Table of contents

• Used motorcycles up to 1000 euros Motorcycles for crafting and driving
• Stand damage and maintenance backlog
• BMW F 650
• Honda CB 500
• Honda NTV 650
• Kawasaki GPZ 500 S.
• Kawasaki Zephyr 550
• Kawasaki ZZ-R 600
• MZ ETZ 150
• Suzuki GS 500 E.
• Suzuki VX 800
• Yamaha XV 535
• Yamaha XJ 600 S Diversion
• Yamaha XT 600 E.
• More motorcycle bargains
• Current offer of all hobbyist motorcycles of this article

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duke

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BMW F 650
+ PLUS reliable, agile engine; finely adjustable, stable brakes; excellent surface quality; comfortable seats for driver and pillion that are also suitable for long journeys; problem-free spare parts supply
– MINUS A jarring engine below 3000 rpm; with lowering kit severely restricted driving comfort; The exhaust system tends to crack from vibrations; Speedometer susceptible (have mileage confirmed!).

duke

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Suzuki VX 800.

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Suzuki VX 800
+ PLUS powerful and sophisticated engine; very pleasant exhaust noise; high reliability; comfortable suspension setup; low-reaction and low-maintenance cardan drive; relatively easy for tourers; very good paint quality
– MINUS Unhandy driving behavior; first course translated too long; Suspension struts and single disc brakes overwhelmed in pillion operation; Exhaust, footrest holder and frame welds are very susceptible to rust.

Artist

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Suzuki GS 500 E..

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Suzuki GS 500 E.
+ PLUS easy-revving and economical engine; high reliability and good stability of the mechanics; maintenance-friendly structure (unscrewable right frame support); favorable throttling / dethrottling; Handy chassis, comfortable driver’s seat
– MINUS Rather little power in the lower and middle speed range; sixth gear, which is far too long; Simplest spring elements; moderate paint quality; Susceptibility to rust (exhaust, screws, welds); unsuitable pillion seat.

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6/34
MZ ETZ 150
+ PLUS powerful motor; low consumption; handy and comfortable chassis; brute front brake; comfortable sitting position suitable for long distances; screwdriver-friendly structure; well-functioning and cheap spare parts supply
– MINUS Very modest mileage; partly mediocre workmanship; poor paint quality; hardly any rust protection; vulnerable electrics; Engine overhauls due early (after around 30,000 kilometers).

manufacturer

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Kawasaki ZZ-R 600
+ PLUS high reliability; very good driving performance; surprisingly comfortable driver and pillion seat for athletes; good wind protection; Throttling / dethrottling relatively cheap; Main stand as standard
– MINUS Stubborn suspension set-up; Performance drop by 6000 / min; annoying petrol reserve light (everything before 1993); rust-prone (before 2002) exhaust manifold that touches down early on curbs; Early wearing of the shock absorber in the rear wheel.

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Kawasaki ZZ-R 600.

Zerha

9/34
Kawasaki Zephyr 550.

manufacturer

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Kawasaki Zephyr 550
+ PLUS High-revving, refined and reliable engine; great sound in the upper speed range; effective and finely dosed double disc brake; very low seat height ideal for smaller drivers; simple chain tensioning via eccentric
– MINUS Unsatisfactory cold start behavior (choke dosage); overstrained suspension elements, especially when riding with a pillion; uncomfortable seating position for taller drivers; missing main stand; steering head bearing that often wears out prematurely.

Artist

11/34
The F 650 was a success right from the start, and by the time it was replaced by the F 650 GS, which was assembled in the BMW factory in Berlin, almost 25,000 copies (including around 5,700 of the not so popular street version F 650 ST) were sold in Germany alone.

markus-jahn.com

12/34
Honda CB 500
+ PLUS low fuel consumption; simple throttling / dethrottling; very long maintenance intervals (12,000 kilometers); absolutely neutral driving behavior; very comfortable driver and passenger seat; Main stand as standard; good light
– MINUS The engine is not necessarily a pulling miracle; Spring elements weakly dampened and quickly overwhelmed; Steering head bearings can wear out prematurely; Quality of workmanship from Italian production (1997–2003) sometimes a bit sloppy.

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Honda CB 500.

duke

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Honda CB 500.

Honda

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Honda NTV 650
+ PLUS motor quite powerful and almost indestructible with normal maintenance; simple throttling / dethrottling via intake manifold; low-reaction and low-maintenance cardan; high payload of almost 200 kilograms; large offer of second hand and low prices
– MINUS Massive chassis weaknesses in the first year of construction, generally driving behavior that takes getting used to; lower gears translated too long; Sitting position that takes getting used to and the bench seat sagged relatively quickly.

duke

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Honda NTV 650.

manufacturer

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Kawasaki GPZ 500 S.
+ PLUS easy-revving and stable motor; good driving performance; relatively simple throttling / dethrottling (throttle slide and carburetor cover); convincing handiness; well-coordinated spring elements; comfortable driver’s seat; very good equipment
– MINUS Somewhat wobbly handling with the 16-inch first edition (before 1994), single disc brake (before 1988) overstrained at an early stage; insufficient fitness for a passenger; rust-prone exhaust system; Vibration cracks.

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Suzuki RF 600 R
With his exciting slit plastic dress, the touring athlete was cutting edge when it premiered in 1993. The cladding now looks a bit old-fashioned, but in terms of comfort, wind and weather protection and engine performance, it still fits.

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Suzuki RF 600 R.

Aprilia

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Aprilia Pegaso 650
The Italian with the Austrian Rotax heart, presented in 1992, was already a “fun bike” when the term didn’t even exist. The first edition, which was built up to 1996, is annoying with its rather casual workmanship, but the fun on the bends makes up for it all.

Honda

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Honda SLR 650
Only 39 hp? Yes, but there’s a top torque curve, robust sound and a decent start at the traffic light. In the city, the SLR is more agile than any scooter, and the stew, which was sold from 1997 to 1999, is also a lot of fun on winding country roads.

manufacturer

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Suzuki XF 650 Freewind
Does a single cylinder have to be a vibrating predator? It doesn’t have to, the Freewind, which was sold brand new from 1997 to 2002, proves the opposite. Its high-torque motor is the refinement cast in metal. Not quite as plump: the lap spring elements.

fact / Joachim Schahl

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BMW K100 RS
The flying brick for 1000 euros? That exists. Well-hung copies with around 100,000 kilometers on the clock are now in this price range. No problem, the “car engine” of the sports tourer built from 1983 to 1992 is good for 200,000 kilometers.

Schwab

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Kawasaki KLX 650
For only three years (1993 to 1995), the Enduro, with its long suspension travel and a sporty engine, enriched the Kawasaki range. The water-cooled engine vibrates robustly and convinces with spontaneous acceleration and full torque.

Hartmann

25/34
Honda CBR 600 F.
Fits everyone, is (mechanically) almost indestructible, is equally good as a heater and travel device and does not cost the world to maintain – it could hardly be better. The 85 hp first edition PC19 (1987 to 1988) and the PC23 (1989) are perfect economy athletes.

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Yamaha XT 600 E..

gad photo

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Yamaha XT 600 E..

Hartmann

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Yamaha XT 600 E..

Yamaha

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Yamaha XT 600 E.
+ PLUS Robust and off-road technology; cultivated running, stable engine; handy chassis; maintenance-friendly structure (exception: oil check); long spring travel; high payload
– MINUS tendency to swing at high speeds (especially before 1990); rust-prone exhaust; high fuel consumption; Alternator and battery somewhat vulnerable; Side stand switch sensitive to moisture; as a used machine, often in a used condition.

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Yamaha XJ 600 S Diversion.

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Yamaha XJ 600 S Diversion.

Yamaha

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Yamaha XJ 600 S Diversion
+ PLUS harmonious power delivery; relatively stable engine; uncomplicated handling; universally suitable seating position for driver and pillion passenger; very good driving comfort; standard main stand; relatively low maintenance costs
– MINUS High fuel consumption under full load; Chassis weaknesses at brisk pace; slack central spring strut (especially before 1993); Overstrained single disc brake in the front wheel (before 1998); unsatisfactory cold start behavior, long warm-up phase.

Yamaha

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Yamaha XV 535
+ PLUS Very robust and sufficiently powerful motor; easily predictable driving behavior; relatively light weight; inconspicuous cardan; very low seat height; comfortable driver’s seat; extensive range of accessories
– MINUS Disappointing sound; expensive dethrottling from 27 to 46 hp (camshafts); high fuel consumption with the throttle variants; tab brakes; very uncomfortable pillion seat; rust-prone exhaust collector; vulnerable fuel tap.

Matuschek

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Yamaha FZ 750
The technology carrier presented in 1985 is on the brink of becoming a cult youngtimer, but is still surprisingly cheap to get – especially as a fully encased second edition from 1987. The modern five-valve engine is stable and good for over 100,000 kilometers.

counselor

Used purchase

Used motorcycles for screwing up to 1000 euros

Used motorcycles up to 1000 euros
Motorcycles for crafting and driving

Your motorcycle, which is still as good as new, is parked in the garage in bad weather and you are bored? It doesn’t have to be. Get yourself a new old cheap toy that you can enjoy and drive with a clear conscience in bad weather.

Klaus Herder

01/22/2015

Everything used to be better on cold days: there was a lot of work in the garage that was also fun. In addition to the traditional motorcycle mothballing and the long-awaited motorcycle extermination, the two-wheeled hobbyist always found something to do. Over and over! Even battery care, which was ritually celebrated in the distant past, is only a shadow of its own in the age of gel batteries and computer-controlled charging devices. But you have to become an oldie whisperer, who turns a sinfully expensive two-wheeler wreck into an even more expensive one after years of work Museum piece restored – and then no longer feels like driving?

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Used motorcycles up to 1000 euros
Motorcycles for crafting and driving

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No, because there is this wonderful “up to 1000 euro category” in the relevant used vehicle markets, which collectors and hunters will love when they look at it. And there are tons of treasures to be found in it that are not yet young or old-timers, but still can’t resist a little attention. In other words, motorbikes that you can tinker with with a clear conscience and usually quite cheaply, but you don’t have to. And with which you can do crazy things from time to time, even in really bad weather: drive!

Stand damage and maintenance backlog

“First hand, a few kilometers” – Forget the key appeal of all used bargain hunters when buying a motorcycle that can not exceed 1000 euros. Otherwise, there is a great risk of not buying a vehicle but a property – keyword: damage to the property. Japanese high-volume technology and even one or the other BMW are now good for six-figure mileage. And what has been constantly moved has no problems with rusted tank internals, damaged carburettors or porous brake lines. But of course there is no second hand purchase without any cost traps, also and especially in the very cheap class. Second keyword: maintenance backlog. Here is a small selection of traffic jams where additional costs can quickly lurk:

Tire: Worn rubbers at the front and back? Then 250 euros and more are due for a set of new soles.

Brakes: Worn pads on a front double disc brake are still relatively harmless with material costs of 50 to 100 euros. But woe if the brake discs have run in and fail at the latest when they pass the TuV hurdle. Per disc, depending on the manufacturer, you have to shell out 150 euros and more – not including workshop costs and brake fluid changes. 

Chain set: A worn secondary drive costs completely (chain, pinion, sprocket) from 120 euros and up. Without wages. 

Oil change: Costs from around 30 euros, depending on the oil quality and including the oil filter. 

inspection: If an oil change is not enough and nice jobs such as changing the spark plug, adjusting the valve and changing the coolant are added, you have to reckon with additional costs from 200 euros upwards if you cannot do the work yourself. 

General inspection (HU): Depending on the federal state and inspection service, 70 to 100 euros have to be paid for a due HU including emissions test. 

Conclusion: “Who buys cheap, buys expensive in the long run” is of course a somewhat idle statement in connection with low-price motorcycles, but it certainly has the potential to give advice. Exactly when you have the choice between extremely cheap and quite cheap.

BMW F 650

duke

BMW F 650

More multiculturalism in motorcycle construction is not really possible: The development of the F 650, which was sold as a new machine from autumn 1993 to 2000, was in Bavarian hands, the engine was supplied by Rotax from Austria, and the final production was carried out Aprilia in Noale, northern Italy. The European joint project was a success right from the start, and until it was replaced by the F 650 GS assembled in the BMW plant in Berlin, almost 25,000 copies (including around 5,700 of the not so popular street version F 650 ST) were sold in Germany alone . Almost all of them made their buyers very happy, because the agile and easy-revving engine went perfectly with the perfectly tuned chassis and the completely problem-free driving behavior. And even as a used car, the first chain-driven BMW is still a lot of fun today and rightly bears the Funduro name.

Plus: Reliable, agile engine; finely adjustable, stable brakes; excellent surface quality; convenient
and also long-distance seats for driver and pillion passenger; problem-free spare parts supply.

Minus: Rappeliger engine below 3000 rpm; with lowering kit severely restricted driving comfort; The exhaust system tends to crack from vibrations; Speedometer susceptible (have mileage confirmed!).

Data (model year 1994): Water-cooled single-cylinder four-stroke engine, 652 cm³, 35 kW (48 PS) at 6500 rpm, weight 189 kg, tank capacity 17.5 liters, seat height 810 mm, top speed 160 km / h, acceleration 0-100 km / h in
5.4 seconds, consumption (country road) 5.8 l / 100 km.

All used offers: BMW F 650 GS

Honda CB 500

markus-jahn.com

Honda CB 500

The lively twin was a driving school favorite from the start of sales in 1993, and entire generations of motorcycle beginners learned to drive on it. And mostly very well, because with its absolutely neutral and easily predictable driving behavior, the machine, which was initially produced in Japan and from 1997 in Italy, ensures complete trust from the start. Regardless of whether the driver measures 1.60 or 1.95 meters – the CB 500 suits everyone. And the pillion can also be of a fully grown stature, because the space is extremely generous. Occupied with two people and moved a little more committed, the Honda, which is mostly throttled to 34 hp when new, quickly makes it clear what is not one of its strengths: pulling power and crisp suspension elements. On the other hand, it scores all the more in terms of suitability for everyday use: fuel consumption, ease of maintenance, service costs – everything is exemplary. If you then catch a copy from Japanese production, you’ve done everything right.

Plus: Extremely stable motor; low fuel consumption; simple throttling / dethrottling; very long maintenance intervals (12,000 kilometers); absolutely neutral driving behavior; very comfortable driver and passenger seat; Main stand as standard; good light.

minus: The engine is not necessarily a pulling miracle; Spring elements weakly dampened and quickly overwhelmed; Steering head bearings can wear out prematurely; Quality of workmanship from Italian production (1997–2003) sometimes a bit sloppy.

Data (model year 1993): Water-cooled two-cylinder four-stroke in-line engine, 499 cm³, 42 kW (57 PS) at 9500 rpm, weight 193 kg, tank capacity 18 liters, seat height 780 mm, top speed 185 km / h, acceleration 0-100 km / h in
5.2 seconds, consumption (country road) 5.3 l / 100 km.

All articles about the Honda CB 500 F

Honda NTV 650

The engine was already an old acquaintance at the NTV premiere in 1988, because the water-cooled V-Twin was derived directly from the VT 500 E built from 1983 to 1987. That shouldn’t be a disadvantage. On the contrary: Those who give the high-torque two-cylinder even a minimum of care will be rewarded with outstanding durability. The drive, which is beyond all doubt, is in a well-known chassis. Which was even an oh-so-suspension at the beginning, because the 1988 combination of a central shock absorber that was too hard and a fork that was too soft ruined every clean line. Honda made improvements in 1989, but the NTV chassis took some getting used to. On the one hand, because the machine falls into curves quite pronouncedly. And secondly because of the seating position: sporty below the waistline, as the legs have to be bent sharply, and above the touring position, since the upper body is upright.

Plus: Motor quite powerful and almost indestructible with normal maintenance; simple throttling / dethrottling via intake manifold; low-reaction and low-maintenance cardan; high payload of almost 200 kilograms; large offer of second hand and low prices.

Minus: Massive chassis weaknesses in the first year of construction, driving behavior generally takes getting used to; lower gears translated too long; Sitting position that takes getting used to and the bench seat sagged relatively quickly.

Data (model year 1988): Water-cooled two-cylinder four-stroke V-engine, 499 cm³, 37 kW (50 PS) at 7500 rpm, weight 212 kg, tank capacity 19 liters, seat height 780 mm, top speed 172 km / h, acceleration 0-100 km / h in 6 , 3 sec,
Consumption (country road) 6.2 l / 100 km.

Kawasaki GPZ 500 S.

The Kawasaki bestseller is the proof that a representative of the lower middle class and a motorcycle that is often taken as an entry-level model does not have to be boring. The engine and chassis of the all-rounder, which was built from 1987 to 2003, allow a very brisk pace, especially in the open version with 60 hp. At first, the GPZ had to make do with a single disc in the front wheel, but a second stopper was already in service from 1988. In 1994 the change from 16- to 17-inch wheels took place, and the rear drum brake gave way to a disc. With this and a few other model maintenance measures (including fairing), a good motorcycle became a very good one – second-hand buyers should definitely choose the second generation. And it’s best to always ride solo, because even if the 27, 34, 50 or 60 hp machine can do a lot – it cannot be used comfortably with a pillion passenger.

Plus: High-revving and stable engine; good driving performance; relatively simple throttling / dethrottling (throttle slide and carburetor cover); convincing handiness; well-coordinated spring elements; comfortable driver’s seat; very good equipment.

Minus: Somewhat wobbly handling with the 16-inch first edition (before 1994), single disc brake (before 1988) overstrained at an early stage; insufficient fitness for a passenger; rust-prone exhaust system; Vibration cracks.

Data (model year 1995): Water-cooled two-cylinder four-stroke in-line engine, 499 cm³, 44 kW (60 PS) at 9800 rpm, weight 202 kg, tank capacity 18 liters, seat height 770 mm, top speed 182 km / h, acceleration 0-100 km / h in 5.3 sec, consumption (country road) 5.1 l / 100 km.

Kawasaki Zephyr 550

manufacturer

Kawasaki Zephyr 550.

At the beginning of the 1990s, the retro wave spilled over to Europe and in 1991 brought the Zephyr 550 as the smallest of its kind to Germany. Its engine, which is convincing with its elasticity and revving, had already served in various Z, GPZ and GT models. A very reliable service: the four-in-one system in the upper engine speed range gives a wonderfully hissing hissing noise in the row quad that also impresses with its stability in the Zephyr. The teardrop-shaped tank, duck tails, lots of chrome and two individual struts delight the eye who is enthusiastic about the retro style. At least the spring elements also have a dark side. With a 85-kilo driver you are at the preload limit – and overwhelmingly overwhelmed in two-person operation. Slightly longer and heavier people are in any case out of place on the 550, which was built up to 1999, but for lightweight short-legged people it is a comfortable and dynamically convincing vehicle that also looks outrageously good.

Plus: High-revving, refined and reliable engine; great sound in the upper speed range; effective and fine
double disc brake to be metered; very low seat height ideal for smaller drivers; simple chain tensioning via eccentric.

Minus: Unsatisfactory cold start behavior (choke dosage); overstrained suspension elements, especially when riding with a pillion; uncomfortable seating position for taller drivers; missing main stand; steering head bearing that often wears out prematurely.

Data (model year 1991): Air-cooled four-cylinder four-stroke in-line engine, 554 cm³, 37 kW (50 PS) at 10,000 rpm, weight 206 kg, tank capacity 15 liters, seat height 770 mm, top speed 168 km / h, acceleration 0-100 km / h in 5 , 2 sec, consumption (country road) 4.4 l / 100 km.

Kawasaki ZZ-R 600

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Kawasaki ZZ-R 600.

In the first year of sales in 1990, the ZZ-R was right at the top: the most powerful 600, the first 600 with an aluminum frame. The competition took off in the following year, and from then on the ZZ-R never again made it onto the top podium. Nevertheless, the athlete stayed in the Kawasaki program until 2006 and went through an image change. The ZX-6R did her super sports job for her, and the clientele came to appreciate the true ZZ-R qualities: its suitability for touring and the high level of reliability. 1993 granted Kawasaki the 600 with the change to the Ram Air engine a major facelift, in which the most annoying quirks were driven out. The reserve light, which warned much too early and frantically, gave way to an accurate fuel gauge and a reserve tap, the suspension set-up was more comfortable, and the performance slump moved to higher speed regions, where it was no longer a problem.

Plus: High reliability; very good driving performance; surprisingly comfortable driver and pillion seat for athletes; good wind protection; Throttling / dethrottling relatively cheap; Main stand as standard.

Minus: Stubborn suspension setup; Performance drop by 6000 / min; annoying petrol reserve light (everything before 1993); rust-prone (before 2002) exhaust manifold that touches down early on curbs; Early wearing of the shock absorber in the rear wheel.

Data (model year 1993): Water-cooled four-cylinder four-stroke in-line engine, 599 cm³, 74 kW (100 PS) at 11500 rpm, weight 223 kg, tank capacity 18 liters, seat height 770 mm, top speed 231 km / h, acceleration 0-100 km / h in 3.7 sec, consumption (country road) 6.9 l / 100 km.

MZ ETZ 150

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MZ ETZ 150.

At first glance, almost everything speaks against the small Emme: little displacement, hardly any power, lousy workmanship and poor equipment. There are also two-stroke stink and missing electric starter. Every other used motorcycle looks more attractive at first, and there are well-established 500cc four-stroke twins for the same price. But if you do have the undoubted pleasure of scurrying down the winding country roads with the ETZ 150, you might succumb to the charm of the “zone file” and understand why MZ connoisseurs consider the small ETZ series to be the best two-stroke engine that ever rolled off the production line in Zschopau. For the modest cubic capacity, the engine is astonishingly powerful, and the chassis is manageable but still stable. In general: For ambitious screwdrivers, the ETZ is a festival, because almost every action is rewarded with noticeable improvement.

Plus: Powerful engine; low consumption; handy and comfortable chassis; brute front brake; comfortable sitting position suitable for long distances; screwdriver-friendly structure; well-functioning and cheap spare parts supply.

Minus: Very modest mileage; partly poor workmanship; poor paint quality; hardly any rust protection; vulnerable electrics; Engine overhauls due early (after around 30,000 kilometers).

Data (model year 1984): Air-cooled single-cylinder two-stroke engine, 143 cm³, 9 kW (12 PS) at 6000 rpm, weight 118 to 122 kg, tank capacity 13 liters, seat height 790 mm, top speed 105 km / h, acceleration 0-100 km / h in 11.3 sec,
Consumption (country road) 3.0 l / 100 km.

Suzuki GS 500 E.

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Suzuki GS 500 E..

What is the epitome of the butter-and-bread motorcycle called? Right: Suzuki GS 500 E. Anyone looking for a problem-free everyday motorcycle at a reasonable price (or who needed a driving school machine) bought the GS 500, which was imported between 1989 and 2007, absolutely right. It was hard to get a brand new motorcycle for less money, which has been noticed by around 50,000 buyers in this country over the years. However, it quickly became clear that even Suzuki could not do magic in terms of price-performance ratio: the simplest spring elements, mediocre paint quality and a fairly visible rust problem showed where the red pencil had started. The engine was an old acquaintance: The family tree of the air-cooled twin goes back to the GS 400 from 1977, which is not a disadvantage in terms of reliability and durability. In terms of power output, it is more likely, because the economical two-cylinder needs higher to very high speeds in order to be really fun.

Plus: High-revving and economical engine; high reliability and good stability of the mechanics; maintenance-friendly structure (unscrewable right frame support); favorable throttling / dethrottling; Handy chassis, comfortable driver’s seat.

Minus: Rather little power in the lower and middle speed range; sixth gear, which is far too long; Simplest spring elements; moderate paint quality; Susceptibility to rust (exhaust, screws, welds); unsuitable pillion seat.

Data (model year 1998): Air-cooled two-cylinder four-stroke in-line engine, 487 cm³, 33 kW (45 PS) at 9000 rpm, weight 189 kg, tank capacity 17 liters, seat height 740 mm, top speed 177 km / h, acceleration 0-100 km / h in 5.4 sec, consumption (country road) 4.4 l / 100 km.

Suzuki VX 800

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Suzuki VX 800.

Anyone who shows up at the meeting point with a VX 800 these days can be sure to cause some wow factor, because the Suzuki, which was sold in manageable numbers as a new machine from 1990 to 1997, has practically completely disappeared from the collective used machine memory. The one with the drilled out (and with another crankshaft ver-
see) engine from the chopper VS 750 Intruder equipped VX 800 a thoroughly sensible tourer that is still convincing today. For example with a nerve-saving engine characteristic, because the water-cooled V-Twin pulls through powerfully from 2500 rpm and hardly needs more than 5000 tours in normal driving operation. In addition, it tumbles wonderfully from the exhaust. The Suzuki is not a handling miracle: the long wheelbase and flat fork take some getting used to: the cardan tourer tends to fall into bends.

Plus: Powerful and sophisticated engine; very pleasant exhaust noise; high reliability; comfortable suspension setup; low-reaction and low-maintenance cardan drive; relatively easy for tourers; very good paint quality.

Minus: Unwieldy driving behavior; first course translated too long; Suspension struts and single disc brakes overwhelmed in pillion mode; Exhaust, footrest bracket and frame welds are very susceptible to rust.

Data (model year 1990): Water-cooled two-cylinder four-stroke V-engine, 805 cm³, 45 kW (61 PS) at 6800 rpm, weight 238 kg, tank capacity 19 liters, seat height 710 mm, top speed 183 km / h, acceleration 0-100 km / h in the 5th , 0 sec,
Consumption (country road) 5.7 l / 100 km.

Yamaha XV 535

Yamaha

Yamaha XV 535.

At first the tank wasn’t a tank at all, the air filter housings are mock-ups, the thick exhaust pipes are only used to cover two thin tubes, the cylinder ribbing suggests at least 750 cm³, and there is no trace of the full blow of a fat Vau-Zwo. In short: The XV 535, better known as the Virago, is a real blender. An extremely successful one, because over 50,000 new machine buyers and a top spot in the existing hit parade prove that Yamaha from 1988 to 2005 could not have been so wrong. A low center of gravity, low seat height and extremely good-natured driving behavior made it the first choice in the days of new machines for people with rather short legs who are enthusiastic about chopping, and women too. The used prices have remained stable for many years, but that has changed massively in recent years. The XV 535 is miles away from the currently popular bobber ideal, and so there are now inexpensive treasures from loving retirees.

Plus: Very robust and sufficiently powerful engine; easily predictable driving behavior; relatively light weight; inconspicuous cardan; very low seat height; comfortable driver’s seat; extensive range of accessories.

Minus: Disappointing sound; expensive dethrottling from 27 to 46 hp (camshafts); high fuel consumption with the throttle variants; tab brakes; very uncomfortable pillion seat; rust-prone exhaust collector; vulnerable fuel tap.

Data (model year 1995): Air-cooled two-cylinder four-stroke V-engine, 535 cm³, 34 kW (46 PS) at 7500 rpm, weight 196 kg, tank capacity 13.5 liters, seat height 715 mm, top speed 163 km / h, acceleration 0-100 km / h in 7.1 seconds, consumption (country road) 4.8 l / 100 km.

Yamaha XJ 600 S Diversion

Yamaha

Yamaha XJ 600 S Diversion.

Do you like it sporty, and you can’t go around the corner weird enough? Forget the XJ 600 S Diversion found in the Yamaha range from 1991 to 2003. The half-cased machine is just like its uncovered sister model, which was offered in parallel from 1994 XJ 600 N rather something for cozy connoisseurs who appreciate the cultivated, unspectacular performance of a not so fresh row four. The chassis, which was also at the level of the early 80s, stands in the way of all too sporting ambitions. At a higher speed in an inclined position, lively commuting is the order of the day, and the XJ wants to be persuaded to change direction with a lot of emphasis in fast alternating curves. However, if you are not looking for a racehorse, but an unexcited all-rounder, you can be happy in the long run with the comfortable, short and long XJ, which is equally well-fitting and well-modeled in 1998.

Plus: Harmonious power delivery; relatively stable engine; uncomplicated handling; universally suitable seating position for driver and pillion passenger; very good driving comfort; standard main stand; relatively low maintenance costs.

Minus: High fuel consumption under full load; Chassis weaknesses at brisk pace; slack central spring strut (especially before 1993); Overstrained single disc brake in the front wheel (before 1998); unsatisfactory cold start behavior, long warm-up phase.

Data (model year 2002): Air-cooled four-cylinder four-stroke in-line engine, 599 cm³, 45 kW (61 hp) at 8500 rpm, weight 229 kg, tank capacity 17 liters, seat height 790 mm, top speed 188 km / h, acceleration 0-100 km / h in 4.6 sec,
Consumption (country road) 6.0 l / 100 km.

All used offers: Yamaha XJ 600 S Diversion

Yamaha XT 600 E.

fact

Yamaha XT 600 E..

During the 20-year construction period of the XT 600, the single, with its rough soles, went through a transformation from a light hard enduro to an overweight boulevard poser – at least in the opinion of many enduro purists. While the original model offered from 1984 to 1990 (and slightly facelifted in 1987) still weighed 154 kilograms, the XT 600, which can be found in the Yamaha range from 1990 to 2004, weighed 172 kilograms. The general verdict “Everything was better in the past” applies only to a limited extent in the case of the XT, because the reduced spring travel from 1990 (and still ample at 225/200 millimeters) as well as the lengthening of the wheelbase and caster improved the handling at higher speeds. With Vmax, however, the last XT 600 generation is not completely free of pendulum movement. The E, which can be found in the model name from 1990, stands for electric starter. Despite the purists: a real improvement.

Plus: Robust and off-road technology; cultivated running, stable engine; handy chassis; maintenance-friendly structure (exception: oil check); long spring travel; high payload.

Minus: Tendency to pendulum at higher speed (especially before 1990); rust-prone exhaust; high fuel consumption; Alternator and battery somewhat vulnerable; Side stand switch sensitive to moisture; as a used machine, often in a used condition.

Data (model year 1996): Air-cooled single-cylinder four-stroke engine, 595 cm³, 29 kW (40 PS) at 6000 / min, weight 172 kg, tank capacity 15 liters, seat height 880 mm, top speed 146 km / h, acceleration 0-100 km / h in 5.1 seconds, Consumption (country road) 5.7 l / 100 km.

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Images: Used motorcycles up to 1000 euros

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At some point, almost every mass-produced motorcycle ends up in the lowlands of the 1000 euro class. The decisive factor is in which condition. The spectrum ranges from the damaged parts carrier to the well-groomed first-hand sweetheart. The lower the number of cylinders and the smaller the cubic capacity, the higher the chance of getting a real cream cake – that is, a little-used 125 or 250 soft chopper from a retired person. But this is not about them. You can see full-blown motorcycles that are offered on the market in significant numbers for a maximum of 1000 euros, or better said: are actually sold. And that in a ready-to-drive condition, i.e. with sufficient remaining MOT, halfway tread on the tires and a mechanism with which there is hope of surviving the next motorcycle season.

Honda CBR 600 F.
Fits everyone, is (mechanically) almost indestructible, is equally good as a heater and travel device and does not cost the world to maintain – it could hardly be better. The 85 hp first edition PC19 (1987 to 1988) and the PC23 (1989, in the picture) are perfect economy athletes.

Data: Four-cylinder engine, 598 cm³, 93 hp, 227 km / h, 0-100 km / h in 3.9 seconds, 209 kg, tank capacity 16 liters, consumption 5.3 l / 100 km.

Super athlete

Endurance test final balance Honda CBR 600 F

Sports tourer in the 50,000 km test

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Suzuki RF 600 R
With his exciting slit plastic dress, the touring athlete was cutting edge when it premiered in 1993. The cladding now looks a bit old-fashioned, but in terms of comfort, wind and weather protection and engine performance, it still fits.

Data: Four-cylinder engine, 599 cm³, 98 PS, 228 km / h, 0-100 km / h in 3.6 seconds, 221 kg, tank capacity 17 liters, consumption 6.8 l / 100 km.

Aprilia Pegaso 650
The Italian with the Austrian Rotax heart, presented in 1992, was already a “fun bike” when the term didn’t even exist. The first edition, which was built up to 1996, is annoying with its rather casual workmanship, but the fun on the bends makes up for it all.

Data: Single cylinder engine, 652 cm³, 48 PS, 157 km / h, 0-100 km / h in 6.5 seconds, 191 kg, tank capacity 14 liters, consumption 6.6 l / 100 km.

Honda SLR 650
Only 39 hp? Yes, but there’s a top torque curve, robust sound and a decent start at the traffic light. In the city, the SLR is more agile than any scooter, and the stew, which was sold from 1997 to 1999, is also a lot of fun on winding country roads.

Data: Single cylinder engine, 644 cm³, 39 PS, 147 km / h, 0-100 km / h in 6.4 seconds, 176 kg, tank capacity 13 liters, consumption 5.8 l / 100 km.

Suzuki XF 650
Freewind Does a single cylinder have to be a vibrating predator? It doesn’t have to, the Freewind, which was sold brand new from 1997 to 2002, proves the opposite. Its high-torque motor is the refinement cast in metal. Not quite as plump: the lap spring elements.

Data: Single cylinder engine, 644 cm³, 48 hp, 161 km / h, 0-100 km / h in 4.9 seconds, 188 kg, tank capacity 18 liters, consumption 5.1 l / 100 km.

BMW K100
RS The flying brick for 1000 euros? That exists. Well-hung copies with around 100,000 kilometers on the clock are now in this price range. No problem, the “car engine” of the sports tourer, which was built from 1983 to 1992, is good for 200,000 kilometers.

Data: Four-cylinder engine, 987 cm³, 90 PS, 222 km / h, 0-100 km / h in 4.4 seconds, 259 kg, tank capacity 22 liters, consumption 7.0 l / 100 km.

Kawasaki KLX 650
For only three years (1993 to 1995), the Enduro, with its long suspension travel and a sporty engine, enriched the Kawasaki program. The water-cooled engine vibrates robustly and convinces with spontaneous acceleration and full torque.

Data: Single cylinder engine, 651 cm³, 45 PS, 150 km / h, 0-100 km / h in 6.5 seconds, 171 kg, tank capacity 12 liters, consumption 5.9 l / 100 km.

Yamaha FZ 750
The technology carrier presented in 1985 is on the brink of becoming a cult youngtimer, but is still surprisingly cheap to get – especially as a fully encased second edition from 1987. The modern five-valve engine is stable and good for over 100,000 kilometers.

Data: Four-cylinder engine, 749 cm³, 100 PS, 228 km / h, 0-100 km / h in 4.1 seconds, 236 kg, tank capacity 21 liters, consumption 6.3 l / 100 km.

Current offer of all hobbyist motorcycles of this article

1000PS marketplace app

There are many cheap motorcycles to screw on on the second hand market

Motorcycles up to 1000 euros are available in abundance on the used market, but to be really happy with them, like the models mentioned above, they should have a certain substance. Therefore, here is a price overview of the mentioned screwdriver motorcycles up to 1000 euros: used screwdriver motorcycles up to 1000 euros in Germany.

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