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Driving report, Aprilia Pegaso 650

Aprilia Pegaso 650

So far, the Italians have failed to achieve resounding success with their Enduro. With the third generation of the Aprilia Pegaso 650, things are going to be different.

It must A.prilia have already worried a lot. One special shift after the other is carried out in the company’s own production halls for the F 650, while for the in-house product, the Pegaso 650, the conveyor belts run only half the speed ahead. It couldn’t be because of the quality. That was true with the Italians from the start. And the Rotax engine, in which Pegaso is equipped with a five-valve cylinder head, has always been one of the most powerful in the singles scene. In addition, Aprilia was asking around 1,500 marks less than the competition on the other side of the main Alpine ridge for their Funduro. However, the last model received criticism because of its seat height, which was not suitable for normal drivers, and less seating comfort than the F 650 harder rear suspension did not increase the desire to travel either. Neither is the much too small 14 liter tank. The tide could turn with the 1997 version. Because not only the outfit changed significantly. In the now pleasantly low seat height – 25 millimeters less than on the previous model – the driver takes a seat behind the pleasing cladding and the tinted Plexiglas pane on a well-formed, comfortably wide bench. The tank, which is narrow at the knee, is not expected to hold up to 22 liters of petrol. The weight of the full tank and the handlebars moved further forward make the Pegaso heavier, but on the angled lanes south of Rome, where MOTORRAD was able to drive the Pegaso for the first time, it was still easy and precisely steerable. Newly formed aluminum profiles for the bolted frame lengthen the wheelbase by a full 15 millimeters and have a stabilizing effect on straight-line stability, with which the Pegaso has no problems up to its top speed – speedometer 160 km / h. Undulating roads littered with patchwork are off ever the profession of lush spring travel. The now comfortably tuned Pegaso is no exception. Its upside-down fork responds sensitively and even puts away deep holes without complaint, the rear suspension was also attractive to all test bikes thanks to its soft response. Despite the modified hand lever, one or the other test machine still had the doughy feeling when decelerating heavily – accompanied by deep diving and slight twisting of the fork. Temporarily reduced to 39 hp, the Rotax single for 1997 is finally back in full force. Changed camshafts and a newly tuned stainless steel exhaust system give the engine its well-known powerful acceleration and revving with noise and emissions values ​​that are now in compliance with the law. The Pegaso should again produce a full 49 hp. The whipping of the chain under 3000 revs is not as pronounced with the softly deployed five-valve engine as with the four-valve engine of the F 650. In contrast, the engine housings of the two opponents now match. The cooperation with BMW gives the new Pegaso the same reinforced engine housing and the crankshaft with sliding instead of roller bearings. This helps to keep the vibrations typical of a single cylinder within limits. How seriously Aprilia means being measured by Bayern’s success in the future is proven by the attention to detail. An adapter on the frame for attaching a stable ring lock is part of the basic equipment of the Pegaso, which costs just 10,990 marks. The main stand and Boge spring strut with a spring base that can be hydraulically adjusted using a handwheel are available at an additional cost.

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