A Husqvarna representative has been quoted in an article posted on Visordown saying that the first Husky to utilize the 900cc parallel-twin derived from the production BMW 800cc unit will be a naked bike, available in two versions including a “factory” model (presumably with uprated suspension and brakes) and a standard model. The bikes should be unveiled later this year and go on sale as 2012 models.
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“OMG, YES!!!
I’ve been saying this for awhile now! Triumph needs a baby Sprint, and a more powerful version of the 800 Triple in a much lighter sport-touring chassis would sell like hotcakes! I actually may get a new bike this summer and sell my ‘06 Daytona 675. The ONLY thing around that seems even CLOSE to what I want is the new Kawi Ninja Z1000. I’d MUCH prefer to stay with Triumph and with a Triple engine — but I want under 460 pounds wet weight, side cases, top case, under $12k, over 100 hp and 60 lb/ft torque at the wheel, available ABS, and a sporty-yet-sensible seating position (as well as a nice, thick, soft seat).
Is it so freaking hard???”
I rented a BMW F800ST in the Alps for 2500km – pretty much fits what you describe except for the HP. The motor is very torquie. My only big gripe was the belt which was very tall geared. If it was a chain, I suspect it would be easier to change the gearing.
Forget the 900cc twin…unless it’s smoother than the BMW F800 series…Give me Triumph’s new 800cc triple in a revised (slightly) Sprint ST..! (Are you listening, Hinckley)?
OMG, YES!!!
I’ve been saying this for awhile now! Triumph needs a baby Sprint, and a more powerful version of the 800 Triple in a much lighter sport-touring chassis would sell like hotcakes! I actually may get a new bike this summer and sell my ’06 Daytona 675. The ONLY thing around that seems even CLOSE to what I want is the new Kawi Ninja Z1000. I’d MUCH prefer to stay with Triumph and with a Triple engine — but I want under 460 pounds wet weight, side cases, top case, under $12k, over 100 hp and 60 lb/ft torque at the wheel, available ABS, and a sporty-yet-sensible seating position (as well as a nice, thick, soft seat).
Is it so freaking hard???
It is hard to get that much power into a package your describing because the subframe has to be very beefy for a mfr. to feel good about having factory side and top cases. That means more weight, which means bigger engine, which means bigger frame, which means it’s going to be really hard to do what you ask for…especially under 12k.
I think you’ll have to add 50 pounds to a bike to get everything you want. I just don’t see it happening otherwise.
The under 460 pounds is WITHOUT the cases. I would want them as a factory OPTION, not stock/standard. I was quoted $10,600 for a Kawasaki Ninja Z1000 out the door WITH side and top cases installed. That bike has a 1043cc inline-4 and weighs 503 pounds wet… So how hard is it for Triumph to put something with ~23% less displacement and one less cylinder? Plus, my Daytona 675 has 110hp and 50 lb.ft. at the rear wheel, so I don’t see why that would be so tough to achieve with 124cc more…
The Japanese bike companies benefit from huge global volume. When you build more of something, it’s easier to absorb production costs. Without it, everything is hard to justify.
I feel the same way about so many bikes that are 15% away from being exactly what I want but not close enough to pay the big aftermarket dollars to get there.
There comes a point when one is asking for mutually exclusive features (practically speaking). In general, more power requires more weight for chassis strength, and exotic/light materials cost a lot more to use on a motorcycle. What you expect may be able to be created, but the bike would cost $50,000.
So actually, it IS freaking hard.
Sorry, I’d rather see a V twin, using two 450 Beemer motors. I just saw a review of the 450 BMW/Husky Husky found a way to make it work. I don’t think anyone can make that parallel twin smooth enough to be a great street bike. Hooligan, maybe, DS Adventure,probably, outstanding street doitall, don’t think so.
Being the biased user of a 1000cc 90* twin i say:
More parallels please, too many “me too v twin” already.
They sound good, they look compact(pack better?) and can be made to act(fire) similar to a 90* v twin(SuperTen). Hope Yamaha comes out with that rumored TRX1200 or 1200 Standard.
How about using TRHEE 450 motors joined at the crank for a 1350cc W-3? Or would it be an upside-down T?
re: “I don’t think anyone can make that parallel twin smooth enough to be a great street bike.”
i thought the whole appeal of the p-twin was in the fact that it WASN’T smooth…? for me, good vibrations this. 🙂 is it not vibes is what seperates us from the cagers…? engine character is not something we find in car world. singles, v-twins, p-twins, triples, i4, 2-strokes, etc.
So, getting back to the issue of Husqvarna…
It is interesting that BMW’s G450X is pretty much being taken out of the lineup and being re-badged as a Husky. The parent company seems to think that “hard core” dirt bikes are not compatible with the rest of the Beemers in the showroom, and that Brand H is more attractive to this type of rider.
Good point. My local BMW dealer doesn’t have a clue what to do with the 450X. Their salesmen don’t know a thing about dirt bikes. As a result, the bikes just sit there and collect dust. Of course, the fact that the 450 is not too great of bike is not helping sales any either.
Just give the 900cc lump in the F800R chassis (with some adjustable suspenders to boot), for $10k, then they’ve got a naked I’ll buy.
I can only hope that BMW doesn’t mind cannibalizing sales of its own F800 here in the States, because I would seriously consider one with an extra 100cc’s and PREMIUM suspension.
damn straight!
Standard u say… Haaa ! Fat chance we get to see it on this side of the Pond.
Wishing to be wrong.