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USED BIKE TEST | 2009 HUSABERG FE570 | Bike Reviews | Reader's Ride

The 2009 Husaberg FE570 is now a sought-after steed (as there is no larger displacement enduro bikes today) so we test one.

In 1995 KTM purchased Husaberg. In 2007 it was announced they were working on something radical hoping to push the design envelope and introduced the first “bent Bergs”. The model run went from 2009-2012, after which they were discontinued and the Bergs became rebadged KTMs. But not before I picked up this 2009 Husaberg FE570!

This radical departure from a standard engine configuration entailed bending the cylinder over to 70 degrees from vertical and modifying the bottom end to suit. The results were met with industry praise and rider delight as they were applauded for great handling. There were three models produced in 390, 450 and 570cc variants.

For this article, we’ll focus on my own 2009 Husaberg FE570. I purchased my Berg 570 in 2009 when they were first released  Based around a KTM 450 top end, the bigger bore and stroke meant the bike had a cracking good midrange and performance.

I purchased the bike with a full spare set of black plastics (I’m glad I did they’re hard to find now) and still have the OEM plastics in storage. I installed some Force radiator guards and the old style Acerbis Brushguards.

The 570 models are now a sought-after steed (as there is no larger displacement enduro bikes today) and were very good right out of the box. With open chamber forks and a PDS rear end, the bikes handled well for trail use, but they were slightly on the porky side at 135kg wet and ready to ride. This additional weight is their only downfall, making itself most noticeable when compared to modern steeds and very tight terrain.

Any weight you can shave off the bike will assist performance. Stock Excel rims and wheels are excellent (love the anodized blue!), as is the finish, design and clearance to tank, motor and wiring. Clearly this bike has been designed on a computer as everything is very tight and fits perfectly together.

This means it goes together like Lego but also means that tolerances for everything can be a nightmare if you’re trying to add an additional power wire or do some engine tweaks. It’s a tight bugger to get to anything! At least they have well thought out access to regular servicing items like oil and air filter changes and chain adjustment.

There are a lot of owners decking these bikes out for adventure use by increasing fuel capacity through sub tanks, tanks within the bashplate etc. This modern FI engine has a counter balancer and is pretty smooth on the tarmac. Stock exhaust is quiet and stock fuel metering is quite lean meaning they get great fuel consumption and range of around 20km per litre with moderate use.

For the performance nuts amongst us, these motors can be made to sing with additional fuel, opening up the airbox (cut the radiator surrounds to allow more air into filter) and a more performance-oriented exhaust (FMF / Acropovic). Due to the large piston, they won’t have massive over-rev, but will have excellent bottom and midrange performance to go with the bark. If you’re still yearning for more there are various stroker mods to increase capacity to 610cc via Pro-X parts or 590cc with a KTM530 rod and 102mm piston.

Of course, I have undertaken the basic engine tweaks to the bike and I’m very happy with the way it rips. Suspension wise I thought I would take it to the next level and fit a second generation Suspension Smith TwoEvo front end. Coupled with a Dal Soggio CC fork, this increases wheel travel and suspension performance well beyond any factory race bike.

Coupled with the massive front wheel travel and the heavier bike, it’s actually quite a revelation to ride. No more slamming down hard launching off waterbars at speed, you simply cannot bottom out these forks anymore. It would take a far braver rider than myself to attempt to try it!

From my own experience, it has several hundred hours of reliable service, I’ve not having had to touch the motor or had any reliability issues. There are owners pushing these motors to over 900 hours although there is some online talk about early 2009 bikes having bad fuel pumps but mostly in the USA.

A few years after purchasing my 2009 Husaberg FE570, I decided a set of motard wheels would be awesome on this bike. So I lashed out on an original set ($1500 from memory) which included the sprockets and brake offset for the larger front disc. This really transformed the bike from a short geared dirtbike into a road going tall geared supermotard.

Braking performance was outstanding (stoppie central!) and the 40 tooth rear sprocket meant I saw 190km/h on the speedo (closed circuit racetrack of course!) The key takeaway point was, the bike became a hoon mobile, and I had to take the wheels off as you could not help but wheelie around the streets. It’s much safer to keep it on the dirt, so back with the 21/18”hoops.

Tell us about this fancy 70 degree engine configuration you ask, what gives?
It’s all about the Centre of Gravity (COG). By changing the way the reciprocating mass of the motor moves, and lowering the COG by design, this bike handles much better than it should! They put the power down really well and find traction, stay planted and predictable, even in nasty terrain. They steer and go where you point them, it really works!

My bike still starts first crank every time, it has always been reliable and strong. When these bikes were new, journalists praised their power. Even now, over a decade and a half later, these fuel injected beasts still offer excellent performance and can be considered a really good motorcycle. A modern 501 Husky by way of comparison does not have the same midrange, but does have a higher rpm range.

I made up a custom LED headlight to suit the fancy front suspension (Thanks to Moto3D). The very trick handlebar grips with the blue Husaberg logo cast into them are still hanging on, albeit tattered now after decades of abuse but they are so unique, I’m remiss to take them off! The Brembo brakes have plenty of teeth and pull up the bike easily in all scenarios. Thanks to the unusual engine design, the bike has massive ground clearance.

An interesting point to note – the old Husaberg headlight shroud and light is actually now used on the modern GASGAS machines, it’s the same sized headlight.

One of the unique “Berg” traits that have to be experienced is the induction noise, the sound of the air pouring into the airfilter that resides at the front of the seat. It’s a unique Berg trait that goes back a few generations of bike. There is nothing cooler than hearing that induction roar of the motor as it comes onto the cam and she’s sucking like a demon trying to inhale your nylons! Its one of those “you had to be there” moments.

These bikes have really stood up well to abuse and riding over the years. I’ve hammered this bike over hundreds of kilometres of single, twin track and forest trails. From Apex Rallys and Kowen rides to daily commutes, the bike has taken everything in its stride easily.

Plastics are malleable and not prone to snapping, while the rear subframe and guard mounts are also all “plastic” or whatever that fancy material is. For those that like to flip their bikes, the screw mounts will deteriorate over time and come loose. Not an easy fix unless you like cable tie stitching..

There is not much I can really say that’s bad about this bike. I can walk up to it after a year of sitting in the shed and it will fire up immediately. Hot or cold it will rip without fuss or complaint, no need for a kickstarter as they never came with one! It’s still on the original battery and it has never run flat.

It handles brilliant and is now a blast to smash into rocky terrain and leap over fallen tree after tree andit does it all with casual aplomb thanks to the incredible front end. Every ride on this bike really wakes you up, it’s a beast and great fun as you wind on through the gears pulling wheelies easily in 3rd and 4th gear.

Information wise, there is a very good forum that’s still kicking: and is a wealth of information on these old girls including service manuals.

For those hunting for one and they do come up for sale occasionally, expect to pay around $5-7K for a decent example. Keep in mind the hours are racking up after so many years, so be prepared to give them some loving. Parts supplies are drying up (particularly plastics) but fortunately, these bergs share a lot of KTM parts in common.