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Driving report Italjet Grifon 650
Within reach
Although the Grifon 650 looks like a scrambler and flirts with a dash of off-road suitability, its territory is the street. Their main competitors are therefore mid-range all-rounders like the Kawasaki ER-6.
Italjet’s attempt to gain a foothold on the market with the Grifon 900, which was shown at the Milan trade fair in 1999 and powered by a Triumph three-cylinder, was promising. Especially since the collaboration between the Italians and Hinckley began in the 60s Grifon 650. Unfortunately, with the brand’s financial decline in 2003, it remained a try.
But now it looks like a Grifon is about to roll off the belt? albeit with less displacement and a new engine partner. At least when it comes to Massimo Tartarini, the 42-year-old son of Italjet founder Leopoldo Tartarini, who now holds the naming rights.
Instead of the 900 Triumph Triple, the current version is powered by a Hyosung V2 with 650 cubic centimeters. Tartarini sees the class of undisguised, light mid-size motorcycles as the most interesting market segment in Europe. “And in 2004 we were looking for the right partner for such a motorcycle. At this point, Hyosung began shipping the 650 Naked. The South Koreans seemed to us the ideal partner for an inexpensive mid-range bike, ”says Tartarini.
That was three years ago, so a lot of time has passed since then. But what also has a positive aspect: In the meantime, Hyosung has adapted an injection for the V2 that allows compliance with the Euro 3 limit values. The prototype that was ready for the drive was still equipped with two 39 Mikuni carburettors. This means that the 11.6-to-one compression unit develops 79 hp at 9000 rpm, seven more than the injection-equipped Kawasaki ER-6 that the Grifon is targeting. Their price should settle at a maximum of 6800 euros and thus be within striking distance of the Kawasaki. The original plan was to assemble the Grifon at Hyosung. But it has proven more economical to complete stripped 650 naked in Italy.
An afternoon with the prototype reveals the Grifon as a successful mixture of the Far Eastern base and Italian ingredients. The seating position is relaxed, the seat is pleasantly upholstered, and the wide handlebars are extremely easy to reach. Together with the original notches, this results in a far less upright, significantly less cramped posture than on the Hyosung Naked.
The Koreans contribute the tubular steel chassis, engine, instruments and suspension elements. The whole thing is dressed in Italian chic at Italjet, with a ten-liter tank replacing the original 17-liter fuel barrel.
The fully adjustable Daesung upside-down fork with 41 millimeter sliding tubes is supported by a very stiff shock absorber from the same company, which still offers acceptable comfort. Wire-spoke wheels with aluminum rims with the usual 3.50 (front) and 5.50 inches (rear) replace the much too heavy Hyosung wheels. The front brakes were also upgraded. The double-piston floating calipers with their moderate braking power had to give way to four-piston Brembo calipers that bite into 320 millimeter brake discs in the trendy wave design. In addition, the 4.5 millimeter wide, lighter brake discs of the Grifon give the Grifon a bit of a boost in terms of handling in view of its conservative chassis geometry with a long wheelbase of 1435 millimeters and a 65 degree steering head angle.
The key to driving fun is mainly in the pleasant engine. A good buddy with whom you can go through thick and thin. Low vibration, with a wide usable speed range that extends from 2000 rpm to the limit of 11000 rpm, and almost free of load change reactions. Furthermore, the two-cylinder impresses with its even power delivery and is seasoned with an astonishingly homogeneous torque curve, which gives it a surprising degree of elasticity. Of course, the V2 feels most comfortable between 5000 and 8500 revolutions.
The light-footed appearance is supported by a smooth clutch and a precise, well-stepped six-speed gearbox that does not need to shy away from comparison with Nippon gearboxes.
The Grifon is a great entry-level bike that should definitely find its place on the market in 2008. Provided the price is right. In November at the Milan trade fair we will find out whether this will happen.
Technical data Italjet Grifon 650
Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, constant pressure carburetor, Ø 39 mm, uncontrolled catalytic converter with secondary air system, alternator 280 W, battery 12 V / 10 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, chain.
Bore x stroke 81.5 x 62.0 mm
Cubic capacity647 cm3
Compression ratio 11.4: 1
Rated output 56.0 kW (79 hp) at 9000 rpm
Max. Torque 69 Nm at 7200 rpm
Chassis: Bridge frame made of steel, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, Rear disc brake, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tire 120/60 ZR 17; 180/60 ZR 17
Dimensions and weights: wheelbase 1435 mm, steering head angle 65.0 degrees, caster 85 mm, spring travel f / h 120/110 mm, seat height 780 mm, tank capacity 10.0 liters.
The lineage
The collaboration between the Italjet brand, founded in 1959, and Triumph dates back to the 1960s. In 1967 company founder Leopoldo Tartarini brought the beautifully drawn handle onto the market. Her heart: a bumper-controlled parallel twin with 650 cm3, which also served in the Triumph Bonneville. In 1999 the connection with the British was revived in the form of the Grifon 900. This time with a three-cylinder engine. However, it never got to series production.
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