From the Riviera’s curves to urban streets, the Husqvarna Vitpilen 801 proves there’s more than one way to do naked
When it comes to choosing a Husqvarna, you’re spoilt for choice these days, thanks to the KTM-owned manufacturer’s habit of providing not just one but two variants of each new model. Should you opt for a single-cylinder 125 or 401, or this, the all-new twin-cylinder 801, you get a brace of options: Vitpilen or Svartpilen. Essentially the same bike but in different clothes and with a subtly different attitude to life, it’s a proven recipe that has served Husqvarna well for the last decade.
And so it is that the new Vitpilen 801 now follows on from the Svartpilen 801 launched in the summer to complete the double-act of 799cc twins. While the Svartpilen arrived in showrooms wearing traditional Svart scrambler styling, the 2025 Vit drifts away somewhat from its traditional cafe racer design and riding position, adopting instead a more conventional naked styling, along with what looks to be a deeper seat and more practical riding position. Based on the KTM 790 Duke, the Husqvarna uses the Austrian manufacturer’s punchy and lightweight LC8c parallel-twin (now produced in China) in a tune that produces a quoted 77kw (105hp) in the UK market, which is a handful more horses than the 790 Duke (and CF Moto’s 800NK Sport, both 70kw/95hp – although those outputs do vary in other international markets).
Like most models that come out of the Pier Mobility Group, suspension is WP, complete with sportier settings than the Svartpilen.
Other differences between the sister bikes are mainly cosmetic and include lower ’bars, a radiator cover and belly pan. There’s no flyscreen but there is that distinctive Bi-LED headlight and more road-focused tyres – Michelin Road 6 instead of Pirelli’s MT60 RS – that should help make it an absolute blast to ride on twisty roads.
We headed to the south of France to find out.
COMPARING APPLES WITH APPLES
Parked outside our launch HQ just down the road from Nice, the new Vitpilen 801 looked far from out of place among the swanky hotels and celebrity-owed beach houses. Okay, it has lost a bit of cafe racer chic but it still looks special – and very different to the 790 Duke from which it’s derived. In the flesh, its unique and mildly provocative styling punches harder than in pictures and, on looks alone, I would take the Husqvarna over the KTM. The question is, would I be willing to pay the extra cash?
Comparisons are impossible to avoid. Even before throwing a leg over the Husky’s 820mm seat, I couldn’t help making dozens of mental notes of the similarities and differences between the two middleweight nakeds and also the new left-field LC8c option, CFMoto’s 800NK. Prices are yet to be confirmed, but the Vitpilen should come in a fraction cheaper than the Svartpilen, which has gone on sale in the UK for £10,499. That would make it considerably more expensive than both the 790 Duke and the 800NK. Yes, the Husqvarna has a marginally higher spec, but that is a significant jump in price over the KTM with which it shares so much componentry.
Furthermore, competition in this category is strong and very price competitive. Honda and Suzuki both produce similar parallel-twin powered nakeds that are cheaper. And if you want to spend north of $20k, let’s not forget bikes like the BMW F 900 XR and Triumph’s impressive Street Triple 765 RS, both of which are cheaper than
the 801.
But these other bikes are not in Nice for a direct comparison, so let’s forget manufacturers’ pricing strategies for a moment and simply see if the 801 goes as well as it looks.
FROM LOW TO WOW
We set off early, hugging the coast as the morning sun inched above the multi-million-dollar mansions that overlook the Med – and the lightweight 801 was in its element. I love this stretch of road, especially before the celebrities wake up and crowd the streets with their supercars. For now it’s just the odd cyclist and crazily-driven Citroen 2CV banger to contend with, and the 801’s handling is light, accurate and easy; the optional-extra Easy Shift quick-shifter smooth and light. In Street riding mode, the fuelling and throttle response are near perfect. Engine, gearbox, chassis… everything responds crisply. There is even a charismatic burble from the exhaust on fast down-changes.
The five-inch TFT dash is classier than the KTM’s and the switchgear is far better than the CFMoto’s – sorry, I just can’t stop making comparisons.
This road darts in and out of the shadows, making for tricky conditions as some corners are a little damp, with treacherously slick white lines. It’s all too easy to get carried away as road conditions quickly turn from grippy to slippy – one long sweeper goes from dry to wet mid-corner – and I was thankful for the Vitpilen’s lean-sensitive traction control and ABS, which are there in the background just in case.
The Michelin Road 6 rubber reassured, too, warming up fairly quickly and feeling secure on the damp surfaces.
The 801 carved through the light traffic and flowed through countless sweepers, with every hairpin exit relished by bike and rider alike as the LC8c’s torque punched it back up to speed.
Soon it was time to leave the coast road and hit the mountain passes for some serious fun. Three riding modes – Sport, Street and Rain – come as standard, with Dynamic mode offered as an optional extra that allows you to fine-tune the anti-wheelie and nine levels of traction control.
The way you ride will determine if you want that extra mode or not. For example, we hit the first section of the test’s mountain road at pace and I switched off the TC, which can be done and reactivated on the move. I then rode in the standard Sport mode and relied on my misspent youth and experience to control endless wheelies – a trick the 801 performs with ease. However, given that most potential Vitpilen owners didn’t grow up trying to wheelie angry two-strokes, having the ability to trim the anti-wheelie to electronically control the height of the front wheel, while also being able to trim the TC, will be very beneficial. The anti-wheelie is very effective, with different levels of wheelie, from low to wow! I’m unsure that is the official level but even with the anti-wheelie active, in the least intrusive setting it’s high. Or you can leave the immature antics alone, just ride in the standard modes, with the rider aids active, and save a few bucks.
When we hit the hairpin-laced mountain passes it was rewarding and enjoyable to discover Husqvarna hadn’t lost any of the KTM 790’s playfulness and fun factor. The chassis is nearly identical, the weight a fraction higher, but you have more power, which makes it fun.
Husqvarna has wrapped the KTM’s chassis in a smart suit but it still likes to party. It consumes sweepers, hairpins and fast direction changes like a true hedonist – the farther from any prosecuting eyes the better.
STREET SMARTS WITH TRACK STYLING
The smart-looking Vitpilen is not only light and easy to ride but surprisingly comfortable; even after an hour or so of endless mountain debauchery I still wanted more. A ‘Supermoto’ setting deactivates the rear ABS, in theory allowing you to slide into corners. Again I’d suggest many readers will simply enjoy the security of the cornering ABS and J.Juan brakes (wearing a Husqvarna logo) rather than attempt any supermoto heroics, but it’s a nice touch should you take your 801 on track. And, no, the 801 wouldn’t feel out of place at a trackday.
The WP APEX suspension front and rear is more than up for some track action; after all, its similar sibling the 790 Duke is officially ‘ready to race’. The fork has compression damping adjustment on one leg, rebound on the other, with easy-to-use adjusters and no tools required. There is also rebound damping and spring pre-load adjustment on the rear, which is a little harder to get to, while Husqvarna even supply recommended settings should you sign up for a day at your local track. The 77kW twin is more than up for it, and ground clearance is plentiful, but when you ask a little bit more, the J.Juan brakes and Michelin rubber fall a little short.
In most fast-riding scenarios the twin 300mm discs and four-piston radial-mounted calipers are up for the task, reasonably progressive and never too sharp, but at times I had to use all four fingers, not the usual two, when braking downhill into slow, first-gear hairpins. And while the Michelin Road 6 tyres worked well in mixed conditions, they never gave me the confidence to throw the 801 onto its side to knee-down levels of lean.
That said, bikes like Honda’s CB750 Hornet and Suzuki’s GSX-8S would simply run out of ground clearance and suspension if fitted with grippy tyres, especially on track. But with sportier rubber, the 801 would be even sharper. Fit uprated brake pads as well and the 801 would run rings around some of the heavier Japanese competition.
But, truly, I digress. This was a quick test with at times track-style riding. Most owners will find the Vitpilen’s set-up faultless, and only the most experienced riders – perhaps those moving down in capacity or away from sportsbikes – might want a little more for track days. And when they do, the chassis can take it.
Husqvarna treated us to a full day in the saddle, which highlighted some aspects of the 801 that I wasn’t expecting. Despite appearances, comfort was surprisingly good. As a short rider, I felt happy at low speeds and was able to get both feet on the ground, yet taller riders found it roomy and had few complaints. Despite enduring a day of mechanical abuse, the parallel twin proved frugal, too. The fuel tank may only be 14 litres in capacity but that should be good enough for 250km and more, even on those most sporting of days.
The 801 hasn’t been designed for touring, but it looks after you well. The seat and spread of weight are good. The dash is easy to read and can connect with your phone to receive calls and messages, and to navigate. There’s a quality feel to the controls and switchgear, while even in Dynamic mode the Easy Shift and fuelling are as efficient at commuter pace as they are at full gas.
There’s no reason why the 801 couldn’t be used to take on a decent mileage over a long weekend, although for higher-speed cruising you’d need strong arms and the optional cruise control.
VERDICT
Ridden in isolation in the beautiful south of France, the Husqvarna Vitpilen 801 is hard to fault. It looks great, is individually styled, and has the aura of something bespoke rather than a run-of-the-mill production bike. The LC8c engine is punchy and offers enough grunt to be fun yet is far from intimidating. It’s also smooth at low speeds, especially with the optional Easy Shift quick-shifter fitted.
The steering is light, the chassis responsive, predictable, multi-adjustable and able to accommodate sportier rubber. With track-biased tyres fitted, it would excel at a trackday. Just as important, it’s low, light and easy around town – and the excellent rider aids are there just in case.
The Vitpilen 801 is a great bike but there are a few factors that can’t be ignored. KTM already produces the similar 790 Duke which lacks a few horsepower compared to the Husky but is cheaper, The CFMoto might not be in the same league in terms of looks and appeal, but it also shares many components and is cheaper still. Furthermore, if we add the Dynamic mode and the optional Easy Shift, we’re expecting it to come in as the most expensive bike in this class – even more than excellent and more powerful bikes like Triumph’s 765 Street Triple and Yamaha’s MT-09. Only Ducati’s higher-spec Monster outprices the 801.
Of course, some customers will cut a deal or buy on PCP, and some will be willing to pay that extra amount for a very individual middleweight naked that’s more desirable than the KTM or CFMoto. Ultimately, though, the 801 remains a compelling choice that stands out in a competitive market.
Pros – Has the aura of something bespoke with a punchy engine and responsive chassis able to accept sportier rubber
Cons – KTM already produces the similar and cheaper 790 Duke and we are expecting it to be the most expensive in class
The competition
Obvious competition comes from KTM and CFMoto with the 790 Duke and 800NK, both of which share the same LC8 parallel-twin engine as the Husqvarna 801. In the UK, these models have slightly less power to ensure they can be restricted for A2 license holders. Outside Europe, the KTM and Husqvarna offer the same quoted power and torque, while the CFMoto falls slightly behind.
For those seeking a fun, middleweight parallel twin, Honda offers the CB750 Hornet and Suzuki the GSX-8S. BMW’s F 900 R and Triumph’s three-cylinder 765 RS are also strong contenders. Unfortunately for Husqvarna, all these models should undercut the 801 in price. The only exception is Ducati’s exotic Monster.
SPECIFICATIONS
Engine
Capacity 799cc
Bore x Stroke 88mm x 65.7mm
Type Parallel twin, water cooled, 4 valves per cylinder, DOHC
Cooling Liquid
Fueling EFI
Transmission 6 speed
PERFORMANCE
Power 77Kw/105hp @ 9250rpm
Torque 87Nm @ 6500 rpm
Average fuel consumption 4.5L/100km (claimed), 5.1L/100km (measured on a hard ride)
Tank capacity 14L
ELECTRONICS
Rider aids Lean sensitive TC and ABS, plus three rider modes, Street, Rain and Sport (dynamic optional extra)
CHASSIS
Frame Chromoly steel/cast aluminium subframe
SUSPENSION
Front suspension WP Apex 43mm inverted fork, compression and rebound damping adjustable; 140mm travel
Rear suspension WP Apex monoshock, rebound damping and preload adjustable; 150mm travel
WHEELS & BRAKES
Wheels Cast aluminium
Front: 17 x 3.5 Rear: 17 x 5.5
Tyres Michelin Road 6
Front: 120/70-17
Rear: 180/55-17
Brakes J.Juan
F ront radial-mount 4-piston calipers, dual 300mm discs, Bosch ABS
Rear single-piston floating caliper, 240mm disc, Bosch ABS
DIMENSIONS
Weight 180kg (no fuel)
Wheelbase 1475mm
Seat height 820mm (std)
BUSINESS END
Price TBC
Colour options Yellow, Grey
