested: $11,269 (Dynamic Pack, Easy Shift)
The Husqvarna Svartpilen 401 and Vitpilen 401 have received significant updates for 2024, highlighted by their shared single-cylinder engines getting a bump in displacement from 373cc to 399cc. The 6-speed transmission has been refined, and the Easy Shift up/down quickshifter is now standard. The bikes also get a new steel trellis frame and cast-aluminum swingarm, along with other updates to the chassis. Both bikes also come loaded with a surprisingly high level of tech features.
We tested both the scrambler-styled Svartpilen and the Vitpilen roadster in California’s coastal Santa Monica Mountains, which was an ideal playground to toss around these nimble and grin-inducing bikes. While they’re suitable for a wide range of riders, including beginners, even the highly experienced journalists on the ride had a blast on the fun and affordable machines.
The Husqvarna Svartpilen 401 scrambler (above) and Vitpilen 401 roadster have been updated with a new engine, chassis, and tech. (Photos by Kevin Wing)
When the Husqvarna Svartpilen 401 and Vitpilen 401 debuted back in 2018, they stood apart from the usual crowd of new bikes with hard-to-pronounce Swedish names and minimalist neo-retro styling. Their sculpted body panels that ran from the tank to the subframe and stubby tailsections were modern, but their single round headlights and spoked wheels had an old-school vibe.
The Husqvarna Svartpilen 401 (right) and Vitpilen 401 (lef) are the same except for styling, wheels, and tires.
While their names might sound like a set of bookcases you’d find at Ikea, Svartpilen means “black arrow” and Vitpilen means “white arrow” in Husqvarna’s Swedish mother tongue. To avoid any confusion, the Svartpilen comes in black/gray and the Vitpilen comes in white. Both are built on the same platform as the KTM 390 Duke, which got a major update for 2024 that carries over to the ’Pilens.
The ‘Pilens are powered by the same 399cc LC4c Single found in the KTM 390 Duke.
Their shared single-cylinder engine has a 4mm-longer stroke, bumping displacement from 373cc to 399cc and boosting output to 44 hp (up from 43) and 28.8 lb-ft of torque (up from 27). The engine also has a new cylinder head, revised fuel injection, and an updated airbox. Gear changes are smoother thanks to changes to the 6-speed transmission, which is mated to a slip/assist clutch. And the Easy Shift up/down quickshifter is now standard equipment.
The tubular-steel trellis frame is stiffer, and the rear shock has been moved to the right side of the bike.
Wrapped around the engine is a new steel trellis frame with more torsional rigidity than its predecessor. Both the frame and the new curved cast-aluminum swingarm were designed so the rear shock could be mounted on the left side of the bike, which enables a lower seat height (32.2 inches, down from 32.9) and space for the new exhaust system’s chamber ahead of the rear wheel.
The Svartpilen 401 has spoked wheels that require tubes and Pirelli Scorpion Rally STR adventure tires.
Both bikes are equipped with WP Apex suspension, with 5.9 inches of travel front and rear. The 43mm inverted open-cartridge fork has separate damping functions, with compression in the left tube and rebound in the right tube. Convenient tool-less fork-top adjusters allow five clicks of damping adjustability, but spring preload is fixed. The rear shock allows five clicks of rebound adjustability with a flathead screwdriver, and it has a ramped collar that allows 10 steps of preload adjustment using a spanner (both tools are in the toolkit).
Atop the fork caps are convenient finger-turn clickers for rebound and compression adjustment.
The rear shock is adjustable for spring preload and rebound damping.
In addition to the lower seat height, the Vitpilen’s clip-on handlebars, which were mounted below the triple clamp in the past, have been replaced with an upright handlebar like the Svartpilen’s, though with a slightly lower rise to suit its roadster style. This gives both bikes a comfortable upright seating position.
Both bikes have a tapered aluminum handlebar, and the Svartpilen’s (shown) has a slightly taller rise.
The main differences between the ’Pilens are styling and wheel/tire fitment. The Vitpilen leans into the roadster theme with 17-inch cast-aluminum wheels shod with Michelin Power 6 sport tires. The scrambler-ish Svartpilen rolls on 17-inch spoked wheels wrapped in Pirelli Scorpion Rally STR knobby tires.
With short wheelbases, sporty geometry, and low weight, the 401s are feisty little canyon carvers.
Husqvarna hosted a launch for the 401s that allowed us to ride one bike in the morning and the other in the afternoon. After loading up on caffeine and carbs at the breakfast bar, I threw a leg over the Svartpilen.
The Husqvarna Svartpilen 401’s scrambler style includes spoked wheels, knobby tires, and a small skid plate.
Bikes like these always feel diminutive for a 6-foot-1, 210-lb guy like me, but by no means do they feel cramped. Their handlebars have just the right amount of height and width, and their narrow seats make it easy to flat-foot at stops. As naked bikes, they are free from the visual mass of a fairing. Weighing just 341 lb for the Vitpilen and 351 lb for the Svartpilen, they are slender, compact, and purposeful. The Svartpilen’s spoked wheels, chunkier tires, flyscreen, skid plate, and passenger grab bar account for its extra weight.
The 5-inch TFT color display has vivid graphics that make it easy to navigate settings and menus.
For bikes priced at just $5,899, the ’Pilens are equipped with some nice tech features. In addition to the quickshifter, they have throttle-by-wire that enables two ride modes (Street and Rain), lean-sensitive traction control with three modes (Street, Rain, and Off), and cornering ABS with two modes (Road and Supermoto; the latter disables rear ABS). They also have a 5-inch bonded-glass TFT full-color instrument panel, a Bluetooth connectivity system, a USB-C charging port, and LED lighting.
Deer Creek Road, which rises steeply from the Pacific Coast Highway, is a fantastic road for testing bikes.
The launch for these bikes was in California’s coastal Santa Monica Mountains, aka the Malibu hills, which are north of Los Angeles and have been used as one of our go-to testing and photography locations since Rider was founded in 1974. Familiarity with these roads allowed me to focus more on the bikes than what was around the next bend. In Street mode, the Svartpilen has quick throttle response, and the 399cc Single spins up quickly.
The WP Apex suspension on the ‘Pilens is quality hardware, and the adjustability is a real plus at this price range.
With a modest 44 hp that peaks at 8,500 rpm, keeping the engine revved up is essential for fast cornering. Comimg out of a corner in a gear too high or allowing the revs to drop kills one’s drive, so it pays to keep the throttle cranked and to give the quickshifter a workout. Therein lays the appeal of the ‘Pilens: rider engagement. On bigger bikes you can short-shift and get lazy, but the 401s demand the rider’s full attention and input to squeeze the most out of them.
With a short wheelbase, sporty steering geometry, and narrow tires (110/70-R17 front, 150/60-R17 rear), the Svartpilen bends into and out of corners effortlessly, and it transitions from side to side with confident ease. The entire exhaust system is tucked under the bike, helping to keep mass low and centralized. With rear preload set for my weight and the clickers clicked for a firm ride, the suspension smoothed out the dips and cracks that are so common in the Malibu canyons.
2024 Husqvarna Svartpilen 401
The Pirelli Scorpion Rally STRs have large tread blocks that gripped the pavement well, and they weren’t noisy like some knobbies can be. Single-disc brakes front and rear with steel-braided lines are supplied by ByBre, with an opposed 4-piston radial front caliper pinching a 320mm disc and 2-piston floating rear caliper pinching a 240mm disc. Braking power and feel were satisfactory, but given my husky weight and the pace of competitive, caffeine-addled motojournalists, I swear I could hear the brake pads groan in pain each time I gorilla-gripped the lever.
The Vitpilen 401’s Michelin Power 6 tires give it a slightly sportier edge over the Svartpilen.
2024 Husqvarna Vitpilen 401
Nearly all the riding impressions above also apply to the Vitpilen. Except for the color of their bodywork and the Svartpilen’s slightly taller handlebar and wee screen peaking above the TFT instrument panel, you can’t tell the difference between them from the saddle. They sound the same, feel the same, and respond the same.
2024 Husqvarna Vitpilen 401
What it really comes down to is tires. The Vitpilen’s Michelin Power 6 tires are smoother, grippier, and have a more responsive profile than the Svartpilen’s Pirelli knobbies. Both are premium tires, so the difference isn’t night and day. But the Michelins sharpen the steering and feel more stable when leaned over in corners, which imparts more confidence to the rider.
The single-disc front brake could use more power, or maybe I should just lose some weight.
Both bikes are a lot of fun to ride and are suitable for a wide range of riders. Their size and price naturally make them seem like they’re intended for new or young riders, but an experienced old guy like me would love to have one in my garage. But which one?
They’re priced the same and they offer nearly the same riding experience, so what it comes down to is styling preference – and tubeless versus tube-type tires. I love scramblers, so the Svartpilen would be my first choice based purely on styling. But its spoked wheels require tubes, which are a real headache when it comes to roadside flat repair.
Black arrow or white arrow? You can’t go wrong with either one.
For my money, I’d buy a Vitpilen, and then I’d dig into Husqvarna’s accessory catalog to turn it into a street scrambler. I’d add a flyscreen, headlight protector, crash bars, radiator grille, and lever protectors, and when the Michelin Road 6s wear out, I’d replace them with some semi-knobby tires to complete the look.
The 2025 Husqvarna Pioneer is a new electric dual-sport motorcycle. It is street legal, and its indicators, horn, and license plate holder can be removed for exclusive off-road use.
Powering the Pioneer is a power pack that will be shared with other Husqvarna models in upcoming years. The 11kW motor produces a claimed peak of 19.2 kW (25.7 hp) and 27.7 lb-ft of torque, and top speed is claimed to be 59 mph. As an electric bike, the Pioneer has one permanent drive, with no clutch or gearbox.
The MX50 5.5 kWh lithium-ion battery weights 63.9 lb and offers two to three hours of enduro-style riding time. It comes with a 660W charger that can charge from 0-100% in eight hours, and an optional 3.3 kW charger reduces charge time to two hours. Husqvarna says the battery can be removed in 10 minutes to swapped with a fully charged spare battery, and it takes 1,000 recharges until the battery reaches an 80% state of health.
The Pioneer’s LCD display features a simple layout limited to only key info. Riders can toggle from state of charge, ride mode, recuperation level, clock, tripmeter, accumulated run time, and odometer. Three ride modes alter torque and power delivery, and recuperation can also be set from Off, Mid, or High. Traction control is switchable and adjusted per ride mode. Additional tech includes a Rollover Sensor to cut power after a crash or tip-over.
The LCD display keeps things simple. Riders can toggle through vehicle info using the buttons on the left of the screen.
The Husqvarna Pioneer has a chromoly steel frame with the motor and battery as stressed members. The subframe is made of aluminum and glass-fiber-reinforced nylon. The bike’s overall weight is a claimed 246.9 lb, seat height is 35.8 inches, and ground clearance is 13.5 inches.
The motor and battery of the Pioneer are stressed members of the chromoly steel frame.
A WP XACT 43mm fork is fully adjustable and offers 9.8 inches of travel. In the rear, the WP XPLOR PDS shock is also fully adjustable and offers 9.4 inches of travel. The black-anodized rims (21-inch front, 18-inch rear) are wrapped in Michelin Enduro tires.
Since the Husqvarna Pioneer doesn’t have a clutch, the rear brake is operated via a lever on the left side of the handlebar, similar to a bicycle brake setup. Braking components are made by Braktec, with a 260mm front disc and a 220mm rear disc. The handlebar is made by ProTaper.
Pricing for the 2025 Husqvarna Pioneer electric dual-sport has not yet been announced.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
The Husqvarna Norden 901 Expedition adventure-tourer receives minor updates for 2025, including an extra level of traction control and revised exhaust system.
The Husqvarna Norden 901 Expedition, a more feature-rich and off-road-ready version of the Norden 901, receives minor updates for 2025. While the bike remains the same mechanically, it benefits from changes to traction control, the exhaust system, and a few smaller features.
The Expedition’s lean-sensitive traction control has been revised for 2025. The system includes an updated slip adjuster and offers 10 levels of intervention to allow riders to select their preferences based on ability and the terrain. The adventure-tourer also gets a revised exhaust system to allow the parallel-Twin to breathe more freely while meeting emissions standards.
Convenience-based updates for 2025 include a new USB-C charging port on the left side of the dashboard and new hazard warning lights with an integrated handlebar switch. The bike also receives new mirrors.
Everything else remains the same, including the liquid-cooled 889cc parallel-Twin with DOHC. The bike has a chromoly-steel frame that uses the engine as a stressed member. Suspension includes a 48mm WP XPLOR fork and monoshock, both offering 9.4 inches of travel and adjustable for compression, rebound, and preload.
Braking is provided by J.Juan and includes two 320mm front discs paired with 4-piston radial-mounted calipers and a 260mm rear disc with a 2-piston floating caliper. It rides on tubeless spoked 21-inch front and 18-inch rear wheels shod in Pirelli Scorpion Rally STR tires. Wheelbase is 60.1 inches, ground clearance is 10.6 inches, seat height is 34.4-35.2 inches, fuel capacity is 5.0 gallons, and wet weight is 472.8 lb.
The bike also includes a touring windshield, heated grips and rider seat, side bags with 36 liters of storage, a centerstand, and a skid plate as standard.
Technology and rider aids on the 2025 Husqvarna Norden 901 Expedition includes cornering ABS with Off-road mode, four ride modes (Street, Rain, Offroad, Explorer), traction control, the Easy Shift up/down quickshifter, and a 5-inch TFT display with Bluetooth connectivity for turn-by-turn navigation, music, and phone calls.
Pricing for the 2025 Husqvarna Norden 901 Expedition has not yet been announced, but it will begin arriving in dealerships in November 2024.
In 2024, the Husqvarna Svartpilen 801 was introduced as an updated model from the Svartpilen 701, equipped with a larger-displacement twin-cylinder engine, a new frame, new tech, and other changes. For 2025, the Husqvarna Vitpilen 801 joins the ranks with many of those same updates, replacing the Vitpilen 701.
2025 Husqvarna Vitpilen 801
Husqvarna’s Svartpilen (“black arrow” in Swedish) and Vitpilen (“white arrow”) are visually distinct from other motorcycles with their unique styling. The Svartpilen features a street-tracker look, while the Vitpilen has a cafe-racer vibe. Also in Husqvarna’s lineup are the Svartpilen 401 and Vitpilen 401.
2025 Husqvarna Vitpilen 801
The new Vitpilen 801, like the Svartpilen 801, replaces the previous 693cc single-cylinder engine with the liquid-cooled 799cc LC8c parallel-Twin also found in the KTM 790 Duke and 790 Adventure. The engine has a bore and stroke of 88 x 65.7mm and a compression ratio of 12.5:1. It’s paired with a Power Assist Slipper Clutch and a 6-speed gearbox.
Also new for both models is a tubular chromium-molybdenum steel frame that uses the engine as a stressed member. The cast-aluminum subframe is a unique element with integrated air intakes under the seat, and it houses the airbox inside. The bikes also feature an aluminum swingarm. The Vitpilen 801 has a seat height of 32.2 inches, a fuel tank that holds 3.7 gallons, and a weight of 397 lb without fuel.
2025 Husqvarna Vitpilen 801
Up front is a WP Apex 43mm inverted fork with 5.5 inches of travel and adjustable compression and rebound damping through five-step click dials on top of the fork tubes. In the rear is a WP Apex shock that offers 5.9 inches of travel and is adjustable for rebound and preload.
Both bikes come with Husqvarna-branded J.Juan brake components, including a pair of radial 4-piston front calipers biting 300mm floating discs and a floating 2-piston rear caliper paired with a 240mm disc. Bosch 9.3MP cornering ABS with Supermoto mode is a standard feature. They ride on 17-inch cast alloy wheels, and the Vitpilen 801 comes with Michelin Road 6 tires in 120/70-17 front and 180/55-17 rear sizes. (The Svartpilen’s tires are Pirelli MT60 RS.)
2025 Husqvarna Vitpilen 801
The Vitpilen 801’s styling features the unique sharp edges and flat parts shared among the Vitpilen and Svartpilen bikes. A key design feature is the “split” that divides the main frame and subframe. The bodywork is slim and tightly wrapped around the engine and frame. Another stand-out design feature is the round LED headlight with a floating positioning light ring around it. All lighting is LED.
2025 Husqvarna Vitpilen 801
Replacing the previous round LCD display is a new 5-inch TFT display. This instrumentation allows connection to a smartphone via the Ride Husqvarna Motorcycle app, through which riders can access turn-by-turn navigation, view phone calls, and listen to music.
2025 Husqvarna Vitpilen 801
These bikes also include many rider aids and electronics. In addition to cornering ABS, they also come with cornering traction control with two additional sensors that monitor wheel slip and tilt angle. Ride modes include Street, Sport, and Rain, and a customizable Dynamic mode is available as an option.
2025 Husqvarna Vitpilen 801
Other optional features include the Easy Shift up/down quickshifter (standard on Svartpilen 801), Motor Slip Regulation, and cruise control.
The 2025 Husqvarna Vitpilen 801 will be available starting in December 2024. Pricing has not yet been announced. Visit the Husqvarna Motorcycles website for more info.
The Husqvarna Svartpilen 801 replaces the Svartpilen 701 for 2024. The visually-striking naked is powered by the 799cc LC8c parallel-Twin that’s also found in the KTM 790 Duke and 790 Adventure.
We had a chance to give the Svartpilen 801 a good flog at a press launch Husqvarna hosted in Provence, a region in southern France, where we hustled the bike around the region’s craggy mountains.
Replacing the Svartpilen 701, the 2024 Husqvarna Svartpilen 801 has a larger, twin-cylinder engine, new electronics, fresh styling, and more. (Photos by Marco Campelli & Sebas Romero)
Known for decades as a dirtbike brand, Husqvarna expanded its lineup to include streetbikes following its acquisition by KTM in 2013. Its most visually striking models are the Svartpilen (“Black Arrow” in Swedish) and Vitpilen (“White Arrow”), which were available in 401 and 701 versions and used single-cylinder engines adapted from the KTM 390 Duke (373cc) and 690 Duke (693cc). Vitpilens had modern cafe racer styling, while the Svartpilens leaned into the street tracker look.
Husqvarna Svartpilen 801 | Bigger is Better
For 2024, the lineup has been pared down to three models: Svartpilen 401, Svartpilen 801, and Vitpilen 401. The evolution of the Svartpilen 701 to 801 comes with a new engine platform – the 799cc LC8c parallel-Twin that’s also found in the KTM 790 Duke and 790 Adventure.
Look familiar? The Svartpilen 801’s 799cc parallel-Twin is also found in the KTM 790 Duke and 790 Adventure.
Though it doesn’t have as strong of a scrambler aesthetic as the Svartpilen 401, which has spoked wheels shod with knobby tires, the 801 nonetheless looks ready for a bare-knuckled brawl. It has a dark color palette: blacked-out engine, chassis, and wheels and a matte-black tank cover, which has sharp edges and flat sides – a common design element on all ’Pilens. There are a few bright spots of silver, such as the sharply upswept exhaust pipe, vestigial skid plate, and brushed-aluminum radiator shrouds, but no pops of color.
One of the most visually and functionally interesting parts of the 801 is the subframe. Rather than a tubular-steel trellis or some other framework covered with plastic bodywork, the Svartpilen’s tailsection is a cast-aluminum monocoque with integrated air intakes, and the airbox is housed inside.
The Svartpilen 801’s cast-aluminum subframe is a work of art.
We had a chance to give the Svartpilen 801 a good flog at a press launch Husqvarna hosted in Provence, a region in southern France known for its wine, lavender, and olives. The region’s topography is like a scrunched-up carpet, with craggy mountains crisscrossed with narrow, ridiculously twisty roads. Part of the Tour de France goes through Provence, so it was a common occurrence to rip around a blind corner and come upon a mini-peloton of cyclists hogging the road. Excusez-moi, mes amis!
Beep! Beep! Coming through!
Riding a new motorcycle on some of the best roads in Europe is always fun, and it helps make up for the dismal pay here in the motojournalism salt mines. But our test ride on the Svartpilen 801 really hit the redline on the old Fun-o-meter because we were a small, tight-knit group of American guys who knew each other well. It was like being on a hair-on-fire Sunday ride with a few mates – a fast-moving pack, like a school of barracuda. We were all there to do our jobs, but it didn’t feel like work.
Anyway, back to the bike.
I love it! The End. j/k
A fun bike on fun roads.
Husqvarna Svartpilen 801 | More Power, Less Filling
Adding an extra cylinder has transformed the larger Svartpilen. Claimed horsepower has increased from 75 to 105 (at 9,250 rpm), and torque has gone up from 53.1 lb-ft to 64.2 (at 8,000 rpm). Wet weight has gone up too, from 355 lb to 421, but the pounds each horsepower needs to push around has dropped from 4.73 to 4.0. The 801’s Twin spins up eagerly, its exhaust note is spicy, and its throttle-by-wire delivers immediate response.
Not surprisingly, the Black Arrow has a dark color palette.
Ye Olde Blacke Arrowe has an upright motocross-style tapered aluminum handlebar with a cross-brace and a seating position that’s part supermoto, part sport standard, and all fun, just right for attacking corners as if they were a hot plate of French fries. The footpegs are positioned high enough to offer good cornering clearance but low enough for reasonable all-day comfort. Same goes for the wide, flat seat, which is perched at an agreeable 32.3 inches and covered with a grippy material that includes ribs for your pleasure (or, according to Husqvarna, “heat-stamped ribs providing additional comfort and improved traction in wet conditions”).
The Svartpilen 801’s round headlight and flat-sided gas tank are common design elements on other ‘Pilens.
Above the Svartpilen’s big, round LED headlight – a design element also found on other ’Pilens as well as the Norden 901 adventure models – is a wee windscreen that’s more stylish than functional. Behind the screen is a de rigueur 5-inch color TFT with vivid graphics, easy-to-use menus for customizing the bike’s electronics, and smartphone connectivity (navigation, calls, and music). Take your pick from several ride modes (Sport, Street, and Rain), and cornering ABS with rear-off Supermoto mode, lean-sensitive traction control, and an up/down quickshifter are all part of the deal. For an extra $419.99, you can add Dynamic mode, which includes an on-the-fly rear-wheel slip adjuster, wheelie control, and motor slip regulation. Cruise control will set you back another $288.99.
Our test ride started on a cold, damp morning, and I was a little hesitant to push the Svartpilen, especially with its semi-knobby Pirelli MT 60 RS tires. The front wheel is now 17 inches in diameter, which gives the 801 a nimbler feel than with the 18-incher on the 701. At our jackrabbit pace through hairpins, quick back-and-forth transitions, and varying camber and road surface, the Svartpilen was unflappable, its steering damper quelling any twitchiness and the Pirellis holding firm to the tarmac.
The Svartpilen 801 is an agile machine that loves to lean.
Contributing to the Svarpilen’s coolness under pressure is WP Apex suspension, which has impressed us on other Husqvarna and KTM models. The 43mm inverted fork is adjustable for compression and rebound via fork-top five-position clickers, the single shock is adjustable for rebound and spring preload, and there’s 5.5/5.9 inches of front/rear travel. Damping is well-controlled and strikes a balance between sportiness and comfort like an El Camino strikes a balance between a car and a pickup.
Look, wildflowers! Wait – don’t look – it’s a long way down.
Rounding hundreds of curves while going up and down mountains and around lakes, all while dodging les cyclistes en spandex, we were constantly on and off the gas, on and off the brakes. Our bikes weren’t equipped with cruise control, but even if they were, we wouldn’t have had an opportunity to use it. The Svartpilen’s J.Juan brakes, with a pair of 4-piston radial front calipers squeezing 300mm discs, a 2-piston rear caliper pinching a 240mm discs, and steel-braided hydraulic lines, performed admirably, scrubbing off speed in fine increments and delivering as much stopping power as I needed when I needed it.
Happiness is a road full of curves but empty of traffic.
Husqvarna Svartpilen 801 | Final Thoughts
Husqvarna has carved out an interesting niche in the streetbike world. Its Svartpilen and Vitpilen naked bikes and Norden adventure bikes have unique styling that stands well apart from the competition, they’re powered by proven KTM engines, and they’re equipped with high-quality components and features.
Testing Dynamic mode.
All that’s well and good, but it’s the magic mix of 11 herbs and spices that really matters. We don’t ride spec sheets, and we can’t look at a bike when we’re riding it. How does it make us feel? Excited? Heroic? Twenty years younger?
The Svartpilen 801 is fun to ride. It quickened my pulse, tingled my nerves, and made me wish I could just keep riding it rather than fly home, sit at my desk, and write 1,200 words about it. It may be called the Black Arrow, but it warmed my heart.
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