Driving report CR&S Vun


Driving report CR&S Vun

Driving report CR&S Vun

Lots of coal

The small Milanese noble forge CR&S created a dream of a single cylinder sport bike. The frame of the Vun combines finely welded, filigree tubes with precisely milled aluminum blocks, all garnished with plenty of carbon.

The small lettering Vun on the dainty, slim carbon hump, under which an elongated airbox, also made of carbon fiber, is hidden, is intended on the one hand to indicate that the slim single is a real fun device. On the other hand, Vun means something like Uno or single cylinder in the vocabulary of the Milan motorcycle scene.
In view of the proud sum of 13,685 euros that the Milan-based small-series manufacturer C.R.&S for the basic model that Vun wants, the fun stops for many. The excitingly styled in the style of a Benelli TnT naked bike, powered by the comparatively coarse-looking Rotax four-valve engine from the BMW F 650, will remain a dream for most single-cylinder enthusiasts. With optionally available, high-quality chassis components from brakes and cast wheels to fully adjustable spring elements as well as a two-tone-
paintwork and a polished aluminum tank, the price of the Italo racer can soar to 20,000 euros.
The company founder of CR&S (Cafe Racers & Superbikes) is Roberto Crepaldi, not a stranger to Italian bikers and the racing scene. Before Crepaldi the legendary in the early 1990s
V 1000 of New Zealander John Britten used in international races, he earned his lire from the sale
classic motorcycles as well as tuning parts for sports motorcycles. After Britten’s death in 1995 and the abrupt end of the racing team, Crepaldi had the vision of one
Single cylinder motorcycles for the road. The development should take eight years. When Roberto Pattoni (whose father built the 500 Paton, a two-stroke V4 GP machine) joined CR&S as well as another donor, Giovanni Cabassi, and the engineer Giorgio Sarti
the Vun for the first time in 2004 at the Intermot
be shown in Munich.
Now it goes in small series. MOTORRAD had the opportunity to ride the basic version, which seems rather unwilling for the first few meters. For the cold season, the robust Rotax four-valve engine in the tight dress of the beautiful Italian does not seem to be optimally coordinated. Until the operating temperature
is reached, neither a stable idle nor a reasonably clean one wants
Adjust the throttle response. Again and again the single cylinder chokes when the gas is applied, simply does not rev up cleanly from low speeds. Once this stubborn phase is over, the rustic, sonorous thundering single makes a real fire under your butt. No wonder, the engine has measured 57 hp,
With a linear increase in performance and a full performance curve, no effort is required to accelerate the lightweight, which weighs just 165 kilograms with a full tank. However, the throttle response is tough and the power input abrupt.
The Vun is slim and delicate. It seems almost fragile. The stature
a jockey is a prerequisite for the relationship between man and machine to fit. From foot to hip it is
Attitude tailored to racing. The pegs are high and far back
arranged, the knee angle is narrow. The tall tubular handlebar straightens the upper body. It’s not convenient, at least not permanently, you can get a sandwich. But over long distances you can’t stand it on the pretty, but minimalist and hard seat cushions.
The uncomfortable impression is made by the extremely tight chassis design of the not overly handy, but quite agile curve robber
reinforced. The chunky Ceriani fork, which can only be adjusted in the spring base, and the fully adjustable paioli are likely to convey this
Central spring strut that is without a lever-
deflection is supported on a cantilever rocker, a very direct contact with the road. But the Vun hops over every slight bump that the driver can experience
the seals fall out of the teeth. The fun of wagging curves that one expects from such an easy single does only come up on smooth asphalt.
The braking system gives a much better impression. The front Brembo four-piston radial pliers bite the pizza plate-sized brake disc quite hard for a single-disc brake, at the same time finely dosed.
The main points of criticism of the basic version are clearly the standard-
Spring elements. Maybe the many upgrade options, such as the Ceriani Racing telescopic fork and
the Ohlins shock absorber. In addition, the engine set-up could use some fine-tuning because of the poor cold start. Certainly a solvable task, which can be expected given the high price.

Technical specifications

Water-cooled single-cylinder four-stroke engine, transverse crankshaft, two overhead camshafts, driven by a chain, four valves, dry sump lubrication, injection, Ø 52 mm, regulated catalytic converter, double ignition, 400 watt alternator, 12 V / 12 Ah battery, mechanically operated multi-plate clutch , Five-speed gearbox, chain.

Bore x stroke 100 x 83 mm

Displacement 652 cm3

Compression ratio 9.7: 1
Rated output 40 kW (54 PS) at 7000 rpm

Max. Torque 59 Nm at 5000 rpm

landing gear
Tubular tubular steel frame, telescopic fork, Ø 46 mm, adjustable spring base, cantilever swing arm made of tubular steel, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, front disc brake, Ø 320 mm, four-piston fixed calliper, rear disc brake, Ø 220 mm, single-piston Floating saddle.
Wire spoke wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17

mass and weight
Wheelbase 1386 mm, steering head angle 66.5 degrees, spring travel f / r 120/128 mm, seat height * 800 mm, ground clearance * 150 mm, weight with a full tank * 165 kg, tank capacity 12.5 liters.

Two year guarantee

Color: Black

Price (basic version,
excluding additional costs) 13,685 euros

  • Driving report Yamaha XT 660 Z Tenere

    2snap 23 photos Yamaha 1/23 Yamaha 2/23 Yamaha 3/23 Yamaha 4/23 Yamaha 5/23 Yamaha 6/23 Yamaha 7/23 Yamaha 8/23 Yamaha 9/23 Yamaha 10/23 Yamaha 11/23…

  • Driving report KTM 950 Supermoto R

    Peuker Driving report KTM 950 Supermoto R R-life Smoothly running engine, first-class chassis, relaxed seating position ?? The 950 KTM proves that…

  • Driving report Beta Alp 4.0-Motard 4.0

    Jahn Driving report Beta Alp 4.0 / Motard 4.0 Beta locker No traffic jams, no appointments. The new beta sisters are the right tool to just hang out….

  • Driving report KTM 690 Duke and KTM 690 Duke R

    KTM 19th photos KTM 1/19 There is one thing you have to give to the KTM model planners: their instinct for filling niches with precisely fitting models….

  • Driving report Moto Guzzi

    Artist Driving report Moto Guzzi (2009) The new 1200 Sport 4V means where the eagle lives. Eleven kings of the skies have found a home in the latest…

  • Driving report Buell XB9SX CityX

    Driving report Buell XB9SX CityX Drive into the blue Erik Buell obviously has the blues, his motorcycles now come in blue: The XB12 models in “Thrust…

  • Driving report Suzuki Intruder M 800

    Driving report Suzuki Intruder M 800 The new M-Class The cruiser scene plagues young talent. The primeval thick ships are becoming ever larger and more…

  • Ducati SuperSport in the driving report

    Ducati 24 photos Ducati 1/24 The entry into the sporty Ducati world is now again taken over by SuperSport. For the first trial ride, Peter was enough to…

  • Driving report NCR-Ducati Millona

    Bilski Driving report NCR-Ducati Millona Ease and passion The Italian company NCR has been refining Ducatis since 1969. With the Millona, ​​the tuning…

  • Driving report KTM

    Jahn Driving report KTM Creme 21: 690 Enduro The year is 1987. With the LC4, the Austrians are introducing an uncompromising four-stroke competition…

Leave a Reply

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