[Husqvarna] Vitpilen’s first twin-cylinder and largest-displacement “801” is the strongest handling machine in the series.

Husqvarna Vitpilen 801… ¥1,459,000 (released in August 2025)

The true essence of this model is the immersive feeling of sports riding.

In 2013, Swedish motorcycle brand Husqvarna Motorcycles became a subsidiary of the Austrian KTM Group. The following year, at the Milan Show in 2014, the brand unveiled two concept models that indicated a new direction for the brand: the cafe racer-style Vitpilen 401 and the scrambler-type Svartpilen 401.

The basis for both models is KTM’s naked model, the 390 Duke. It wasn’t actually released to the market until 2018, but its styling has been a hot topic since its launch. It was designed by Kiska, an Austrian design studio with close ties to KTM. With its unique form that strips away all unnecessary elements, this bike leaves a strong impression that Husqvarna, which has a strong off-road presence, is serious about taking on the street scene.

Subsequently, the Vitpilen 701, based on the KTM 690 Duke, was announced in 2017, and the Svartpilen 701 in 2018. Both models were equipped with a 692.7cc water-cooled single-cylinder engine, and combined with a lightweight body comparable to a 250cc bike, they offered a sharp acceleration feel like a rabbit when the throttle was opened wide.

These two big single-cylinder bikes were rare these days, but were quickly discontinued. Just when it seemed the large-displacement models in the Pilen series would disappear, the Svartpilen 801 and Vitpilen 801 were suddenly announced in 2024. The base model was the KTM 790 Duke, equipped with a 799cc water-cooled in-line twin-cylinder engine, making them the first twin bikes in the Pilen series, which also includes 125cc and 250cc models, and also the largest in displacement.

This introduction has gotten a little long, but that’s the origin of the Vitpilen 801 that I’ll be introducing today. As for styling, it inherits the clean minimalism of the original 401, but has evolved to be more modern, and the skill of Kiska, who designed it, is truly amazing. In particular, the change from separate handlebars to a bar type was a major change, and this marked a change from Vitpilen’s cafe racer to a roadster.

Well, what impressed me most about this test ride was the handling. It’s not just the cornering ability that’s impressive, but also the constant sense of security from entering and exiting corners, allowing you to naturally immerse yourself in sporty riding. The Yamaha MT-07 immediately comes to mind when thinking of the commonality between the two bikes: “ability to control at will,” but the SVARTPILEN 801 has a higher-grade suspension, which makes a big difference in the quality of its ride.

When you give a slight nudge with the handlebars or footwork, the machine smoothly and deeply banks, and at the same time the front tires grip the asphalt and turn with force. You can change lines freely while cornering, which is likely due in large part to the characteristics of the Michelin Road 6. On rough asphalt, the car may not be able to fully absorb shocks, but this can be alleviated somewhat depending on the suspension settings. Another plus is that the body is light, so it’s not so scary that it feels scary.

It is true that the first generation 401 and 701 Vitpilen bikes had low clip-on handlebars and a high, distant seat position that affected the riding position, spoiling the free-flowing maneuverability of the base models, the 390 Duke and 690 Duke. However, even if you ignore those negative impressions from the past, there is no doubt that the handling of the 801 is excellent and so enjoyable that it is exhilarating.

The brake set has been changed from Brembo on the 701 to one made by Hota Huang, which is a subsidiary of Brembo, but there were no complaints about controllability or absolute braking power, and the change from a single disc to a double disc at the front is a big plus. The rear ABS intervened several times while riding on mountain roads, but it seemed to activate a little early depending on the situation, perhaps due to the characteristics of the Bosch cornering ABS. However, it did not cause the rider any anxiety, and the vehicle’s behavior was always stable.

An engine that accelerates smoothly with a kick-off feeling

The 801’s engine was a water-cooled twin, replacing the water-cooled single of the 701. The displacement increased by approximately 100cc, from 692.7cc to 799cc, and maximum output increased by 30PS to 105PS. If you only heard about these changes in specs, it might seem like the engine had become more unruly, but in fact the impression was the exact opposite, as it had evolved into an engine with a deep capacity.

The water-cooled parallel twin engine with a 75-degree phase crank is basically the same as the 790 Duke, with only the exhaust system design being different. In the most versatile Street mode, there is ample torque in the low and mid-range, so that under 5000 rpm is sufficient in most situations, and the twin-turbulence that is transmitted while cruising is actually quite pleasant. When you open the throttle wide, it accelerates sharply with a kick-off feeling, but the increase in rotation is extremely smooth, and there is almost no unpleasant vibration even when revving it up to 9000 rpm, where the redline begins.

In Sport mode, the throttle response is obviously sharper, but it’s not as aggressive, so it’s just as easy to handle as Street mode. On the other hand, Rain mode makes the ride much gentler, so being able to select it will be a great relief when driving in the rain.

Now, the test vehicle was fitted with a genuine accessory bidirectional quickshifter, so I’d like to talk about that as well. This engine is so particular about its transmission that gears 4-6 are glass bead blasted, and the shift feel itself is extremely light and smooth. Adding the quickshifter to this makes it so that you hardly need to touch the clutch lever while driving. Personally, I think it could do with being a little more restrained, but considering its convenience, it’s one of the genuine accessories that I would definitely like to have installed.

With the 801, design-conscious Vitpilen has evolved into a deep-pocketed roadster. While the headlights give it an extraordinary aura, its excellent handling stands out among naked bikes in this class, making it a model that truly exudes “fun to ride.” These days, we hope that more people will know about this fact.

Riding position and foot reach (175cm/68kg)