Comparison test single cylinder

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Comparison test single cylinder

Fish is looking for a bike

From now on, single parties are even more interesting because the Sachs Roadster stirs up the scene. One more reason to take a look around. Can the beautiful from Nuremberg dig the established stews BMW F 650 ST, MZ Skorpion Tour and Suzuki Freewind?

The French in themselves: a patriot, but also a charmer? and above all a lover of beautiful things. The new Sachs Roadster itself: a German motorcycle, albeit with a Suzuki engine? and extremely charming lines. The meeting in the morning for a cafe au lait in the harbor of a small town in the south of France almost inevitably turns into a visual tete-a-tete in the reflection of emotions. The gaze wanders appreciatively from the bold rear to the sweeping handlebars ?? only to get irritated by the manufacturer’s information. Sachs. It has nothing to do with France. Sachs. It’s tough, dry. But what the heck. The Grande Nation lacks motorcycle manufacturers. That is why patriotism loses to two-wheeled ethics. What’s Sachs in Fraaanzosiiiisch?
The ice is broken. As is often the case when the new roadster is introduced. Because this multinational bike with a Japanese engine, Italian add-on parts and German production is mainly characterized by one thing: independent design. Especially in the rear area, where a mighty 160 arches over a filigree 17-inch spoked wheel and both are covered by an airy rear frame. There is something. The three other singles can’t do much to counter that. Apart from one certainty: in a long-term partnership, values ​​also count that are not communicated at first glance, but only in everyday life. Are you waiting for your chance? in the beautiful country road area right on the doorstep.
And when you first make contact, they reveal that there are differences in seating compared to the newcomer. While the roadster is about the way you sit on it ??? Arms spread wide, feet far forward, but not uncomfortable ?? leaves no doubts, and the inclined driver is at best surprised that she doesn’t drive off by herself and also sets the destination, the others leave more leeway. At best the MZ? this is how you sit in a classic way? makes similarly strict specifications, whereby the small distance between the bench and footrests demands Yoag qualities from the legs. BMW and Suzuki offer a lot more space for relaxation because their genetic makeup is dominated by enduro genes. Even if the term “Funduro” was always mentioned in this context, and the BMW in the ST version even rolls through the country with thoroughbred road tires today, the following applies: How you slouch, so you sit. With one difference: the BMW takes in the driver more from the start. Here you sit in a motorcycle, there on the Freewind. But both offer a high level of comfort.
The same applies to the chassis tuning, although Hamatsu and Munich have quite different philosophies. The BMW is more direct ?? In other words, tighter ??, bounces harder, dampens more. She communicates what is going on below her without undue harshness and maintains a calm form of conversation. The Suzuki, on the other hand, always tries to keep all road construction influences away from the driver. Not every bump is commented, every stone is communicated. This leaves space for the diverse impressions apart from this two-way relationship.
The engine characteristics fit perfectly with this reserved style. Sure, single stays single, and the Freewind also stands by the fact that a piston in the size of a can determines its heartbeat. The style, however, in which the stew revs up well above the rated speed with little vibration and without any dips and often lets the rider in a hurry look for an additional gear, is more reminiscent of a champagne reception than a beer tent. Here, power is offered in well-ordered doses and with patience. The fact that the Suzuki with 46 HP on the test bench loses three HP on the Sachs and the BMW or even five HP on the MZ, because the latter rose to a previously unknown level of willingness to perform this time, is far less important in daily use than the cultivated form of administration.
In comparison, the Rotax single-cylinder in the Bavarian is real from the village. He answers smaltalk below 3000 rpm with helpless stammering, and even at this mark he affords himself a brilliant break in torque. But it would be premature to give up straight away, because a closer acquaintance is definitely worthwhile. After these initial difficulties, the four-valve engine from Austria swings to an impressive liveliness, entertains with unbridled joy in performance and a perfect condition. But only those who are able to keep this fire alive through precise switching operations. Carelessness in dealing with the long shifting distances of the five-speed gearbox is punished by BMW immediately by disregarding the change request, the load stalls as quickly in idle as the conversation after a bad joke.
Such mishaps do not threaten on the Sachs. No wonder, because despite all the obvious differences in appearance, the German and the Japanese are on the drive side ?? except for the secondary air system retrofitted at Sachs ?? identical twins. The Sachs has the same exact transmission as the Suzuki, and the same smooth running. And still presents itself a bit more angular because the Freewind motor communicates its activities much more noticeably. So it is fitting that the Sachs engineers also gave the engine a silencer that, compared to the others, only trumpeted its joie de vivre. Accordingly, the Roadster 650 activates three measured horsepower more than the Freewind.
The Roadster preserves this liveliness even after you first get to know it. No question about it, she is the most active partner in the test field and makes every second of being together an experience without requiring any special effort from the driver. The most tightly tuned suspension in this field is responsible for this, combined with a seating position that interprets the roadster concept in a straight line. This is how Peter O’Toole must have felt in the opening sequence of "Laurence von Arabien" when he drove out to catch the wind. How the story ended is known ?? and fortunately the Sachs were decades away from such adversity. Their chassis stays up to the top speed of 166 km / h ?? here, despite all the differences, there is almost total agreement in the field ?? Stable, the spring elements offer enough reserves even when the car is moving at a brisk pace, even if one or the other would like a more dampened front section and the fork twists a little during hard braking maneuvers due to the solo disc.
Small weaknesses, indeed, but which shouldn’t tarnish a lasting relationship. Especially since the competitors are also aware of twisting tendencies, which are also not flawless in other points. In the case of the BMW, it is the front brake that sets completely undynamic limits with its poor effect on the driving dynamics, in the case of the Freewind it is the underdamped fork that really exaggerates the comfort a bit. Because if the best stoppers in the field bite into an uneven surface, they cannot keep the front wheel on the asphalt. It starts to stamp. And the MZ makes the mono-spring strut underdamped in the rebound stage to create, which messes up the clean line in fast through corners.
In general, the MZ: Just because it has been hanging out at single parties for a long time, it is by no means instantaneous. Because although you have to attest to the technically complex five-valve engine a certain shirt-sleevedness, does it perform? see above ?? Fed up. All attention! Nevertheless, his manners are far from the suppleness of the Suzuki engine in particular. Subjectively, it turns up more slowly and looks a lot less lively, especially in the last third of the speed scale ?? In order to remind those who wanted to know anyway and who expected the stew this ordeal with the sudden use of the limiter of neglected switching maneuvers.
A look at the power and torque curve shows that this torment is actually not necessary. Here is this MZ engine? as I said, there were weaker ones? almost always in front, is only surpassed in performance by the BMW drive between 4500 rpm and 6000 rpm. The reason why this dominance is not reflected in superior driving performance? Even in top speed, the petite MZ lags behind the competition by two km / h ??, is to be found in the not entirely successful gear ratio and the overall too long secondary ratio, which is also responsible for the poor pulling power with two people.
So it is important to change gears a little more often, even if the gear changes are sometimes noisy. This fits in with the overall rather sporty character of the Scorpio. The seating position in this field is considered to be gathered. It is interesting that the footrests of the MZ, which are mounted high up and far to the rear, in no way give more ground clearance than the notches of the Sachs, which are positioned significantly further forward ?? and neither can come close to the lean angle of the BMW and certainly not the Freewind. But the reserves are definitely sufficient for the forced togetherness on the country road. Just like the performance of the braking system, which, however, requires a more substantial grip than the stoppers of the Sachs or even the Suzuki for a decent deceleration. However, the MZ brake has a handicap for small hands: its non-adjustable lever is far too far from the handle.
Small flaws everything, admittedly. Which make the exciting rendezvous on the country road hardly any less exciting and enjoyable, because all four present themselves with a commitment that some high-powered athletes or overweight tourers completely miss. You don’t overwhelm, don’t make any demands? and yet offer enough to never let the pilot get bored. Ideal conditions for a lasting partnership. All the more so because the brisk singles also save this reliability in everyday life. You always start reliably at the push of a button? also the Sachs, which sometimes refused to work in the individual test ?? and handle fuel frugally. They run steadily straight up to top speed, with BMW and Suzuki even delivering wind protection suitable for long distances, which is out of the question with the MZ and especially the Sachs. The latter offer a comfortable pillion seat without any jealousy, the Sachs even have legroom in the back. In this operating mode, however, the damping weaknesses of the MZ shock absorber become abundantly clear, while the rear spring of the Suzuki is simply too soft. But that will rarely be noticed, because the space available on the bench already leaves? just like on the BMW ?? Refrain from any potential passengers. Enduro genes.
D.oh that is ?? strict ?? Another topic anyway. Because many fish are looking for a bike at a real singles party, but they never look for one together. Gold?

3rd place: BMW – F 650 ST

3rd place It’s not quite enough for the ST to become a super single. On the plus side, she has the most complete equipment, great seating comfort, a good chassis and practical detailed solutions. In the target it stands with the braking system, the rough engine below, the payload and the price. But the successor will come soon. She can certainly do everything better.

4th place: MZ – Skorpion Tour 660

4th place The MZ is no go along brand new, and the return to the old name is far from creating a new motorcycle. The engine is not lacking in power, but in culture, the secondary transmission of teeth on the chainring. But the MZ has the lowest price and an unregulated Kat. And it has what purists call restriction to the essentials.

1st place: Saschs – Roadster 650

Place that was a hairpin. Only a few points separate the Sachs from the Suzuki. Hardly worth mentioning. But the new roadster is. Because it consistently maintains its line without compromising the engine and chassis. Just a shame that Sachs ?? not quite on the market yet – the introductory price has already increased by around 1,000 marks. Of course, that doesn’t change the quality of the roadster.

2nd place: Suzuki – XF 650 Freewind

2nd placeNew face, old shine: the slight facelift of the 2000 nose has not diluted the quality of the Freewind. Great engine, high suitability for everyday use, uncomplicated handling. The bike to the tourist. Okay, she exaggerates a little with comfort, here less would indeed be more. And the pillion passenger would like a longer seat. That was it already.

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