Table of contents
motorcycles
Aprilia Pegaso 650 review
Aprilia Pegaso 650 review
Icebreaker
Thoroughly renovated technology and design. The character is clearly trimmed for tourism. The Aprilia Pegaso would like to finally go on the road to success on this side of the Alps.
Fred Siemer
01/14/1997
Ivano Beggio, as Aprilia owner patron of rank and dignity, does not at all like to make his profits like a free rider. He doesn’t need it because his exemplary growing company now produces well over 150,000 units, primarily scooters or such kindnesses, and earns a lot from them. Said doubt results exclusively from the undeservedly moderate success that the in-house Enduro Pegaso has achieved outside of Italy, although it is known that it runs from the same Aprilia line as the technically largely identical BMW top seller F 650.
In 1996 there were nine BMWs sold for every Pegaso sold in this country by October, even though the two sisters brought almost the same test grades (see MOTORRAD 13/1995) home to Noale. So it’s a question of honor not to bag motorcycle profits predominantly via Munich, but with your own product. So send Aprilia now the third generation of the 650 Pegaso is in the running. A 22 liter tank and a chest of drawers bench remove two of the few weaknesses of the predecessor. In addition, the single, which was heavily gagged due to the noise and manufactured by Rotax, should finally be able to work again. Noise-absorbing measures everywhere, including a new exhaust and a revised intake system, gave him 49 hp instead of a degrading 39.
At least on paper, because the test bench only attested the five-valve engine to just under 46 horses. Just enough to bring the new – under wintry conditions, however – close to the actual 44 hp, but somewhat slimmer old Pegaso. Enough to be among the front runners among the current single-cylinder enduro bikes. Purely a matter of honor, for the brand of the reigning 250cc world champion anyway. But Pegaso enthusiasts encountered the smooth running of the water-cooled 650s completely unexpectedly: unlike its predecessor, unlike the four-valve engine of the BMW, it already accelerates well below 3000 crankshaft revolutions, no longer cracks bucking and whipping in fourth or roaring in third gear through towns . Exhaust and airbox do their beneficial work here, supported by modified camshafts. Even the hum in the engine basement has disappeared because the Aprilia now uses the reinforced housing of the BMW and its crankshaft now also rotates in damping slide bearings.
On the other hand, the needle of the rev counter doesn’t click up as lively as it used to above 4000 rpm, and beyond 6000 rpm the engine even lets it go smoothly. Is it a matter of maturity? Well, the entire characteristics go very well with a seasoned single-cylinder tourer, and that’s what the Pegaso wants to play from now on: The new bench fits harmoniously into the ensemble of inexpensive cranked handlebars, slim tank hollows and well-placed pegs. Only very sensitive people could criticize the fine engine vibrations that are noticeable in the seat and notches at constant speeds above 4000 rpm.
The cladding, on the other hand, has grown significantly in height and remains without blame. Wind and rain only hit the driver’s head and shoulders, not including annoying turbulence. Nobody should expect more from an enduro, and just because the fashion dictates that the front fenders are too short, dirt and water sometimes fly up to the driver between the dashboard and the tank. Incidentally, the chain guard is subject to the same dictation, which is why it deserves the rating “unsatisfactory”. The good details tend to be gathered in higher regions: neat fittings and functional control lights, solid instruments (the speedometer is very fast) and neatly laid electrics. An air filter that can be removed in a flash (important after dusty days), a very solid luggage rack (with conveniently shaped handles for the otherwise appropriately accommodated passenger) and a conspicuously drawn, sufficiently bright double headlight. If that’s still not enough, you can order the main stand and ring lock (adapters for fixing are available on the motorcycle). Or the luggage system adapted to the design of the Pegaso. Perhaps he can also order an unregulated catalytic converter (there is still eloquent uncertainty about this at the importer) or treat himself to the suspension strut that is hydraulically adjustable in the spring base.
Quite apart from the fact that all these features adorn a sensible touring bike, they are blatantly aimed at the F 650, which is equipped with a catalytic converter and hydraulic strut as standard.Because the prices for the accessories have not yet been determined, it is possible to speculate how close an equally equipped one is Pegaso the BMW comes in the grand total. So be it. In any case, the option with the more complex shock absorber reveals that the preload in the basic version can only be adjusted with great effort.
At least the screw for the rebound adjustment remained accessible, between the 15th and 17th of 22 clicks the damping fits soloists, with a full load number 20 is enough, the rest is superfluous. The shock absorber swallows everything that country roads and gravel roads hold ready, only on bumpy highways, combined with high speed, does it strike back. The upside-down fork, on the other hand, remains of infinite gentleness even then. This makes it popular under all conceivable holiday conditions, but it spoils the exuberant lap on the home route a little: It acknowledges waves in fast and slow corners with a clear couch and thus disturbs the targeted radii. It is particularly irritating when the shock absorber’s damping is set quite tight. So it’s better to let both wheels bob evenly.
The spring travel, which has been significantly reduced from 210/210 to 180/165 millimeters, not only corresponds to a practice-oriented trend in travel enduros, they are also completely sufficient. The straight-line stability can be called stubborn, measured against Enduro standards, the turning behavior, compared to the best of this guild, gets a “still good”. The front brake, on the other hand, is just barely sufficient: two full brakes under full load already led to significant fading, and with excessive Alpine enjoyment, soloists will also make the pads in the double-piston caliper smoke. So, Signor Beggio: Please have a firmer, slightly more torsion-resistant fork, a better front brake and – maybe – a more powerful, engaging gearbox. Not a question of honor, but the icing on the cake of a great product.
My conclusion – Aprilia Pegaso 650 (T)
Clearly: I welcome the fact that Aprilia’s poet’s steed has been bred since 1992 from an exuberant and tough fun bike with a roaring noise engine to an almost meek travel enduro. Although it now has more cold blood in its veins, it is extremely practical, comfortable and cultured. I can do without that little bit of revving in the upper speed range, I have a lot more of the gained running smoothness on tours and in everyday life. Is it a question of age? so what.
Related articles
-
Used advice Aprilia Pegaso 650
counselor Used purchase Used advice Aprilia Pegaso 650 Used advice Aprilia Pegaso 650 Horse cure The Aprilia Pegaso 650 lifts the front wheel with ease….
-
Gargolov motorcycles Top test Aprilia Pegaso Top test Aprilia Pegaso Flight attendant Just get started, leave everyday life behind. The new Aprilia…
-
Superbike World Championship: technology of the Aprilia and Ducati factory machines
motorcycles Superbike World Championship: Technology of the Aprilia and Ducati factory machines Superbike World Championship: Technology of the Aprilia…
-
Artist motorcycles Aprilia RS 125 Tuono review Aprilia RS 125 Tuono review Speed instead of displacement With the RS 125 Tuono, Aprilia has put a…
-
Test: Aprilia SX 125 Supermoto
motorcycles Test: Aprilia SX 125 Supermoto Test: Aprilia SX 125 Supermoto Cross-beginners She’s cool, sexy, and extremely adult. Aprilia’s new 125cc…
-
Comparison test Aprilia RSV 1000 R Factory, Bimota DB7, Ducati 1098 S
K motorcycles Comparison test Aprilia RSV 1000 R Factory, Bimota DB7, Ducati 1098 S Comparison test Aprilia RSV 1000 R Factory, Bimota DB7, Ducati 1098 S…
-
Premiere: Aprilia SMV 750 Dorsoduro
K motorcycles Premiere: Aprilia SMV 750 Dorsoduro Premiere: Aprilia SMV 750 Dorsoduro Shortly & Ignite Content of The Aprilia SMV 750 Dorsoduro had…
-
Driving report Aprilia RSV4 Factory
Aprilia 24 pictures Aprilia 1/24 in the superbike variant Aprilia 2/24 Aprilia RSV4 superbike. Aprilia 3/24 Aprilia RSV4 superbike. Aprilia 4/24 Aprilia…
-
motorcycles Driving report Aprilia MX 125 Driving report Aprilia MX 125 Six-course menu Stefan luck 04/12/2006 Admittedly, anyone who has had a…
-
motorcycles Review Suzuki SV 650 S Review Suzuki SV 650 S Blind date Positioning. The Suzuki SV 650 S meets the Honda CB 500 S, the Yamaha YZF 600 R, the…