The Husqvarna's higher-horsepower
numbers really begin to show around
5000 rpm, where the European will
leap ahead of the Japanese in third
and fourth gear as speeds increase.
At low traffic speeds, the softer pow-
er delivery of the Suzuki is more enjoy-
able than the Husqvarna, which always
feels a bit like a dog pulling on its leash.
This is the same engine that has been
used in two of our favorite bikes at Cy
-
cle News, the KTM 790 Adventure and
Duke, both of which like a good rev to
get the most performance. The Suzuki,
on the other hand, is more gentlemanly
in how it delivers its performance, a
style that will likely favor a larger portion
of potential buyers out there.
Both bikes come with variable
riding modes, the Suzuki running the
old A/B/C modes and the Svartpilen
running the same in Rain, Road and
Sport, basic traction control and ABS,
and the Husqvarna's optional Dynamic
Pack will give you 10-level traction
control, five-level anti-wheelie, Motor
Slip Regulation, and a quickshifter.
(Top) A slight capacity advantage gives the Husqvarna more power at the twist grip, but the Suzuki is more forgiving
in how the go gets to the tire. (Middle) This engine has now been used in four different models. Suzuki is getting its
development money's worth. (Bottom) The high-mount exhaust looks good on the Husqvarna, but it can get a little warm.
The Suzuki, on the other hand, will
give you the quickshifter as part of
the base package, three-stage plus off
traction control, ABS, and that's it.
However, the Husqvarna runs a
six-axis IMU, which gives you access
to cornering ABS and traction control,
putting it a step ahead of the non-
IMU'd Suzuki.
It really depends on whether the
extra stuff you can get for the Husky
as aftermarket purchases is worth it to
you, given its ride style. Having all that
extra tech is a good thing, in my book,
COMPARISON I SUZUKI GSX-8TT vs. HUSQVARNA SVARTPILEN 801
P98
