Test Sachs Roadster 800

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Test Sachs Roadster 800

Bluesmobil

You either have it or you don’t have it: the blues. The new Sachs Roadster has it and even passes it on for a fee.

There are things between heaven and earth that cannot be explained. The blues, for example. No matter if musical, human or machine? he comes through the back door unnoticed, stands in the middle of the room, fills it up and captures the souls. My baby left me this morning ?? doesn ?? t matter. I drive the Roadster instead.
The new Sachs Roadster 800. An eye-catcher. Just because of the color scheme: violet-blue paint, gray-brown seat, gold-colored upside-down fork, shiny silver spoke wheels, red brake calipers, lots of chrome. It’s all in the mix. Classic and modern seduce the beholder with distinctive shapes. No, the 800 series roadster is not just any bike that you just step on, start and speed off. Rather, a motorcycle for which the driver should take the time. You circle it in advance, enjoy its shine and sit down lively on the 80 centimeter deep seat.
and finds a comfortable spot. The gaps between footrests, handlebars and bench ensure relaxation. Only the wide handlebars could be narrower, with its ends cranked further down. The controls are easy to reach. For smaller giants from 160 and for large ones around two meters. Even the pillion seat, laughed at rather than admired, offers enough comfort for two casual hours through the countryside.
The driver picks up the handlebars and is happy about the good view in the rear-view mirrors and the narrow tank in the thigh area. And starts. A deep throaty throbbing comes from deep inside the 800s. Almost as if the Sachs lacked any intake noise suppression. The cause of the dull, hollow background noise is the secondary air system, which draws in its fresh air undamped under the bench. It takes getting used to, sounds unusual for a V2, not everyone will like it.
The blues that the Sachs plays while driving will please everyone. The roadster ?? of course, she is in her element on the street. Can be circled just as playfully by sweeping as overcrowded streets. She surfs easily on winding country roads. Until a side stand that touches down on the left, the gear lever on the right warns to be careful. Steering impulses require little effort, but the 800 does not always follow the chosen line without problems. Bumps bring restlessness to the nervous-looking steering, the front reacts sensitively and develops a slight life of its own. The Roadster begins to swing slightly and tip over about its longitudinal axis.
Especially at motorway speeds over 140 km / h, bumps in long curves repeatedly stimulate movements around the vertical axis, but these calm down again after a short time. Compared to a previously driven pre-series copy, however, this unrest is downright moderate. A changed steering head angle with longer caster obviously worked wonders.
In addition, the coordination of the spring elements was not optimal. The Marzocchi fork, which was still much too soft in the pre-production model, only blocks when it comes to really hard braking maneuvers and bumps. Rough road bumps penetrate the driver almost unfiltered as hard bumps. The damping then no longer plays a role. And the sensitively appealing Bitubo suspension struts pass rough unevenness in the ground discreetly as blows and prevent a clean line in curves. The rebound damping that is too tight only fits again in pillion mode. The limited spring travel of the spring struts requires meticulous adjustment of the spring base for every load condition. Disregard is punished with a hard hit.
The cardan-typical load change reactions are noticeable with the Sachs, but by no means annoying. Sure, it can’t be denied, the massive drive train lets you feel the unsprung mass. Especially when downshifting hard, it reminds you with a discreetly stamping rear wheel. The annoying chain tensioning and lubrication is no longer necessary, the classic wire-spoke wheels stay clean. However, it is quite difficult to thread the air pressure gauge through the jungle of spokes. No light without shadow.
This also applies to the drive unit. 55 HP from 800 cubic centimeters won’t tear anyone off their feet in 2000. On the other hand, they are distributed very homogeneously over the entire speed range and are more calming than seductive. And accelerate the 226 kilogram roadster to over 170 km / h. But although the Nuremberg company was able to breathe a little more power into the engine from the Suzuki VS 800 Intruder by changing the set-up, it appears tough and strenuous in the upper speed range. The 45-degree V2 runs smoothly and with little vibration thanks to the 90-degree crank pin offset, without appearing characterless. The high consumption is lavish and, given the performance, anything but contemporary. With almost seven liters per 100 kilometers of country road, the roadster turns out to be a drunkard.
There is little criticism of the brakes. Even with little manual force, they ensure excellent delay values, at best the dosage could be even clearer in the limit area. Two 320 millimeter discs in connection with a large drum at the rear make it possible.
It is currently still impossible to display speed and engine speed. The instruments are still missing on the test motorcycle and on around 100 roadsters produced so far. The supplier parts from Italy have not yet arrived in Nuremberg. The pre-series machine was already fully equipped, but the speedometer and rev counter showed completely wrong.
The bottom line is that the Sachs Roadster 800 is an independent design that undoubtedly enriches the dazzling two-wheeler scene. And with which the Franconians also want to appeal to touring riders, as a look at the accessories shelf of the future shows. The offer ranges from the main stand, luggage rack, various windshields, top cases and case systems to crash bars.
Nothing in the way of big and small tours. The Roadster conveys the feeling of a weekend, of leisure fun without pressure to perform. Sings the blues of the country road and transfers it to the driver. Assuming that he is willing to shell out 15,490 marks for it. Admittedly, not exactly cheap for a machine in this performance class, which also has cheap spring elements without the urgently needed damping adjustment.
A.honestly ?? where else can it be bought, the blues?

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