In reply to clutchsmoke :
On the FS570, quite a few parts are easy, as the chassis is essentially KTM. Wheel, brake, electrical, suspension parts are shared with multiple concurrent KTM models. The engine layout is unique, but it is a unique layout using many existing components, so things like the fueling system, throttle body, transmission, oil system, valvetrain, and the like are shared with KTM. The parts that are unique are things like engine cases, engine side covers, exhaust, plastics, seats, and probably some other smaller engine parts.
As with any barely-watered-down race bike, there is regular maintenance needed. That said, the 70-degree Husabergs seem to have the potential to last a long time with proper care. My yardstick is the Aprilia SXV, for which oil changes are every few rides, and checking valve clearances is an engine-out service. Under race use, an engine rebuild is recommended at 60 hours, and even under street use with regular oil changes, bearings, pistons, and cylinders are wear items. On anything like the 'Berg, SXV, or a motocross race bike with 17" wheels, you are going to be changing oil and checking valves frequently, but I'm impressed with anecdotal evidence of Husabergs that still get valves checked, but don't need adjustments after the initial round, or engines with hundreds of hours being disassembled and not needing bearings, piston, or a bore or new cylinder. Part of the reason I picked one up!
I'm not super-familiar with the WR250R maintenance schedule, but I presume it is probably more along the lines of other street-use Japanese supermotos/dual sports like a DRZ or KLX, rather than along the lines of an SXV or CRF450R.
Riding the FS570 on the street is fun, but is a non-stop exercise in restraint. It has nearly double the power of the WR250, and slightly less weight. It isn't quite as bonkers as the SXV, but large throttle openings are an occasional occurrence when circumstances allow. I imagine the WR250R is like other 250-350cc supermotos I have ridden. Really fun for late-braking, carrying all the cornering speed you dare, and pulling away from the lights by whacking it open, winding it out, upshifting, winding it out again, upshifting again, and repeat. Both fun, but different types of fun.
I rode the FS570 out to the shop, and among other things, did a little task on the Husky: I installed the good used stator I bought in the stator cover.
The service manual didn't mention a torque value for the three bolts, and others online reported disappointment in finding the same thing. Thankfully I checked before disassembling, and was able to use my torque wrench for disassembly. One bolt broke loose at 4Nm, one at 5 Nm, and one just a smidge over 5 Nm, which seems believable for M6 bolts threaded into aluminum. I cleaned everything, and put some loctite on the bolts. I torqued them each to 5 Nm plus a smidge and called it good. When I install on the bike I'll do a skim coat of gasket maker where the rubber grommet surrounds the wiring exiting the cover.