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? Any way you go, 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 10 years.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 like 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, which is now produced in China in a tune that produces a quoted 77kW or 105 hp, the same as the KTM 790, and few more than CFMoto’s 800NK, which also shares the same engine. (In some European countries both the KTM and CFMoto are down to 70kW/95 hp, lower than the Husqvarna’s 77kW/105 hp.) Like most bikes to come out of the Pierer 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 bellypan. There’s no flyscreen but there is that distinctive bi-LED headlight and more road-focused tires—Michelin Road 6 instead of Pirelli MT 60 RS—that should help make it an absolute blast to ride on twisty roads. We headed to the south of France to find out.Parked outside our launch HQ just down the road from Nice, the new Vitpilen 801 looks far from out of place among the swanky hotels and celebrity-owed beach houses. OK, it has lost a bit of cafe racer chic, but it still looks good and 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, should you be willing to pay the extra cash?

Comparisons are impossible to avoid.Even before throwing a leg over the Husky’s 32.3-inch seat, you can’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 $10,899 Svartpilen. That will make it considerably more expensive than both the 790 Duke ($9,499) and the 800NK ($8,699). Yes, the Husqvarna has 5 hp more in its back pocket over the CFMoto and a marginally higher spec over the KTM, but that is a significant jump in price over the KTM with which it shares so much.

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 close to $11K, let’s not forget bikes like the BMW F900 R and Triumph’s impressive Street Triple 765, 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.On the RoadWe set off early, hugging the coast as the morning sun inched above the multimillion-dollar mansions that overlook the Med; 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 a crazily driven Citroën 2CV to contend with.The 801′s handling is light, accurate, and easy, and the Easy Shift quickshifter is smooth and light. In Street riding mode, the fueling 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 5-inch TFT dash is classier than the KTM’s and the switch gear is far better than the CFMoto’s. Sorry, we 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 midcorner—and we are 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 are reassuring too, warming up fairly quickly and feeling secure on the damp surfaces. The 801 carves through light traffic and flows through countless sweepers, with every hairpin exit relished by bike and rider alike as the LC8c’s torque punches 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. Dynamic allows you to fine-tune the anti-wheelie and nine levels of traction control and costs $420.How and the way you ride will determine if you want that extra mode or not. For example, the first section of the test’s mountain road was hit at pace with TC switched off—which can be de- and reactivated on the move—and ridden in the standard Sport mode left me relying on 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, is very beneficial. The anti-wheelie is very effective, with different levels of wheelie, from low to wow! Those may not be the official level names, but even with the anti-wheelie active, in the least intrusive setting, the front wheel can be hung high.

Hitting the hairpin-laced mountain passes it is 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 (13 pounds), but it’s still 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 further from any prosecuting eyes the better.Braking OptionsThe smart-looking Vitpilen is not only light and easy to ride but surprisingly comfortable; even after an hour or so of endless mountain debauchery, we wanted more. A Supermoto setting deactivates the rear ABS, in theory allowing you to slide into corners. Again I’d suggest many owners 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 on track.Trackday CapabilitiesWP Apex suspension front and rear is more than up for some track action; after all, its similar cousin, 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 preload adjustment on the rear, which is a little harder to get to. Husqvarna even supplies recommended track settings should you sign up for a day at Laguna Seca. The 105 hp parallel 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 twin 300mm discs and four-piston radial-mounted calipers are reasonably progressive and never too sharp, but at times you need all four fingers not the usual two when braking downhill into slow first-gear hairpins. And while the Michelin Road 6 tires work well in mixed conditions, there’s not enough confidence in them to throw the 801 onto its side at 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 tires, 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.This was a quick test with at times track-style riding. Most owners will find the Vitpilen’s setup faultless, and only the most experienced riders (perhaps those moving down in capacity or away from sportbikes) might want a little more for trackdays. And when they do, the chassis is ready for it.Fuel EconomyHusqvarna treated us to a full day in the saddle, which highlighted some unexpected aspects of the 801. Despite appearances, comfort is surprisingly good. As a short rider, I am happy at low speeds and am able to get both feet on the ground, yet taller riders find it roomy and have few complaints. Despite enduring a day of mechanical abuse, the parallel twin proved frugal too. Husqvarna quotes 52 mpg, while I managed 46 mpg to 43.5 mpg, which is impressive considering all the hard riding. The fuel tank may only be 3.7 gallons in capacity but that should be good enough for 150 miles 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 your bodyweight are good. The dash is easy to read and can connect with your phone to receive calls and messages along with providing turn-by-turn navigation. There’s a quality feel to the controls and switch gear, while even in Dynamic mode with full gas, the Easy Shift and fueling are as efficient as they are at commuter pace. There’s no reason the 801 couldn’t be used to take on a decent mileage over a long weekend, though for higher-speed cruising you’d need strong arms (or a screen) and the $289 optional cruise control.VerdictRidden 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 yet is far from intimidating.Steering is light while the chassis is responsive, predictable, multiadjustable and able to accommodate sportier rubber. With track-biased tires fitted, it would excel at a trackday. Just as importantly, 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 is cheaper (estimated over $1,000 cheaper). Furthermore, if we add the Dynamic mode and the optional Easy Shift, we’re expecting the price to be over $11,500, making it the most expensive bike in this class, but there are plenty who will value the style and vibe of the Vitpilen 801 over its racier competition. It may be dressed better, but underneath it’s got the performance.2025 Husqvarna Vitpilen 801 Specs