Source: MotorcyclistOnline.com
[[{“value”:”Husqvarna’s 2024 Svartpilen 801 gets twin-cylinder power and a whole bunch of nice features. (Husqvarna/)UpsLC8c parallel-twin powerFull suite of electronic rider aidsUnique and attractive stylingDownsIf you want the full electronics package, it’s extraWhy didn’t Husky put a twin in this bike earlier!?Sport-spec tires would be an improvementVerdictHusqvarna has now embarked on an entirely new trajectory by adding a parallel twin to the Svartpilen. This naked roadster is sporty, comes with a fantastic engine, and is no longer just an entry-level machine.OverviewHusqvarna’s Svartpilen first broke cover as a 375cc single-cylinder-powered naked back in 2018 and was instantly met with accolades for its hip styling and fun performance. In 2019, Husky upped the ante and released the Svartpilen 701, which used the 692.7cc LC4 single from the 701 Supermoto/Enduro. But for 2024, Husqvarna has raised the stakes again with the release of the LC8c parallel-twin-powered Svartpilen 801, utilizing the engine found in KTM’s 790 Duke.Updates for 2024With twin-cylinder power, this brand-new Husqvarna has taken a leap forward and finds itself going head-to-head with an entirely different segment of the middleweight market.Pricing and VariantsThe base Svartpilen 801 starts at $10,899 and is only available in one dark gray/silver color scheme as pictured. Options include the Dynamic package ($420) and Cruise Control ($289), the former offers an additional ride mode and full control over rider aids, while the later adds cruise control and a custom shortcut button for modes.CompetitionAs mentioned, with twin-cylinder power, the Svartpilen finds itself up against fresh competition from the likes of Honda’s CB650R, Triumph’s Trident 660, Ducati’s Monster, Suzuki’s GSX-8S, and Yamaha’s MT-07.Powertrain: Engine, Transmission, and PerformanceThe Svartpilen 801′s LC8c engine is shared with KTM’s 790 Duke and 790 Adventure models. The engine is a 799cc liquid-cooled parallel twin with double-overhead cams and four valves per cylinder. Bore and stroke measure 88.0 x 65.7mm with lightweight forged aluminum bridged-box pistons and a 12.5:1 compression ratio. The engine has semi dry-sump lubrication and has 15,000-kilometer (9,320-mile) service intervals. Keeping it smooth are a pair of balance shafts, one in front of the crankshaft and the other between the camshafts.After riding the bike in southern France, Editor-at-Large Blake Conner said: “It doesn’t take long to appreciate the LC8c’s performance. Husqvarna claims 105 hp at 9,250 rpm with 64.0 lb.-ft. of peak torque 6,500 rpm. In this world of second- and third-gear twists and turns the engine delivers excellent performance. Torque is easily accessible right off the bottom and builds with a steady rush as you head toward 9,000-plus rpm.“Keeping the engine in its midrange sweet spot is aided by the standard Easy Shift up/down quickshifter, which we have to say continues to get more and more refined on each generation of LC8c.“This engine is as flexible as they come. The engine is torquey and behaves predictably, never acting jerky or requiring much effort to ride smoothly. Roll out of town into the twisties and it comes to life, no doubt aided by the bike’s light overall weight (a claimed 399 pounds without fuel). There is more than enough performance to snap the front tire off the ground at will or to get the rear tire protesting and sliding if you’re not in a conservative TC setting.”Chassis and HandlingThe frame is a tubular steel front section that uses the engine as a stressed member, while the subframe is a cast-aluminum piece that also acts as the rear end’s tailsection (without any bolted-on plastic parts for bodywork). A die-cast aluminum swingarm actuates the shock directly.Up front is a 43mm inverted WP Apex fork with rebound and compression adjustability and 5.5 inches of travel. The linkageless WP Apex shock has 5.9 inches of travel and is adjustable for spring preload and five clicks of rebound damping.“The roads we encountered in southern France ranged from smooth perfection to a potholed mess,” Conner added. “For this reason we left the clickers alone both front and rear on the fork and shock. The middle-of-the-road settings proved to be the right compromise, offering good feedback, nice holdup at speed and under braking, and plush bump absorption over the nasty stuff.“Handling on the 801 is crisp and predictable, with a quick-steering front end giving the bike excellent agility in the many tight first-gear, 180-degree carousel turns we encountered. Midcorner stability was very good in fast sweepers, with the chassis allowing easy adjustments and corrections.”BrakesThe braking package includes a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, while a single-piston caliper mated to a 240mm disc is used at the rear. Lean-sensitive ABS also offers a Supermoto mode that eliminates ABS to the rear wheel for spirited road riding or for those wishing a bit more control on gravel roads.“The brakes performed well during our ride with competent power and progressive bite, but lack the outright power of top-of-the-line stoppers,” Conner said.Fuel Economy and Real-World MPGWe’ve yet to do a full test on the Svartpilen, so we don’t have fuel figures at this time.Ergonomics: Comfort and UtilityOne thing that buyers of this bike are going to love right away is the seating position. The seat is set at 32.3 inches off the ground, which should offer firm footing for a large selection of body sizes.The footpeg position is very comfortable, offering a mellow and sporty bend but without cramping the legs at all during a long day in the saddle. The seat is well shaped, with a nice kick up at the back that supports the lower back, while also offering firm but comfortable padding.ElectronicsThe Svartpilen 801 has a comprehensive suite of electronics. Core to the standard suite are three ride modes: Sport, Street, and Rain. Within these modes are preset parameters for MTC (traction control) and ABS, which utilize a six-axis IMU to enable lean-sensitive adjustments. Also built in are predetermined settings for wheelie control, engine-brake control, and throttle response.For those who really want to get the most out of the electronics you’ll have to spring for the Dynamic package ($420), which adds a mode by that name, allows the user to manually choose between 10 levels of TC, five levels of wheelie control, and adjust the MSR (Motor Slip Regulation). Also on the optional list is cruise control ($289), which requires a new control pod on the left handlebar, and adds a programmable custom shortcut button that can be set up to control various aids.Warranty and Maintenance CoverageHusqvarna offers a 24-month or 24,000-mile warranty on all street motorcycles.QualityFrom our experience with the Svartpilen at the international press launch, the bike has great fit and finishes, is well appointed, and performs very well in all aspects.2024 Husqvarna Svartpilen 801 Specs
MSRP:
$10,899
Engine:
DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Displacement:
799cc
Bore x Stroke:
88.0 x 65.7mm
Compression Ratio:
12.5:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
105.0 hp @ 8,000 rpm
Claimed Torque:
64.0 lb.-ft. @ 6,500 rpm
Fuel System:
EFI w/ 46mm Dell’Orto throttle bodies, ride-by-wire
Clutch:
PASC slipper clutch; cable actuated
Engine Management/Ignition:
Bosch EMS
Frame:
Chromoly steel w/ cast aluminum subframe
Front Suspension:
WP Apex 43mm inverted fork, compression and rebound damping adjustable; 5.5 in. travel
Rear Suspension:
WP Apex monoshock, rebound damping and preload adjustable; 5.9 in. travel
Front Brake:
Radial-mount 4-piston calipers, dual 300mm discs w/ Bosch ABS
Rear Brake:
1-piston floating caliper, 240mm disc w/ Bosch ABS
Wheels, Front/Rear:
Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:
Pirelli MT 60 RS; 120/70-17 / 180/55-17
Rake/Trail:
24.5°/3.8 in.
Wheelbase:
58.1 in.
Ground Clearance:
6.9 in.
Seat Height:
32.3 in.
Fuel Capacity:
3.7 gal.
Claimed Dry Weight:
399 lb.
Contact:
husqvarna-motorcycles.com”}]]
