Driving report Peugeot Satelis models

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Driving report Peugeot Satelis models

Spoiled for choice

When a scooter comes from France and PEugeot means, things can get out of hand: super-wide, aspherical rear-view mirrors with no blind spots, a glistening bright H7 main headlight, two glove compartments, a huge double helmet compartment with electric remote unlocking, twelve-volt socket, electronic immobilizer. On request, the top 250 model from the French two-wheeler manufacturer is even available as an executive version with an anti-lock braking system and brake booster (ABS / PBS).

Also known from the automotive sector: an extensive range of engines. The Satelis basic model with in-house 125 cc single-cylinder was launched in the spring, which sawed brightly
15 hp at 9570 rpm and a top speed of 108 km / h, the French are now sending a 250 cc variant with a Piaggio engine into battle, which increases to 21 hp at 8500 rpm, with 128 km / h h Top barely missed the recommended motorway speed and everything else can do better than the smaller version: the engine runs more quietly and cultivated, the exhaust noise remains sonorous and subtle even at full throttle, the power reserves correspond to what one would expect from such a big scooter. As if that weren’t enough, a 500cc version is already in the starting blocks, the performance of which is supposed to come close to that of the largest and fastest scooters on the market. The old adage that displacement can only be replaced by more displacement is still only partially true, at least with the Satelis series. Because as early as June, the French pushed the 125cc Compressor models with 15 and 20 hp in between. And the charged engines offer an extra pinch of active driving pleasure. Although nominally a bit weaker than the 250, the Compressor 20 Premium subjectively has more punch, turns up more freely and energetically. The smoothness is not inferior to that of the 250cc engine. The 125 Premium converts even the most impetuous turns of the throttle into propulsion.

However, the additional space required for the charger and its auxiliary-
large aggregates. The compressor needs a charge air cooler in order to achieve the envisaged performance values ​​and at the same time to avoid death by heat. There was only enough space under the bench seat, which is why the helmet compartment of the compressor variant can only accommodate head protection.

The difference that the compressor technology makes is also shown by the 125 cm3 versions for holders of the 1b or A1 driving license classes. Despite nominally the same output of 15 hp, there are worlds between the naturally aspirated engine and the compressor model offered. While the standard version accelerates comparatively hard, the discreetly hissing supercharged engine pushes so vehemently that one would like to assume twice the displacement.
A look at the torque curve makes the feeling clear: while the naturally aspirated engine only produces 11.8 Nm at 7750 rpm, the supercharged engine already produces 17 Nm at 6000 rpm. In order to apply the 15 HP reins required by law, excess boost pressure escapes at higher engine speeds via a bypass valve. But be careful: If you try to achieve full performance by manipulating this valve, you will almost certainly get engine damage. The cooling system of the 20 HP version has been adapted to the extra power with ingenious modifications. fk

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