Earlier in 2020 I purchased a 2010 Husaberg FE390 and have absolutely loved riding this thing. It gets all sorts of funky looks, questions and more as it seems like a lot of people never saw those Husabergs or simply don’t remember them. After riding this bike for several months and getting a number of reactions, I figured I’d write this article up so maybe 15 people can read it. Sweet! We’ll break this down into a few segments, so prepare for it to get a little long-winded.

Husaberg History

From 2009-2011 (and 2012 in Europe) Husaberg produced the FE390, FE450, FE570 and FX450 all with the now infamous 70 degree motors. Husaberg aficionados still revel that these were some of the best motorcycles ever produced as the funky looking 70 degree motor not only produced great power, but the center of gravity was second to none as well.

To fully understand the Husaberg brand, let’s back up to the beginning. In 1987 Cagiva bought out the Husqvarna Motorcycle division and moved the operations to Cagiva’s native Italy, thus making the Husqvarna brand entirely separate from the power equipment company. A group of Husqvarna engineers decided to remain in Sweden and begin building their own motorcycles.

In 1988 the brand Husaberg Motorcycles was born with the name coming from the town, Husabergs Udde, in which the original Husaberg facility was located. Alas, the brand suffered from slow growth and was sold to KTM in 1995. However, the KTM of 1995 was not the powerhouse KTM it is today, and it took a number of years before any big changes would come along.

In 2003, KTM shifted the Husaberg production and development to the KTM factory in Austria, which would eventually prove to be a huge boost for the brand. Minor changes for the 2003-2008 models would begin to make the Husabergs a little better and better over time, but in 2007 they would announce the change to the 70 degree motor beginning in 2009. This created a big stir as it totally revamped the brand from somewhat of a side-venture by KTM, to it’s own premium brand.

The 70 degree motor Husabergs were released to the public in 2009, offered in an enduro specific FE450 and FE570 version. In 2010 they would add the FE390 as well as a FX450 which was geared towards the Cross Country/Hare Scramble group as well as an attempt to appeal to those who also wanted to ride a little motocross on the same bike. They would continue with these models in 2011, but also added two-stroke models for the first-time ever.

From trail riding, to racing, to dual sport the 70 degree Husabergs work well in a variety of terrain and uses.
Photo: Industrial Imaging

The two-strokes were late arrivals to the United States and I remember seeing one of the first two-stroke models to arrive in the USA. Nick Fahringer would race it at the 2011 John Penton GNCC and if I remember correctly, when he did it there were only about four of the two-stroke Husabergs in the USA at the time. In 2012, the United States only got the TE250 and TE300 two-stroke Husabergs while Europe still had the 70 degree four-strokes. This is where the 70 degree motor lineage dies as the project was abandoned for 2013.

I remember a lot of online discussion why the 70 degree motors were discontinued and it really comes down to a number of factors, but by and far it was simple economics. The 70 degree bikes were very expensive to produce and when they released the two-stroke Husabergs in 2011, they were essentially made up of 2010 KTM parts with a few differences. This doesn’t mean they were second-rate machines, they were and actually still are really great bikes. What it did for KTM was create a second brand offering for very little cost. With this, KTM likely learned that they could do the same thing with the Husaberg four-strokes as well.

Ah, but there is one more piece to the puzzle here that I believe played a large role in the decline of the 70 degree Husabergs. In January of 2013 it was announced that KTM had purchased Husqvarna from BMW, which had actually purchased the Husqvarna brand from Cagiva in 2007. Now, I don’t know very much about large companies purchasing other large companies, but I’m fairly certain these types of deals don’t happen overnight. It likely took a good bit of time to ink the deal, and I believe that the plan to purchase Husqvarna helped KTM solidify their decision to move on from the 70 degree Husaberg models.

In 2013, four-stroke Husaberg models returned to the United States. While the two-stroke and four-stroke Husaberg motors were heavily KTM-based, they looked and felt like their own machines. These would return for 2014, along with new Husqvarna models produced by KTM for the first-time. The 2014 models would be the last of the Husaberg brand as KTM made the decision to reunited the Husaberg and Husqvarna brands under the Husqvarna name. The rest, as they say, is history as Husqvarna has gone on to become a premium brand, even now winning the 450 Pro Motocross Championship with Zach Osborne. In 2010 if you had told me Husqvarna was going to be the Pro Motocross champion machine in ten years, I would’ve laughed in your face but KTM returned the brand to its former glory of the 70s and early 80s as one of the premier brands in off-road and motocross, and this has been a really cool journey to watch unfold.

Here’s the Berg the night I got it home… At about 1AM.

Buying the Berg

Now that I’ve drug out a full-blown history of the brand, let’s talk about the bike at hand here; a 2010 Husaberg FE390. During the Coronavirus Pandemic of 2020 I made a trip to my parents house in North Carolina… Yes, I know, I’m a bad person for traveling. Anyway, I brought my 2020 KTM 300XC-W I’ve been using for sweep riding at the GNCCs in 2020 to do some riding with my dad and his buddies Keith Bennett and Allen Wood. I’ve been riding with these guys, well, as long as I’ve been riding motorcycles.

During the ride Keith mentioned that he might be looking to sell his Husaberg, simply because he had too many motorcycles and wanted to buy a new KTM 300. I let him know I could put him on a 300 at the end of the GNCC season, and then he mentioned he’d make me a good deal on the Berg. I went home and couldn’t seem to get the thought of that bike out of my head. I remember demoing a couple of the 70 degree Husabergs from PG when they were new, as well as riding some of the regular Bergs later on when I worked at PG.

Bart Hayes who owned PG was always really great to me, offering up motorcycles to ride and even a job that got me living on my own for the first time… Even though I had been traveling to races on my own for a number of years. Anyway, in my opinion I feel like he’s one of the folks who really helped grow the Husaberg brand in the southeast and likely throughout the entire east coast. There were actually quite a few Husabergs floating around races in the southeast from 2009-2013 and I always thought they looked cool, rode great and really always wanted one of the 70 degree bikes. So, of course I decided I wanted it. Eventually Keith and I linked up and made a plan that I’d buy the bike and my dad would bring it to the Camp Coker GNCC.

Keith bought this Husaberg several years ago and had taken it on some really cool rides. I believe he was the third owner from new, and in 10 years it had only amassed somewhere around 300 hours when I purchased it and Keith had just put a top end in it less than 10 hours prior, and had replaced a bunch of bearings. This is pretty great because I put somewhere around 130+ hours on my KTM sweep bikes in a single year, so to have a motorcycle with seemingly so few hours in comparison was really nice.

My dad brought the Husaberg to the Camp Coker GNCC, and I rode it around behind the cabin we stay in on property there. There’s literally no trails behind that cabin, so I basically rode it around in a circle and through a small field. I also jumped it off the porch of the cabin, which was pretty cool. Just that little bit told me I had made a great purchase. While I was already pretty familiar with the brand and had ridden bikes with the 70 degree motor, the regular Husaberg motor and two-stroke Husabergs in the past, I’d never really owned one, so this was a pretty exciting addition.

Here’s the Berg mid-build with the updated KTM headlight and front fender.

Building the Berg

When I got the bike at Camp Coker, it also included some various odds and ends. There were some new shrouds, new rear fender/side plates, frame guards, air filters and the what seems to be the holy grail of used bikes, the original manual. The manual is really nice to have when you start working on a bike you’re not already familiar with. I loaded it up in my truck and drove it back to West Virginia… In case you didn’t know, I was born and grew up in North Carolina but moved to West Virginia to work for Racer Productions/MX Sports full-time back in 2014.

When I started work on it, it really didn’t NEED anything. Everything I did was just creature comforts and a bit of cosmetic work. As with every motorcycle I’ve had for the last three years, I also installed the XCGear Mako 360 bar mount, as well as a set of XCGear Spurz footpegs. If you’re not familiar with the Mako, check out my review to better understand what it’s all about. On the Berg, not only did the Mako add it’s usual benefits of reduced arm fatigue, more comforable ride, etc but it also heavily reduced the vibration of the bike.

The next step was to put on a set of ProTech Guards. Again, if you’re not familiar with their fork guards, check out my review because these are a really cool set of fork guards that can eventually save you big money. I also went with a combination of Dunlop AT81 rear tire and the Dunlop MX3S front tire, which in my opinion is the best combo of tires you can get for east coast off-road riding.

The handlebars that came with it were cut down a bit, which is something the old-school guys like doing. I grew up running the cut bars but started shying away from them about 8 or 9 years ago. I put a set of ODI Podium Flight bars on at the beginning and later switched to a set of Phoenix Handlebars. If you’re not familiar with Phoenix Handlebars be sure to check them out. They’re a fairly new brand created by Jason Gerald, who has a good history working in the motorcycle industry. The most noticeable difference in the Phoenix bars is the sweep. They sweep a bit further back than the stock KTM bars I’ve come accustomed to and after a few rides I learned this is something I’m really beginning to like.

I put the new shrouds and rear fender/sideplates combo on the bike as well as the frame guards I got with the bike. This really helped to make it look nearly brand new, but it didn’t stop there. Naturally you need graphics, so I designed up a set inspired by one of the old Husaberg Factory Team kits and the guys at COR Moto Graphics printed them up for me. I decided to update the front of the bike a bit and to start with I put on a 2020 style KTM front fender and headlight. I was able to get a white headlight mask and light from Appalachian Offroad who make kits of their own using KTM OEM parts. The front fender would prove to be a little tricky as the Husaberg uses the old-style front fender with all four bolts on the bottom side of the lower triple clamp.

The Phoenix Handlebars coupled with the XCGear Mako 360 bar mount is a killer combo!

Since 2013 KTM has utilized a different bolt system for their front fenders with two bolts in the bottom of the clamp and two bolts in the front. This means if you want to update the front fender on an older model, you’ll need a special adapter. Nihilo Concepts makes a very nice adapter that will accomplish this, but it’s a smidge on the pricey side. However, you get what you pay for and if you just need adapter itself, it’s well worth the price. I actually needed the adapter and a white front fender and found that Polisport makes a kit that includes a fender and an adapter for around $50.

This also gets tricky because Motosport.com is the only place I found that sold it with the option of a white fender. It requires you to select a make and model of motorcycle and if you select that you’re trying to put this on a 2010 Husaberg FE390, it tells you that it will not fit. So, I put in that it was for a 2010 KTM 450EXC and actually got the same message. I tried again, this time putting in 2010 KTM 450SX-F and was successful. Other than it simply not being listed for those particular models on the back end of Motosport’s website, I’m not sure why it wouldn’t fit. Those bikes all utilize what I call the “four under” fender system, and when I got the adapter and fender it all mounted right up to the Husaberg with no problem.

I stuck with that for a bit and later bought an Acerbis VSL headlight. This is a really bright LED light that I figured would be nice if I get caught out after dark, or decide to do a night ride/race. Unfortunately the KTM version of the VSL was sold out everywhere I looked so I ordered the Husqvarna version which also meant I needed to update to a 2020 Husqvarna style front fender. No big deal; after The John Penton GNCC in June I noticed that the Husqvarna team threw away the front fender from Craig Delong’s bike. I just picked it out of the trash, pulled the graphics off and put it on the bike coupled with the Acerbis VSL light.

Here’s the Berg as she currently sits with the Acerbis VSL light and Husqvarna front fender.

This is where I ran into some issues I’ve yet to resolve. The KTM headlight plugged directly into the stock harness on the Husaberg. The Acerbis light comes with two wires that need to be spliced into the light wiring harness. I figured out which two wires it should go to, spliced it in, started the bike and got a really bright light in my eyes. I thought I was good to go! I installed it onto the bike and restarted it again to see how it looked. Well, this time I got nothing. Nada. Zip. Then I noticed the tail light didn’t work either, but the brake light did. Odd.

I got frustrated and needed to ride the bike the next day, so I just put it all back together and haven’t really messed with it since. In the meantime, I’ve discovered that its likely that the wiring harness for the lighting system has simply come unplugged from the main harness. This should be a pretty easy fix, but I just haven’t done it yet. More on that later. Currently the headlight runs off a small, rechargeable battery taped behind the headlight mask.

As I mentioned, I intended to use this as dual sport and still need to work out some things to get it plated and ready to go but I do have the Enduro Engineering license plate holder mounted on the rear. This is a must-have for anyone wanting to dual sport a bike without having the traditional long piece coming off the rear fender.

The 70 degree motor is hands down one of the best power plants in any motorcycle.
Photo: Industrial Imaging

Performance of the Berg

Alright, this is probably the part a lot of you (all 15 of you who read this) are looking for. What is it like to ride a 70 degree Husaberg some 10 years after they became extinct? Well, simply put, these are still really, really good motorcycles. Everything everyone said about them when they were new really seems to hold true today, and while its normal to want the latest and greatest any average person can still be very competitive on a ten year old 70 Degree Husaberg. Actually, I bet you could still put top tier riders who rode them new (Mike Lafferty and Nick Fahringer to name a couple) on one now and they’d still be super fast.

Keep in mind that I’m strictly discussing the 2010 version of the FE390 only here, but a lot of this can still be said for the 2009 and 2011 versions, as well as the FE450 and FE570. The 70 degree motor was seemingly ahead of its time, not quite to the point where it was too far ahead to compensate for a lack of technology (such as the Cannondale!) but fuel injection in a dirt bike was still fairly new when the 70 degree bikes debuted in 2009, and even in 2010 there was still a bit of a lack of experience with fuel injected dirt bikes.

The 2009 versions suffered from bad fuel pumps and a hot motor that even boiled over the fuel in some of the 70 degree bikes but they began working out the kinks on these 2010 models. It looks as if the fuel pump in my bike was updated to the 2011 version, which was improved over the 2009 and 2010 versions. Additionally, they worked out some of the boiling fuel kinks for 2010 and mine also has a fair amount of heat wrap on the bottom of the tank as well.

While the FE390 is the smallest CC machine in the 70 degree Husaberg line up, the power it creates is still pretty incredible. It doesn’t really have that 450 hit that is sometimes too much in the woods, but it also produces far more power than that of a 250F, and even the Sherco 300SEF-R for that matter. Fast field sections can make the average rider wind out the 390, but unless you’re flying wide open across the desert somewhere, the 390 will still put enough power to the ground that you’re not left looking for something extra.

When you’re in the woods the 390 motor is darn near perfect. However, I’ve found myself switching between 2nd and 3rd gear a lot in slower and more twisty trails because in some spots it feels like you’re revving too high in 2nd gear then lugging too low in 3rd. This could just be the current gearing on the bike, or a rider error on my part and it seems to go away when you get into more flowing trail. Other than that, the motor is pretty much flawless in my opinion and produces the right amount of power; enough to keep you moving without screaming it but not too much that it feels hard to control.

One of the biggest things people talk about with the 70 degree Bergs is the center of gravity. Even with somewhat outdated suspension, the angle of the motor changes the overall geometry of the bike and makes it incredible when turning. Basically, you point the bike where you want to go, and it goes. The 70 degree Husabergs are basically like little blue tractors. They put the power to the ground when you need it and really seem to stay planted, even when you get into some nasty, slippery trail.

One of the early things I noticed was that the bike seemed to have a lot of vibration. My first couple of rides were without the XCGear Mako 360. Between running the Mako on my last three bikes and being used to the counterbalanced KTMs, I’ve become accustomed to virtually zero vibration from the bike. Once I put the XCGear Mako 360 on, all of those vibration issues went away. So, in short, if you pick up a 70 degree Berg and feel it has a bit of vibration, an easy fix will be the Mako, and it will also make for a much more comfortable ride overall and you won’t feel as fatigued at the end of the day.

As I said, the suspension is a little bit outdated but is actually still pretty darn good. The suspension on a 70 degree Berg depends on what year you have. All 70 degree Bergs will be outfitted with the WP PDS shock. I grew up on the PDS stuff and have really only owned a couple of bikes with linkage, so I’m actually a PDS fan and still have it today on my GNCC sweep bikes each year (as long as we keep getting 300 XC-Ws). The fork of a 70 degree Berg depends on the year and in one case, model. 2009 and 2010 Husaberg FE’s were outfitted with an Open Cartridge fork while the 2010 FX model and 2011 models (plus those 2012 70 degree bikes Europe got) all have a Closed Cartridge fork.

Honestly, I’m not a suspension guy. I make a few minor tweaks and always end up working with what I’ve got but when you go back to WP around this time frame, a lot of folks seem to prefer the older style Open Cartridge forks. So, I feel a bit lucky to have those instead of the Closed Cartridge forks, which I should mention are not “bad” by any means, but it seems like the Open Cartidge forks were just a little bit better overall. Oh, and they’re better than the 4CS forks that came along later. I’ve never been picky about suspension but the 4CS forks I had on my 2016 300XC sweep machine definitely were not for me.

The only real issue when riding the 2010 FE390 is the weight, and the same can be said for any of the 70 degree Husabergs. When you’re riding medium to faster speed flowing trail, the bike rides, handles and runs like a dream. I’d actually put it up against just about any modern four-stroke for that matter because with the unique center of gravity, the traction and flowing through turns is second to none. However, when the trail tightens up or requires a lot of tight turns, this is when you really begin to notice the weight.

If you’re forced to make a hard, nearly 90 degree turn, or a quick 180, the weight of the bike really seems to slow you down and it almost feels like you’re just tiptoeing through these tight turns. Obviously it’s due to your attempts to keep a heavy machine upright, but for me personally it doesn’t seem like this wears me out. Instead, it simply slows me down more than I had hoped for, which can be a little frustrating. Of course, this is only an issue in overly tight turns and tight trails; once you’re on flowing stuff, the weight doesn’t make much of a difference and I feel that it helps to keep the bike planted.

Working On the Berg

Oh my. This just might be one of the only other downsides of the 70 degree bikes. They really are a bit of a pain to work on at times due to the overall design of the motorcycle. The seat does have a quick release latch, so you can have it off in seconds and the air filter is right under the seat up front just below the gas cap.

This is actually really nice and the location of the air filter is actually a pretty big advantage when conditions don’t play out in your favor. If it’s overly dry and dusty, the higher central location of the filter helps keep it out of the dust and if it’s wet and muddy, it does the exact same thing. It also makes cleaning or swapping the filter really easy and the seat doesn’t seem to fight you when it’s time to put it back on.

The other little things such as chain adjustment, removing wheels and even changing the oil aren’t too bad either. The chain adjustment and wheel removal is the same as KTMs since, well, the late 90s. It’s a good system. Changing the oil does seem to work better if you remove the skid plate but the skid plate actually does have a slot cut out that allows easy access to the drain plug. I still remove it to avoid catching any slow drain from the oil ending up in the skid plate. The oil filter is also easy to remove and change as well.

That’s just about where the ease ends. Anything that requires you getting to the wiring harness or the motor tends to be a bit of a job. I actually had to look in the manual and Google how to remove the gas tank, and it’s a bit of a job; especially your first time. To remove the gas tank you first have to remove the muffler and hinge the subframe out of the way. The tank sits tightly down inside the subframe, so all that has to move out of the way before it can come out.

You also have to remove the air filter, unplug the fuel line and injection, as well as the bracket for the seat latch. Then once you’ve done all of that, there’s still the bolts for the tank itself. One in the middle and the two that secure the shrouds by the radiators also have to be removed before you can take the tank off. This can be a bit time consuming, but after doing it a couple of times it seems to get a little easier, but still a little bit of an inconvenience.

Dual sport? Yes! Trail ride? Yes! Off-road race? Sure! Motocross? I tried it!

Rides and Races on the Berg

Moving on to talk about what I’ve done on the Berg so far, I’ve been enjoying it in a variety of places in a variety of terrain and a variety of riding styles. The first real outing with it was a Loretta Lynn’s Regional at High Point MX. No, I didn’t attempt to race the Regional but instead I rode it around just keeping tabs on things and really enjoyed putting around on it.

The following week we were setting up for the High Point GNCC and I actually rode it up to the track from my house a couple of times. The first day early in the week I left early and did about a 2-hour dual sport ride home. Mostly back roads coupled with some dirt roads and the first thing I noticed was that the little blue tractor seemed to cruise right along at 45-55mph with no issues. When you get closer to 60, it does feel like you’re screaming it a bit but thankfully I don’t ever really need to do that.

The Friday prior to the High Point GNCC I rode it to the track once again and made a full lap on it. This was my first real woods experience with it and right away I really, really enjoyed it. From there, I raced the SXCS Backbone GP on it which had some technical rocky and slow trail in places and that was the first time I really noticed that the weight did make a bit of a difference.

In late July I rode the Fairmont Dual Sport Riders’ first-ever Dual Sport ride and with a mix of trail and back dual sport-friendly roads, it was pretty much flawless. The week after that we headed to Loretta Lynn’s Ranch for the Amateur National Motocross Championship and ended up staying gone for a month as we backed that up with two rounds of Pro Motocross at Loretta’s, followed by Pro Motocross and Ironman. I mostly used it patrolling the pits but also used it to set up the GNCC eMTB course prior to the start of Loretta’s, and also did some trail riding while at the ranch.

I feel like this is when I really began to fall in love with the bike as the trails at Loretta Lynn’s are a lot of fun and offer a pretty good variety of terrain. When we finally made it home, I went racing at the Warrior Trail NECXC event, and was feeling really good on the Berg. I had worked my way into the lead of the Sportsman class but smacked my hip against a tree, suffered some severely deep bruising and was forced to bow out and head home.

A few weeks later I ended up racing it in the motocross event at the Big Dave Vet Homecoming at High Point Raceway and ended up grabbing the Industry class win. In the second moto, I even beat all the Vintage bikes we were riding with, which was pretty cool as well. I feel like the super soft suspension on the Berg was a fairly even match with the lack of suspension on those Vintage bikes!

The high location of the air filter is a nice advantage in dusty races or just trail rides.
Photo: Industrial Imaging

Summary of the Berg

I really feel like I’ve drug this out, so let’s wrap this up. Overall, still to this day ten years later, the 70 degree Husabergs are amazing motorcycles. If you’re reading this with the intentions of picking up a 70 degree Berg, then let me help you make your decision: buy it. These are essentially unicorns at this point and simply riding it around and getting to see people’s reactions to the funky 70 degree motor is worth it all in itself.

Then theres the performance of the bike. Like I’ve been harping all through this, these are some of the best motorcycles ever produced and in my opinion the 70 degree bikes were the best Husabergs in the 25 year history of the brand. They truly were a bit ahead of their time but without the issues that have faced other machines that were given that reputation.

I would love to see KTM make another attempt at a 70 degree bike, even if it was just one year and one model as a special edition, I really think with the advancements in motorcycle technology in the past ten years that it could be the best dirt bike ever produced. If anyone from KTM ever thinks that’s a good idea, give me a call. I’d be glad to help out.

The FDSR Dual Sport Ride was a blast on the Berg!

2010 Husaberg FE390 Stock Specs

Displacement:393.3 ccm (24.00 cubic inches)
Engine type:Single cylinder, four-stroke
Bore x stroke:95.0 x 55.5 mm (3.7 x 2.2 inches)
Fuel System:Injection. Keihin EFI
Fuel Control:Overhead Cams (OHC)
Clutch:Wet multi-disc clutch, operated hydraulically
Frame:Double cradle perimeter design 25CrMo4. Cross-linked Polyethylene subframe.
Rake (fork angle):26.5°
Front Suspension:WP Closed Cartridge
Rear Suspension:WP PDS shock
Dry Weight:251.3 pounds
Seat Height:38.8 inches
Ground Clearance:15.4 inches
Wheelbase:58.1 inches
Fuel Capacity:2.25 gallons

2010 Husaberg FE390 Personal Specs

Handguards:Moose Racing Contour Handguards
Fork Guards: ProTech Guards
Headlight:Acerbis VSL
Bar Mount:XCGear Mako 360
Handlebars:Phoenix Handlebars 90mm
Seat:Seat Concepts Comfort
Muffler:FMF Q4
Front Tire:Dunlop MX3S
Rear Tire:Dunlop AT81
Footpegs:XCGear Spurz
Brake Pads:DP Brakes
Grips:ODI Lock-On
Graphics:COR Moto Graphics
Additions: Sicass Keyed Kill Switch
Updated Husqvarna front fender
Enduro Engineering License Plate Holder
DJI Cam Chain Tensioner
Tusk Turn Signals
Tusk Rear Rotor Guard
Tusk Rear Brake Pedal

Pros and Cons of the Berg

Great TractionFeels heavy in tight woods and turns
Amazing center of gravityTough to work on
Great motorAftermarket parts are scarce
Comfortable to rideTough to find plastic
Looks coolOutdated suspension
Unique and rare!
Works well in variety of uses
(trail ride, dual sport, racing)

Pricing the Berg

This is also a bit difficult. NADA book value on the 70 degree Husaberg models is shockingly low. Current book value lists anywhere between $1800-$2500, which seems a bit unfair in my opinion. These are premium off-road bikes that are still really cool bikes and have actually become pretty rare.

Since buying mine, I’ve seen a number of these for sale on Facebook Marketplace and Craiglist for a good bit more than book value, and rightfully so. The ones I’ve seen for sale have been anywhere between $3,000 on up to $6,000. So, if you’re in the market for a 70 degree Husaberg, I feel a fair price for a rough 70 degree Berg would be around $2,500 while an average one would be somewhere around $4,000 and if it’s in really good shape, just around $5,000 still seems fair. These are becoming rare, after all! Anything over $5,000 seems a little expensive for a 10 year old bike, even if they’re ultra-rare.

Here’s The Star Thing

Reliability: 4.8/5
Motor Performance: 4.7/5
Suspension Performance: 3.9/5
Used As a Race Bike: 4.0/5
Used As a Trail Bike: 4.5/5
Used As a Dual Sport: 4.2/5
Style: 4.8/5
Cool Factor: 5/5
Ease of Maintenance: 3.0/5
Overall: 4.5/5