Comparison test of mid-range bikes

Posted on by admin

Menus

Comparison test of mid-range bikes
Gargolov

Comparison test of mid-range bikes

Underdogs

They show off neither engine capacity nor performance, they do without racing-style outfits and war paint. Cagiva Raptor 650, Ducati Monster 695 and Suzuki SV 650 have remained completely “normal” motorcycles. But woe if you let go!

It is well known that anticipation is the greatest joy. The B 311 is already stretched widely between Geisingen in the west and Sigmaringen in the east. Sweeping, long ge-
Drawn curves alternate with sprinting, short straights and ensure the perfect attunement to the upcoming route, which is full of curves. The pleasantly sonorous rumble of a small group of motorcycles fulfills this
Danube valley, breaks against the rugged limestone walls, only to be swallowed up by the thick green. A sonorous addition that neither dull thundering single-cylinder nor nervously whirring four-cylinder can produce. Only two-cylinder engines can do that, all in a V configuration, of course.
It goes nimbly, the slender asphalt strip presents itself with a good grip, and with
With every bend, expectations rise, and the desire for the endless labyrinth of curves that the Obere Donau Nature Park has in store for them grows.
Ducati Monster 695, Cagiva Raptor 650 and Suzuki SV 650, which tend to be inconspicuous through the landscape, seem to be made for this natural environment-
abandoned terrain. They put their engines on display unceremoniously, don’t hide their technology behind aerodynamically shaped panels, defiantly stretch their simple round headlights into the wind. who
want to go really fast, you have to make yourself small, but not here. The curves are too angular, the straights too short, the routes simply unsuitable for heating-
guide. There are other characteristics
in demand: low weight, handiness, uncomplicated handling, safe controllability and motors whose potential can actually be used.
In order not to lose touch with the competition, Ducati has its smallest Monster in terms of displacement-
nursed. The 620 seemed too powerless.
in the past, to face those opponents again. The 620 still remains in the program. More stroke and larger bore blow the air-cooled two-valve engine, the
descends in its foundations from the Pantah 500, from the last 618 to 696 cm3. It should now deliver a full 72 instead of the previous 63 hp, weigh 61 Nm instead of 56 Nm on the crankshaft and have a fuller power curve and a more favorable torque curve. Of course, with a regulated catalytic converter, it meets the strict Euro 3 emissions standard.
The rest of the 695 monsters present themselves as usual. The beautiful tubular space frame accommodates the visually appealing V-twin cylinder, one not
adjustable upside-down fork guides the 17-inch front wheel, and at the rear a central spring strut with adjustable rebound and spring base absorbs impacts and uneven ground. Two disc brakes in the front wheel keep the 189 kilogram Monster 695 under control. It is the lightest in the test field. But the Ducati really doesn’t look monster-like. Your
finely curved shapes are balm for the eyes. Classic, analog round instruments fit seamlessly into the
homogeneous overall picture.
Quite different C.agiva Raptor 650, it doesn’t believe in smooth surfaces and round shapes, but relies on edges and beading, shows futuristic features here and there. The flat, tapered one
Instrument panel makes an evil eye. Like the monsters, the 198 kilogram Raptor has an upside-down fork and a tubular space frame. The engine, bought from Suzuki, is basically the same as in the SV 650, only the Raptor does without the U-Kat and keeps the exhaust gases within Euro 2 limits only with the secondary air system. To do this, it provides each cylinder with its own exhaust, aiming to generate 75 hp.
Suzuki’s SV 650 has had
When it was released in 1999, it was one of the best motorcycle engines in its category and still has a nominal 72 hp. No other engine in this class
previously had such a voluminous torque curve, shaking its power so effortlessly and easily from the sleeve. But the SV 650 still has that
Changeover to Euro 3. A new engine should come in 2007. In addition to the secondary air system, it has a U-Kat to comply with the Euro 2 standard and releases the exhaust gases to the outside via a furnace pipe-sized rear silencer.
On the chassis side, the machine, which weighs 194 kilograms, relies on an expensive, black-painted aluminum bridge frame and a bolted-on rear frame, a double disc brake and a telescopic fork with an adjustable spring base. The rear section rises steeply, two individual seats for driver and pillion underline the straight lines of the SV 650.
But now it’s time to first turn the indicators and turn. Five kilometers of lindworm-like winding lie ahead of us, five kilometers of rapid cornering. Accelerate, brake, turn in, bend, accelerate gently, straighten up again. Dozens of times in a row. Hard work if you don’t have the right device. For the three, on the other hand, it’s child’s play. Sitting low, the driver stretches over the tank of the Ducati in an active position, shifting his weight far forward. The wide, slightly cranked handlebar is something
takes getting used to, spreads the driver’s arms away from the body. This is a bit uncomfortable in the long run, but it also has positive sides. With the handlebars you have a firm grip on the monsters and are well under control. Steering impulses and changing lean angles are almost playful. Sometimes a little too easy, because the monster looks wobbly and nervous in tight bends.
The tight, honest suspension-
adjustment, soft, wide radii are better, provided constant traction on the rear wheel. Then the Duc spoils you too
a clean line, as long as there are no rough faults in the asphalt. The monster reacts to this with its somewhat stucky fork with nervous jerks, which, however, in no way lead to handlebar slaps. In addition, in undulating, brisk left turns, the side stand sets limits to the freedom of lean angle unnecessarily early.
With the Cagiva, on the other hand, nothing comes out. The Pirelli Diablo, on which the monsters also roll, seduce you to drive fast. No problem for the Raptor. Because everything fits like a glove with her: seat height, knee angle, slightly sporty forward leaning posture, handlebar offset. You feel right at home here. The sporty, tightly tuned chassis provides a very direct driving experience. Whether a perfectly level route or a ragged rug with holes, it follows with stoic calm
Raptor on course once it has been taken, precisely and precisely. It can be cornered without noticeable effort
turn in, switch nimbly from one inclined position to the other, stable and safe.
The Suzuki behaves significantly differently. Her chassis is more concerned with comfort, the SV 650 wants hers
Carry upright seated passengers comfortably through the landscape. As a couple
not only does it offer the greatest amount of space, but its central spring strut also copes best with a heavy load. However, the telescopic fork is clearly too soft, and so the
Suzuki follow their opponents at a brisk pace only with a moving chassis.
In stark contrast to the Ducati, the handlebars of the Suzuki are extremely narrow. One of the reasons why the SV 650 is by no means so easy
Combinations of curves can be juggled and requires more effort when turning. Nevertheless, in terms of handiness, it is on par with the Raptor. And although the fork looks so soft-
is tuned and hovers sensitively over bumpy stretches, it has enough reserves for hard braking maneuvers and does not go to the block.
Bad brakes are in this one
Fortunately, class has not been an issue for a long time. Use SV and Monster-
the double-piston floating calipers to properly grasp the front disc brakes. The Suzuki stoppers look a bit more blunt than their counterparts
in the Ducati. Only with the Raptor
four-piston fixed calipers are in use. They ensure more transparency and better delay with little manual force.
Finger exercises, on the other hand, are the topic of the Ducati. She is the only one who owns one
hydraulically operated clutch,
which are still not easy to use
is. A lack of controllability requires a great deal of tact, and starting off too energetically is a must
characteristic plucking. In general, the engine picks up the chain quite well below 3000 rpm. From the
middle speed range it shows itself then from its gentle, pleasant
Page. The two-valve valve hangs perfectly on the gas and enables carefree opening from the apex of the curve. The Suzuki engine masters this situation neither in the SV nor in the Raptor
Satisfaction. The two react quite abruptly to an abrupt acceleration beyond 6000 revs and tend to have a noticeable load change shock at much lower revs.
Nevertheless, the Ducati twin can hardly follow its two competitors after exiting a curve, because it simply lacks power. The reason for this is not only the lower peak performance (66 HP on the clutch is certified by the Monster test bench measurements, with the SV it is 76 and the Raptor even has 78 HP), but also the long overall life-
settlement. The Ducati lets them out
Depths of the rev range, where the other two are already pulling briskly on the chain, appear sluggish. How long the Ducati is translated makes the subject of top speed clear. It already reaches the specified 185 km / h in fifth gear, but at a time when Cagiva and Suzuki have long since run out
has lost sight.
Raptor and SV are much more lively and dynamic. They accelerate quickly from every corner, quickly revving up. In the middle speed range, the Raptor is even a bit more powerful than the SV 650. The well-graded, easily and precisely shiftable six-speed gearbox is helpful for both, while the Ducati gearbox proves to be a bit bulky due to its longer shift travel. In addition, rapid gear changes are often punished with intermediate idling.
Nevertheless, there is something good about the long overall translation of the monsters. Strolling with a low speed level
saves a lot of fuel. At moderate country road speeds, the injection system just injects the two cylinders
4.7 liters of premium gasoline per hundred kilometers. And the SV 650 is also included
exactly five liters of normal on a respectable one
Level, which in connection with a 17 liter sheet steel tank gives it the greatest range of 340 kilometers. Only the Raptor differs a little from the economy with 5.4 liters.
The fact that it just emerged as the winner ahead of the Suzuki in this group test may be surprising, but it is ultimately the result of consistent fine-tuning and the choice of the right components. The Cagiva Raptor shines through a-
superbly tuned chassis and with the best engine in this class, that of the SV. Would their payload be straight
times 172 kilograms not so modest if the SV 650 would have distanced them more clearly. But even so: Suzuki’s price reduction for the SV 650 at the end of last year could no longer bring about the decisive change.

Buy complete article

Comparison test of mid-range bikes

Comparison test of mid-range bikes
Underdogs

Scoring: everyday life

Everything in balance with the SV 650. In terms of range, the
Maneuverability and payload collects more points than her colleagues. The Raptor, on the other hand, weighs 172 kilograms-
Load quickly overloaded in two-person operation. The main problem with the Ducati is the large turning circle and maneuvering
an annoying matter gets out of hand.

Scoring: Security

ABS is not yet a matter of course in this price range. Such a safety-relevant system is not available for any of the three motorcycles, even for an extra charge. Otherwise
The following applies: Neither Raptor and SV nor Monster give cause for complaint when it comes to braking performance. Although the SV is a little lacking in metering and the Ducati requires strong finger muscles. In addition, the monsters also demand caution when it comes to tilting. Instead of the footrest, the side stand’s arm touches down harshly. The Raptor, on the other hand, is the first to annoy
Line the tapering rear-view mirrors: you can’t see anything in them.

Scoring: chassis

With a successful suspension setup
the Raptor catapults itself into the hearts of the testers. Precisely steerable, neutral in driving behavior and course stable in all situations,
it is also a pleasure for ambitious pilots if they are traveling solo. At the SV, when driving faster-
wise the soft fork is noticeable. Not optimal with the Monster:
Their handiness sometimes turns into wobbly driving behavior.

Scoring: engine

The new Monster scores neither in acceleration nor in pulling through, because it doesn’t get its displacement increase in
can implement a torque increase. Its air-cooled engine runs noticeably rougher below 3000 rpm than the V-two-cylinder
Competitors. In addition, the easy-to-use clutch is more difficult to dose. In contrast, the water-cooled Suzuki engine, which is also used in the Raptor, is exemplary
Thing. Easy to turn and agile, it dominates in driving dynamics and power delivery. In the Raptor, it works a tad better in the middle speed range.

Scoring: comfort

Uncovered motorcycles usually do not offer any wind protection. Still, it is always astonishing that an instrument cover, no matter how small, like it
on the SV and the Raptor are installed, provides noticeable relief from the wind. The handlebars of the SV are narrow, those of the monsters too wide. Everything on the Raptor fits like a glove.

Scoring: costs / environment

Ducati’s Monster does well when it comes to the environment
in scene. It is the only one in the trio that meets the Euro 3 standard.
And thanks to long inspection intervals of 12,000 kilometers and
Lowest consumption of only 4.7 liters on the country road saves
they cost. She moves on with an additional mobility guarantee
Sympathies on their side. But the fact is also: the monster costs
1000 euros more than the Raptor, for example. The SV 650 is again significantly cheaper, with a purchase price of around 6000 euros, which is an almost un-
offers a good price-performance ratio.

Leave a Reply

Your email address will not be published. Required fields are marked *