Single cylinder comparison concept

Concept comparison, Aprilia Moto 6.5, Honda NX 650 Dominator, Yamaha SZR 660

Single cylinder

Tired of being alone? Three sympathetic, presentable singles are looking for just the same for the purpose of being together. Motorcycle rides u. more. Wealth is not a problem. Password: B. Blumchen.

We are aware of the shame. Grieve us. Swing the prayer bracelets. Repent: Yes, we have sinned. Have they neglected the singles around us. Instead of celebrating the dance of death, today, here and now, we want to arrange a single meeting that has washed itself. Unconventional, informal, free of any taboos and alcohol-free – to prevent serious discussions. The chances of finding a companion in life at this monocultural event – as they say nowadays – are not bad, because the guest list announces a multi-layered audience: In addition to an Aprilia MOTORBIKE "6.5 shows the Honda NX 650 Dominator, and there is also the name Yamaha S.ZR 660 recorded. So three completely different characters: Here the thoroughly stylish Aprilia – the main thing is to look good and such. A fashion model that was created by none other than the French design artist Philippe Starck. There the unspectacular, nature-loving boy scout from Honda, on the trail of success for many years, freshly dressed since this year. And in between the sporty SZR: aluminum bridge frame, banana swing arm, upside-down fork, adjusting screws, ventilation slots, huge brake disc – everything on it, of course, there they fall, the apples and pears, all the sayings about staying on the carpet, leave the church in the village – make sure that the comparability is maintained at such a meeting. Fortunately, this is exactly the case: First and foremost, these three single-cylinders are single-cylinders. For those who are new to the scene, the decisive characteristics of this species are briefly explained: The single-cylinder, an undemanding, primitive creature, its History as a two-wheel drive begins as early as 1885 in Gottlieb Daimler’s riding because, nowadays it is mostly located between the frame tubes of terrain-oriented machines, where its main advantage (low weight) is very popular. As a pacemaker for pure street motorcycles, the single has been displaced over the years, as it is afflicted with design disadvantages for which the common asphalt people in the age of high-performance multi-cylinder engines have nothing left to do. For example: the inadequate compensation of the reciprocating masses of the piston and connecting rod, which provokes vibrations. Or the modest concentricity, due to only one work cycle to two full crankshaft revolutions. But in such a single household, the conditions do not inevitably have to be bad. The Aprilia engine, for example, looks almost neat. Certainly not least due to the plain bearing crankshaft. The water-cooled five-valve engine dissociates itself in a pleasant way from the rumble that other singles make in the lower rev range. The aforementioned concentricity begins very early we. In this case, "very early" means from about, say, almost immediately after driving off. The 6.5 is silent about speeds – another instrument would probably have disturbed the aesthetic sense of Mr. Starck. Due to the early soft use, the double ocher conveys the feeling of being better at the top than its two colleagues from Honda and Yamaha. A feeling that is belied by measured values ​​and performance curves, but scientific and practical experience diverge more often from one another. The fact is that the Rotax pinion works more elastic at lower speeds. The MOTO´ 6.5 acts less convincingly at higher speeds. Which shouldn’t come as a surprise – and in this case you can rely on the figures – after all, it put five horsepower less than the Honda and seven less than the Yamaha on the Bosch roller dynamometer. With which the Aprilia is walking on the path of virtue, because according to the vehicle registration it should have 42 HP, and it has 42 HP, while the Dominator and SZR are above the paper form. Even without looking at the performance diagram, clever minds now know that the Honda is inspired by real 47 horsepower. Not bad – for a 44 hp engine, and evidence that the air-cooled four-valve engine can still easily compete with the younger, hyper-ventilated water heads even after almost nine years in office. From just under 3000 rpm, the Dominator drive is bursting with temperament, tears at the chain as if trees were to be felled, and turns up until the revs turn red. Yes, even in the last gear. A slightly longer geared fifth couldn’t hurt. Despite its strong character, the NX experiences its very own personal Waterloo: If the crankshaft rotates slowly, the pistons and connecting rods suddenly seem to weigh a few pounds. In an agricultural manner, the masses ziggle through the barren lowlands below the 2500 tour limit. The SZR engine is similar, except that the dry spell lasts longer. Despite its 49 hp, the five-valve engine is unexpectedly tough. Like chewing gum – you understand. And a look at the performance curve confirms: In the middle speed range, the guy actually mimes the tired warrior. If that goes away, with the sports fans. You are not used to that from the first SZR models that MOTORRAD tested about a year ago. They really worked hard, striving to drive the boring image of the XTZ engine, which forms the SZR basis, to the ground. This engine feels so exhausted, as if it had come from the Tenere to the sports arena on foot. Without accompanying doping measures. Of course, the tricks of the psyche also play a role at the SDR: the eye is known to drive with it. And at the sight of the 1a equipped Yamaha, an outrageously high expectation arises. To make matters worse, the background noise of the 660s is not necessarily ready to conquer the hearts of the single-cylinder faction by storm: the mechanical announcements of the engine are too whispering, too high-frequency, the background music from the exhaust system is too cautious. So now this single doesn’t get down to business quite as stormily as hoped, and already it is said that it is limp. He bravely turns into the red area and finally runs up to a top speed of 179 km / h, while Honda and Yamaha leave it at around 160. Well, that‘s right, this 20 km / h excess is more likely due to IG layout and fairing. Incidentally, behind the SZR half-shell, top-speed matters can be sat out well protected from the wind. However, the fine vibrations in the handlebar ends and footpegs are very annoying at high speed. Remarkable at this point: Neither MOTO` 6.5 nor NX 650 annoy with this bad habit. They package things more skillfully. While they have the pithy single-cylinder character, which is so often said that it is only for the best, the Yamaha is surrounded by this delicate, cobweb-thin network of oscillations, which always tickles and tickles everywhere Nakedness: The springs spring, the dampers dampen, the brakes brake. No path is bad enough to throw the Yamaha off track, and no corner is too tight to get you into trouble. Accuracy, stability, handling – all the best. That feels very safe and down to earth. As befits a superbike. The only catch: the huge silencer scoots over the asphalt when the list is severe. Perhaps the SZR would have been better served with a double exhaust like the other two. The ergonomics of the SZR are not very convincing. In the long run you don’t really know how to sit. Something always pinches and pinches – either the stomach or the buttocks, once the wrists, then the knee joints. And there is never room for long legs in the tank bulges. On the other hand, even extremely shorts knuckles with the knuckle plates end up flat on the floor. The MOTO´ 6.5 serves little people almost as well – as far as the seat height is concerned. Otherwise, there is little positive to report from the 6.5 chassis. What Aprilia put together – somehow forbidden. This is not noticeable in the urban strolling traffic, for which the artificial bike must be intended. But woe betide you dare to venture out into the country, perhaps even onto small, bumpy streets. This is where the fun ends. Fork and strut are faster with their Latin than the six and a half through the second pothole. Diagnosis: rear spring much too soft, rebound damping of the fork too weak and a lot of vinegar. How the Aprilia fidgets on bad roads – it’s a tragedy. What use is this outstanding handiness, the really great front brake, the relaxed seating position and the wonderful engine? Nothing. Nothing at all. A shame. Faster motorway journeys are also not one of the favorite disciplines of the Italian beauties, as she commutes alarmingly from 130 km / h and occasionally hits the handlebars. Especially easy hops have their skills. Of course, the 6.5 doesn’t behave consistently badly. If everything runs smoothly and below 110 kilometers per hour, it can even make a really nice impression. The fact that the chassis of the MOTO ‘6.5 was not exactly covered with fame is now known in Noale, which is why the fork and shock absorber were changed this year. But it didn’t do much. How mature a Honda Dominator looks. Nothing wobbles or fidgets, neither on winding, bumpy roads nor when sprinting over the railway. The chassis of the NX 650 does not reveal any weaknesses … stop, but: the rear shock absorber should be more comfortable. A softer spring and a little less rebound damping didn’t do any harm. And because we are already talking about it: why, dear Mr. Honda, has the central spring strut of the Dominator been installed in such a stupid way that the spring base can only be changed with a meter-long screwdriver and hammer – and then only millimeter by millimeter? one more thing: Why is that tool compartment on the front of the engine block still so small that you can only stow the on-board cutlery in it with the help of packaging skills? If the NX were a MOTO`6.5, that wouldn’t be a problem. You don’t expect anything else from such a design motorcycle – but an enduro … Mr. Honda, please ask. Yes, and now take a look at the Aprilia tool compartment: You’ll be amazed. Back to the Dominator and its chocolate sides: the fatigue-free sitting position, for example, and the proper wind protection – despite the bonsai cladding. Also the gripping brakes and of course the safe, wonderfully easy handling. With such an NX, you practically fly from one curve to the next. Riding a motorcycle couldn’t be much easier. It almost seems as if any line, no matter how incorrectly taken, can be corrected before it leads to nirvana. Even people under 1.65 meters don’t find the Honda so tingling: 88 centimeters seat height wants to be conquered. The Dominator is certainly not the prettiest single in this trio, but without a doubt the best. And the best thing about the Honda is that you can do anything with it: speed, travel, as a couple or alone, stroll around, curve around, gravel and whatever comes to mind. This NX 650 is a motorcycle you can live with, while a MOTO’6.5 is more suitable for flirting and the SZR for what lies between these two things.

Comparison concept

Single cylinder

Yamaha SZR 660 (VT) (archive version) – Why Italy?

The links between Orient and Occident are getting closer and closer. Asia and Europe are also moving closer together in the motorcycle market. Some Japanese motorcycles are now being built in Italy: The NX 650 and the SZR 660 are among them. Honda produces in Atessa on the Adriatic Sea, Yamaha in Lesmo near Milan. There are enough reasons for this: For example, manufacturing costs are rising inexorably in Japan, and Italy is now one of the low-wage countries from a Japanese perspective. In addition, motorcycles like the single-cylinder models mentioned are sold almost exclusively in Europe. The proximity to the sales market saves import duties and transport costs – nice to see in the price development of the Dominator, which was almost 1200 marks cheaper.

Yamaha SZR 660 (VT) (archive version)

Uli is happy because Uli has a dominator. Uli would never have thought that such useful singles existed. He is particularly impressed by the heart of his heart. "Something’s going on," says Uli, and we know that he means the hearty, powerful pulse. By the way, Uli lives in the country – to lead HIS Domi through HIS forests, over HIS fields … Uli is happy. "I’m good at her," he says, "she can dance and create," and we know that he means her multi-layered nature, because the NX is an entertainment talent and one of the best soft enduros in the world. Uli is happy.

Yamaha SZR 660 (archive version)

Hans is only half as happy as Uli, but he tries not to let it show. Because Hans is an athlete. He won’t have the race of his life with the SZR, Hans knows that much, but the Yamaha isn’t lively enough for him – in terms of character. However, he is enthusiastic about her talent for movement. The colleagues from the knee slider group will be amazed. Ha, when he takes her to the Winkelwerk for the first time, and passes these fat, fluffy superbikes on the inside, that’ll be fun. Hans will be able to deal with the shame on the straight.

Aprilia MOTO´ 6.5 (archive version)

Moni is unhappy. Everything started so nicely. As smart as this Italian is, so presentable: Everyone has looked. And this temperament, so stormy – at the beginning. How smoothly he moved from ice cream parlor to ice cream parlor. Moni had a total crush. “Such a nice guy. Mama will like him too. ”And then, on the first weekend trip, the disillusionment. Out of town, the designer boy was already nervous, fidgeted around without motivation, got weak knees, and to top it all off, he had another drink when he was thirsty. Then it was clear: it won’t work for them both.

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