2024 Husqvarna Svartpilen & Vitpilen 401 Review – First Ride

The Vitpilen and Svartpilen lineup has seen a bit of a tumultuous timeline at Husqvarna – at least the bigger variants have. The 401 models originally teased at EICMA in 2014 have been going strong since the production models hit dealers back in 2018, and perhaps it has its orange sibling, the 390 Duke to thank for that. As the 390 Duke received a substantial update, it was only logical that the 401 ’Pilens would follow, and they have, receiving a new engine, chassis, and more for 2024.

Nearly everything, anyway. The new Single cylinder engine is now displacing 399 cc thanks to a 4 mm increase in stroke, giving the thumper a slight boost in torque, though horsepower is maintained at 44 due to regulations in some markets. The new LC4c engine is also lighter, with a new head design and revised cases throughout. The six-speed gearbox has also been revised for more positive action with 6 mm fork pins to aid gear guidance as well as a new shift drum shape and stronger clutch springs. Husqvarna’s Easy Shift up/down quickshifter is also fitted as standard making rowing your way through the gearbox just that much easier and it’s complete with the power assisted slipper clutch (PASC) to smooth out botched downshifts. Oil change intervals are at 6,000 miles (10,000 km) and valve checks are scheduled for 12,000 miles (20,000 km).

Cradling that new mill is an all-new steel trellis frame complete with a bolt-on subframe. The new frame is slightly wider with its down spars now connecting to the swingarm pivot on the outside in a bid to add more torsional rigidity to the chassis for improved handling and rider feedback. The larger airbox found under the seat has forced an offset shock design and brought down the seat height by 0.4 inches to 32.2 inches. As one might expect, this design called for a new curved cast-aluminum swingarm to accommodate the directly linked monoshock as well as the underslung exhaust. The forged triple clamps also receive a new offset and the wheelbase is slightly longer. Weight is said to be unchanged at 340 pounds for the Vit and 350 for the Svart.

WP provides its Apex suspension at each end with the 43 mm fork providing nearly six inches of travel on both ’Pilens while offering rebound and compression damping with a simpler five clicks of adjustment – a design following the Svartpilen 801’s lead. Out back, the WP Apex shock follows suit with 5.9-inches of travel on both models and offers rebound (5 clicks) and preload adjustment. ByBre supplies the four-piston front caliper and two-piston rear binder with 320 mm and 240 mm rotos, respectively. Bosch’s 3D cornering ABS function is a welcome feature at this price point and is switchable to Supermoto mode to disable ABS at the rear. This function can also be done on the fly and will “stick” if you switch off the motorcycle.

A few of the major differences between the two machines center around the wheels, tires, seat, and handlebars. The Vitpilen receives 17-inch cast aluminum wheels wrapped in Michelin Power 6 hoops, while the Svartpilen receives the scrambler treatment with tube-type 17-inch spoked wheels shod in Pirelli Scorpion Rally STR meats. The Svart gets a two-piece seat while the Vit’s is a one-piece design. And now to the handlebars. The previous Vitpilen had a fairly dedicated riding position thanks to its clip-on bars, with this latest gen, the Vit gets a low handlebar that is fitting of its sportier road-biased tendencies without forcing so much weight on the wrists. The Svartpilen’s bar offers a higher rise, putting the rider even more upright.

Mentioned above, the 3D Bosch cornering ABS is also joined by lean sensitive traction control which can also be switched off should you see fit. Is it necessary on a bike of this size? Maybe not, but you also get Road and Rain ride modes to keep things kosher should the weather turn. Lastly, gone is the illegible display that was universally frowned upon by the MO team on all of the ’Pilens. Users will now be welcomed to their ride with a bright and clear TFT display which can be navigated with a new leftside switchgear.

Riding Impressions

Thumb the starter, snick the bike into gear, and release the clutch lever and you’re met with an arrow, be it white or black, that is ready to be knocked and fired from apex to apex. The new engine feels lighter in the way that it spins up when riding in a sporty fashion. It’s quick to rev and delivers its meat in the middle of the rev range while also delivering enough low-end torque to be useful if you’re just bouncing around the city. Vibrations were never harshing my vibe. With a lower displacement motorcycle, you’re bound to strafing through the gearbox, and the quickshifter and slick gear changes help to make the work easy. I did notice that between the Svart and Vit that I rode, one of the quickshifters seemed to be slightly more on point which made shifts feel perfect, whereas the other required more pressure and finesse. It’s nice to have six gears, but the sixth definitely feels like an overdrive gear and wasn’t much help if the hills were steep.

While the motor is always going to be the star of the show in a motorcycle, the lithe handling of the ’Pilens should be equally considered. Not only are the two machines easy to flick about, they’re also now more stable. During our spirited ride around the Malibu canyons, we were wringing out the little engines and asking a lot from the brakes but meanwhile, the stability of the chassis never waivered. The WP suspension also held up the bike well at both ends with proper damping ensuring there was little to be concerned with. Under hard braking, the fork held up great. I may have added some preload to the shock had I been given the chance, but overall, I was really impressed with how the WP suspension kept things even keel.

After spending the morning on the Svartpilen, I was sure my off-road tendencies would have me smitten with the black arrow, but after jumping on the Vitpilen for the second half of the day strafing canyons roads, I came away torn. The Vit delivers a much sportier experience thanks to its lighter wheels and street rubber. The new handlebar also gives just the right amount of forward lean without causing all of the weight to fall on your wrists as before (or to be held up by your core). Flicking the white arrow between corners was even easier than on the Svart with the ergos also goading you into tucking in and leaning off.

Down the road

The revisions to the Svartpilen and Vitpilen 401s are exactly what I believe these machines needed. Sure, I would have liked to have seen better performance out of the new mill, as it more or less feels the same, but the updates to the chassis and electronics set these two machines up for success and make the ride all that much more enjoyable. At $5,899, they’re not the cheapest in the lightweight category, with competitors like the Triumph 400s coming in at $4,995, but they’re not that far off either and, as Husqvarna is wont to do, they showcase an entirely different style.

We’re always looking for a reason to do another shootout.

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