Second-hand advice: winter motorcycles

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Second-hand advice: winter motorcycles
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Second-hand advice: winter motorcycles

Second-hand advice: winter motorcycles
Seven bikes for the winter

German winters are completely overestimated – left out in 2010 – and often easy to drive through on two wheels. For example, with cheap bikes on which you don’t have to be afraid of road salt and small slips.

Klaus Herder

11/11/2010

December and January are mostly free of snow, in February it can, but doesn’t have to be, icy – and in March the season starts again. At least in the lower regions, winter is often toothless. If it weren’t for the thing with road salt and split, both archenemies of a well-groomed motorcycle darling.

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If you still want to drive through, it is best to treat yourself to a winter bike as a second motorcycle, which is cheap to buy and maintain, reliable and relatively light. A motorcycle that doesn’t really matter if it gets a few more wrinkles and wrinkles from year to year – and thus perhaps becomes more and more similar to its owner.

Honda NTV 650


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Honda NTV 650

She looks incredibly upright, she has a terribly boring image, and when walking very briskly on very winding country roads, she is not really fun because of her wobbly. But nobody cares in winter. Reliability and low maintenance are in demand, and it also scores in these categories until 1993 “Revere” called Honda full. As a new machine, the machine offered from 1988 to 1997 was definitely a bestseller, but as a used machine it is rather difficult. This ensures a lavish range and low prices – it starts at 900 euros. Then there are 40,000 to 70,000 kilometers on the clock, which need not cause concern; because the mechanics are made for 100,000 and more trouble-free kilometers. Most NTVs are offered with 50 HP, depending on the year of construction they made 60, 57 (from 1990) or even only 53 HP (1995). In the first year of construction it suffered from chassis weaknesses, but already in 1989 Honda successfully improved it. From 1993 the red pen reacted increasingly, which was at the expense of the equipment. Particularly clever NTV prospective customers are therefore looking for a 1989 with 60 hp – which offers the full range in all matters. But actually you can hardly go wrong with any of the other NTV years (exception: 1988).

Technical data (year of construction 1992)

Water-cooled two-cylinder four-stroke V-engine, 647 cm³, 37 kW (50 PS) at 7500 / min, 55 Nm at 3000 / min, weight 217 kg, tank capacity / reserve 18 / 2.5 liters, seat height 780 mm, top speed 172 km / h, consumption 5.0 liters (country road)

Noticed

plus

  • Outstanding engine durability
  • Cardan reaction and low maintenance, very rare in this price range
  • Lots of choice on the used market
  • Dethrottling inexpensive (intake manifold)

minus

  • Sitting position takes getting used to for longer people
  • Turning behavior a bit wobbly
  • Weight relatively high for an undisguised twin

Yamaha XS 400 DOHC


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Yamaha XS 400 DOHC

At the beginning of the 1980s, a 400 was considered a mid-range adult motorcycle that even advanced riders could have fun with. The insurance premiums were then at a significantly higher level than they are today, only the 27 hp class was actually halfway affordable. Appropriately motorized 400s, especially the XS 400 ohc, the predecessor of the machine presented here with two camshafts (dohc = double overhead camshaft), were sold accordingly. But the XS 400 dohc could not match the success of its simply wavy predecessor. Its then revolutionary high-tech chassis (central spring strut!) And the daring design frightened the customers. Her still air-cooled in-line twin, on the other hand, didn’t quite fit in with its rather limited revving and unspectacular power output – no matter what. With 45 hp, it was only in the range from 1982 to 1988, the 27 hp version was still available until 1990. More than twenty years later, the Yamaha a good portion of youngtimer charm with a good everyday suitability even by today’s standards – and at an absolute discount price from 500 euros.

Technical data (year of construction 1988)

Air-cooled two-cylinder four-stroke in-line engine, 647 cm³, 34 kW (45 PS) at 9500 / min, 36 Nm at 8000 / min, weight 190 kg, tank capacity / reserve 20 / 4.8 liters, seat height 800 mm, top speed 158 km / h, consumption 5.0 liters (country road)

Noticed

plus

  • Proven and reliable engine
  • Ergonomics very well suited for drivers of different sizes
  • Driving behavior completely problem-free
  • Spring elements properly coordinated

minus

  • Dethrottling extremely complex (e.g. via camshafts and ignition box)
  • Exhaust very susceptible to rust
  • Power output a bit tough, especially with the 27 hp version

Suzuki DR 350 S.


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Suzuki DR 350 S.

It is actually a shame that such a motorcycle is no longer available for purchase today. There is hardly any other standard Enduro that allows off-road driving to be learned so easily – and as an advanced rider you can also enjoy it later. The chassis of the small DR, which was offered from 1990 to 1997, also digests cross insoles without any problems, the seating position is perfect and the engine is as easy to turn as it is durable. Thanks to high driving stability and good brakes, the handy Suzuki also cuts a fine figure on the road – and in this combination is actually the ideal winter bike. If only there wasn’t a typical Suzuki problem: rust. But something can be done about this at least in a few places – keyword spray wax. Even those of short stature are allowed to use it, because from 1992 to 1994 the famous Suzuki was available as the DR 350 SH with lowerable spring elements, which made life much more pleasant for drivers without a guard. The DR 350 won all comparison tests in its day and has always been a very popular used one. From 1200 euros you can participate today.

Technical data (year of construction 1992)

Air-cooled single-cylinder four-stroke engine, 349 cm³, 20 kW (27 PS) at 7600 / min, 27 Nm at 6200 / min, weight 141 kg, tank capacity / reserve 9 / 1.5 liters, seat height 910 mm, top speed 126 km / h, Consumption 5.8 liters (country road)

Noticed

plus

  • Chassis stable and suitable for off-road use
  • The seating position is equally good for enduro newbies and off-road skiers
  • Reliability above average
  • Light weight and well balanced

minus

  • Tank volume too low
  • Surfaces (tank edges, frame welds, exhaust) sensitive to rust
  • Starting difficulties after a longer period of standstill

Kawasaki ER-5


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Kawasaki ER-5

Can you go wrong with this engine? Actually not, because what has proven itself thousands of times in the half-wrapped Landstrabenfeger GPZ 500 S, in the Funbike KLE 500 and even in the Softchopper EN 500, simply has to do a good job in a very clearly constructed naked bike. And in an extremely reliable way, because in the 50,000-kilometer endurance test, the sturdy twin, which came out of the lower rev range, showed practically no nakedness. It is the unspectacular, but incredibly suitable for everyday use, with which the ER-5 scores. Comfortable seating position, a clear cockpit, excellent handiness – all things that count on the field. For more than ten years, specifically from 1996 to 2006, was the one with the somewhat optimistic nickname “Twister” (Whirlwind) decorated ER-5 a solid number-maker in the Kawasaki program. During this time it got by practically without any noteworthy facelift – is there a bigger compliment for durability? The lively curve swivel, which is also suitable for short-legged drivers, is available from 900 euros.

Technical data (year of construction 1996)

Water-cooled two-cylinder four-stroke in-line engine, 499 cm³, 37 kW (50 PS) at 9000 / min, 45 Nm at 7200 / min, weight 195 kg, tank capacity / reserve 16/4 liters, seat height 780 mm, top speed 178 km / h, Consumption 5.6 liters (country road)

Noticed

plus

  • Engine powerful and powerful
  • Gear shifts perfectly
  • The seating position is equally comfortable for driver and passenger
  • Handiness very pronounced

minus

  • Spring elements not of high quality and a little too soft
  • The brake requires a lot of hand strength
  • Lean angle limited relatively early

MZ ETZ 150


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MZ ETZ 150

Quite a few MZ experts are certain that the small ETZ series is the best two-stroke engine that has ever rolled off the production line in Zschopau, Saxony. For the first time, the GDR technicians not only had to pay attention to simplicity and robustness during development, but were also allowed to design in the direction of maneuverability and comfort. This is where the little Emme is clearly superior to its 250 sister. For the modest cubic capacity, the two-stroke engine, built from 1984 to 1992, is astonishingly powerful. The chassis is handy and yet very stable. The (export) version with disc brake, a Brembo replica, even allows a rather cheeky driving style and brings the flyweight to a standstill very quickly. In terms of comfort, the machine from what was once the world’s largest motorcycle factory is even superior to many mid-range machines. Anyone who may not yet dare to go around the corner with their first or summer motorcycle can learn to ride with the ETZ (on a dry road!) – with it, the often-cited cycling behavior is a reality. And with and on it you also learn how to screw, because the mixed processing quality and some weaknesses in detail make working with tools quickly a routine exercise. But the (wear) parts are usually cheap, very good screwdriver literature is easy to get, and a purchase price of 400 euros or more leaves reserves for one or the other rework.

Technical data (year of construction 1988)

Air-cooled single-cylinder two-stroke engine, 143 cm³, 9 kW (12.2 PS) at 6000 / min, 15 Nm at 5500 / min, weight 118-122 kg, tank capacity / reserve 13 / 1.5 liters, seat height 790 mm, top speed 105 km / h, consumption 3.0 liters (country road)

Noticed

plus

  • Outstanding handiness
  • Motor powerful and easy to turn
  • Long-distance suitability excellent
  • Construction very screwdriver-friendly
  • Spare parts readily available and inexpensive

minus

  • Processing quality mixed
  • Weaknesses in detail are widespread
  • Electrics very vulnerable ex works
  • Condition often burned and used up

Piaggio Hexagon


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Piaggio Hexagon

From 1994 to 2003, the Italian Piaggio Group offered a wide variety of scooters with two- and four-stroke engines from 125 to 250 cm³ under the model series name Hexagon. This is about the original witch: the EX 150, which should stand up to the successful Honda Helix from 1994 to 1997. With the EX 150, little mass and a super-handy chassis design meet an extremely agile two-stroke engine that hangs well on the gas and whose continuously variable automatic enables a very brisk pace, at least in the city. The first hexagon still shows Italian nonchalance in some (processing) details, which hardly restricts the suitability for everyday use, but ensures super cheap used prices – you will find it from 500 euros. There is also decent weather protection, a standard kick starter (not a matter of course in this class) and a not lavish, but sufficient luggage compartment for the way to university or work. This makes the EX 150 interesting as a winter vehicle even for people who normally don’t look at scooters. The exterior, which is somewhat sausage by today’s standards, has quite a charm and gives the witch a decent cult potential.

Technical data (year of construction 1994)

Water-cooled single-cylinder two-stroke engine, 149 cm³, 11.5 kW (15.6 PS) at 7550 / min, 14.5 Nm at 7800 / min, weight 138 kg, tank capacity / reserve 8.5 / 2.5 liters, seat height 790 mm, top speed 108 km / h, consumption 4.7 liters (country road)

Noticed

plus

  • Very good weather protection due to the concept
  • Acceleration in city traffic is quite impressive
  • Braking effective and easy to dose
  • Maneuverability extremely good

minus

  • Driving behavior outside of town a bit nervous and wobbly
  • Processing not always optimal
  • Passenger space tight and uncomfortable

BMW F 650


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BMW F 650

For BMW standards, the F 650 built from 1994 to 2000 was a revolution: engine from Austria (Rotax), production in Italy (at Aprilia) – and for the guardians of the true doctrine the worst: chain instead of cardan! But that didn’t affect the success of the F 650, it sold like sliced ​​bread right from the start. Finally, the R and K owners had found the right device for the marriage sponsorship. Correspondingly, many Fs ended up in the hands of women, which is advantageous from a care point of view, but counterproductive from the point of view of chassis technology. Specifically: F 650 equipped with a lowering kit are a horror for drivers of normal stature and weight, because they are rock solid. Normally, however, the F 650 offers typical BMW driving comfort combined with a very relaxed seating position. However, if you want a single-cylinder bang from the lower engine speed, you should buy somewhere else – below 3000 rpm is next to nothing at the first F. In addition, the single spoils you with the best running culture and compensates with unimagined revving. The F 650 is also reliable, neatly finished and built to be screwdriver friendly. The used prices are likely to have reached their lowest point with tariffs starting at 1500 euros. It will never be cheaper – buy!

Technical data (year of construction 1993)

Water-cooled single-cylinder four-stroke engine, 652 cm³, 35 kW (48 PS) at 6500 / min, 57 Nm at 5200 / min, weight 189 kg, tank capacity / reserve 17.5 / 2 liters, seat height 810 mm, top speed 160 km / h, Consumption 5.8 liters (country road)

Noticed

plus

  • Motor is easy to turn and stable
  • Surface quality of paint and frame excellent
  • Sitting position very comfortable
  • Parts supply completely problem-free

minus

  • The exhaust is prone to cracking due to vibrations
  • Instruments also prone to vibrations and therefore not always original
  • Rear suspension rock hard with reduced seat height

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