News – Evolutions without revolution – V7 Cafe Classic: back to the past

Posted on by admin

Comparison test two-cylinder all-rounder

Two-cylinder all-rounder in the test

No room for uniformity, but all the more for character, for fine design, individualism and affordable driving fun. Middle-class twins are on the rise.

Well, it’s a bit hectic. This two-year rhythm, in which a new model is repeatedly pushed to the start with the super athletes. In contrast, life in the middle class, especially with the Twins, is like a long, calm river. Suzuki has been loyal to the likeable SV 650 for five years, but the Kawasaki ER-6n, which was introduced in 2006, has now overtaken it as a flagship twin. And Honda and Yamaha haven’t come up with anything on this topic for a long time. But for a short time now there has been movement in the booth and the European manufacturers are shaking things up a bit. Especially those from Bella Italia.

Aprilia has already presented the Shiver and has increased the displacement limit for mid-range twins with 750 cm3. Ducati, the seal keeper of the two-cylinder builders, has started the renovation work on the Monster series. And this is precisely on the entry-level model, the 696, which promptly presented itself in good shape in the top test (issue 13/2008). With the ER-6, Kawasaki has helped the series twin to a new bloom, and is sending out for bargain hunters Hyosung the GT 650i into the race, since this year Euro 3 fit thanks to injection. And four horsepower more, says Hyosung. Of the promised 82 hp, only 73 remain on the test bench, but what is far more important is what the four can do in the thicket of bends away from the expressway. The Aprilia burns like a stick. Your seating position fits almost perfectly, the wide handlebars are ideally at hand, and the arrangement of the seating position and rests is pleasing. Only the hard bench with its pronounced edges requires the seat meat to be a taker.

Comparison test two-cylinder all-rounder

Two-cylinder all-rounder in the test

Artist

The steering and seating feel, the sound – the second edition is and will remain a monster.

Boredom is guaranteed on the Shiver. Its displacement increase alone makes it a top performer in the group. In addition, it offers the choice between three injection mappings, one with reduced power for rain, a touring program with full power but gentle response. And then there is the sport mode: full power, direct, unfiltered response. And that’s what we’re talking about now. Snappy, almost digital, it releases power with the slightest twitch of the throttle grip and snaps forward with full force.

It is the only one that is equipped with a real ride-by-wire system. It is not the handle that opens the throttle valve via the accelerator cable, but a servomotor that uses the movement of the accelerator handle as a basis for action. He goes to work quite briskly and seems to open the throttle valve wide with a tiny twist. The Shiver pushes forward accordingly. On the one hand this is quite entertaining, on the other hand you need a sure instinct in tight turns, as the throttle is very easy and you quickly turn the whisk more than you actually wanted. In any case, this design underlines the power of the Aprilia-V2 and makes it even more powerful, lively, spontaneous, but also hard on the gas due to the load change reactions. The V2 not only has a full start in the program, it also leaves nothing to be desired. And shines with good running culture and a bassy sound.

Chassis and drive

Artist

The Hyosung GT 580i Naked makes a grown-up impression, but still drives one or the other teething problem.

It’s also great what the chassis has to offer. Excellent handling, for example. The Shiver can be steered playfully on the wide handlebars through the tangle of curves, turns in with ease and only needs a little more emphasis for larger lean angles. And lean angle seekers will hardly find anything to complain about on the Shiver with its Dunlop qualifier tires. Except maybe a slight wobble on bumps, especially when things get really weird. What might have been caused by the fat 180 mm rear tire that spans a six-inch rim. And the feedback from the front wheel could be a little clearer. The spring elements cover the everyday spectrum well, with the taut spring strut processing asphalt grains quite accentuated. The fork, on the other hand, is softer, which is not a disadvantage, as long as the biting four-piston pliers are not carelessly activated when cornering. Then the fork springs in and out again quickly and deeply, which ensures movement in the chassis.

The Ducati driver does not know these worries. The fact that Ducati first took on the youngest when redesigning the Monster, which looks like half a portion next to the towering Shiver, shows how seriously the middle class is now being taken. The Ducati engineers have cleared up a number of weaknesses of the old monsters. Undercarriage too soft? The 696 is appealingly tight. In the rebound stage of the non-adjustable fork maybe a bit too tight, which leads to a loss of comfort, especially when sloping on shafts? A front tire with a 70s cross-section would perhaps be the better solution in terms of self-damping compared to the 60s used. Otherwise it fits. The handling ?? great. Fully on by with the Shiver. The Duc may not be as light as a feather from the central position, but the effort required for larger inclines is minimal. For some, that might seem close to ?? nervous ?? his, the Shiver seems a little more mellow. It’s always playful how the mini monsters zap through the curves, precise and neutral on top of that. The balance is right. Especially since the pilot is now sitting much closer to the still Monster-typical wide, barely cranked handlebars, but also with very close contact with the tank. Drivers without a guard will be happy about the unchanged low seat height. Long-legged, on the other hand, the knee angle could be too tight in the long run.

The revised engine has clearly gained in performance and somewhat in terms of sound and smooth running. Hangs fine on the gas, pushes forward cheekily from low positions and lets it crack really well even at high speeds. In addition, it skilfully overwrites the torque hitch at 4000 rpm with a significantly shorter gear ratio, which gives it additional liveliness. A special treat: the slipping clutch, which also requires very little manual force, which is completely atypical, but takes a lot of getting used to, but only engages at the very last millimeter of lever travel. Almost inconspicuous? in stark contrast to the striking external appearance ?? the Kawasaki ER-6n is a loyal subject to its master. The only in-line engine in the field starts at the push of a button, is acoustically very restrained, but thanks to the balancer shaft, it flatters itself all the more with fine running smoothness.

Running culture and performance

Artist

On the Road: all-rounders in their element.

The ER-6n leaves spectacular appearance to others, but rather purrs off idle and works its way up with vigor from the lower speed range. The Kawasaki counters the lowest peak performance with full torque at the level of the much more powerful Aprilia. Even city traffic in sixth gear is feasible, but it is not afraid of high engine speeds. And tops it all off with low consumption. The chassis of the Kawasaki also gives a good feeling. Not quite as handy as Aprilia and Ducati, but foolproof there are no puzzles. Steers cleanly and moves reliably on its way. The fact that the suspension set-up is more on the comfortable than on the sporty, taut side, ensures a little movement in the chassis at a brave pace. But the bottom line is that it goes perfectly with the calm, friendly character of the Japanese twin. Just like the wonderfully tight turning circle or the relaxed seating position, which actually only the narrow, heavily cranked handlebars may not really fit.

Simply a non-capricious, reliable friend for the path through thick and thin, who is also the only one to score with a standard ABS. That intervenes late, but surely? but does not protect against a handstand. The Hyosung GT 650i cannot serve with an ABS, but with the lowest cost price. Around 1500 euros separate it from the second cheapest, the Kawasaki. In terms of performance, the Korean is practically on a par with the ER-6n. And their visual appearance is also extremely self-confident. But can it also stand up to the competition? Not in terms of starting behavior. The 90-degree V2 starts work at the push of a button and does not require a cold start aid à la Ducati. The jerky run in the partial load range during the warm-up phase is especially in the city but not exactly state of the art. Warmed up, the twin plowed bravely through the rev range, but without developing the punch of the competitors in the lower range. The four-valve engine only develops temperament, which is then accompanied by fine vibrations, above 5000 rpm. Whereby revving and willingness are rather average.

Final sprint

Artist

After an exciting day of testing, you can relax in comfort in the countryside.

For brisk progress and to stay on the heels of the rest of the gang, it is still necessary to keep the speed in the upper half. After all, the Hyosung is economical with fuel, which in conjunction with the lush tank volume of 17 liters enables the greatest range. And the clutch, which is now smooth-running but also somewhat imprecise compared to the previous model, makes it easier to play with the precise, albeit bony, engaging gears. Nevertheless, the Hyosung driver has to do, if he does not want to lose touch or simply live out his thirst for sport. The GT 650i is by no means unwieldy, but it wants to be guided around the corners with noticeably more effort than the others. Then it goes around the corner willingly, but not particularly precisely and stable, the GT tends to take the broad line and gives only little feeling for the front wheel. One reason for this: the already rear-heavy weight distribution becomes even more rear-heavy with the rider, who also stays moderately comfortable with spartan seat upholstery, high-mounted pegs and unfavorably cranked handlebars.

In addition, the shock absorber is overdamped in the rebound stage and does not rebound quickly enough, which makes it more difficult for the front wheel, which is relieved of pressure, to guide it. The deflection on the swing arm is of little use. The fact that the adjustment screws of the fork only have a slight effect on the rebound and compression stage is less significant, because the basic tuning of the fork is perfectly fine for country road use. Which does not apply to the brake system. For an average delay, a lot of manual strength is required, which makes it difficult to dose. The bottom line is that the Hyosung loses its underdog bonus due to these weaknesses, despite the appealing concept. While the Italian Bicilindri are self-confidently and independently pushing their way into the limelight alongside the Kawasaki Twin as an equal competition.

MOTORCYCLE – How to scoring

engine
Of course, the Aprilia benefits from its increased displacement when it comes to performance. It is therefore all the more remarkable that you can stand up to the significantly weaker Kawasaki in the passage. Performance isn’t everything? the tough Hyosung drive needs much longer for the pull-through test despite one more horsepower than the ER-6n. In addition, the Korea-V2 generates the clearest vibrations and stumbles most noticeably during the warm-up phase. The fact that the Ducati clutch engages irritatingly late to the very last millimeters and with a diffuse pressure point is compensated for by low manual effort and its anti-hopping function. Tea running smoothness of the engines of the ER-6n and especially the Aprilia is remarkable.

landing gear
How Aprilia and Ducati let themselves be thrown from one corner into the next is really great. Whereby the monsters go into the deepest slopes almost without resistance. In any case, it now finally has spring elements that are tightly coordinated. This is where the Hyosung fails, whose suspension set-up, together with the unfavorable weight distribution, makes it difficult to handle and not very precise. In addition, it offers little feedback and is also the most restless at top speed. Even the adjusting screws on the fork do not save much. Kawasaki has given the ER-6n a good middle ground when it comes to tuning the spring elements, whereby the emphasis here is on comfort.

everyday life
If it weren’t for these two hard edges in the bench, there would be nothing to criticize about the Shiver’s seating position. The wide handlebars are ideally at hand, which cannot be said of the Ducati Streetfighter-like handlebars, nor of the heavily cranked Hyosung or the narrow ER-6n handlebars. After all, the Kawasaki has a pleasantly small turning circle, and the rear-view mirrors of the Hyosung and Aprilia offer decent fields of vision. The Aprilia has the highest equipment standard, the quality of workmanship is only surpassed by the properly built Ducati. Between them and the Hyosung lies a little world. It is the only luggage hook that offers the greatest range thanks to the largest tank and moderate consumption.

security
The blunt Hyosung stoppers, which require a lot of hand strength, trigger little enthusiasm. The Aprilia brakes, on the other hand, are downright snappy and require little manual strength. However, the Shiver positions itself most clearly when braking in an inclined position. Despite the somewhat crumple pressure point, the Kawasaki gives its standard ABS a full point advantage and victory in this chapter. ABS should be available as an option for the Shiver from autumn.

costs
The Hyosung follows its low cost price with short maintenance intervals and comparatively high inspection costs. The thirsty, strong and fat-tinged Aprilia strains the budget just as much.

MOTORCYCLE test result

Artist

Aprilia SL 750 Shiver makes the competition tremble. A motorcycle made for indulgent nibbling on winding streets.

1st place – Aprilia SL 750 Shiver
A wafer-thin victory thanks to a high level of driving dynamics and driving pleasure, even if the chassis and engine settings are not yet optimal.

2nd place – Kawasaki ER-6n
Balanced driving characteristics, economical, powerful, comfortable. And with ABS as standard. Second place is more than deserved.

3rd place – Ducati Monster 696
Only just beaten by the Kawasaki, which at least leads an ABS into the field. A great start for the agile, lively and lightweight Ducati.

4th place – Hyosung GT 650i Naked
Unfortunately, the Korean woman does not allow the adult visual appearance to follow suit. There is a lot of catching up to do with chassis, ergonomics and brakes.

Data sheet Aprilia SL 750 Shiver

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 52 mm, G- Kat, alternator 450 W., Battery 12 V / 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 44:16.
Bore x stroke 92.0 x 56.4 mm
Cubic capacity 750 cm³
Compression ratio 11.0: 1
Rated output 70.0 kW (95 PS) at 9000 rpm
Max. Torque 79 Nm at 7250 rpm

landing gear
Steel tubular frame with screwed cast aluminum parts, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, single piston -Swimming saddle.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the TestDunlop Qualifier

Dimensions + weights
Wheelbase 1440 mm, steering head angle 65.2 degrees, caster 109 mm, spring travel f / r 120/130 mm, seat height * 830 mm, weight with a full tank * 217 kg, payload * 183 kg, tank capacity / reserve 15.0 / 2.5 liters. Warranty two years service intervals every 10,000 km
Colors: blue, orange, black, silver, white
Price: 7,999 euros
Additional costs: 270 euros

Datasheet Ducati Monster 696

Fear of monsters?

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, gear-driven camshaft, two valves per cylinder, desmodromically actuated, wet sump lubrication, injection, Ø 45 mm, G-Kat, alternator 520 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 45:15.
Bore x stroke 88.0 x 57.2 mm
Cubic capacity 696 cm³
Compression ratio 10.6: 1
Rated output 55.0 kW (75 PS) at 9000 rpm
Max. Torque 69 Nm at 7750 rpm

landing gear
Steel tubular frame with bolted cast aluminum parts, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm , fixed calipers piston furnace, disc brake at the rear, Ø 245 mm, two-piston -Fixed saddle.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Tires in the test Bridgestone BT 56

Dimensions + weights
Wheelbase 1452 mm, steering head angle 66.0 degrees, caster 96 mm, spring travel f / r 120/148 mm, seat height * 780 mm, weight with a full tank * 185 kg, payload * 205 kg, tank capacity / reserve 15.0 / 3.0 liters .Warranty two years
One year mobility guarantee
Service intervals every 12,000 km
Colors red, black, white
Price test motorcycle 8,045 euros
Additional costs 255 euros

Data sheet Hyosung GT 650i Naked

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, injection, Ø 39 mm, uncontrolled catalytic converter with secondary air system, alternator 350 W, battery 12 V. / 12 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain, secondary ratio 44:14.
Bore x stroke 81.5 x 62.0 mm
Cubic capacity 647 cm³
Compression ratio 11.6: 1
Rated output 60.0 kW (82 hp) at 9250 rpm
Max. Torque 67 Nm at 7250 rpm

landing gear
Bridge frame made of steel, upside-down fork, Ø 41 mm, adjustable 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 300 mm, double-piston floating calipers, disc brake at the rear, Ø 230 mm, two-piston -Fixed saddle.
Cast aluminum wheels 3.00 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Tires in the test Bridgestone BT 56 ?? J ??

Dimensions + weights
Wheelbase 1435 mm, steering head angle 64.5 degrees, caster 85 mm, spring travel f / r 120/120 mm, seat height * 780 mm, weight with a full tank * 214 kg, payload * 186 kg, tank capacity / reserve 17.0 / 2.5 liters
Two year guarantee
Service intervals every 6000 km
Colors blue, black
Power variant 25 kW (34 PS)
Price 5395 euros
Additional costs 175 euros

Datasheet Kawasaki ER-6n

Artist

Blue wonder: Kawasaki ER-6n.

engine
Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, dry sump lubrication, injection, Ø 38 mm, G-Kat, alternator 336 W, battery 12 V / 14 Ah, mechanically operated multiple discs – Oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:15.
Bore x stroke 83.0 x 60.0 mm
Cubic capacity 649 cm³
Compression ratio 11.3: 1
Rated output 53.0 kW (72 hp) at 8500 rpm
Max. Torque 66 Nm at 7000 rpm

landing gear
Lattice frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires tested: Dunlop D221 ?? J ??

Dimensions + weights
Wheelbase 1405 mm, steering head angle 65.5 degrees, caster 102 mm, spring travel f / h 120/125 mm, seat height * 790 mm, weight with a full tank * 203 kg, payload * 179 kg, tank capacity 15.5 liters
Two year guarantee
Service intervals every 6000 km
Colors blue, green, black
Power variant 25 kW (34 PS)
Price 6845 euros
Additional costs 180 euros

Related articles

Related articles

Leave a Reply

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