Menus
Driving report Cagiva V-Raptor and Raptor
But now!
Cagiva was always brave, rarely successful. Top seller? Never. Power, concept, quality – it always hung somewhere. Until now.
When someone like Miguel Galluzzi decides at the age of almost 40 to build his dream motorcycle, first of all relying on his experience as a monster designer, secondly on the money of a risk-taking manufacturer and thirdly on an engine that, after Otto Hahn’s nuclear fission, is another Marked a milestone in the history of energy generation, then 18 months later the world is facing a pretty wacky cross between fantasy model making, expensive elegance and the real power of the Suzuki TL 1000 S engine.
V-raptor! Shocking and attractive at the same time. Wild spikes, horns, claws. 106 HP on the rear wheel? makes around 112 on the clutch. The crazy and the classic come together here; Genius and madness in a tubular space frame. V-Raptor: eats monsters for breakfast, speed triples in between and Japanese naked ice cream after work. V-Raptor: The revenge of Claudio Castiglioni, Cagiva boss by trade.
How serious Cagiva is with this motorcycle is proven by the target numbers: one speaks of a brave 5000. This year alone. Quite a lot, given the rigorous design. Castiglioni knows that. But he’s not a fool. The machine is therefore launched in two versions. The defused shape leads neither dinosaur snout nor dinosaur humps for a walk and then looks damn similar to the monster. By no means coincidentally, or even attributed to a creative break on the part of the constructor, but rather the good sales figures of the Ducati, which should soon be part of history.
If it were all about the price / performance ratio, that could happen in a flash. A good-humored monster S ?? is that the one with the injection ?? for over 20,000 Mark Gage, at best, 86 hp. The Cagiva ?? basically equipped with injection? rises in dinosaur costume around 1000 marks, “en nature” about two grand underneath and tears as if there were no more tomorrow. The power development of the subtly modified Suzuki-Vau-Zwei is gigantic. A pressure wave over the entire speed range. Even when accelerating in high gear, there is still a risk of forgetting to breathe, and only two or three hours after the ignition key has been removed do the corners of the mouth return. What an engine!
Ok ?? he has a little quirk. As on the Suzuki itself, load changes require a certain amount of feeling to outsmart the hard use of gas. Cagiva has improved the response behavior, but “optimal” is different. For that reason, gross motorists should keep their hands off the raptor. Because in all likelihood they are also likely to have their problems with the chassis: As promised, the same is characterized by a handiness that was previously unknown to the common people on a 1000. Every shift in weight in the saddle, every thigh pressure on the tank, every little hand movement is transmitted directly. It’s fascinating if you like it, but even bland for people who are used to giving everything. There is simply no resistance, and ?? huuups, the curve is already tighter than planned.
Miguel Galluzzi assures that from a technical point of view there is no difference between the two raptors. Fork, swing arm, strut, wheelbase, steering head angle, caster ?? all the same. The tires, brand Bridgestone, more precisely called BT 56. Nevertheless, the Vau-R feels somehow different. A bit more indifferent. Which is probably due to the wider, flatter handlebars, which convey less feeling for the front wheel. In any case, you rap around the square with the bourgeois model, completely uninhibited, while the design bomb occasionally provokes small uncertainties in the choice of line.
Otherwise, the two dance in a row, move relatively unmoved around curves and straight ahead. Handlebar slap a lowness that is responsible, among other things, for the early retirement of the original TL 1000 S ?? The Raptor siblings only know a thing or two. You do ?? s. Sometime. For example, beet fields that have turned into the street and are taken with waving flags. But 69.7 percent of all other motorcycles would have easily tipped their crew over the rear rump at this point.
D.he spring elements, Marzocchi at the front and Sachs at the back, respond seductively with sensitivity, but after the first few centimeters of stroke they hit the plaster fully progressively. The brakes, Brembo of course, feel a bit like old women carnival: toothless, woody, dull. But Cagiva wants it that way, because it is easy to control … That’s why the dwarf seat height of just 770 millimeters. After all, it is only supposed to scare the competition, not scare potential Raptor customers.
Technical specifications
CAGIVA Raptor / V-RaptorDataMotor: Water-cooled two-cylinder, four-stroke 90-degree V-engine, transverse crankshaft, two overhead camshafts each driven by chain and gearwheels, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 52 mm, Engine management, secondary air system, electric starter, three-phase alternator 375 W, battery 12 V / 9 Ah. Bore x stroke 98 x 66 mm, displacement 996 cm³, compression ratio 11.3: 1, nominal power at the rear wheel 78 kW (106 PS) at 8500 rpmMax. Torque at the rear wheel 98 Nm (10 kpm) at 7000 rpm Power transmission: primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 16/40. Chassis: tubular steel frame, engine supporting, upside-down Fork, sliding tube diameter 43 mm, two-arm swing arm made of steel profiles, central spring strut with lever system, adjustable spring base, front disc brake, four-piston calipers, floating brake discs, Ø 298 mm, rear disc brake, double-piston caliper, Ø 220 mm. Cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/70 ZR 17; 180/55 ZR 17 Chassis data: wheelbase 1440 mm, steering head angle 65 °, caster 92 mm, spring travel f / h 120/130 mm. Dimensions and weights L / W / H 2140/780/1090 mmSeat height 775 mmWeight dry Raptor (V-Raptor) 192 (197) kgTank capacity / reserve 17 litersWarranty two years with unlimited mileageColors Raptor (V-Raptor) red, silver, (red) Price Raptor (V-Raptor) approx. 18,000 (19,000) marks
Related articles
-
Driving report Cagiva Raptor plus other Italo novelties
Driving report Cagiva Raptor plus other Italo innovations Monster hunt The business of evil is on. Not just in film and television. More and more beasts…
-
Driving report Ural Voyager Borderline case Not only the desert, the taiga is shaking too: While German customers are still waiting for the Bavarian…
-
Driving report WITEC-BMW RC 1100 SC
Driving report WITEC-BMW RC 1100 SC Tiller An unleashed boxer pulls furrows in the ground with elemental force. The WITEC-BMW – always looking for Gaston…
-
Review Cagiva Raptor 650 Gloria Raptoria The economic situation of the parent company MV Agusta does not seem to be quite right yet: Already presented…
-
Kawasaki Versys 1000 driving report
Wright Driving report: Kawasaki Versys 1000 (with video) Kawasaki’s all-rounder now with a large four-cylinder No half measures: For the Versys there is…
-
Driving report KTM EXC 400-520 Racing
Driving report KTM EXC 400/520 Racing Raise your cups Reason to celebrate? Why, surely. With the 400 and 520 Racing, KTM achieved the coup of this…
-
Driving report Cagiva Raptor 650
Driving report Cagiva Raptor 650 Baby boom Cagiva relies on family ties and sends the little raptor to the door. We know that from Spielberg’s »Jurassic…
-
Driving report Aprilia SMV 750 Dorsoduro
Artist Driving report Aprilia SMV 750 Dorsoduro Easy game Crisp design, playful handling, full power, good manners ?? Two-cylinder supermotos are in…
-
Driving report Edwards-Honda VTR SP-W
Driving report Edwards-Honda VTR SP-W Basement children Thrust from the lower speed range, that seems to be the key to success. After years of Ducati…
-
Driving report, Honda SLR 650 Honda SLR 650 For the first time, Honda developed a motorcycle for Europe in Europe. The result was a naked single cylinder…