The dual power of KTM's LC8c absolutely alters this naked roadster.
Since Pierer Mobility AG purchased Husqvarna in 2013, current Huskies have cleverly adapted KTM's platforms and put their own twist on those bikes. Looking at the travel and street sectors, motorcycles like the Norden 901 and 701 Supermoto/Enduro were obvious extensions of those popular families. However, the Svartpilen and Vitpilen nude models have distinct identities that define them distinctive, both physically and in terms of target audiences.
As much as we like the Svartpilen 701, its single-cylinder engine always made us wonder how fantastic the bike might be with a twin. Husqvarna has addressed that question in 2024 with the Svartpilen 801, which is powered by a 799cc version of the LC8c taken from KTM's 790 Duke.
But one concern remained: would this new model, with its considerably enhanced engine, offer the performance required to compete on a whole other level?
LC8C Engine
There isn't much mystery around the engine that drives the Svartpilen 801. As previously stated, Pierer Mobility shares platforms and powerplants with KTM, Husqvarna, and GasGas. The LC8c in this new model is shared with the KTM 790 Duke. Another significant point to notice is that this engine was reintroduced in recent years and is now made by KTM's Chinese partner CFMoto, who now utilizes it in several of its models.
The 799cc liquid-cooled parallel twin has double-overhead cams and four valves per cylinder. The bore and stroke size 88.0 x 65.7mm, with lightweight forged aluminum bridged-box pistons and a compression ratio of 12.5:1. The crankcase is made of high-pressure cast aluminum, which reduces wall thickness and keeps the engine's total weight to 114 pounds. Cylinders are sleeveless aluminum with Nikasil coating. The engine uses semi-dry sump lubrication and has service intervals of 15,000 kilometers (9,320 miles). Two balancing shafts, one in front of the crankshaft and the other between the camshafts, keep everything running smoothly.
The cylinder head has a pair of assembled camshafts, which are lighter than one-piece forged versions. Steel intake and exhaust valves measure 36mm and 29mm, respectively, and are controlled by diamond-like carbon-coated finger followers. A pair of 46mm throttle bodies feed mixture into the engine and are controlled by a ride-by-wire throttle. Spent gases enter a pre-muffler chamber hidden between the engine and swingarm, which contains the catalytic converters, and then go to a stainless-steel silencer.
It doesn't take long to recognize the LC8c's capabilities. Husqvarna claims 105 horsepower at 9,250 rpm and 64.0 lb.-ft. peak torque is 6,500 rpm. Although these statistics are lower than those of the larger-displacement variants of the LC8c, such as the "890" and "990," this engine is ideal for the bike.
Our riding day was devoted pursuing the French lead rider along spectacular mountain roads just north of Toulon, France. The pace on our 150-mile bike was brisk to say the least. The twisting roads were at times quite small, wet, and strewn with bikers since it was a Saturday. In this world of second- and third-gear twists and turns, the engine gives outstanding performance. Torque is immediately available straight away and rises steadily as you approach 9,000 rpm or higher. The standard Easy Shift up/down quickshifter, which we must admit continues to improve with each version of the LC8c, helps keep the engine in its midrange sweet zone. In fact, it is substantially faster than the unit on the KTM 890 Adventure R that we tested a year ago.
This engine is as versatile as they come. Riding in traffic through the little towns of southern France's Provence area, the engine is torquey and predictable, never acting jerky or needing much effort to ride comfortably. Roll out of town into the twisties and it comes to life, no doubt helped by the bike's modest total weight (a reported 399 pounds without gas). There is more than enough power to lift the front tire off the ground at will, or to cause the rear tire to protest and slide if you are not in a conservative TC setup.
Overall, the performance of this engine makes us question why Husky didn't include it into the lineup sooner. It certainly completes the package and puts the Svartpilen 801 in an entirely other category, contending with the likes of Honda's CB650R, Triumph's Trident 660, Ducati's Monster, Suzuki's GSX-8S, and Yamaha's MT-07.
Electronics & Rider Aids
While several of the rivals described above offer limited or rudimentary electronic rider assistance packages, the Svartpilen 801 comes with a considerably more extensive set. However, if you want the whole electronics package, you will need to pay for certain alternatives.
The basic suite includes three riding modes: sport, street, and rain. These modes include preset settings for MTC (traction control) and ABS, which use a six-axis IMU to make lean-sensitive changes. There are also established settings for wheelie control, engine brake control, and throttle responsiveness. Sport is the least obtrusive, with a quick throttle response, lower TC, and Supermoto ABS (which enables the rear to be locked) that is not lean sensitive. Rain is on the other end of the range, with smooth throttle, plenty of TC, and maximum ABS; road is exactly in the middle.
For those who want to get the most out of the electronics, the Dynamic package ($420) is required, which adds a mode with that name, allowing the user to manually pick between 10 levels of TC, five degrees of wheelie control, and adjusts the MSR. Cruise control ($289) is also an option, which needs a new control pod on the left handlebar and has a programmable custom shortcut button that can be configured to activate numerous assists.
Menu navigation is simple and straightforward when utilizing the left-bar control pod, which includes a block of up/down and left/right buttons for rapid options. The 5-inch TFT display is bright, informative, and simple to read, with many view modes available based on desire. There is a standard USB-C connection port, and smartphone connectivity enables use of the Ride Husqvarna Motorcycles app, which includes phone and audio control, as well as turn-by-turn navigation.
It's rarely every press launch that we get to properly try out all of the modes in a meaningful way, but roads left spotty wet by overnight rains allowed us to do just that. In the early morning, we began in Street, then attempted Rain and Sport, but after the roads dried up, we switched to Dynamic mode, which was fantastic. If you don't want to go for the Dynamic package, Sport is an excellent option for quick and exciting riding. However, ultimate control is a lovely luxury that we would want.
Although Svartpilen's style may not scream hooligan, consider it a wolf in sheep's clothes. After all, it is closely related to another company whose tagline is "Ready to Race." Using the proper rider-aid and mode settings, the 801 has a pleasant wicked streak.
Chassis and Ergonomics
The chassis has undergone significant changes from the preceding 701 model. The frame now consists of a tubular steel front section that employs the engine as a stressed component, while the subframe is a cast-aluminum piece that also serves as the rear end's tailsection (there are no bolted-on plastic bodywork elements). A die-cast aluminum swingarm directly activates the shock, making space for the exhaust pre-chamber, which would typically house a linkage.
REVIEWS
2024 Husqvarna Svartpilen 801 First Ride Review
The dual power of KTM's LC8c absolutely alters this naked roadster.
2024 Husqvarna Svartpilen 801 riding on the mountain road.
The Husqvarna 2024 Svartpilen 801 is a whole different beast with twin-cylinder power.
Since Pierer Mobility AG purchased Husqvarna in 2013, current Huskies have cleverly adapted KTM's platforms and put their own twist on those bikes. Looking at the travel and street sectors, motorcycles like the Norden 901 and 701 Supermoto/Enduro were obvious extensions of those popular families. However, the Svartpilen and Vitpilen nude models have distinct identities that define them distinctive, both physically and in terms of target audiences.
2024 Husqvarna Svartpilen 801 Studio Front Right Angled Profile
Based on KTM's 790 Duke, the new Svartpilen 801 gives off an altogether distinct atmosphere. Husqvarna
As much as we like the Svartpilen 701, its single-cylinder engine always made us wonder how fantastic the bike might be with a twin. Husqvarna has addressed that question in 2024 with the Svartpilen 801, which is powered by a 799cc version of the LC8c taken from KTM's 790 Duke.
But one concern remained: would this new model, with its considerably enhanced engine, offer the performance required to compete on a whole other level?
LC8C Engine
There isn't much mystery around the engine that drives the Svartpilen 801. As previously stated, Pierer Mobility shares platforms and powerplants with KTM, Husqvarna, and GasGas. The LC8c in this new model is shared with the KTM 790 Duke. Another significant point to notice is that this engine was reintroduced in recent years and is now made by KTM's Chinese partner CFMoto, who now utilizes it in several of its models.
2024 Husqvarna Svartpilen 801 Engine Studio Profile
The Svartpilen's LC8c engine is the 799cc variant utilized in the KTM 790 Duke. Husqvarna
The 799cc liquid-cooled parallel twin has double-overhead cams and four valves per cylinder. The bore and stroke size 88.0 x 65.7mm, with lightweight forged aluminum bridged-box pistons and a compression ratio of 12.5:1. The crankcase is made of high-pressure cast aluminum, which reduces wall thickness and keeps the engine's total weight to 114 pounds. Cylinders are sleeveless aluminum with Nikasil coating. The engine uses semi-dry sump lubrication and has service intervals of 15,000 kilometers (9,320 miles). Two balancing shafts, one in front of the crankshaft and the other between the camshafts, keep everything running smoothly.
The cylinder head has a pair of assembled camshafts, which are lighter than one-piece forged versions. Steel intake and exhaust valves measure 36mm and 29mm, respectively, and are controlled by diamond-like carbon-coated finger followers. A pair of 46mm throttle bodies feed mixture into the engine and are controlled by a ride-by-wire throttle. Spent gases enter a pre-muffler chamber hidden between the engine and swingarm, which contains the catalytic converters, and then go to a stainless-steel silencer.
2024 Husqvarna Svartpilen 801 engine specifications
The LC8c is small, light, and generates 105 horsepower. Husqvarna
It doesn't take long to recognize the LC8c's capabilities. Husqvarna claims 105 horsepower at 9,250 rpm and 64.0 lb.-ft. peak torque is 6,500 rpm. Although these statistics are lower than those of the larger-displacement variants of the LC8c, such as the "890" and "990," this engine is ideal for the bike.
Our riding day was devoted pursuing the French lead rider along spectacular mountain roads just north of Toulon, France. The pace on our 150-mile bike was brisk to say the least. The twisting roads were at times quite small, wet, and strewn with bikers since it was a Saturday. In this world of second- and third-gear twists and turns, the engine gives outstanding performance. Torque is immediately available straight away and rises steadily as you approach 9,000 rpm or higher. The standard Easy Shift up/down quickshifter, which we must admit continues to improve with each version of the LC8c, helps keep the engine in its midrange sweet zone. In fact, it is substantially faster than the unit on the KTM 890 Adventure R that we tested a year ago.
2024 Husqvarna Svartpilen 801 riding on a twisting mountain route
The Svartpilen is completely at home in the twists and bends of southern France. Husqvarna
This engine is as versatile as they come. Riding in traffic through the little towns of southern France's Provence area, the engine is torquey and predictable, never acting jerky or needing much effort to ride comfortably. Roll out of town into the twisties and it comes to life, no doubt helped by the bike's modest total weight (a reported 399 pounds without gas). There is more than enough power to lift the front tire off the ground at will, or to cause the rear tire to protest and slide if you are not in a conservative TC setup.
Overall, the performance of this engine makes us question why Husky didn't include it into the lineup sooner. It certainly completes the package and puts the Svartpilen 801 in an entirely other category, contending with the likes of Honda's CB650R, Triumph's Trident 660, Ducati's Monster, Suzuki's GSX-8S, and Yamaha's MT-07.
Electronics & Rider Aids
While several of the rivals described above offer limited or rudimentary electronic rider assistance packages, the Svartpilen 801 comes with a considerably more extensive set. However, if you want the whole electronics package, you will need to pay for certain alternatives.
2024 Husqvarna Svartpilen 801, left bar control.
The left-bar control pod allows straightforward menu navigation. Husqvarna
The basic suite includes three riding modes: sport, street, and rain. These modes include preset settings for MTC (traction control) and ABS, which use a six-axis IMU to make lean-sensitive changes. There are also established settings for wheelie control, engine brake control, and throttle responsiveness. Sport is the least obtrusive, with a quick throttle response, lower TC, and Supermoto ABS (which enables the rear to be locked) that is not lean sensitive. Rain is on the other end of the range, with smooth throttle, plenty of TC, and maximum ABS; road is exactly in the middle.
For those who want to get the most out of the electronics, the Dynamic package ($420) is required, which adds a mode with that name, allowing the user to manually pick between 10 levels of TC, five degrees of wheelie control, and adjusts the MSR. Cruise control ($289) is also an option, which needs a new control pod on the left handlebar and has a programmable custom shortcut button that can be configured to activate numerous assists.
Details about the 2024 Husqvarna Svartpilen 801 5-inch TFT dash
Husqvarna's 5-inch TFT display is bright and simple to see, with straightforward menu navigation.
Menu navigation is simple and straightforward when utilizing the left-bar control pod, which includes a block of up/down and left/right buttons for rapid options. The 5-inch TFT display is bright, informative, and simple to read, with many view modes available based on desire. There is a standard USB-C connection port, and smartphone connectivity enables use of the Ride Husqvarna Motorcycles app, which includes phone and audio control, as well as turn-by-turn navigation.
It's rarely every press launch that we get to properly try out all of the modes in a meaningful way, but roads left spotty wet by overnight rains allowed us to do just that. In the early morning, we began in Street, then attempted Rain and Sport, but after the roads dried up, we switched to Dynamic mode, which was fantastic. If you don't want to go for the Dynamic package, Sport is an excellent option for quick and exciting riding. However, ultimate control is a lovely luxury that we would want.
2024 Husqvarna Svartpilen 801 LED headlamp details
The beautiful LED headlamp is a stark departure from KTM's angular lights on the Duke range. Husqvarna
Although Svartpilen's style may not scream hooligan, consider it a wolf in sheep's clothes. After all, it is closely related to another company whose tagline is "Ready to Race." Using the proper rider-aid and mode settings, the 801 has a pleasant wicked streak.
Chassis and Ergonomics
The chassis has undergone significant changes from the preceding 701 model. The frame now consists of a tubular steel front section that employs the engine as a stressed component, while the subframe is a cast-aluminum piece that also serves as the rear end's tailsection (there are no bolted-on plastic bodywork elements). A die-cast aluminum swingarm directly activates the shock, making space for the exhaust pre-chamber, which would typically house a linkage.
2024 Husqvarna Svartpilen 801 tubular steel frame
Trellis is no more; the Svartpilen 801's tube steel frame is now linked to a new cast-aluminum subframe that houses the airbox. The wheelbase is now 58.1 inches. Husqvarna
The Svartpilen outperforms several of its counterparts in terms of suspension. The front fork is a 43mm inverted WP Apex with rebound and compression adjustments and 5.5 inches of travel. The fork caps include easy-to-access, tooless adjusters with five clicks of adjustment apiece. The linkageless WP Apex shock has 5.9 inches of travel and can be adjusted for spring preload and rebound damping with five clicks.
The roads we found in southern France varied from pristine perfection to a potholed nightmare. As a result, we left the clickers alone on the front and rear forks and shocks. The middle-of-the-road settings proved to be the best compromise, providing strong input, decent holdup at speed and under braking, and soft bump absorption over rough terrain. Overall, despite not being "fully adjustable," the 801's suspension functioned well.
The braking system consists of a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, and a single-piston caliper linked to a 240mm disc in the back. The front brake lever, like the clutch lever, allows you to alter its spread. Lean-sensitive ABS now includes a Supermoto mode, which disables ABS on the rear tire for furious road riding or those who want a little more control on gravel routes. The brakes behaved well throughout our journey, with respectable power and progressive bite, although they lacked the raw force of top-of-the-line stoppers.
The Svartpilen has a wheelbase of 58.1 inches, the same as the KTM 790 Duke. Despite not having the orange bike's aggressive look, the 801's chassis is extremely comparable, with a little less sharp rake at 24.5 degrees against 24. The trail is almost comparable at 3.9 inches. The 801's handling is precise and predictable, and its quick-steering front end provides outstanding agility in the numerous tight first-gear, 180-degree carousel spins we experienced. Midcorner stability was excellent in fast sweepers, with the chassis enabling for simple tweaks and corrections.
The Pirelli MT 60 RS tires, which resemble a dirt-track or ADV tire with moderate knobbies, were something we wanted to test and gain faith in. We believe the tires were picked more for their look, although they eventually gave decent overall grip on a range of routes and circumstances. If we had this bike, we'd upgrade to a full-on sport tire on the 17-inch wheels.
The sitting position is one feature that owners of this bike will immediately like. The seat is raised 32.3 inches from the ground, providing sturdy footing for a wide range of body proportions. This 5-foot-11 tester believes the seat height is appropriate, but what truly stands out is how comfortable the footpeg position is, providing a mellow and sporty bend without cramping the legs over a long day in the saddle. The seat is well-shaped, with a great kick up in the back to support the lower back while still providing solid yet comfortable cushioning. The reach to the moto-style handlebar is neutral and easy, albeit the bars seem a touch narrow from the cockpit (assuming the dirt-track appearance was intended).
Conclusion
The Svartpilen 801, like many other Pierer Mobility motorcycles, is simply a restyled KTM model. However, as we have seen with previous models such as the Svartpilen 701, the Husky emanates a whole distinct personality and mood thanks to its sleek Scandinavian-inspired style.
That's one of the coolest aspects about this bike. Underneath that clean, more mature tracker exterior is the same "Ready to Race" animal, ready to go on a whim and have fun. The LC8c engine significantly modifies not just the Svartpilen, but also expands Husqvarna's naked motorcycle offering. At $10,899, the Husky is approximately $1,400 more expensive than the 790 Duke, but one of the significant differences is that the Easy Shift up/down quickshifter that is standard on the 801 is only available as an option on the KTM, bringing the two motorcycles much closer in terms of trim levels against price. The Svartpilen 801 adds legitimacy to Husky's street lineup, much as the Norden 901 did for its Travel line. And, unlike so many of the company's dirt motorcycles, the Svartpilen distinguishes out on its own, with a distinct appearance and feel despite its common platform.
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