2014 Husqvarna Nuda 900R

October 31, 2026Iñaki0 comments

Hand-drawn blueprint of a 2014 Husqvarna Nuda 900R motorcycle with engine and frame assembly

Parallel-twin 898cc engine, trellis frame, Brembo racing calipers and exhaust.

Real-world facts

In the early 2010s, European motorcycle engineering produced one of the most audacious hybrid streetfighters of the modern era. Husqvarna, then operating under the ownership of BMW Motorrad, set out to merge Italian styling emotion with German mechanical precision. Unveiled at the EICMA motorcycle show in Milan in late 2011 and released for the 2012 through 2014 model years, the Husqvarna Nuda 900R arrived at a launch price of approximately CA$14,500 in 2012^[1]. Conceived as a crossover between a supermoto and a naked sportbike, the Nuda delivered razor-sharp minimalist bodywork sculpted by designer Marco Lambri. Production was short-lived, as BMW abruptly sold Husqvarna to KTM's parent company Pierer Industrie AG in early 2013, halting Nuda production after roughly two thousand units were assembled.

The mechanical centrepiece of the Nuda 900R is its high-compression 898cc parallel-twin engine. Husqvarna engineers took the reliable 798cc parallel-twin from BMW's F800R and subjected it to radical internal surgery. They increased bore by 2 mm to 84 mm and lengthened stroke by 5.4 mm to 81 mm, expanding displacement to 898cc. To transform the docile character of the BMW engine into a snarling performance unit, Husqvarna altered the crankshaft geometry. While the standard BMW motor employed a 360-degree firing order where both pistons rose and fell together, Husqvarna offset the crank pins to create a 315-degree firing interval. This firing cadence mimicked the power pulses, acoustic timbre and mechanical rear-wheel traction of a 90-degree V-twin^[1].

Further engine modifications included high-compression 13.0:1 forged pistons, revised camshaft profiles, larger intake and exhaust valves and a signature red-painted cylinder head cover. Controlled by BMW's BMS-KP electronic fuel injection and twin 46 mm throttle bodies, the engine produced 105 horsepower at 8,500 rpm and 74 foot-pounds of torque at 7,000 rpm^[1]. Motorcycle News praised the engine transformation, writing that "the motor is an absolute masterpiece, bursting with torque and character". Power transfer was handled by a smooth six-speed gearbox paired with an anti-hopping slipper clutch, allowing aggressive multi-gear downshifts into downhill hairpins without inducing rear-wheel hopping or loss of stability. The short-stroke throttle delivered instant acceleration, turning subtle wrist inputs into blistering forward drive across mountain passes.

I rode this specific 2014 Husqvarna Nuda 900R for several years through the coastal corridors of British Columbia, and the chassis feedback is immediate and raw. The frame is a tubular steel trellis architecture adapted from the BMW F800GS platform, but shortened by 50 mm, stiffened around the steering stem and steepened to an aggressive 24.5-degree rake angle. This compact geometry delivered extraordinary turn-in speed, allowing the bike to flick between corners with minimal physical effort^[1]. The up-spec "R" variant upgraded the standard suspension to fully adjustable 48 mm Sachs upside-down front forks coated in low-friction DLC, paired with a bespoke Öhlins multi-adjustable rear shock absorber featuring independent ride-height adjustment.

Braking performance on the Nuda 900R matched its frantic acceleration. Up front, dual 320 mm floating stainless steel discs were clamped by Brembo radial Monobloc four-piston calipers, operated by an adjustable radial front brake master cylinder. The forged monobloc construction eliminated caliper body flex under heavy braking loads, delivering immense stopping power and delicate trail-braking control^[1]. Visordown evaluated the Nuda 900R and declared it "a brilliant, unruly hooligan bike with endless character". Lightweight cast aluminium wheels wrapped in sticky sport rubber kept unsprung rotating weight low, bringing the motorcycle's dry weight down to just 174 kilograms, or 384 pounds.

The exhaust system is visually and acoustically unmistakable. Fabricated from stainless steel, the two header pipes merged underneath the crankcase before sweeping up to a polygonal brushed stainless steel silencer tipped with a genuine carbon fibre heat shield and end cap. The 315-degree crank timing gave the factory exhaust a sharp, metallic rasp on the overrun that echoed like an angry superbike^[1]. A unique mechanical quirk of the Nuda is its 13-litre under-seat fuel cell, which keeps the centre of gravity low but limits highway touring range to around 180 kilometres. On owner forums like Cafe Husky, enthusiasts emphasize that the tall 875 mm seat height and firm racing foam demand physical commitment, while spare body panels have become prized collector items due to the motorcycle's brief production run^[2]. Owners also advise keeping the battery fully charged, as the high 13.0:1 compression ratio requires robust starter cranking amperage to spin the offset crankshaft reliably^[2].

Specifications on the drawing

Parallel-twin 898cc engine: A liquid-cooled, four-stroke, eight-valve twin-cylinder powerplant developed by boring and stroking BMW's 798cc platform, featuring a unique 315-degree offset crankshaft. This firing cadence generates the uneven exhaust pulses and broad, tractable torque characteristic of a 90-degree V-twin while producing 105 horsepower and 74 foot-pounds of torque. The lightweight engine architecture keeps mechanical inertia low, allowing the motor to rev freely and deliver instantaneous acceleration whenever the throttle is opened.
Trellis frame: A compact tubular steel space-frame derived from the BMW dual-sport series, shortened and reinforced with a steep 24.5-degree steering rake angle. It provides immense torsional rigidity during high-speed directional transitions while maintaining the natural lateral compliance of steel tubing over rough road surfaces. This chassis geometry ensures razor-sharp steering precision and gives the rider immediate, unvarnished feedback from the front tire contact patch.
Brembo racing calipers: Radially mounted four-piston Monobloc hydraulic brake calipers machined from single alloy forgings, clamping onto dual 320 mm floating stainless steel front discs. The monobloc design eliminates the structural bolt flex found in traditional two-piece calipers, delivering exceptional initial bite, fade-free lever feel and immense stopping force with single-finger input. This braking hardware allows the rider to trail brakes deep into corners with absolute control over deceleration rates.
Exhaust: A high-clearance stainless steel header network routed into a sharp, polygonal brushed silencer finished with an autoclave carbon fibre end cap and heat shroud. The system maintains optimal exhaust gas scavenging velocity to fill in mid-range torque dips while producing a distinct, aggressive exhaust crackle on deceleration. Its upswept, tucked-in mounting angle provides extensive ground clearance for extreme cornering lean angles without scraping.