Husqvarna Nuda 900 R Used Test & Advice

Most of the tests at 1000PS revolve around new motorcycles. Not only because they are our focus, but also because used motorcycles of popular models are hard to come by. Who would want to entrust their beloved, possibly rare gem to the rough hands of journalists? However, there is one place where used motorcycles are available in such numbers that even we get a chance. Cameraman Schaaf and I travel to Filderstadt in the south of Stuttgart. In the immediate vicinity of the airport, Limbächer, the largest motorcycle dealer in Europe, awaits us. Here alone, at the largest of five locations in Germany, around 2,000 bikes of all brands are stacked. In total, about 5,000 bikes are handed over to new owners annually, including very rare models that are hard to find elsewhere. The Husqvarna Nuda 900 R is one such rare specimen, especially if you have certain demands on the mileage and condition of the machine.

In 2007, the Husqvarna brand was acquired by BMW, allowing the Bavarian company to build street motorcycles far removed from its own, somewhat staid image at the time. And the first model of these new, exciting, and emotional Husqvarna motorcycles made an immediate impression. The Nuda 900 was born. Italian designers from Varese, where the Nuda is assembled, are responsible for its captivating and somewhat polarizing appearance. However, the technology largely comes from BMW's facilities. The Rotax inline-twin engine from the F 800 models is bored out to 898 cc and receives a 45° crankpin offset. This results in a firing interval of 415°/305°, making the inline twin mimic a 45° V-twin engine, giving the engine an exciting, raw character. The Nuda engine delivers 105 hp at 8,500 rpm and a hefty 98 Nm of torque at 7,000 rpm. This impressive performance is combined with a sporty chassis, low weight, and Supermoto-like vehicle geometry. The result is a textbook fun bike, an agile twisties attacker like no other, which immediately attracts attention. Despite general admiration, sales figures remain limited, and after a few years, BMW's executives find the internal competition too much, so in 2013, they sell the Husqvarna brand to KTM, where it remains to this day. As a result, production of the Nuda model series comes to an abrupt end, and it becomes an unloved child for which no one feels responsible.

Back then and still today, if you want to get a Nuda for sporty cornering, you should go for the R version. The standard variant already offered a lot of riding pleasure, but only the fully adjustable suspension of the Nuda 900 R provided significant advantages, especially since the suspension was quite stiff in the standard setup. In addition to the higher-quality, fully adjustable suspension components, the Nuda 900 R also offers better Brembo brakes, a straighter, one-piece seat, and a shorter gear ratio. Visually, the R-Nuda is easily recognizable by its red instead of black fairing. Lastly, the carbon parts on the exhaust of the Nuda 900 R should be mentioned.

Our test Nuda is also an R model, first registered in 2014, making it one of the last series of the Nuda with Bosch ABS, which was available from 2013. It has just over 45,000 km on the clock and is available at Limbächer for €8,489. We are very excited about testing the exclusive Husqvarna, but unfortunately, we are in the wrong place at the wrong time. Our test area, the otherwise beautiful Swabian Alb, is plagued by a once-in-a-century flood, it has been raining continuously for days, and between road closures and floods, riding a motorcycle is the last thing one should do here. However, our schedule is tightly packed, and opportunities to shoot at Limbächer are rare, so we have to push through. We don't want to complain about the lack of comfort because, ultimately, we privileged two-wheel journalists get paid to ride motorcycles, while people around us are fighting against the water masses for their belongings. We wish all those affected to get through the weather extreme safely. Nevertheless, it is simultaneously a drama to ride such a potent motorcycle like the Nuda 900 R without being able to really feel its power. The roads are soaking wet, sometimes we ride with less than 20 meters of visibility into a white wall, and at 11°C, it's hardly possible to think about any aggressive cornering. But the bad weather phase is slowly coming to an end, and at the end of the riding day, we actually catch a glimpse of the sun and find a few semi-dry curves. Besides, the Husqvarna Nuda 900 R is also an interesting motorcycle even away from deep lean angles.

When you first get on, you immediately notice that it's not for short-legged riders. With a seat height of 870 mm, it's quite tall, but the narrow waist and consequently short step arch mitigate this number somewhat. Additionally, the 13-liter fuel tank is not positioned between the handlebars and the rider as usual but extends deep under the saddle, which positively affects weight distribution. The seating position on the Husqvarna Nuda 900 R is extremely exposed. The KTM Duke, which we also brought along as a comparison bike with the Nuda, was already my reference in this area. But on the Nuda, you sit even more on rather than in the bike, stretching your arms down to the very wide and straight handlebars, while your legs rest on the quite high footpegs. The upper body leans slightly forward, but the seating position remains fundamentally comfortable. As soon as you start rolling and target the first corners, you immediately feel the willing steering behavior, which, together with the ergonomics, almost demands a cornering technique: neutral or counter lean and tight corners. Despite the lack of riding modes and traction control, the engine is also refined enough not to cause any trouble during daily rides or cruising. Overall, the Husqvarna Nuda 900 R is surprisingly easy to handle, only the sporty hard seat, crisply tuned suspension, and the stiff clutch reduce riding comfort somewhat.

But who pays attention to comfort with the Husqvarna Nuda? Rather, its riding performance, exciting looks, and unique engine are the focus of interest. And it is the latter that enchants us right from the start of the Nuda. The bored-out Rotax parallel-twin offers a very special sound experience due to the crankpin offset, which is hardly restrained by the then-existing Euro3 emission standard. It starts with an aggressive roar, rumbles bassily at idle, and unleashes a furious roar when accelerating. The sound from the exhaust is definitely one of the biggest sex appeals of the Nuda 900. Another point that ignites the love for this bike is felt in motion. It willingly leans into corners, requires hardly any input through the wide handlebars, and remains beautifully stable in lean thanks to the sporty, crisp chassis. Due to the exposed seating position, the Nuda can be excellently pushed through the curves, and the tighter the corners, the wider the grin under the helmet. Added to this is the rather lively yet grunty character of the engine, which, accompanied by the sound, makes you almost addicted to giving short bursts of throttle before and after the corner. Despite the aggressive sound and sporty character, the engine is not a rough fellow but responds very cleanly to the throttle and can therefore be used precisely. Completely winding out the parallel-twin is not really worth it, but it has a very strong, grunty mid-range, which is perfect for using the Nuda on twisty country roads.

Looking at the data sheet of the Nuda 900 R, it stands out that it has unusually long suspension travel for a naked bike, namely 210 mm at the front and 180 mm at the rear. The proud seat height is a consequence and possible drawback of this, but the chassis has many reserves for uneven roads. The sporty chassis does not use the long suspension travel to increase comfort, but focuses on stability and tracking. In online forums, one often reads that the Nuda's suspension is quite demanding in terms of adjustment, and that it is difficult for a layperson to find the optimal setting. Unfortunately, during our test, there was not enough time to deal with the suspension adjustment in detail, so we have to leave this point uncommented. What we can confirm, however, is that the combination of the emotional engine, the exposed seating position, and the crisp chassis harmonizes very well and follows the riding line extremely willingly, quickly, and precisely.

When discussing any used motorcycle, it's essential to address known issues and technical weaknesses. The Husqvarna Nuda 900 has relatively few recurring problems and is generally considered quite reliable. However, there are minor quirks, such as the Nuda occasionally stalling unexpectedly when idling or at a standstill. Typically, it starts right back up, and as long as this issue doesn't occur too frequently, Nuda owners consider it a part of the bike's character. Other issues frequently discussed in forums include poor stock tires, swingarms with play, overheating problems, leaky frames, and a leaking water pump due to non-sealing graphite rings. These weaknesses should be checked when buying used, but they don't occur excessively often. However, the Nuda has one significant problem: spare parts and Nuda-specific mechanic expertise are hard to come by, as no manufacturer feels responsible for the model anymore. BMW points to KTM, KTM points to BMW, and as a Nuda owner, you're left stranded in the middle.

But what is the situation in the used market everywhere? Those interested in the Husqvarna Nuda 900 need to have some cash on hand, especially if they want a Nuda 900 R. Due to their rarity and simultaneously esteemed reputation, the Nuda models have been extremely price-stable for years. In Austria, you have to shell out between €8,500 and €10,000 for a Nuda, while in Germany, it's between €6,000 and €10,000, with the cheaper ones already having more than 50,000 km on the clock. All current prices and offers for the Husqvarna Nuda 900 for Switzerland, Austria, and Germany can be found here.