Testing the 2022 Husqvarna Norden 901 in the Azores, Portgual. (Photo by Marco Campelli)
We test the 2022 Husqvarna Norden 901, a new adventure bike based on the KTM 890 Adventure platform. It’s powered by a 890cc parallel-Twin that makes 105 horsepower at 8,000 rpm and 74 lb-ft of torque at 6,500 rpm at the crank (claimed). MSRP is $13,999.
With styling nearly identical to the popular concept Husqvarna showed at EICMA in 2019, the Norden 901 has a rally-style fairing with a round headlight and integrated fog lights. Positioned between the KTM 890 Adventure and 890 Adventure R, the Norden 901 is aimed at adventure riders who want to travel long distances but not sacrifice off-road capability.
The Norden 901 is equipped with ride modes (Street, Offroad, Urban, and optional Explorer), ABS (Road and Offroad modes), lean-angle-sensitive Motorcycle Traction Control, an up/down quickshifter (Easy Shift), and cruise control. The wide, flat seat height adjustable (33.6/34.4 in.). It’s equipped with adjustable WP Apex suspension, with 8.7/8.5 inches of front rear travel, and its 21-inch front and 18-inch rear tubeless wheels are shod with Pirelli Scorpion Rally FTR tires.
We subjected the 2022 Husqvarna Norden 901 to two days of on- and off-road testing on to São Miguel, a wet, foggy island in the North Atlantic Ocean that’s part of the Portuguese Azores archipelago and is crisscrossed with roads and tracks covered in pavement, cobblestones, gravel, mud, and sand.
The MV Agusta Lucky Explorer Project 9.5 (above) is one of two adventure bike models, along with the Lucky Explorer Project 5.5, that MV Agusta unveiled at EICMA 2021.
The Cagiva Elefant put Italy’s Edi Orioli on the top step of the Paris-Dakar Rally in 1990 and 1994. To capitalize on that success, the Italian marque adopted the Lucky Explorer moniker for the rally replica production model. More than three decades after Cagiva’s first Dakar win, the MV Agusta Lucky Explorer Project revives the iconic name with two adventure bike variants, the 5.5 and 9.5.
MV Agusta Lucky Explorer Project 5.5
Though they fly under the same banner, the Lucky Explorer variants are very different machines. For the 5.5 trim, MV Agusta partnered with China’s QJ Motors to develop the mid-size adventure bike with performance and safety in mind. The 554cc parallel-Twin engine pumps out a claimed 46.9 horsepower at 7,500 rpm and 37.6 lb-ft at 5,500 rpm, but the liquid-cooled, DOHC unit suits a broad range of riders with smooth power delivery and an accessible torque band.
MV Agusta Lucky Explorer Project 5.5
The Lucky Explorer 5.5 also caters to newer riders with a 484-pound dry weight. The adjustable 43mm KYB inverted fork and fully adjustable KYB rear shock provide 5.3 inches of travel, 8.3 inches of ground clearance, and a 33.8-inch seat height. The 19-inch front and 17-inch rear wheels allow novice off-roaders to venture onto the trail while the Brembo braking system optimizes safety in all conditions. Despite the 5.5’s mid-size designation, MV equips the new ADV with a 5-inch TFT display and a 5.3-gallon tank.
MV Agusta Lucky Explorer Project 9.5
The Schirrana, Italy, brand takes a different tack with the full-size Lucky Explorer 9.5. Instead of collaborating with QJ Motors, MV Agusta goes it alone, developing a new 931cc inline-Triple for power and performance. The new cylinder heads, intake/exhaust valves, forged aluminum alloy pistons, and 12.5:1 compression ratio result in 123 peak horsepower at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm (claimed). A 120-degree counter-rotating crankshaft reduces inertial energy and MV Agusta offers a Rekluse automatic clutch and electro-actuated gearbox as options.
MV Agusta Lucky Explorer Project 9.5
The firm crams all that performance and tech into a closed double-cradle steel frame that balances all-day on-road comfort with the optimal stiffness for spirited off-road riding. The Sachs electronic suspension system consists of a 50mm inverted fork and progressive rear shock. The setup yields 8.7 inches of travel at the front, 8.3 inches of travel at the rear, and 9.1 inches of ground clearance. The adjustable seat measures 33.5 and 34.3 inches from level ground.
MV Agusta Lucky Explorer Project 9.5
The 21-inch front and 18-inch rear wheels suit the Lucky Explorer 9.5 for extended trips on the toughest terrain. Twin Brembo Stylema 4-piston calipers and 320mm discs deliver superbike-worthy stopping power while the 2-piston Brembo binder and 265mm rotor prioritizes finesse.
Of course, the 9.5 features a full electronics suite with a Bluetooth and Wi-Fi-enabled 7-inch TFT display. Traction control, cruise control, and launch control come standard while cornering ABS and rear wheel lift mitigation come by way of Continental’s MK100 ABS system.
Aside from the different equipment and capabilities, both the Lucky Explorer 5.5 and 9.5 hark back to the Dakar-winning Cagiva Elefant with rally-inspired liveries. The 5.5 retains the white/red/gold color combo but adopts digital graphics for a modern touch. On the other hand, the 9.5 blazes a new trail with a silver/red/gold paint scheme and refined brushstroke accents.
MV Agusta not yet announced an MSRP or when the Lucky Explorer Project models will hit showrooms.
For more information or to find an MV Agusta dealer near you, visit mvagusta.com.
2022 Husqvarna Norden 901 (Photos by Marco Campelli & Sebas Romero)
Husqvarna is a storied brand that goes way back. It takes its name from the Swedish town – now spelled Huskvarna, which means “millhouse” – where it was founded in 1689. The fledgling company used hydropower from a nearby waterfall to make muskets, and its logo depicts a gun sight viewed from the end of a barrel with an “H” in the center. In the late 1800s, as the world became more mechanized, Husqvarna started making sewing machines, cast-iron kitchen equipment, and bicycles.
In 1903, the same year Harley-Davidson began operations, Husqvarna started manufacturing motorcycles, first with imported engines and later its own. In the 1920s, it produced a 550cc side-valve V-Twin similar to those built by Harley and Indian, and in the 1930s it began competing in Grand Prix racing.
As John L. Stein chronicled in “Striking Vikings,” Husqvarna produced its first purpose-built enduro, the Silverpilen (Silver Arrow), in 1953. Husky made a name for itself on American and European motocross tracks, and the brand was popularized in the iconic 1971 film, On Any Sunday.
Husqvarna sold its motorcycle business to Cagiva in 1987, building motorcycles under the same name while the original company – now headquartered in Stockholm – focused on chainsaws and lawnmowers. After 20 years of Italian ownership, Husqvarna Motorcycles was sold to BMW, and it continued making motocross, enduro, and hardcore dual-sport machines. In 2013, Husky introduced the 50/50 on-/off-road TR650 Terra and the road-going TR650 Strada, both powered by a tuned-up version of the 652cc Single from the BMW G 650 GS. We praised both bikes in our reviews, but they were short-lived. That same year, Husqvarna’s German owners sold the brand yet again, this time to Austria’s KTM.
The motorcycle industry has a long history of consolidation, mergers, divestitures, bankruptcies, and resurrections. When brands are under the same umbrella – Pierer Mobility Group owns KTM, Husqvarna, and Gas Gas – it makes economic sense to share costly resources such as engine platforms. Just as the TR650s were based on the G 650 GS, current Husqvarnas are adapted from KTM models. The Svartpilen 401 and Vitpilen 401 street models were based on KTM’s 390 Duke, and the 701 Enduro and 701 Supermoto are based on KTM’s 690 Enduro R and 690 SMC R, respectively.
Which brings us to the Norden 901, Husqvarna’s first foray into the red-hot adventure bike market. Not surprisingly, it’s based on KTM’s highly capable 890 Adventure platform. The standard 890 Adventure is geared toward a mix of street and light off-road touring, while the 890 Adventure R is aimed at more aggressive off-road adventure riding (and the R Rally version even more so).
Where does the Norden 901 fit in? Right in the middle, says Husqvarna. It’s designed to be more off-road capable and versatile than the 890 Adventure, but not as hardcore as the 890 Adventure R. It’s even priced between them. At $13,999, it’s $800 more than the 890 Adventure and $200 less than the R (based on KTM’s 2021 prices).
Why would Husqvarna build an adventure bike like what KTM already offers? It showed a Norden 901 concept at the EICMA show in 2019, and the positive response encouraged Husqvarna to carve out its own niche within the segment. For some buyers, it simply comes down to styling. Perhaps they don’t like the sharp angles or orange paint on the KTMs. The production version of the Norden is very similar to the concept, with a smoothly curved rally-style fairing, a large round headlight, fog lights, and a wide, flat seat. If you’re a fan of the look, not to mention the fluorescent yellow stripe and matte black-on-black paint and graphics, then the Norden 901 offers unique appeal.
Husqvarna hosted the launch of the Norden 901 (Swedish for “the north”) on São Miguel, the largest island in the Azores, an archipelago of nine volcanic islands in the North Atlantic Ocean that is an autonomous region of Portugal. The Gulf Stream contributes to the Azores’ mild, wet climate, and over the course of two days we experienced the full spectrum of conditions one might encounter on an adventure bike: rain, fog, wind, gravel, sand, mud, water crossings, dry roads, wet roads, slick cobblestone roads, mud- and manure-smeared roads, and even roads carpeted with moss. São Miguel is impossibly green, and with giant volcanic craters filled with scenic lakes and more cows than people, it feels like a cross between Hawaii and Scotland.
Lagoa das Sete Cidades (Photo by the author)
Having put lots of miles in lots of places on nearly every model in KTM’s adventure/travel lineup, the Norden 901’s touch points, engine character, and performance feel familiar. On the left switch cluster are four buttons (up, down, back, and set) that simplify navigation of the bike’s menus. The 5-inch color TFT display has bold, bright, detailed graphics that clearly convey information. For example, when switching from Road to Offroad ABS, which disables ABS at the rear wheel, a graphic illustration of the bike changes from green front and rear wheels (ABS is active at both ends) to green on the front wheel and red on the rear wheel (rear ABS is deactivated).
Equipped with throttle-by-wire and a 6-axis IMU, the Norden 901 has riding modes (Street, Rain, and Offroad), cornering ABS, and lean-angle-sensitive traction control. Each mode has a preset level for engine power, throttle response, and TC intervention. There is an optional Explorer mode that allows the rider to customize the settings, as well as make on-the-fly adjustments of rear wheel slip over a 9-level range.
Unlike other adventure bikes that bundle all relevant settings into each riding mode, those made by KTM and Husqvarna require riders to make separate selections for riding mode and ABS mode. On our test ride, we switched back and forth between paved and unpaved roads and wet and dry conditions many times each day, and I had to constantly remind myself that changing the riding mode from Offroad to Street does not automatically change ABS from Offroad to Road. I had to change both, which requires extra steps. I did not want to go into a blind, wet corner on a paved road with the rear ABS turned off, but sometimes it happened.
The Norden 901’s liquid-cooled, 889cc parallel-Twin has DOHC with four valves per cylinder and a 13.5:1 compression ratio. Without oil, it weighs just 118 pounds, and the Norden’s claimed curb weight is 481 pounds. Power is sent to the rear wheel through a 6-speed transmission with a slip/assist clutch and a standard up/down quickshifter. During off-road riding, the transmission occasionally popped out of gear, perhaps by bumping the shifter with my heavy boot; I had the same issue when testing the KTM 890 Adventure R. Standard equipment also includes motor slip regulation and cruise control, and oil change intervals are 9,320 miles.
The engine is lively and responsive, with dual balancer shafts neutralizing unwanted vibration while allowing plenty of character to shine through. Husqvarna claims 105 horsepower and 73.8 lb-ft of torque at the crank. Those are the same figures for the 890 Adventure R, which made 90 horsepower at 8,200 rpm and 62 lb-ft of torque at 6,900 rpm at the rear wheel on Jett Tuning’s dyno in our test earlier this year.
Like the standard 890 Adventure, the Norden 901 has WP Apex suspension, with a fully adjustable 43mm inverted fork with separate functions in each leg and convenient adjusters on top. The rear shock has a linkage and is adjustable for rebound and spring preload, the latter via a handy remote knob. Suspension travel is 8.7/8.5 inches front/rear, and ground clearance is 9.9 inches. Compliance is good over a range of conditions, though launching off water bars and hitting G-outs occasionally caused the Norden to bottom out. The underside of the engine and lower parts of the fuel tank are protected by aluminum skid plates.
Tubeless spoked wheels, with a 21-inch front and an 18-inch rear, are shod with Pirelli Scorpion Rally STR tires that have large tread blocks and provide good grip both on- and off-road. Brakes are by J.Juan, with a pair of radial 4-piston front calipers on 320mm discs and a single 2-piston floating caliper on a 260mm disc, and they offer ample power and good feel at the front lever and rear pedal. Both clutch and brake levers are adjustable for reach, the brake pedal is adjustable for height, and the rubber inserts can be removed from the cleated metal footpegs.
What most sets the Norden 901 apart from its KTM cousins, other than styling, is comfort and wind protection. The broad, flat seat has a ribbed, suede-like cover to minimize slip, and it can be set in low (33.6 inches) or high (34.4 inches) positions. In typical adventure bike style, the seating position is upright, legroom is generous, and the reach to the wide handlebar is relaxed. There’s a good-sized pillion seat with large grab handles, and on the back is a small luggage rack. The Norden has a wider fairing than the KTMs, which provides good wind protection (along with the hand guards), and visually it offsets the bulbous shape of the lower “pods” of the horse-shaped, 5-gallon fuel tank.
Many will want to outfit the Norden 901 for extended tours or off-the-grid exploring. Above the TFT display is a convenient place to mount a GPS, and there’s a 12-volt socket on the dash. An optional Connectivity Unit allows you to pair your smartphone to the bike via the myHusqvarna app, and it will display turn-by-turn navigation on the TFT. We used the nav feature on a ride back to the hotel after lunch on the first day, and it worked like a charm. Husqvarna also offers aluminum luggage made by Touratech, as well as a range of accessory soft luggage, heated grips, comfort rider/passenger seats, a suspension lowering kit (which reduces seat height by nearly an inch), and apparel. Our test bikes were fitted with optional carbon-tipped Akrapovič silencers, which add style and a nice exhaust tone.
Overall, the Norden 901 is well-balanced, ruggedly built, and capable of tackling whatever most adventure riders will throw at it. We can’t wait to get a test bike and put some serious off-the-beaten path miles on it.
Adventure riders have been eagerly awaiting the Norden 901’s arrival since Husqvarna unveiled the concept at EICMA 2019. After an extensive development period, the Swedish marque finally blazes a trail into the middleweight ADV field with the 2022 Norden 901.
Husqvarna leverages the eight-valve, DOHC, 889cc parallel-Twin found in KTM’s 890 Adventure R for the new adventure bike. In the Norden, the wundermill produces 105 horsepower and 74 lb-ft of torque. The 901 borrows key elements from its Austrian relative, but it forges its own identity with balanced componentry.
Rally-inspired bodywork, a circular headlight, and Hi-Viz yellow accents immediately distinguish the 901 from the pack. The fully adjustable 43mm WP Apex suspension suits both on-road and off-road journeys with 8.7 inches of travel fore and 8.5 inches aft. Those long legs elevate the 450-pound (claimed, dry) Norden to 9.9-inch ground clearance and a 33.6-inch seat height (adjustable to 34.4 inches).
The 21-inch front/18-inch rear tubeless spoked wheels tackle tough terrain, while the Pirelli Scorpion Rally STR tires generate grip on the trail and the tarmac. Husqvarna amplifies that versatility with Street, Rain, and Offroad riding modes. The optional Explorer mode unlocks nine levels of adjustable rear-wheel slip, and Offroad mode offers switchable cornering ABS. Husqvarna’s Easy Shift feature allows clutchless bi-directional gear changes, while the Power Assist Slipper Clutch (PASC) smooths out clumsy downshifts and reduces lever effort.
According to Husky, the Norden 901’s 5-gallon fuel tank nets a maximum of 248 miles, and an ergonomically shaped seat keeps the rider comfortable in the saddle between fill-ups. Cruise control is standard equipment. The integrated front fairing/windscreen not only provides wind protection but also presents a mounting point for smartphones and navigation modules. Users can access turn-by-turn navigation, answer calls, and control media via the Norden 901’s controls with the optional smartphone Connectivity Unit.
Husqvarna also offers a range of luggage systems to enhance the middleweight adventurer’s touring capabilities. Those looking to further equip the Norden for the long haul can turn to the brand’s accessories catalog for add-ons such as heated grips and a tire-pressure-monitoring system (TPMS).
The 2022 Husqvarna Norden 901 will be available starting in November 2021, retailing for $13,999.
Production of the 2022 Buell Hammerhead 1190 begins on Nov. 1, 2021. Pricing starts at $18,995.
Buell Motorcycle Co. has announced that the Hammerhead 1190 sportbike will soon go into production. The company will begin reservations on November 1, 2021, on its Buellvana online system.
“When we said Buell is Back, we meant it,” said Bill Melvin, CEO of Buell Motorcycle Co. “We have former executives from Buell, General Motors, Lotus Engineering, Toyota, and Bombardier Recreational Products ensuring we are manufacturing and developing the highest quality products. Now we are putting the finishing touches on our factory and kicking off production of the best American superbike on November 1, the Buell Hammerhead 1190.”
Although the company still bears his name, Erik Buell is not involved.
The Buell Hammerhead 1190 will be built in Grand Rapids, Michigan, and it will be powered by a 72-degree V-Twin engine that makes a claimed 185 horsepower and 102 lb-ft of torque. As with previous Buells and EBR models, the Hammerhead will feature an aluminum fuel-in-frame chassis and the unique single perimeter front braking system. Buell claims the Hammerhead weighs 419 pounds without fuel.
Buell’s new online reservation and delivery system, Buellvana, allows customers to reserve a production slot for $25. Reservations will begin online on Monday, November 1, 2021.
“When we announced that our future models will include variants for dirt, touring, and cruisers, while expanding our engine lineup, we were blown away at the rider response,” said Steve Laham, Chief Products, Development & Strategy Officer at Buell Motorcycle Co. “I knew Buell was a beloved brand, and now riders are pulling for us! With the Hammerhead going into production, innovative technology and products in our pipeline, and our online reservation system changing the industry, we’re lean, mean and on the move!”
Available specs are provided below; anticipated delivery date of production bikes has not been announced.
2022 Buell Hammerhead 1190 Specs
Base Price: $18,995 Website:buellmotorcycle.com Engine Type: Liquid-cooled, transverse 72-degree V-Twin Displacement: 1,190cc Bore x Stroke: 106 x 67.5mm Compression Ratio: 13.4:1 Fuel Delivery: EFI w/ 2 port injectors & 2 showerhead injectors Horsepower: 185 hp @ 10,600 rpm (claimed, at the crank) Torque: 101.6 lb-ft @ 8,200 rpm (claimed, at the crank) Final Drive: Chain Transmission: 6-speed, hydraulically actuated slipper wet clutch Frame: Cast aluminum perimeter, fuel-in-frame w/ cast aluminum swingarm Suspension, Front: Showa inverted Big Piston Fork Rear: Showa shock, no linkage Brakes, Front: Single 386mm perimeter disc, 8-piston inside-out caliper Rear: Single 220mm disc, 2-piston caliper Wheels, Front: Cast aluminum, 3.5 x 17 in. Rear: Cast aluminum, 6.0 x 17 in. Seat Height: 32.5 in. Weight: 419 lbs. (claimed, wet w/o fuel) Load Capacity: 375 lbs.
Legendary Italian motorcycle manufacturer MV Agusta has teamed up with Alpine, the iconic French constructor of racing and sports cars, for the design and production of a limited-edition sportbike inspired by the Alpine A110. The MV Agusta Superveloce was a natural choice for this project as it perfectly embodies the spirit of the A110, sharing the same timeless elegance and offering unique riding emotions on any road.
The MV Agusta Superveloce will be limited to just 110 units.
MV Agusta Superveloce Alpine
The collaboration draws on the common passion of both MV Agusta and Alpine enthusiasts for singular design and elegantly engineered machines. Both manufacturers have illustrious histories in competition, and their winning spirit and passion are infused into vehicles that inspire emotion. MV Agusta and Alpine create innovative, forward-looking solutions while staying true to their championship roots.
MV Agusta Superveloce Alpine
The Superveloce Alpine features MV Agusta’s signature inline three-cylinder engine, which makes 147 horsepower at 13,000 rpm and can achieve a top speed in excess of 150 mph. The Superveloce Alpine’s graphic design, special details and unique accessories will bear the unmistakable mark of Alpine. Just like the sports car icon, the bike will deliver premium performance yet remaining agile and easy to ride.
Monaco Design Studio, MV Agusta’s spearhead design division for the production of exclusive bespoke models, was involved in the project since the beginning and worked in close contact with its counterpart at Alpine. The result is a stunning bike that is a perfect synthesis of the two brands’ personalities yet with an identity of its own.
MV Agusta Superveloce Alpine and the Alpine A110
The blue livery of the Superveloce Alpine exactly matches that of the current A110. The raised “A” logos on the fairings are also reminiscent of the original A110 detailing, as well as the black Alcantara seats with blue stitching and the CNC-machined black rims. To mark the collaboration between two national heritage brands, the French and Italian flags are proudly displayed on either side of the front fender.
Timur Sardarov, CEO of MV Agusta Motor S.p.A., said, “Many Alpine customers are also big MV Agusta fans, and vice versa. The Superveloce Alpine will ideally bring the two worlds together, with incredible synergies in terms of design, personality and style. We look forward to this collaboration with one of the most admired brands in the history of motorsport, and are confident that this new, superb limited edition will be met with enthusiasm by bikers and motorsport fans around the world.”
MV Agusta Superveloce Alpine and the Alpine A110
Patrick Marinoff, Managing Director of Alpine, added, “MV Agusta is a symbol of Italian craftsmanship and excellence that makes motorcycles like no other. Our two brands are driven by the same passion for creating beautifully engineered products and unique emotions for our customers. The Superveloce Alpine is a fine piece of design and technology that makes no compromise on performance and riding pleasure.”
The MV Agusta Superveloce Alpine will be distributed through MV Agusta’s dealer network. Pricing is EUR 36,300 (approx. USD $44,431) for Italian market, including the Racing Kit.
Story by Clement Salvadori. Photos by Dick Tatlock.
We Americans don’t often think of motorcycles as being purely utilitarian, since we use them mostly for traveling to interesting places, sporting along back roads and maybe a bit of backwoods exploring. But Honda figured there could be a market for this eminently efficient little go-anywhere 125, rigged to do all sorts of jobs around the farm or on the ranch. Back when horses were considered the standard get-around vehicle, roads and tracks were often narrow and twisty, prone to getting muddy after a rain, and that darned critter had to be fed even when it wasn’t being ridden.
Honda first used the CT designation in 1964, for the CT200, a high-piped explorer bike with a single seat. And a 90cc engine; obviously some marketing type felt the 200 number would sell more bikes than the diminutive 90. By 1966 Honda understood that buyers appreciated a more honest designation and changed the alpha-numerology to CT90. The T stood for Trail, as in a machine that was capable of following rustic paths through the woods, perhaps leading to wondrous adventures.
Then in 1971 Honda introduced a little 122cc OHC single-cylinder engine with a one-piece cylinder head in the SL125 Motorsport model, later used in the TL125 Trials version and a few months later in the XL125 dual-purpose bike. For 1976 this engine was modified slightly, with a two-piece head and the cubic capacity increased to 124cc.
After the XL125 was introduced, the Australian importers decided there could be a more useful purpose to this machine. First, they made the saddle more comfortable, since riders might have to spend a long time on the bike. And the saddle was for just one person, backed up by a big luggage rack good for carrying lots of stuff, from sacks of grain to sick lambs. Sheep stations in Australia often ran to thousands of acres, and here in Texas we had the King Ranch. A smaller front wheel was preferable for handling, and the CT got a 19 incher rather than 21 on the XL. The first three gears in the transmission were lowered for more plunking power. The original CT125 frame had a geometry that was similar to the Trials bikes, useful in the rough but not on the road; that was changed in 1976 to improve rideablity.
American Honda decided to import this model for 1977. That piqued the interest of someone in the U.S. Department of Agriculture, which ordered a bunch—how many appears to be unknown. Apparently the government soon lost interest, and American motorcyclists were equally disinterested. Honda had to get rid of its stock, so dealers who wanted Gold Wings and CB750s and XL350s had to buy some of these. Besides Honda’s official “Motorcycle Identification Guide 1959- 2000,” the only mention of the CT125 that I could find was in a 12-page color ad in the February 1977 issue of “Cycle” magazine describing many of Honda’s 34 models that were available that year, including the three-wheeled ATC 90. Rather than being touted as a useful working vehicle for farm or ranch, the CT was described as being a pleasant little adventure bike good for traipsing off the roads.
Its engine had a bore of 56mm, stroke 49mm, with a chain-driven overhead camshaft. A single Keihin carburetor fed the engine from the 1.6-gallon tank, while a trochoid pump circulated 1.6 quarts of oil through the engine and transmission. Compression ratio on the XL was a hefty 9.4:1, while on the CT it was lowered to a modest 8:1, considering the engine would probably spend a lot of time idling. The Australian model actually had a clutch that could be locked in disengagement while in gear, perhaps useful for opening and closing gates without having to fumble for neutral. Apparently U.S. laws were not happy with that notion and the device did not appear on the version sold here.
Power went back via helical gearing to a wet multi-plate clutch, then through five gears, and onto the 14-tooth front sprocket that was connected to the big 52-toother at the rear wheel. And the chain was fully enclosed, which meant it rarely needed adjustment. A tubular steel frame cradled the engine, with an inverted (upsidedown) oil-damped telescopic fork up front having 4.5 inches of travel. A pair of oil-damped shock absorbers at the back had 2.5 inches of movement. Small single-leading-shoe drum brakes were on both wheels, good for stopping in the rough, and capable on paved roads since the bike had a top speed of less than 60 mph. A modest 51 inches connected the two axles.
The single seat was 32 inches above the ground and quite comfortable, the only distraction being the 80-mph speedometer, with turn signal, high beam and neutral indicator lights. Wide handlebars had brush protectors to keep vegetation from beating on the rider’s hands. The crankcase itself had a long steel loop protecting it on both sides, as well as a bash plate underneath. An interesting addition were the big mud flaps on the back of both fenders, a sure indication that this Honda was expected to go to very muddy places. At the back of the left side of the swingarm, close to the shock, was a small handle bolted securely in place. Now, this could be used for dragging a deer out of the woods, or more likely it was a handhold for when the rear wheel was properly stuck in the mud and needed to be lifted out. With gas in the tank, the bike’s weight was only 250 pounds.
Worldwide, the CT125 was on the market from 1975 to 1985, but in the U.S. it was one year only. Farmers and ranchers appeared much more interested in the ATC 90 than in this two-wheeler. And sporty types opted for the XL125.
Unique Scandinavian style and a mission-specific solo seat are trademarks of the Vitpilen 701. Just add a twisty road. Photos by Mark Tuttle.
Some bikes prize form over function, and that’s OK. I mean, come on, the star-spangled chopper ridden by Peter Fonda in “Easy Rider” was pretty far from perfectly functional — it looked cool and that was that. It’s no chopper, but Husqvarna’s Vitpilen 701 lies at a similar place on the form/function spectrum, and if you’re a fan of Scandinavian style it’s quite appealing to the eye.
Not to say it isn’t fun to ride, as long as those rides are primarily on tight, technical, twisty roads, where the Vitpilen’s taut chassis and suspension and feisty, liquid-cooled 693cc single are allowed to shine. With 73 peak horsepower and almost 51 lb-ft of torque per the Jett Tuning dyno, the 365-pound Vitpilen 701 is highly entertaining and an ideal mount for a weekend warrior looking to own his or her local run of twisties, unencumbered by a passenger (there are no rear footpegs) and without straying too far from a gas station (though if you can tame your throttle hand the 3.2-gallon tank is good for about 160 miles).
Scooting down a steep set of tight turns, I appreciated the Vitpilen’s strong Brembo brakes. Handling is sharp and scalpel-like…which unfortunately also describes its comfort level.
Jenny’s Gear Helmet: Vemar Zephir Jacket: Fly Racing Butane Pants: MotoGirl Boots: Sidi Performer Lei
My main beef with the bike is its seat, which is tall, hard and angular. With toes on the ground, the edges cut painfully into my thighs and once underway its sticky material locked me into place, making it hard to shift around when doing my best Valentino Rossi impression in the canyons. Coupled with the reach to the wide clip-ons, the Vitpilen is decidedly sporty — which isn’t necessarily a bad thing. It was made, after all, to “rip it,” as they say here in SoCal. And when ripping it, you’ll forget about how hard the seat is.
Rolling on tubeless spoked 17-inch wheels for a supermoto look, shod with sticky Bridgestone Battlax Hypersport S21 tires, and with adjustable WP Apex suspension with 5.3 inches of travel front and rear, the Vitpilen feels stable and planted despite its extremely light weight. Its engine is tuned for ripping as well, rewarding a heavy hand (there goes the 160-mile range…) and protesting with fits and jerks if you’re too lenient. Don’t worry about diving in too hot, the 4-piston front and single-piston rear brakes, both Brembo and fitted with switchable Bosch 9M+ ABS, are strong and offer good feedback.
Arrive at the top, drop the kickstand and admire the way the light plays off the gorgeous blue paint; bask in your status as King (or Queen) of the Mountain. Are there better all-around bikes? Sure, but the Vitpilen 701 knows what it is and makes no apologies for it.
2020 Husqvarna Vitpilen 701.
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Liquid-cooled, high-strung single sips or slurps high-octane, depending on how successful you are at taming your throttle hand.LED headlight incorporates a halo DRL. Clip-ons and mirrors are wide for a rear view of more than elbows.Like its darker Svartpilen sibling, the Vitpilen’s LCD is small, awkwardly placed and somewhat hard to read at a glance.
Few motorcyclists today are familiar with the Greeves name, but it was an interesting company, and had quite a bit of clout in this country back in the late 1950s and ’60s. Bert Greeves was an English fellow who got his start following World War II by bolting motorcycle engines into wheelchairs, and started a company called Invacar (Invalid’s Car). And to help construct these three-wheelers he added a light-alloy foundry to his factory, which was located in the appropriately named (for a motorcyclist) town of Thundersley, in Essex County northeast of London.
As an avid motorcyclist, he then got the notion of building a motorcycle, using someone else’s engine but his own chassis. At the Earls Court Show in London in late 1953, the initial Greeves line had several roadsters and a scrambler powered by two-stroke engines from the Villiers Engineering Co., Ltd. If one wonders where the Villiers name came from, the factory was on Villiers Street in Wolverhampton, and sold engines to a dozen small British motorcycle manufacturers.
What made the Greeves stand out was the design of the frame and suspension. Instead of tubes, the frame, built in his own foundry, was essentially an aluminum-alloy I-beam that went down from the steering head and bolted on to I-beam cradles for the engine/transmission unit. A tubular steel backbone, made of Reynolds 531, went back to a tubular subframe. This I-beam frame was both lighter and stronger than conventional tubular constructions. The front fork was a Greeves design, and instead of springs had, “at the base of the stanchions, short leading links pivoting in rubber-in-torsion bushes….” Not sure what a rubber-in-torsion bush is, but apparently it worked well.
Being an observed trials riding enthusiast, Greeves developed a 250 trials model called the Scottish, after a noted trials event in — you guessed it — Scotland. This won gold in the 1958 International Six Days Trial, and gold again in the 1959 ISDT. Soon competition models ruled the company roost, with scrambler, trials, motocross and road-racing models. In 1963 the British ISDT team asked Greeves to supply motorcycles, and he happily complied. Gold again, and the lone woman contestant won a bronze on a Greeves.
Back in 1958 a forward-thinking Californian by the name of Nick Nicholson began importing Greeves bikes, and soon the desert racing four-strokes were smelling two-stroke exhaust. Nick was selling a lot of racers, but the roadsters were not very popular in this country, riders preferring bigger bikes. In 1964 Nick saw an opening for a new model, a trail version of the 250 trials. With a few mods like lights, a speedometer and a more comfortable seat, this could be sold to people who just wanted to have fun going along some back roads and cow trails. Done!
This motorcycle was powered by the Villiers 34A 250 single-cylinder engine used in several models, including the trials, and was 246cc, with a 66mm bore, 72mm stroke. To improve the power Greeves made his own aluminum-alloy cylinder and head. The 1965 Trail/Enduro model was an “export-only” bike, and it beat the Yamaha DT-1 to the market by two years. It had an 11:1 compression ratio with a Villiers S25 carburetor feeding the petroil (petrol and oil) mixture into the combustion chamber. A large air cleaner worked hard to keep the dirt and dust out. A small but efficient muffling system was tucked close to the cylinder, staying out of the way of the rider’s right leg. Sixteen horses turned the crankshaft and a primary chain used a multi-plate clutch in an oil bath to spin the four gears in the oil-filled transmission. A 15-tooth sprocket at the tranny was connected to a 54-tooth sprocket at the rear wheel, with a box-section swingarm and Girling shock absorbers.
The aesthetics of the Trail were pleasing, with that I-beam frame easily catching attention. That curiously shaped leading-link front end also attracted the eye of the onlooker. An 18-inch wheel was at the back, a 19-incher at the front, and these were shod with Dunlop Trials Universal tires. Tire technology being what it was half a century ago, they were OK in the dirt, but not recommended for high-speed cornering on wet pavement. Shiny alloy mudguards stood far enough off from the tires that even the stickiest of mud could not jam the wheels. Cable-operated drum brakes were adequate for the purpose.
No battery here, with a mag/dyno providing the electricity. No ignition switch was necessary, just a tickle on the carb and a kick on the right-side starter got things moving. Since there was no switch, nor kill button on the handlebar, stopping the engine meant stalling it by letting out the clutch while in gear. Headlight and taillight brightened with more revs, but would certainly not be legal today; the switch was on the headlight. A Smiths speedometer indicated the speed, which would top out at 60 mph or so. A 2.5-gallon (imperial sized, which is a spoonful more than three U.S. gallons) tank held the petroil, which was good for more than 100 miles. A modest seat served the purpose for one rider, but a longer one was available.
Business boomed in the mid-1960s, and then four things happened. First, with a change in British laws governing powered wheelchairs, Invacar had to shut down…and this business had always been more profitable than the motorcycle side. Second, in 1968 Villiers, now partnered with Norton, decided not to sell engines to outside companies. Third, by the early 1970s the Japanese pretty much had the dual-purpose market in hand. Fourth, Bert decided to retire. Following which the company finances floundered, not helped by a fire at the factory, and in 1977 the company went into receivership.
With a taller, wider handlebar than its sportier Vitpilen siblings and reasonably placed footpegs, the Svartpilen puts the rider in position to comfortably tackle both traffic and twisties alike. Photos by Kevin Wing.
Different is good. What would our world be like if the only ice cream flavors were chocolate and vanilla? A life without Denali Mint Moose Tracks or Cherry Garcia would be rather bland indeed. And that’s why bikes like Husqvarna’s Svartpilen 701 excite me: it’s a refreshing antidote to the homogeny we can often detect creeping into our lives.
Husqvarna, founded in Sweden in 1689 as a manufacturer of guns and, since 1903, motorcycles, is probably best known for its off-road models, but after its motorcycle division’s acquisition by KTM in 2013 it decided to make a return to the street bike market — with a decidedly Scandinavian flair. Its current lineup of four street models includes the café racer-styled Vitpilen 401 and 701, the Svartpilen 401 scrambler and the Svartpilen 701.
Powered by the 693cc liquid-cooled single used in KTM’s 690 Duke and 690 Enduro, the Svartpilen 701 might be best described as a Swedish street tracker, complete with vestigial number plate on the right side, and its 18-inch front, 17-inch rear cast wheels are shod with the same Pirelli MT60 RS tires as those found on other street-oriented but off-road-flavored bikes like Ducati’s Scrambler lineup.
The harder you look at it, the more oddities — or art, per the eye of the beholder — you see. The engine is clutched within a tubular steel trellis frame — nothing outlandish there, but everything from there up (and back) is rendered in a futuristic blend of straight lines and curves, a departure from the origami angles of its KTM cousins.
Love it or hate it, you’ve gotta admit the Svartpilen 701 looks like nothing else on the road. Bonus: it’s a hoot to ride too!
The hard, nearly 33-inch-high seat makes ample use of the straight lines, including on its edges: uncomfortable at stops but surprisingly livable with feet on pegs and hands on the wide, slightly swept-back handlebar, at least for an hour or so at a time. No matter, you can’t even pretend that this is a touring bike, and at its intended purpose — carving up city traffic and twisty, technical roads — it succeeds in spades.
Fully adjustable WP suspension, though it boasts 5.9 inches of travel front and rear, is stiff and sporty, even at its softest settings. The throttle-by-wire EFI, pushing high-octane fuel through one big 50mm throttle body, prefers a heavy hand and higher rpm; a couple of times I felt some herky-jerkiness rolling back on out of a corner if I let the engine speed drop too far. There’s a slipper clutch if you like to keep your left hand active, plus an up/down quickshifter if you don’t, and traction control and ABS can be disabled if you so choose, although it’s all or nothing; you can’t disable/enable them separately.
The 4-valve single spins out an entertaining 72.4 horsepower at 8,200 rpm and almost 51 lb-ft of torque at 6,800, making the lithe 368-pound Svartpilen 701 gobs of fun and very easy to toss around, even for someone my size. Speaking of which, you may be looking at these road test photos and wondering if I ate the wrong mushroom in Wonderland, gaining several inches and more than several pounds. Not to worry, that’s Senior Editor Drevenstedt riding as my body double, since I was finishing up a European tour when the photo shoot occurred.
Wrapped in a steel trellis frame, the 693cc liquid-cooled single spools up quickly and the key to the engine’s smoothness is dual counterbalancers.
The Svartpilen and I got to know each other on the twisty roads of the Santa Monica Mountains, where I became smitten with its ruthless efficiency and seemingly effortless handling — as long as we were keeping the speeds below about 75 mph. Not a touring bike.
And as its looks might suggest, the Black Arrow (in Swedish, svart = black, pilen = arrow) isn’t without its quirks. For starters, fit-and-finish is a bit hit-or-miss…for example, both the Brembo front brake lever and Magura hydraulic clutch lever are adjustable, but the neighboring switchgear feels cheap and plasticky. The LED headlight and taillight are svelte and modern, but the single round LCD instrument is poorly lit with small numbers that are hard to read at a glance, and the buttons to change/reset the display are difficult to use. I also found the fuel gauge to be a bit pessimistic, with the range to empty requiring about a mile of riding after the bike was shut off/restarted before displaying again.
LCD instrument contains plenty of useful info, but is difficult to read and sticks out like a designer’s afterthought.
As personality traits go, these are quirks, however, not fatal flaws, and they disappeared pretty quickly when I was barreling up the canyon with a grin plastered across my silly face. For something so lightweight, the Svartpilen conveys a reassuring stability even as it’s flung left-to-right-to-left, the 72-ish horses being enough to keep an experienced rider entertained without feeling shortchanged by things like speed limits. A big 320mm front brake disc with 4-piston radial Brembo caliper and 240mm rear with a single-piston Brembo are more than up to the task if you do feel things getting out of hand.
After the fun is done, parked at the beach with the sun slipping under the pier and into the Pacific, I could sit and admire its rear three-quarter profile until darkness sent me home. Yes, different is good, and in a vanilla world it’s nice to get a bowl of Sea Salt Caramel now and then.
Admiring the sunset over the Pacific after a day of canyon carving on the Svartpilen 701.
Frame: Chromium-molybdenum tubular steel, aluminum swingarm Wheelbase: 56.5 in. Rake/Trail: 25 degrees/4.7 in. Seat Height: 32.9 in. Suspension, Front: 43mm USD fork, fully adj., 5.9-in. travel Rear: Single link-type shock, fully adj., 5.9-in. travel Brakes, Front: Single 320mm floating disc w/ radial 4-piston caliper & ABS Rear: Single 240mm disc w/ 1-piston floating caliper & ABS Wheels, Front: Cast, 3.00 x 18 in. Rear: Cast, 5.00 x 17 in. Tires, Front: 100/80-R18 Rear: 160/60-R17 Wet Weight: 368 lbs. Load Capacity: 403 lbs. GVWR: 771 lbs.
Performance
Fuel Capacity: 3.2 gals., last 0.7 gal. warning light on MPG: 91 AKI min. (low/avg/high) 53.6/58.4/63.2 Estimated Range: 187 miles Indicated RPM at 60 MPH: 4,000
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