Test MuZ Baghira
The brand new MuZ Baghira is beautifully colorful. And what else does the sporty enduro have to offer??
How do you think the name Baghira came about? So to the panther in the jungle book, which every child knows is elegant, cunning and – menacingly black.
Which brings us to the first important criterion for a new motorcycle. The appearance. And as with the Funbike MuZ Mastiff (MOTORRAD 12/1997), the Saxons also relied on independence with the Enduro model. Whether fenders, lamp covers, tank or the seat bench pulled far forward, nothing that you would have seen anywhere in this combination. Not to mention the colors. Orange, purple, ocher – daring, very daring, but without a doubt a real bright spot in the very unimaginative enduro landscape.
Despite its playfulness, the baghira is one of the big animals. With a seat height of 920 millimeters, it is on par with thoroughbred sports equipment. As far as the chassis components are concerned, the MuZ does not have to hide in the undergrowth in shame. A super-finely appealing telescopic fork from Marzocchi that can be adjusted in rebound and compression and a tried-and-tested shock absorber from White Power each allow 280 millimeters of travel. A sturdy steel frame with an aluminum swing arm, a stainless steel rear silencer and a 13.5 liter plastic tank cannot be found on every inexpensive Japan enduro.
However, the engine comes from Japan. Like the Mastiff, the Baghira is powered by the XTZ 660 engine. The Yamaha pupil puts a respectable 49 hp on the MOTORRAD test bench, but makes a rather phlegmatic impression when driving. Despite the pleasing driving performance, there is little to feel from a refreshing single-cylinder thump and revving is not necessarily its strength.
Of course, not everyone needs a fiery engine to find their way around in everyday life, and the slow, good-natured character of the Yamaha stew also has undeniable advantages. For example, when it comes to slipping away in city traffic with low speeds in high gear. A proper gearbox wouldn’t hurt, though. And here the Baghira has a real problem. The gears do not engage properly when shifting, they keep jumping out. It’s only a matter of time before the shift dogs are over.
In a matter of seconds, however, you get used to the great sitting position on the MuZ. The seat cushion is sporty and firm and does not give in even after several hours in the saddle. The pointed, extremely sharp steel footpegs, on the other hand, put even the thickest shoe soles on a long-term basis.
The Baghira itself, on the other hand, cannot even be clogged by the worst road surfaces. On the road on the standard Pirelli MT 60 tires, it impresses both in terms of driving comfort and reassuring driving stability. Seldom has such a long-legged enduro been so unaffected by external interference as this MuZ, only rarely is such a high level of suspension comfort offered without leaving a spongy impression. Thanks to the wide handlebars, quick changes of direction can be made with relatively little effort, although the Baghira is not one of the handiest and, with a weight of 174 kilograms, not necessarily one of the lightest representatives of the enduro class.
The subject of braking must be viewed with one laughing and one crying eye. The Grimeca pliers at the front and rear are not entirely state-of-the-art (brake pad change not possible without removing the pliers), but they bite into the discs with enough force to safely and easily decelerate the MuZ even from high speeds. However, below 50 km / h the front stopper squeaks as loudly as an old gravel truck on the Grossglockner.
It was also embarrassing that after a few hundred kilometers one of the two caps that closed the holes in the tank panel flew away. Baghira and the MuZ Funbike Mastiff carry a large number of identical attachments. In the aforementioned holes, the Mastiff’s idiosyncratic roll bars disappear. This problem could easily be solved with better manufacturing quality.
Now the Baghira doesn’t just want to cut a good figure on the road, it also wants to show what’s going on off-road. For this purpose, MOTORRAD donated a couple of grippy Michelin T 63 studded rubbers, and with them the Sachsen-Enduro no longer shows any respect for rough terrain. Whether deep bumps, rutted residents or meter-high jumps, the Baghira can take it all. Not exactly bulky, but very confident. The fork and shock absorber digest rough landings despite their sensitive response. In tight turns, the tank could be made a little narrower so that the driver would have a little more legroom between the tank and handlebars when sliding forward, otherwise there is not much to complain about apart from the rather high weight.
HAt most the front fender could be complained about, which is stabilized by an aluminum plate from below, but which is still quite soft when exposed to the sun and wobbles to itself. Or about the high fuel consumption of the Yamaha engine. The fork also leaked slightly towards the end of the test – a problem Marzocchi has been struggling with for a long time. Otherwise one can only congratulate MuZ on this refreshingly cheeky Enduro and wish that the little teething troubles are eliminated in the current series. Then nothing stands in the way of a fat foray by the Baghira.
They’re all coming down. It remains to be seen whether MuZ can land with Enduro customers. In any case, the prerequisites for this are excellent. Although visually playful, the Baghira is a motorcycle to be taken seriously. Great spring elements, excellent chassis quality on the country road and a generous amount of space even for tall people. Plus above-average off-road talent at a more than interesting price. For me, the MuZ is a real highlight in the Enduro heaven despite its small teething problems – Gerhard Lindner
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