Husqvarna has been around long enough to prove it knows how to build a proper off-road bike. It’s a brand that started in Sweden making rifles, turned to motorcycles in the early 1900s, and then built its reputation racing motocross and enduro. Today, Husqvarna sits under KTM, and while that’s kept the brand alive, it also ties its fate to KTM’s recent financial rollercoaster.
By late 2024, KTM was carrying close to three billion euros of debt, which forced an insolvency filing and froze production in Austria. By early 2025, the number was still around 1.6 billion. Without Bajaj Auto stepping in with nearly 800 million euros in lifeline money, the whole Pierer Mobility group—KTM, Husqvarna, and GasGas—could have gone dark.
Even now, KTM still owes more than 750 million euros, so it’s clear that every bike Husqvarna sells matters more than ever.
So what does that mean for the 2026 FE 350S and FE 501S? On the surface, they look like smartly updated dual-sports. You’ve got new radiator shrouds, fork guards, graphics, and a reshaped fuel tank. There’s a fresh fuel line protector to keep things reliable, and a threaded radiator cap for easier checks. None of that is revolutionary, but these kinds of refinements are what make long rides less of a headache. They’re not flashy, but they’re functional.
The suspension updates dig a little deeper. The WP XACT Closed Cartridge forks now use polished springs, a new pressure reservoir, and a one-piece hydrostop, which improves damping when the trail gets rough. Both the fork and rear shock get new compression and rebound settings, and the shock itself uses tool-free adjusters. That’s big for riders who like dialing things in depending on the terrain. These aren’t headline-grabbing updates, but they make a difference in how the bike feels when you’re threading through rocks or hammering fire roads.
Then there’s the core hardware. Brembo still supplies the clutch and brakes, paired with high-performance GSK discs. Continental TKC 80s keep traction predictable both on the street and on dirt. The frame is a hydro-formed chromium molybdenum unit, paired with an aluminum-polyamide subframe that balances strength and lightness. ProTaper bars, ODI grips, radiator fans, LED lighting, and a Li-ion starter battery round out the package. It’s a build list that shows Husky isn’t cutting corners.
Which brings us back to the bigger question: are these bikes just KTM and Husqvarna sticking to what works to keep costs down, or are they really tuned to what off-road riders want? The honest answer is probably a mix of both. On one hand, there’s nothing radical here—no all-new engine architecture or electronic trickery. That keeps production predictable and helps margins when the company is under pressure. On the other hand, the tweaks that did make it through are clearly based on rider feedback. Better suspension performance, easier maintenance, and stronger durability are exactly what dual-sport owners ask for.
The FE 350S is still the sweet spot for riders who want manageable power they can live with all day. It gives enough grunt for serious trail work without wearing you out. The FE 501S remains the hammer in the lineup, offering the kind of torque that makes long climbs and deep sand almost effortless. In other words, Husqvarna isn’t chasing gimmicks—it’s sticking to proven platforms and making them better in small but noticeable ways.
That may sound conservative, but for Husqvarna, it’s the right move. Riders don’t want to gamble on unproven tech when they’re deep in the backcountry. They want bikes that start every time, handle predictably, and don’t leave them stranded. Right now, Husky is showing that it can still deliver exactly that, even with the weight of KTM’s debt hanging in the background.
The 2026 FE 350Ss and FE 501Ss will be in US dealerships starting fall 2025, and will retail for $12,999 USD a piece. When you see one, know that you’re looking at more than just a capable dual-sport. You’re looking at a piece of Husqvarna’s fight to stay in the game, and maybe proof that sometimes, sticking to what works really is what riders want.
Source: Husqvarna
