Driving report Derbi Mulhacen 659

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Driving report Derbi Mulhacen 659
Derbi

Driving report Derbi Mulhacen 659

Extravagant

What a debut! Derbis first large motorcycle uses the tried and tested single cylinder from the Yamaha XT 660. And yet it is completely different. Independent, easy, exciting. The Spanish scrambler concept was classically inspired and yet completely modern.

At 3,482 meters above sea level, Mulhacen is the highest mountain on the Spanish mainland. The highest asphalt road in Europe leads to the neighboring summit of Pico del Veleta in the Sierra Nevada. In hundreds of curves, it meanders up to 3381 meters. The name says it all: D.erbi aims high. The Mulhacen 659 is the Spaniard’s first motorcycle over 125 cc. As the flagship of the Catalan Armada, it is intended to carry the brand’s image into higher spheres.

The way to get there is through independent, elegant design and consistent lightweight construction. With a promised 162 kilograms dry weight, the Scrambler would be around eleven kilograms lighter than a Yamaha XT 660 X. Holla. The XT is contributing to the water-cooled four-valve single built in Italy. Derbi donated new injection software, a modified airbox and its own housing cover with D mark to the single cylinder.

The extravagant exhaust in king-size format sets the style. It is laid high as a scrambler, with a high-gloss chrome finish and dead straight. The stainless steel elbows boldly cross in front of it. “Inspired by US dirt bikes,” Derbi designer Jose Gonzales (the man’s really name) developed his award-winning design. Who wants to complain about a ver-
lost PS? Derbi names 47 HP peak power instead of 48 in the XT. Especially since the single at low and mid-
ler speeds should even have increased in power. Weak, however: only U-Kat and Euro-2 approval.

But with a recipe from the land of paella and tapas, the eye eats too. The Spaniards prepared the stew in a sophisticated way? with fine ingredients from well-known European suppliers. The result was a visual treat. The 659 is sturdy on its 18-inch model. Wire-spoke wheels with black aluminum rims contrast with wave brake discs, mother-of-pearl white paint with a red seat. If the stickers were painted over now, the finish of the Derbi would look perfect. The cockpit (“info dashboard”) with LCD displays and eight dimming levels for the lighting turned out to be playful.
Above everything, a standing wave sloshes harmoniously in the line from the front to the slender bottom. Emocion. At the rear, a fat muffler, turn signals and round taillights with LED lighting technology ensure a melting finish. The Mulhacen is a magical attraction for curious señoras and señores. This motorcycle hits a nerve.

As an elementary part, the driver is perfectly integrated into the very compact motorcycle. The wide, butted handlebar is perfectly at hand. Golden horns for the Spanish bull. Next to him only the wide radiator protrudes from the slim silhouette. The feet rest far down, the buttocks high up: 830 millimeters seat height. The knees of even tall guys park under the flanks of the twelve-liter tank in the style of a nun’s hood. Like all other plastic parts, Derbi paints it himself.
Otherwise, the factory, which was founded in 1927 and has belonged to the Piaggio Group since 2000, is purely a development and assembly company. Just like the sister brand Aprilia. Why not if it works. The single starts spontaneously, runs smoothly and ?? idle ?? acoustically inconspicuous. A speed of 1500 rpm is shown by the bar graph of the tour counter, which is difficult to read, including a coarse additional LCD display in digits.

The well-coordinated four-valve engine hangs on the gas sensitively and spontaneously. In the final fifth gear, it runs smoothly from 3000 revs, then the speedometer reports a speed of 75. At 5000 tours, the lower speed levels really come to life
into the booth. You suddenly end up in the rev limiter. Vibration-wise, it’s getting tingly at the top too, but hey, that’s a single after all. When the gas is pulled up, the engine sounds robust, with a pearly undertone from the mighty trumpet, accompanied by hard-knocking thumping from the air filter box.

As delicate as the dimensions are, so is the driving pleasure. It starts with the bustle in the bustling city traffic of Barcelona. The Mulhacen 659 is being built very close to the Catalan capital and dashes through the motorcades as handy as a mountain bike. It feels good: stable, direct, agile. Almost over-motivated, Derbi accepts steering impulses. Easy to direct. The short Derbi, which appears squat when viewed obliquely, is right at home, however, on winding mountain roads.
It turns so violently, hooks the tightest hooks, as if a weasel had crossed with a hare. In serpentines, it’s not just pure performance that counts. A steep steering head (66 degrees) meets a small wheelbase: the two 18-inchers spread apart a total of 1386 millimeters. That is a good nine centimeters (!) Less than with a BMW F 650 GS or Yamaha XT 660 X. Moderate tire widths contribute to the playful handling, 110 millimeters at the front and 150 millimeters at the rear. This is a curve-
search device for connoisseurs. Arriba.

It is a good thing that the Pirelli Scorpion MT 90s made in Germany are good-naturedly and in good time announce when they will transfer to limited liability. The fear nipples under the footrests cut their initials into the asphalt much earlier. Played enough? The radially screwed four-piston fixed caliper from Brembo bites hard on the 320 brake disc. Despite the high level of hand strength, easy to dose and powerful. If necessary, the thick tread blocks of the front tire whistle heartbreakingly. The rear stopper pinches in a finely adjustable manner.

At the front, the tubular steel frame clamps a 43 mm upside-down fork, and at the rear a cast, asymmetrical aluminum swing arm. It is progressively supported by a lever system against a Sachs suspension strut that has been neatly moved to the right. Regardless of the expansion tank, the shock absorber reaches its limits early on. It does not respond particularly sensitively, is only moderately damped and too soft for pillion rides. With one passenger it sinks in too far, leaves little load on the front wheel.

It almost makes sense that a passenger has to suffer. Although the rear end is nothing to me, nothing is exchanged for the supplied mini seat roll with a fixed handle. But both are hardly good, and the passenger pegs are far too high. No, I’d rather go alone. Also in moderate terrain, following the example of the scrambler from the 60s and 70s? The Mulhacen drives safely on moderately loose ground, but its engine housing is completely unprotected. And the tightly cut front fender barely stops barrage from coarse gravel.

Derbi plans to produce 1,500 copies of the very tidy-looking redesign this year. 200 to 300 Mulhacen 659 are expected to come to Germany at the feudal price of 7500 euros. Including a four-year guarantee and 24-hour assistance service. However, Derbi is currently changing its sales structure. It might not be easy to find a dealer, if possible with motorcycle experience. The homepage www.mulhacen.derbi.com remains the first source of information. in six leading European languages: Spanish, English, French, Italian, German and of course Catalan.

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