Мотоцикл Husqvarna 701 Vitpilen – цена, фото и характеристики нового мотоцикла Хускварна : полезно знать

2018 Husqvarna 701 Vitpilen specification

Price:	£8,899
Engine:	692.7cc liquid-cooled four-valve SOHC single
Bore x stroke:	105x80mm
Compression ratio:	12.8:1
Power:	73.8bhp (55kW) @ 8,500 rpm
Torque:	53.1lb-ft (72Nm) @ 6,750 rpm
Transmission:	6-speed, chain final drive
Frame:	Powder-coated chromium-molybdenum steel trellis
Front suspension:	43mm WP telescopic forks, 135mm of travel, adjustable for rebound and compression damping
Rear suspension:	Single WP shock with linkage, 135mm of travel, adjustable for rebound damping and preload
Front brake:	320mm disc with four-piston Brembo caliper
Rear brake:	240mm disc with single-piston Brembo caliper
Front tyre:	Bridgestone Battlax S21 120/70 17
Rear tyre:	Bridgestone Battlax S21 160/60 17
Seat height:	830 mm
Wheel base:	1,434 mm
Ground clearance:	140 mm
Wet weight: (including full oil and fuel tank)	166 kg
Fuel tank capacity:	12litre (2.64gallons)
Fuel consumption:	80.7mpg (claimed), 54mpg (tested)

Contact            www.husqvarna-motorcycles.com/gb

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Husqvarna’s Big Single Street Prowler: The Vitpilen 701

Contents

While the Vitpilen 701 doesn’t get any updates this year, it’s still a key player in the 2021 Husqvarna line-up. It’s a lightweight street bike with a minimalist design principle that focuses on the barest of bare essentials. These include a lightweight chassis, spartan aesthetics, a big single cylinder engine, and a sporty attitude.

Since it’s a road focused machine, it’s something different compared to the Husqvarna motorcycles of old, but thanks to the brand’s KTM ownership, it’s one of the most exciting European motorcycles of the last few years.

Equipped with a 692.7 cc single-cylinder four stroke-engine—the same unit found on the KTM 690—the Vitpilen 701 produces a hearty 75 horsepower and 52.4 lb-ft of peak torque. The performance stats prove that it’s got more than enough grunt for the demands of city travel, and plenty of performance for enthusiastic sports riding at the weekends too.

Other features include Brembo brakes, WP Apex suspension, Bridgestone Battlax tires, LED lighting, and a head-turning, stripped-down and futuristic aesthetic.

For 2021, the Vitpilen 701 is available in a blue and white color scheme.

The 2021 Husqvarna Vitpilen 701 is expected to start at $9,499 USD / $13,399 CAD.

On this page: we’ve curated specs, features, news, photos/videos, etc. so you can read up on the new 2021 Husqvarna Vitpilen 701 in one place.

Engine, gearbox and exhaust

Personally, I think there are far too few big single-cylinder motors left in biking. The 692.7cc, twin-spark, liquid-cooled four-valve over-head cam engine in the Husqvarna (which weighs just 43.4kg) has the characterful surge of a big thumper, but – incredibly – none of the vibration of those big mono-pots of old. Under 3,000rpm it does get shakey, but beyond that it’s all drive.

Dual balancer shafts – one on the crank and one on the cam – and a high revving nature make this motor extremely easy to use, without spoiling the feel and bark that makes this such a great configuration. Forget the notion that more cylinders = better: bikes are all about the way each one makes you feel, and a single feels a lot different to a V-twin, and especially to a parallel-twin or four.

The fuelling is typical Austrian – very well set up, with no flat spots or glitchy pick-up from a closed throttle. There isn’t much engine braking at all, which is good in that weight isn’t slung to the front of the bike if you shut off quickly, but it did catch me out on one corner as the bike kept rolling more easily than I expected.

The exhaust is fully stainless steel, while the paint on the end-can and connector pipe is heat-resistant. As you’d expect, given that it can reach temperatures of 350°C at some points. Servicing is every 12months / 10,000km (6,000miles).

Pioneering Since 1903

Husqvarna is the oldest motorcycle brand with uninterrupted production, established three months before our own Harley-Davidson in 1903. The Swedish company was actually established centuries ago—1689 to be exact—and originated as a musket manufacturer, gradually moving into other markets like sewing machines, kitchen appliances, and eventually chainsaws, bicycles and of course, motorcycles.

Although many of us recognize Husqvarna as an off-road motorcycle, the company competed in Grand Prix road racing in the 1930s in the 350cc and 500cc classes. They also dominated the Swedish Ice Racing scene at the time and competed heavily in off-road racing.

Bet you didn’t know Husqvarna finished fifth in the 1972 500cc World Championship with Bo Granath on this factory-built 500cc parallel-twin two-stroke. Neither did we, until our own Alan Cathcart showed us this pic of him testing it!

Nowadays, Husqvarna’s bread and butter is motocross and off-road competition, and the production machines that follow in the wheel tracks of Jason Anderson and Pablo Quintanilla. But in 1955, Husqvarna came out with the cousin of the Vitpilen, the Silverpilen (Silver Arrow). This was primarily an off-road/scrambler motorcycle, but had the same properties of the present-day Vitpilen and Svartpilen—aiming to be a bike for everyone.

Creative lead for the current generation of Husqvarna street bikes, Maxime Thouvenin, has reached his goal of capturing the essence of the past in the Vitpilen and Svartpilen, infusing Husqvarna’s heritage in new motorcycles that are sexy, innovative, enticing and fun.

To me, the most impressive thing about these bikes is how Husqvarna has woven its history into the design, and created something that pays tribute to the past while also acknowledging the things that are missing today in the art of motorcycling.

Husqvarna Motorcycles has created something that appeals to the masses; it includes everyone, from the design to the marketing, all the way to the handling and feel of the motorcycle itself. CN

SPECIFICATIONS	2018 Husqvarna Vitpilen 701 ($11,999)
Engine:	Liquid-cooled, 4-stroke, single cylinder
Displacement:	692cc
Bore x stroke:	105 x 80mm
Compression ratio:	12.8:1
Power:	73.8 hp @ 8500 rpm
Torque:	53.1 lb-ft. @ 6750 rpm
Clutch:	Wet multi-plate
Transmission:	6-speed
Chassis:	Chrome-moly trellis frame, powder-coated
Front suspension:	43mm WP inverted fork
Rear suspension:	WP Monoshock
Front wheel travel:	5.3 in.
Rear wheel travel:	5.3 in.
Front brake:	Radial-mount Brembo four-piston caliper, 320mm disc, ABS
Rear brake:	Brembo single-piston caliper, 240mm disc, ABS
Front tire:	120/70 R17
Rear tire:	160/60 R17
Steering head angle:	65°
Wheelbase:	56.5 in.
Seat height:	32.7 in.
Fuel capacity:	3.2 gal.
Weight (curb, claimed):	346 lbs.

Equipment

The Vitpilen’s marketing mantra is ‘Simple. Progressive.’ and while there’s plenty of tech on board, it doesn’t interfere. The ABS is a good example, but so too is the traction control; again, you can turn it off, but as my wheelie days are long gone, I didn’t bother. It can be deactivated while you’re riding, but you need to have the throttle shut and hold the blank, firm button on the dash for a few seconds to do it – it’s a lot easier when you’re at a standstill.

There are no riding modes to think about (simple) and an up and down ‘Easy Shifter’ is fitted as standard (progressive). It’s a marketing name for a quick-shifter, and is built into the engine case on the right, with a modified selector shaft running through from the left (so no, you can’t retro-fit it to a 690 Duke). Pushing up on the lever sees the engine cut momentarily as the next cog is selected – it works smoothly and cleanly. Press down on the lever and the engine’s speed is imperceptibly tweaked as the next lower gear engages. Of course, having a slipper clutch helps level things out here, but the main point to know is that it works at its best when you’re smooth with the action; that’s not to say you have to ride slowly, but try to stamp down quickly as you would when the clutch is engaged, and it feels too much like gearbox abuse. Think ahead, press down easily, and the selector works very well (and it still takes less time than pulling the clutch, changing gear, then letting the clutch out again).

I should point out that I accidentally found a false neutral going from fifth to sixth on the motorway using the easy shifter, and was able to replicate it by being a little too gentle in my up-changes (I could do it from fourth to fifth too). Keeping a positive motion to the changes eliminated this, so don’t be too slow or delicate.

Equipment

4 out of 5 (4/5)

The WP suspension is near identical to that on the 690 Duke. The front 43mm USD forks don’t have preload adjustment while the shock, which operates through a linkage, is adjustable for rebound and preload only. The brakes are the same as those on the 690 Duke while ABS is standard as is basic traction control, although it isn’t angle-sensitive.

Thankfully, you can de-activate the traction control while on the move and even turn off the ABS at a standstill.  Husky’s ‘Easy-shift’ is a joy to use and once moving it negates the need for a clutch. Unlike some quick-shifters, it’ll even downshift on part throttle and doesn’t require the throttle to be fully closed. There’s even a fun little ‘pop’ from the fruity exhaust between up-shifts, which is lovely…

Power and torque

Making 73.8bhp @ 8,500rpm and 53.1lb-ft @ 6,750rpm, the Husqvarna – as you’d expect – gives very similar performance to the 690 Duke; the KTM produces 54.6lb-ft at a slightly earlier 6,500rpm and hits its peak of 72.4bhp 500rpm sooner, at 8,000rpm.

These small differences compared to the 690 Duke are due to the redesigned airbox (to fit under the new tank), new exhaust, and an ECU remap to suit the air flow. I’m told the slight increase in power definitely wasn’t engineered to give the 701 bragging rights over its orange sibling.

74bhp might seem relatively tame, but in such a relatively lightweight machine, and given that it’s not designed for flat-out track use or autobahn touring, it’s more than enough to be thoroughly enjoyable, and certainly capable of way over 100mph.

Brakes

A single 320mm disc up front is bitten by a radially-mounted four-piston Brembo caliper with a radial cylinder. On the rear, a single-pot sliding Brembo works on a 240mm disc.

ABS is of course standard – as it now is on any new bike over 125cc – but it is switchable, meaning you can completely turn it off if you want the ‘authentic’ feel of an old-school machine. Though why you’d want to turn off the high-quality, unobtrusive Bosch system is beyond me. If you must, the bike has to be stationary before you hold the mode button and the blank button below it for a few seconds. It’ll come back on the next time you start the bike.

The brakes are progressive in bite and plenty firm enough for a motorcycle of this weight and power – I had to scrub off more speed than I realised a couple of times, but the precise feel made it easy to regulate the anchor, and I was conscious of being able to just fractionally brake a little harder – or let off a little – even deep into a corner.

The levers are relatively short on the 701, but I never once felt I needed more than the three fingers you can fit across the right-hand control.

Engine

5 out of 5 (5/5)

Husky’s trellis chassis houses the most powerful single-cylinder motor on the market. Husqvarna are claiming 75bhp from the KTM unit and it’s identical to the engine found in KTM’s 690 Duke and Husqvarna’s own Supermoto 701. But thanks to revised fuelling and a different exhaust and airbox it produces one vital more bhp than the Duke… Husky have also improved the gearbox to give a more positive change between second and third and added ‘Easy-shift’, which is their name for an up-and-down quickshifter.

Around town, the single is responsive and surprisingly smooth above 3000rpm – so much so you would be forgiven for mistakenly thinking you’re riding a twin. Below that, of course, the delivery’s a little lumpy, as you’d expect from a big single. Get it above 3000rpm and it’s faultless with impeccable fuelling.

История бренда

Husqvarna Motorcycles – один из старейших производителей мотоциклов в мире. Сочетание традиций и более чем вековой истории компании было добавлено к новейшим  технологиям и вниманию к деталям, создавая уникальный опыт этого бренда. Мотоциклы Husqvarna имеют увлекательную историю, определяемую уникальным новаторским видением в сочетании со стилем и техническими деталями. Сегодня Husqvarna Motorcycles имеет привилегированное положение с доступом к одному из самых технологически продвинутых производственных центров мотоциклетной промышленности, базирующемуся в Маттигхофене, Австрия.

Husqvarna, изначально занимавшаяся обработкой металлов, была основана в 1689 году в южно-шведском городе Хускварна с целью производства мушкетов для шведской армии. Производство мотоциклов началось в 1903 году. Это сделало Husqvarna Motorcycles одним из старейших производителей мотоциклов в мире, который может похвастаться непрерывным производством. Еще в 1920-х и 1930-х годах Husqvarna Motorcycles строила уличные мотоциклы и участвовала в престижных гоночных мероприятиях. Таких как Touring Trophy на острове Мэн, где приверженность к международным соревнованиям сделала Husqvarna известной во всей Европе.

В модифицированной форме они также использовались в зарождающемся внедорожном спорте, ставшем популярным в середине 1950-х годов. После Второй мировой войны ассортимент мотоциклов Husqvarna ограничивался легкими двухтактными моделями. В последующие годы было разработано множество машин с 2- и 4-тактными двигателями. В 1960–63 годах гонщики Husqvarna выиграли первые пять титулов чемпиона мира FIM в классах 250 куб. см и 500 куб. см.

Engine

5 out of 5 (5/5)

Husky’s trellis chassis houses the most powerful single-cylinder motor on the market. Husqvarna are claiming 75bhp from the KTM unit and it’s identical to the engine found in KTM’s 690 Duke and Husqvarna’s own Supermoto 701. But thanks to revised fuelling and a different exhaust and airbox it produces one vital more bhp than the Duke… Husky have also improved the gearbox to give a more positive change between second and third and added ‘Easy-shift’, which is their name for an up-and-down quickshifter.

Around town, the single is responsive and surprisingly smooth above 3000rpm – so much so you would be forgiven for mistakenly thinking you’re riding a twin. Below that, of course, the delivery’s a little lumpy, as you’d expect from a big single. Get it above 3000rpm and it’s faultless with impeccable fuelling.

Husqvarna Svartpilen 701

Но на что же он похож в действительности? Получилось ли превратить концепт нео-ретро-флэт-трекера в приличный дорожник? Если простыми словами, то Husqvarna Svartpilen 701 — это вариация на ту же тему, что и Vitpilen 701, поменявшая стиль с кафе-рейсерного на флэт-трекерный. Дизайн мотоцикла получился в большей степени нео-ретро, чем просто олдскульный, даже несколько футуристичный. И с чёткими отсылками к скандинавским корням Husqvarna.

Husqvarna Svartpilen 701 2019

Дизайн

Корпусные панели Husqvarna Svartpilen 701 2021 пластиковые, и это неплохо, потому что они лёгкие. Качество сборки на высоте, и все элементы смотрятся тщательно продуманными и качественно изготовленными. Фара, установленная в квадратном щитке — аллюзии к передней номерной табличке, а также защита вилки и хвостовая секция — явные отсылки к флэт-трекерам. А сочетание задней номерной таблички и выхлопа, расположенных справа, отражают асимметричный дизайн, типичный для гонок по овалу.

Husqvarna Svartpilen 701 наполнен милыми деталями. Посмотрите только на серебряную линию, проходящую по месту соединения седла и бака, как она красиво завершается хомутом глушителя. Фара и задний фонарь диодные, а вокруг фары есть ещё кольцо ДХО, ставшее визитной карточкой дорожников Husqvarna.

Бронзовая отделка крышки бака и крышек двигателя оттеняет общую чёрную окраску Svartpilen 701, на фоне которой маркировка модели выглядит крайне деликатно. Синтетическая обшивка сиденья сочетает в себе верх из искусственной замши и перфорированные боковины и выглядит превосходно. А хвост, визуально пластиковый, на самом деле выполнен из плотной пены, позволяя при необходимости посадить на него пассажира с некоторым комфортом.

Husqvarna svartpilen 701 style limited edition 2019

Под шикарной внешностью Husqvarna Svartpilen 701 находится хром-молибденовая рама и 693-кубовый одноцилиндровый мотор, позаимствованные с KTM 690 Duke.

2021 Husqvarna Vitpilen 701 Specifications

Transmission	6-speed
Cooling	Liquid cooled
Power in KW	55 kW
Starter	Electric starter
Bore and Stroke	105 mm x 80 mm
Clutch	APTC(TM) slipper clutch, hydraulically actuated
CO2 emissions	82 g/km
Displacement	692.7 cm³
EMS	Keihin EMS with RBW, twin ignition
Design	1-cylinder, 4-stroke engine
Lubrication	Forced oil lubrication with 2 oil pumps
Weight (without fuel)	158 kg
Tank capacity (approx.)	11.2 l
ABS	Bosch 9M+
Front brake disc diameter	320 mm
Rear brake disc diameter	240 mm
Front brake	Brembo four-piston radial fixed calliper, brake disc
Rear brake	Brembo single-piston floating calliper, brake disc
Chain	X-Ring 5/8 x 1/4″
Frame design	Chromium-Molybdenum steel trellis frame, powder coated
Front suspension	WP APEX 43
Ground clearance	140 mm
Rear suspension	WP APEX – Monoshock
Seat height	830 mm
Steering head angle	65 °
Suspension travel (front)	135 mm
Suspension travel (rear)	135 mm

Engine, gearbox and exhaust

Personally, I think there are far too few big single-cylinder motors left in biking. The 692.7cc, twin-spark, liquid-cooled four-valve over-head cam engine in the Husqvarna (which weighs just 43.4kg) has the characterful surge of a big thumper, but – incredibly – none of the vibration of those big mono-pots of old. Under 3,000rpm it does get shakey, but beyond that it’s all drive.

Dual balancer shafts – one on the crank and one on the cam – and a high revving nature make this motor extremely easy to use, without spoiling the feel and bark that makes this such a great configuration. Forget the notion that more cylinders = better: bikes are all about the way each one makes you feel, and a single feels a lot different to a V-twin, and especially to a parallel-twin or four.

The fuelling is typical Austrian – very well set up, with no flat spots or glitchy pick-up from a closed throttle. There isn’t much engine braking at all, which is good in that weight isn’t slung to the front of the bike if you shut off quickly, but it did catch me out on one corner as the bike kept rolling more easily than I expected.

The exhaust is fully stainless steel, while the paint on the end-can and connector pipe is heat-resistant. As you’d expect, given that it can reach temperatures of 350°C at some points. Servicing is every 12months / 10,000km (6,000miles).

2018 Husqvarna 701 Vitpilen verdict

KTM is passionate about its ‘ready to race’ brand identity, so while the Husqvarna is a 690 Duke at its core, the 701 Vitpilen is a machine that could never have been orange. By taking on the Husqvarna name, a new avenue has opened up to produce bikes that make great use of an extremely solid platform, but can have their own very unique style and riding character.

Comparing it to the 690 Duke, which doesn’t have a quick(easy)-shifter, but does have a colour TFT dash, it looks expensive. You might think about comparing it to the 690 Duke R, which has similar suspension, though that also has brilliant cornering ABS for £9,099.

Really, you shouldn’t be comparing the Husqvarna 701 Vitpilen to anything. For a start, it’s uniquely styled, and for another thing, that’s the last way any of us should buy a bike. Forget specs and comparisons; decide what you can afford, then buy with your heart.