FIRST IMPRESSIONS: Husqvarna Svartpilen and Vitpilen 401

Following swiftly on from the launch of the newest generation KTM 390 Duke, Husqvarna’s asked us to fly South and throw a leg over it’s updated pair of stylish roadsters.

The Duke has rightly earned its place in the hallowed halls of the Naked Bike Hall of Fame. The range continues to sell exceptionally well to discerning bikers of all shapes and sizes; from fresh-faced learners who’ve just passed their tests to super experienced fast lads (and lasses) who are tempted by the bonkers power and upright, roomy ride.

And with Husky owned by the same parent company (Pierer), it makes sense that they’d use that winning platform for themselves. And that’s exactly what they’ve done – building on the Austrian 390 and 125 base to update and create two unique models; the Svartpilen and Vitpilen.

There are actually a fair few similarities between the two newest Husky’s. More than there was before. Previously, the Vitpilen was much more focused – with a sportier riding position. But that’s been changed for 2024 – and now they’re much more closely matched. Away from a few choice accessories (namely a rear grab rail, tank rack, skid plate and slightly more upright bars for the Svartpilen), the big difference is the wheels and tyres. The scrambler-style Svartpilen gets a set of spoked 17” wheels with Pirelli Scorpion Rally STR rubber – and the Vitpilen gets some cast 17″ wheels fitted with Michelin Power 6 hoops.

I know the old model pretty well; having ran a Vitpilen 401 as a long term test bike when it first arrived on the scene. And I know the old motor pretty well too, spending a good few months running around on a KTM 390 Adventure. It was a lovely thing, tractable and rewarding to get the most out of. There’s an all new engine for 2024 though – a more powerful 399cc, 45hp, single-cylinder number. That’s not the only change, there’s a new frame and swingarm (which contributes to a lower 820mm seat height), updated adjustable suspension (which is offset at the rear), a new TFT dash, rider modes, cornering ABS, switchable traction control, a quickshifter as standard, and a dominant new front headlight. They’re over 90% different to the outgoing models, which is pretty serious overhaul in anyone’s books. The only thing that’s not really changed is the ByBre brakes. They’ve moved sides, but are the same as before.

It was a bit of a grim start here in Malaga; heading along the infamous Ronda road we were battered by the wind and rain. It’s not been ideal for seeing what the Husky’s are made of – but it has highlighted that they’re comfortable (still a little compact, but bigger than before) and capable of being fairly docile when necessary. They’d make great commuters. It’d have been nice if the aftermarket heated grips were fitted though…

You can tell they want to go though, even if took us until the end of the day to get a chance to really open them up. Some tighter twisties up in the hills helped to highlight how agile, light and flickable they are, and a fast, flowing stretch of bends back to our digs for the night proved that they’re stable at speed too.

I’ve been impressed with the tyres too; they had a hard job this morning, but the Michelin Power 6’s on the Vitpilen and Pirelli Scorpion Rally STR’s on the Svartpilen have provided reliable grip throughout. I felt more confident in the Pirelli’s in the rain – braking later and pushing harder. But the dry-ish roads were perfect for the Vitpilen’s Michelins. The ByBre brakes are good too. They’re reassuringly capable, with plenty of feel and plenty of bite – and even on sopping wet, slippery roads the Cornering ABS and traction control haven’t been called into action. That’s right; there’s a respectable suite of electronics to play with, with road and rain rider modes, switchable traction control, and Supermoto ABS (which allows you to go full teenage hooligan and lock up the back wheel on command). They’re easy to navigate too, using a nice new TFT dash which has the same software as the top-spec Norden 901.

The suspension works well and offers plenty of adjustment too. The funky off-centre WP rear shock has rebound and preload adjustment, while the WP Apex 43mm open cartridge forks have compression and rebound adjustment. And Husqvarna have made it easy to do, with just five clicks between soft and hard.
There’s a dial fof rebound on right leg, a dial for compression on the left leg – and you only need a flathead screwdriver to fine tune the rear.

The motor’s great too. The old 401/390 motor surprised me with just how capable it was of gathering speed, and the new one carries on that tradition. It likes to be revved and it’ll pick up quickly, cruise at motorway speeds and top out in excess of 100mph. From a 399cc motor, that’s impressive.You’d probably expect a single to be fairly vibey, and although there’s a little bit through the pegs and mirrors, it’s not intrusive.

There’s an awful lot to like about the two new A2-legal Husky’s. They look sharp, go very well, are remarkably well equipped for ‘small bikes’ and at £5599 are marginally cheaper than the much-loved KTM 390 Duke.

If you want the full lowdown on these two learner-friendly lovelies, be sure to snag yourself a copy of Motorcycle Sport and Leisure magazine.

Words and photos: Ross Mowbray