34 hp special

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34 hp special

We can do everything…

… except 200 km / h. Otherwise, 34 horsepower motorcycles are not much different from others either. And demand the right to be taken seriously. From the 125cc two-stroke engine that turns the soul out of the body, to the throttled four-cylinder super sports car.

Life is too short to drive bad. But it happened rack-zack, innocent, new motorcyclists end up completely wrong instead of in the right saddle, just because someone has sung something in their ears. The dealer, the driving instructor, the pastor, the guy ?? or even your own inner voice, fueled by fantasies and posters that have hung over the bed for years. Max Biaggi in full tilt, a Harley-Davidson Fat Boy in front of Monument Valley. Great. Only, as is well known, life is not a novel. And no racetrack or American punk either. Saturday morning when fetching bread rolls a screeching two-stroke sometimes seems slightly overstretched, and a cruiser comes across completely different in Marlboro Country than in the Bavarian Forest. That’s the one story.
The other tells of the fate of those who settled Biaggi in the realm of Italian noodle soups and the Fat Boy between McDonalds and Burger King. So people who really have no plan, for whom an enduro is high, a chopper is low, an athlete is fast and an all-rounder is also a motorcycle. Does fate take its course because the dear neighbor is just about to get rid of his Quasimoto E 605, built in Asbach? “Is really great for the beginning, because you can easily hit the ground” ??, these unfortunate creatures paddle around on a bucket and don’t notice. Thinking: Riding a motorcycle is just that.
It doesn‘t have to be! Anyone who can muster up a handful of test drives already knows a great deal about the unknown nature of the motorcycle and its various forms. Here is a short dry run with five machines suitable for level driving licenses, each a special representative of its kind.
Starting with the Aprilia RS 125. Single-cylinder two-stroke engine. 142 kilograms light, 30 hp strong, almost 9200 marks. Completely blatant device, absolutely unsuitable for nervous types. The offshoot of successful World Championship machines originally looks as if it was accidentally hit the road because something went wrong with the route at the Grand Prix. Especially in Harada design with start numbers and professional sponsor stickers.
The relationship between the RS and top Italian athletes, however, goes far beyond disdainful appearances. The components of the extremely stable chassis also come from the racing department: polished aluminum bridge frame, banana swing arm, upside-down fork, at the front a brake disc the size of Switzerland, which is firmly gripped by a red-painted four-piston caliper. Razor-sharp, the whole thing. The thing with the flip-up tank fits perfectly into the picture, but it does raise an explosive question: Where is the engine? Ah, now, yes! The orange-sized particle between the battery and the cooling water tank ?? all right. It’s just a 125, right.
What you urgently need to know: This micro two-stroke, like most of its kind, always wants to be driven full of stuff. It is important to throw any good behavior overboard, regardless of the screeching that blares from the tiny exhaust, set 5000 revolutions at the start. Otherwise nothing will move. You read that correctly: 5000! Minimum. And then you still have to let the clutch slip so that the poor torque doesn’t collapse again immediately. A look at the performance curve (page 45) clarifies the situation. At 5000 rpm the two-stroke engine brings together just eight hp and eleven Newton meters. Below it is actually not viable, and it reaches its top form where most four-stroke engines are already dead: We are talking about 10800 tours.
The elasticity of the motor is therefore not far off. You have to shift and turn incessantly in order not to starve to death in enormous holes at every mountain or corner exit. In the last gear, the Aprilia allows itself almost a quarter of a minute to accelerate from 60 to 100 km / h. A throttled Suzuki DR 650 does the same test in 6.3 seconds. But what kind of sane person accelerates in the last one when six gears are available? Their concentrated use guarantees incomparable driving dynamics. Anyone who has got the hang of keeping the RS happy in five-digit speed ranges sweeps away with breathtaking ease. Handling, stability and line loyalty rank at a high level.
Even at top speed, the Aprilia is a real racer: 159 km / h! The best thing about it: Thanks to good wind protection, they can be used without restrictions. In general, it is amazingly comfortable behind the full fairing. Space and ergonomics are much more comfortable than expected. Stuttgart-Hamburg would go in one go. If the tank were a little bigger and the thirst a little less. Unfortunately, the RS is one of the drunkards, and under certain circumstances it can tip seven liters.
And that’s the only thing that connects them to the Yamaha XVS 650 Drag Star Edition. Because that too has given in to drinking since it has been delivered with a windshield as standard. You don’t even know what to say about it. It also has good sides, such a part. After all, it allows the reasonably unclouded enjoyment of speeds beyond 100 km / h. Unthinkable without a glass, because of the upright sitting position on the wide handlebars, which stretches you like an umbrella. All cruisers do that.
And all cruisers are just as clumsy as the Drag Star. One can hardly imagine a greater contrast to the Aprilia RS 125. One waves around the corner with the temperament of a shifting dune, the other changes direction with a wink. Truck meets playmobile ?? an encounter of a special kind, and perhaps THE opportunity to finally clear up one of the greatest errors in motorcycle history: the nonsensical claim that cruisers (or choppers) are the ideal learning aids. Kokolores! The deep foothills only got their reputation by means of their bonsai seat heights. In the case of the Yamaha ?? s 680 millimeters ?? there is almost negative pressure. Of course, ground contact is extremely important at the beginning, but the real drama takes place in the head. If you think about falling over, you will fall over! However, if you only have a touch of talent, you quickly understand that a tip of your toe is enough to balance such a motorcycle.
Well ?? this means that the advantages of so-called custom bikes are a thing of the past. Because in terms of chassis technology, they do pretty much anything to make life difficult: long wheelbase, flat steering head angle, ample caster? good handling goodbye. Turn the front wheel in, count on three, then the rear wheel comes around the corner. Line corrections are part of the curve. In addition, the Wuchtbrummer generally suffer from overweight and underdimensioned lean angles. The Drag Star is no exception. Takes 227 kilograms on the scales, and your footpegs become consumptive at the sight of a curve. A consequence of the low construction, which is also responsible for the rock-hard coordination of the hindquarters: With the best of intentions, comfort can no longer be squeezed into 86 millimeters of spring travel.
Hui, what a swan song. But it had to be said. Now to the outstanding features of the XVS 650 Drag Star: It is beautiful, it looks good, and it also looks good. And big. You feel important! Taken seriously in traffic. And with a measured step paves a wide corridor through the lowlands of the vulgar world. Life is a long, calm river. The cultivated V-twin-cylinder delivers its maximum torque of 46 Newton meters at just 3000 revs. Switching and turning horrors are spared.
The XVS Drag Star costs 13,300 marks. Including a windshield and usable luggage rack. A Swabian editor imagines something different under a special offer, but when you consider what a reasonable cruise costs, the Yamaha is almost a bargain again.
2,310 marks cheaper, 62 kilograms lighter, 20! Centimeters more seat height – that is roughly the Suzuki DR 650. A real enduro with a lively single-cylinder four-stroke engine. Of all the engines in this comparison, the single interprets the topic of 34 hp most convincingly. Nothing is missing. The four-valve engine goes to work completely uninhibited, screams with every throttle, puts the best acceleration and torque values ​​on the asphalt, consumes the least fuel on top of that and acts as if its two spark plugs were burning pure menthol.
Similarly intoxicating: the driving behavior. Anyone who has never done a test lap on an enduro should not actually get a motorcycle purchase permit. You have to experience it, this weightless feeling. It’s a bit like flying: high up, everything in view, decoupled from the hardships of earthly perils by long, comfortable suspension travel. And how easily such a part can be thrown around corners on the wide handlebars. The narrower the streets, the more the DR will have a head start. This has not least to do with the narrow tires and the seating position: upper body upright, handlebars almost in front of the navel – you can exert great pressure there.
It takes getting used to diving the front if the fork kneels when braking, the rear comes out of the spring and the whole motorcycle suddenly looks rather crooked. What other enduro riders of the future should be prepared for: Express deposits on the motorway are not particularly funny. Firstly, the wind pressure already saps your nerves and neck muscles at 120 km / h. Second, a DR 650 begins to oscillate at higher speeds. Encouraged, among other things, by the fender mounted high above the front wheel.
The narrow, board-hard bench demands a good deal of endurance. It does ensure perfect contact between man and machine, but it has to be broken off after 100 kilometers at the latest because the burning bottom reports an alarm. Ok ?? But first you have to get up on this high seat. Without a ladder it is quite a problem for people under 1.75 meters. After all, 88 centimeters have to be overcome, so the fear of heights ?? admittedly ?? no longer arguing away. So: off to the cruiser? No one! First put it lower. Yes, that works with the Suzuki. Simply place the shock absorber on the lower mount one level lower. Brings four centimeters.
If everything is completely superfluous, the Kawasaki ER-5 Twister joins the action. Take me Nothing better can happen to you for 8990 marks. No theater with seat height, ground clearance or performance holes. I have everything you need for life. Nothing more, nothing less. Right. The Kawasaki embodies pure doctrine, comes along completely unaffected, does not want to be an athlete, cruiser or anything else, but just a motorcycle. Actually a pretty good approach, if only because it leaves complete freedom. In the saddle of an ER-5 you don’t have to prove anything to yourself or to the world. And that takes a lot of stress out of it.
Center of the ER-5: a thoroughly healthy two-cylinder with a very neat 34 hp. All around an absolutely uncomplicated chassis. A comfortable saddle over it. There is absolutely no mistaking here. Sitting on it and feeling good is one thing. The brake brakes, the chassis works, the motor drives. There is a completely clear relationship between performance, driving behavior and driver, which is what makes the ER-5 so particularly valuable. Handiness, stability, accuracy, comfort ?? is perfectly fine.
Of course you could start fiddling around with the slightly soft fork or the drum brake at the back – you don’t actually wear that anymore. But if it works well enough … After all, the Kawasaki does not intend to burn any peak times into the Hockenheimer asphalt. And it’s good for everything else. If necessary, it even shows social commitment and invites you to take a ride.
Sure: a little more flair would not have damaged the design. But pragmatism was at the top of the specification sheet. As a result, the ER-5 got a main stand, a fuel gauge and adjustable hand levers on the way. Now a small half-shell fairing on it, then the perfect entry-level motorcycle would be complete.
As? Do you want something right? Well, well, that sounds pretty arrogant. Oh, a super athlete who you can get the cork out of in two years? Please please ?? if you think so. The Honda CBR 600 F, for example, is offered with 34 hp. Goes very well below, but from around 90 km / h it feels as if the brake is on. Which does not prevent the CBR from having good driving performance. At top speed she is even the best. Nevertheless, the four-cylinder looks stuffed up. And that’s how it is. The way from 106 to 34 hp is long, leads via a modified air filter box and four narrowed intake ports.
D.he handling of the Honda can be summed up in one word: impeccable. Very, very grown up. Does not wobble, does not twitch, just runs its line. Entirely redefines the term accuracy, brakes better than ER and DR together and shows you what the term damping means. 34 PS cannot impress the 17,510 mark expensive super sports car in the least. And that’s exactly where part of the problem lies: After all, the fun of motorcycling has a little to do with borderline experiences.

Alternatives – Help yourself!

What to do if the dream motorcycle is an open used motorcycle or is not offered by the factory with 34 hp? Alpha-Technik in Stephanskirchen (phone 08036/300720), for example, offers a 34 hp kit for almost every motorcycle. Even for the 175 hp Suzuki Hayabusa. And how is it done? Quite simply: You order the kit, go to a specialist workshop, have the parts assembled and the professional installation confirmed on the certificate supplied. Then it goes to the TÜV, because of the acceptance, then to the registration office for the purpose of entry in the vehicle documents. If you want, you can also install the kit yourself and hope that the TÜV inspector has a heart for hobby screwdrivers and the necessary trust. But he has the right to refuse acceptance. Of course we were curious and throttled our Hayabusa long-term test. Workload, about an hour. How’s it going? Not that bad, actually. Only from 100 km / h does it get a bit tough. Stupid, however, that the kit contains, in addition to four reducing panels for the intake manifold, a throttle valve stop, which abruptly ends the path of the throttle grip after just under three centimeters. Feels weird as hell. And very much after educational measures.

Tips for beginners

Practice, practice, practiceWhether on skis, inline skates or a motorcycle? the first kilometers are the hardest. In a broader sense, motorcycling is also a sport that has to be learned. The driving school lessons alone are not enough. Then it is time to train to internalize the Woodoo magic of coordinating hands, feet, head and perception. Because this is exactly where the secret of safe motorcycle control lies. Anyone who does not necessarily think they are the King Tiger, i.e. has less talent, can get help. Motorcycle associations and automobile clubs offer driver training courses that deal with the particular difficulties faced by absolute beginners: visual guidance, efficient braking, a sense of balance and banking. Because only a confident relationship with the motorcycle is a good one. Nationwide dates are included in the free brochure »Motorcycle Safety Training«, which is available from IfZ, Postfach 120 404, 45314 Essen. Of course, you can also proceed autodidactically. Sometimes there is a small handling course made of cola cans. Can be set up quickly in any parking space and enormously promotes contact with the new bike. Otherwise: Just do it! At the beginning, every kilometer counts twice. Does it have to be a new one? What you should be prepared for: At the beginning, the intensive occupation with the bike is inevitably interrupted by one or the other fall over, that’s just in the nature of things. So you’d better start right away with someone you’ve been scaddled about? Not quite true. Because an old carrot with mostly stiff controls, flat brakes and a tired engine is much more difficult to drive than a new one and is about as much fun as inline skates from Aldi. It is better to buy a well-preserved entry-level machine of the current concept, which can sometimes be had for as little as 5000 marks. Much too high, the buck. For many beginners, this is a decisive purchase argument. If you learn to support yourself with one leg as you feel more balanced, double contact with the floor is initially calming. If you are afraid of heights on your dream motorcycle, you can lower it. Not only through mundane padding of the bench (upholstery saddles for around 150 marks), but extremely fine through modified deflection levers and spring elements (test in MOTORRAD 21/1996), which can bring several centimeters of depth gain. The companies Alpha-Technik (see box on page 43), Gotz in Bisingen (phone 07476/933150) and Wilbers Products in Nordhorn (phone 05921/6057) offer conversion kits for many models. As a rule, the authorized dealer knows which options are available. “Cases of hardship” should consider the factory lowering kit of the BMW F 650, which even opens up the enduro world to 1.50-meter people. Bureaucratic Liability insurance around 250 marks and about 70 marks in vehicle tax for a 500? fun doesn’t have to cost more. Advice on insurance issues, seasonal license plates and affordable entry-level tariffs is available on the MOTORRAD service hotline 0190/774475 for 2.42 marks per minute. Dangers lurk in the silent dethrottling of the 34 hp engine. Caught with it, you can face charges of driving without a license and, in the event of an accident, you can claim recourse from the insurance company. So no fun. And not worthwhile either. Because the real entry-level machines are so well throttled that the fun doesn’t fall by the wayside. Except for a lower top speed, the original feeling is almost completely retained.

Aprilia RS 125

Engine: water-cooled single-cylinder two-stroke engine, diaphragm inlet, outlet control via electronically operated flat slide, separate lubrication, displacement 125 cm3, rated output 22 kW (30 PS) at 11250 / min, max. Torque 20 Nm (2.0 kpm) at 9300 / min, six-speed gearbox Chassis: aluminum bridge frame, upside-down fork, guide tube diameter 40 mm, aluminum two-arm swing arm, central spring strut, front disc brake, four-piston caliper, O / 320 mm, rear disc brake, two-piston caliper, O / 220 mm, tires 110/70 x 17; 150/60 x 17. Wheelbase 1345 mm, steering head angle 64 degrees, caster 88 mm, spring travel f / h 120/120 mm. Dimensions and weights: seat height 780 mm, weight with a full tank 141 kg, load 181 kg, tank capacity / reserve 14/3 , 5 liter.Price incl. VAT 9198 Marks Reduction to 80 km / h or 15 HP possible + stable, precise driving behavior, low weight, very good brakes, engine must be turned brutally, high fuel consumption, zero passenger suitability

Yamaha XVS 650 Drag Star

Engine: Air-cooled two-cylinder four-stroke 70-degree V-engine, one overhead camshaft, two valves pto cylinder, constant pressure carburetor, displacement 649 ccm, rated power 25 kW (34 PS) at 6500 rpm, max. Torque 50 Nm (5.1 kpm) at 3000 rpm, five-speed gearbox. Chassis: double loop frame made of tubular steel, telescopic fork, standpipe diameter 41 mm, triangular swing arm made of tubular steel, central spring strut directly hinged, front disc brake, double-piston caliper, (268 mm, rear drum brake (200 mm, tires 100/90 x 19 ; 170/80 x 15. Wheelbase 1610 mm, steering head angle 55 degrees, caster 153, spring travel f / h 140/86 mm. Dimensions and weights: seat height * 680, weight with a full tank * 231 kg, payload * 176 kg, tank capacity / reserve 16 / 3 liter price including VAT and ancillary costs 13,300 Marks; throttling to 40 hp possible + windshield and luggage rack as standard looks like a big one Brings the cruiser idea to over-low seat height – unwieldy suspension at the rear

Kawasaki ER-5 Twister

Engine: water-cooled two-cylinder four-stroke in-line engine, two overhead camshafts, four valves per cylinder, constant pressure carburetor, displacement 499 ccm, rated output 25 kW (34 hp) at 8000 / min, max. Torque 37 Nm (3.8 kpm) at 4500 / min, six-speed gearbox. Chassis: double loop frame made of tubular steel, telescopic fork, stanchion diameter 37 mm, two-arm swing arm made of steel profiles, two spring struts, front disc brake, double-piston caliper, (280 mm, rear drum brake, (160 mm, tires 110/70 x 17; 130/70 x Wheelbase 1430 mm, steering head angle 63 degrees, caster 102, spring travel f / h 140/80 mm. Dimensions and weights: seat height * 780 mm, weight with a full tank * 195 kg, load * 180 kg, tank capacity / reserve 16/4 liters. Price including VAT and ancillary costs 8,990 MarksDrottling to 50 HP possible + handy, comfortable chassis, good equipment, main cities, fuel gauge cheap to buy, loveless design, a bit too soft fork

Honda CBR 600 F.

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, four valves per cylinder, constant pressure carburetor, displacement 599 ccm, rated output 25 kW (34 hp) at 9000 / min, max. Torque 40 Nm (4.1 kpm) at 4300 / min, six-speed gearbox. Chassis: bridge frame made of aluminum profiles, telescopic fork, stanchion tube diameter 43 mm, double disc brake at the front, four-piston calipers, (296 mm, rear disc brake, single-piston caliper, (220 mm, tires 120/70 x 17; 180/55 x 17 1395 mm, steering head angle 66 degrees, caster 96, spring travel f / r 120/120 mm. Dimensions and weights: Seat height * 810 mm, weight * with a full tank of 201 kg, load * 186 kg, tank capacity / reserve 18 / 2.7 liters. Price VAT and ancillary costs 17,510 Marks dethrottling to 106 HP possible + extremely stable chassis, high-quality suspension elements and brakes, best wind protection – motor acts clogged from 90 km / h, high purchase price

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