Topseller: The bestsellers in stock

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Topseller: The bestsellers in stock
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motorcycles

Topseller: The bestsellers in stock

Topseller: The bestsellers in stock
We are the people

The people can certainly oust their rulers from the throne, as the Germans learned on November 9, 1989. And transferred to our two-wheeled world? The focus is often on spectacular machines: strong, fast, seldom. Or noble, expensive, cool.

Thomas Schmieder

11/19/2009

But the reality is usually different when it comes to existing buildings. A normal driver would buy a Bandit, GS or XJ instead of an MV. Because of its suitability for everyday use, pillion comfort or a low price. Which models are widespread? We show that here for them “Big 5, the four Japanese and BMW. They combine more than 80 percent of the motorcycle population over 125 cm3, see graphic on the next page at the top right.

Sure thing, Honda is ahead Yamaha and Suzuki. But the gaps are rather small compared to the world market. And BMW is ahead of Kawasaki in its home country. All these manufacturers have sympathetic youngtimers among their (er) popular models number one. A real mass movement. To learn from these five machines means to learn to win. But why? What made the stock kings so successful? Well, all of them naturally remained on offer for many years, between seven (BMW R 1150 GS) and an almost immortal 15 years (Yamaha XV 535). Another success factor: The Japanese models were all also available for throttling, so they were suitable for a level driving license.

But to determine the five bestsellers, you have to choose between “model” and “model series” differentiate. Some motorcycles have had the same name for years or even decades, Honda CBR 600 F or Kawasaki ZX-6R for example. No wonder if they roll down the road to success by the thousands. But super athletes in particular regularly appear turned upside down and have completely redesigned engines. The engineers put new wine into bottles with old names every two years. Can such model series be lumped together??

No, means MOTORCYCLE. And defines the real kings among the models with the term motor-wheel. Our benchmark: the engine must have remained unchanged in its basic features over the years of construction. Then a PC 35 from 2001 and a PC 19 from 1987, to stick with the 600 Honda, are different types. More bore, less stroke, larger valves and so on. One Transalp 600, on the other hand, remained true to its design, even if – as with the Kawasaki ER-5 – at some point a disc brake instead of a drum worked at the rear. So enjoy this “real” Models take precedence. A case in itself: inventory counting. Since 2007, the Federal Motor Transport Authority has only determined the entire vehicle population in Germany once a year. From a motorcycle perspective, this counting takes place on the first of January of the year. Worse still: In the past, vehicles that were temporarily out of service were counted for up to 18 months of rest, for example when deregistering over the winter. But now such cases are no longer included. Only registered machines and those with seasonal license plates count. Absurd consequence of the new counting method: trend observations over several years are no longer possible. The number of motorcycles is said to have decreased compared to 2006 (see graphic below), although it has never been as high as it is today. And the stock figures only serve as minimum values. Was that what the people wanted??

Ranking list:
1.Yamaha XV 535 Virago37673

2. Suzuki GSF 600 Bandit (S and N) 37168

3. Suzuki GSF 1200 Bandit (S and N) 34072

4. Suzuki GS 500 (E and F) 33655

5th BMW R 1150 GS (including Adventure) 31604

6.Yamaha XJ 600 (S and N) 30476

7. Honda CBR 600 F (all models) 27685

8th BMW R 1200 GS (including Adventure) 27604

9.BMW R 1100 GS + R 1100 R27184

10.BMW R 100 GS + R 100 R23714

11.Suzuki SV 65022350

12.Yamaha XT 600 (all models) 22167

13th BMW F 650 GS (including Dakar version) 21897 ranked copies

14. Honda CBF 600 (both models) 18564

15th BMW F 650 (including ST) 18309

16. Honda CBR 900 RR (all models) 17957

17. Honda XL 600 V Transalp 17295

18. Honda CX 500 (all models) 17 124

19. Honda CB Seven Fifty 17114

20. Yamaha SR 50016786

21.Kawasaki ZX-6R (all models) 16409

22.Suzuki GSX 600 F (all series) 15896

23.Suzuki GSX-R 750 (all series) 15804

24.BMW R 80 G / S and R 80 GS15419

25.Kawasaki ER-5 Twister15383

BMW R 1150 GS

It was 1980 when BMW created what was to become the heart of the brand in the form of the R 80 G / S: individual, extremely versatile two-cylinder travel enduros with the abbreviation GS. They are motorcycles that are constructed according to a simple, but all the more difficult to implement principle: One for everyone! A GS goes through thick and thin with its rider, sweeps stoically across the track with a pillion passenger, embarrassed super athletes on Alpine passes, Bolts crisply over dirt roads or surfs on gravel roads.

A great overview spoils you on visual journeys in the (urban) jungle, on the supermarket parking lot in Bottrop and on the washboard runway in front of Timbuktu. Despite its technocratic appearance, a GS has a magic inherent in it. It exudes the stuff dreams are made of. You could if you wanted to. The 1150 didn’t invent any of that in the fall of 1999. But consistently further developed. The way for this paved the way in 1994 with the R 1100 GS, introduced the four-valve boxer, Telelever and the initially ridiculed duckbill front.
But it wasn’t until the 1150 that the bag really closed. It found around twice as many buyers a year as the 1100s before. For four years, from 2000 to 2003, the 1150 was number one in German registration statistics. Why did she outperform her predecessor with the same concept? Because it offered more of everything: displacement (1130 instead of 1085 cm3), power (85 instead of 80 hp), gears (six-speed transmission). Or was it the design, came hers “Karl Dall look” (one large and one small headlight) better than the previous brick lamp?

From 2002 onwards, the heavy one shown here helped “Adventure”-Version to consolidate the undisputed position of the 1150 GS. A motorcycle like a fortress: tall, powerful, almost impregnable. With this, the basic GS concept finally matured, with an aura of adventure ex works, through longer spring travel and a larger, non-adjustable disc. There is also the huge optional 30-liter tank. Good for marathon stages and for a lasting impression in the neighborhood.

At the end of 2001, the author became a spectacle for Japanese people taking wild photographs with the brand new Adventure at the Wurzburg motorway service station. This little man wants to climb this stronghold from a motorcycle?

Even today, the 283 kilogram test run from 2004 inspires respect. It takes full commitment to maneuver. The seat is stately at a lofty height, a good 90 centimeters high. Both feet never reach the ground at the same time. But then! Clear the stage for the only model in this series of bestsellers, which comes from the modern motorcycle era: With cardan single-sided swing arm, petrol injection, exhaust gas purification via G-Kat and trailing arm-guided fork. One press of the button, and – the engine does not run. Oh, forget the cold start lift hidden on the left handlebar fitting. Once again.
Now the high-torque boxer is full of the music. And how. The retrofit muffler from SR Racing sounds dull and full, just not aggressive. Fine. The transmission works a little rough. Completely uncool: the annoying beeping brake booster. Sounds like a dentist’s drill. Brake metering is a matter of luck, all or nothing. When the ignition is switched off, however, the perceived residual braking force tends towards zero. And a tilting adventure creates a deep crater. Guaranteed. The mounted Continental Trail Attack tires do everything they can to prevent this: They adhere brilliantly. No wonder, as the Contis won the tire test for travel enduros in MOTORRAD 11/2008.

The extremely comfortable chassis irons even the most furrowed streets as smooth as a child’s bottom. The wide and high accessory handlebars from Magura make course corrections child’s play. With wet leaves on the street and dingy autumn weather, ABS and heated grips are worth their weight in gold. GS stands for a seal of quality. This is all the more true when, in the course of 2009, the completely improved R 1200 GS will probably become the most popular BMW. On January 1st, 2010 the KBA will probably count more 1200s than 1150s.

The market
Approximately 35,000 sales from 1999 to 2005, 31,604 registered copies on January 1, 2009; Used prices from 4500 to 8000 euros


Technical specifications
Air / oil-cooled two-cylinder four-stroke boxer engine, 1130 cm³, 62 kW (84 hp) at 6800 rpm, 98 Nm at 5300 rpm, six-speed gearbox, cardan, tires 110/80 R 19, 150/70 R 17, double disc brakes at the front , Ø 305 mm, four-piston fixed calipers, rear disc brake, Ø 276 mm, double-piston floating caliper, ABS, wheelbase 1509 mm, spring travel f / h 210/220 mm, seat height 905 mm, weight with a full tank 286 kg, payload 174 kg, Tank capacity 30 liters, price (2004) from 11500 euros (Adventure)

Performance
Acceleration 0-100 km / h: 4.4 seconds, pulling power in 6th gear 60-100 km / h: 4.6 seconds, top speed: 192 km / h

Used advice and information
MOTORCYCLE 7/2002, 4/2003, 2/2005; Internet: www.gs-forum.eu, www.boxer-forum.de, www.motorradonline.de

Honda Transalp 600

Like a UFO, this thing ended up in the rough single-cylinder world of the 600 XTs, DRs, KLRs. We laughed at it in 1987 when Honda rolled the Transalp onto the market. What should that be? Kitchen appliance, Playmobil? Our motorcycles were open-hearted and tough. This plastic bowl from Japan provokes people and questions values. After scorn and ridicule, then the first test drive: Laughter gets stuck in our throats. If you come from the shaking single cylinder, the 52-degree three-valve V2 acts like a turbine.

The thing runs almost vibration-free, turns up very smoothly. Gives its power over the entire speed range smoothly and unspectacularly. Where our singles start to commute at 130 and beg for mercy at 150, the Transalp hurries lightly and unimpressed on the autobahn to speedometer 170. At least without a suitcase at the rear. Its engine, which turned out to be one of the most reliable and long-lasting in motorcycle history, developed an honest 50 hp, which with the 200 kilograms curb weight had no problems. And a muffled, sonorous sound escapes from the double-barreled muffler, which gives you goose bumps.
In terms of time, the chassis and brakes are also a step forward. The 600 is easy to handle and safe. It enables riders of all stripes to ride their motorcycles dynamically and in a way that is full of adventure. While the BMW R 80 G / S 1980 is considered the mother of all travel enduros, the Honda Transalp 1987 is the first disguised variant of this type. It opens up a new market segment and appeals to a huge spectrum of buyers. From the single-cylinder enduro to the four-cylinder tourer, people are switching to the Japanese UFO. There has never been such a universal motorcycle.

The Transalp definitely masters everything a world better than the single enduro bikes, except for wild romping off-road. So what? A little off-road works, river crossings and gravel until ground clearance and tire tread set limits. Of course, more plastic breaks than with a 600 DR or XT if you throw away the Transalp, but the well-made motorcycle proves to be robust. Otherwise, retrofitted crash bars protect, like on this 1989 copy by Hartmut Obermayer.

Get on, start, drive off, everything runs smoothly and playfully. The ergonomics fit tall and short drivers, the seat and suspension elements are comfortable, even with a touch of contemporary sportiness. “Rally touring” Honda writes on the side covers. Terms that the heavier, more monstrous and more extreme Africa Twin only completely redeems a year later. With the same engine concept, it appears Dakar-inspired as a real rally offshoot with more displacement, better chassis, more stable frame and stronger brakes.

Yet there are enough people with the more civil “Tranny” not just crossing the Alps, but entire continents. And they are spared significant defects. Honda has been carefully improving the Transalp over the years. In 1997 the tide turned and production of the XL 600 V was relocated to Italy. A double disc brake now adorns the front wheel, but the quality of the machine drops to an embarrassing level for Honda. Overrun by new chassis technology standards, the 600 series dragged itself until the turn of the millennium, when it was replaced by the newly designed 650 series Transalp. It continues the Transalp success story. Thanks to its soft universal concept, it still appeals to a wide range of buyers. Today this is what the XL 700 V stands for. The 600 UFO of yore is now considered a weak-chested one “cereal”-Moped smiled at. But among used bikes in the 1500 euro class, it is a real buyer’s tip, which even after 22 years satisfies many needs and is hard to break. Quite a few fans even think that the first generation Transalp, the PD 06, was the best. You might be right. MB

The market
25,876 sales from 1987 to 1999, 17,295 registered copies on January 1, 2009; Used prices: 1000 to 3000 euros

Technical specifications
Water-cooled two-cylinder four-stroke 52-degree V-engine, 583 cm³, 37 kW (50 PS) at 8000 / min, 52 Nm at 6000 / min, five-speed gearbox, O-ring chain, tires 90/90 S 21, 130 / 90 S 17, front disc brake, Ø 256 mm, double-piston floating calipers, rear drum brake, Ø 180 mm, wheelbase 1505 mm, spring travel f / h 200/187 mm, seat height 850 mm, weight with a full tank 205 kg, payload 177 kg , Tank capacity 18 liters, price (1989) 10200 marks (5727 euros)

Performance
Acceleration 0-100 km / h: 5.6 seconds, torque in 5th gear from 60-100 km / h: 6.1 seconds, top speed: 164 km / h

Used advice and information
MOTORRAD 2/1996 and 7/2006; Internet: www.transalp.de, www.transalpfreunde.de, www.motorradonline.de

Kawasaki ER-5 Twister

Five hundred. The mere term brings back memories. The premier class of yore. Many dream motorcycles had 500 cc, a Kawasaki Mach III, a Yamaha RD 500 or classless everyday mules like that “Slurry pump” Honda CX and the cult singles Yamaha XT and SR 500. A 500 was something. You were who. And today? Entry-level class. This lively Kawasaki can be moved so cheeky and bustling that even seasoned drivers have a lot of fun. It’s amazing how easily the 197-kilogram lightweight can be maneuvered.

It hits the most jagged hooks, the ER-5, responds to every minimal impulse on the narrow tubular handlebar with a sudden fold down or upright. Everything exactly as the driver wants it to be. The little one named ER turns carelessly and ardently around the corners when necessary. If you want it, the 500 series turns into a beast in the cornering area, driving big bikes in front of you. Almost overhanded, the trump card of their narrow tires, 110 and 130 millimeters wide, stands out. Especially since the mounted Bridgestone BT 45 glues just great. Instead of prestige horsepower, this 500 series propagates pure lightness of being.

The 50 hp in-line engine is ideal for this, water-cooled and ventilated by four valves per combustion chamber. A beer bottle in cubic capacity, distributed over two cylinders. The twin is motivated to work and starts with the choke on the handlebars, even with a cold start. Once warm, it takes on gas gently and gently. Translated for a long time, the ER-5 suffices at quite low speeds. But she doesn’t shy away from high either. The full torque curve manifests itself in an even power output. Great.
History shapes the two-cylinder engine. Published in 1985 in the LTD 450 as a halved four-cylinder of the GPZ 900, it released a whopping 60 horses in the GPZ 500 S since 1986. Later, Kawasaki’s entire mid-range family was added, the EN and KLE 500 and, from 1996, the ER-5. Kawa engines are no longer common in this country: the 15383 registered copies of the ER-5 are joined by as many GPZ 500 (15307) as well as 8676 EN 500 and 6288 KLE. Makes 45645 registered half-liter midsize twins. Despite the spoiler on the rear bumper, the performance of the ER-5 is objectively rather modest. But it is completely sufficient for the overcrowded German streets. It is fun to lose expensive luxury sedans while accelerating. Of course, you have to stir a little in the six-speed gearbox. On the country road, the frugal engine only burns a good four liters of normal gasoline per hundred kilometers. The 17-liter steel tank enables considerable ranges. On long stretches of the motorway, the baby boomer, which was offered very cheaply at the time, is ultimately faster than some super athletes.

However, the comfortable, but very soft stereo struts of the Twister reach their limits when driving quickly. The Kawa sometimes wriggles with interference. It’s not made for last-minute surfing. The single pane at the front doesn’t seem to bite, you have to pull hard. The rear brake drum is difficult to dose. In contrast to the BMW, the ergonomics are tailored to little people, they feel right at home here.

The black painted exhaust manifolds are slightly unsightly. But the extensive equipment is convincing: both hand levers are adjustable and the main stand is on board. In addition, the luggage hook at the rear and the water cooler are made of solid aluminum, protected from falling. This is how to live. And travel.

This ER-5 belongs to a woman. But the 500 is not a girl’s motorcycle. Their mixture of sensational handiness and undemanding results in an intense driving experience. So is “HE” just, simply highly functional. It could be true, the motto of the ER-5 forum: “The most underrated motorcycle in the world.”

The market
More than 18,000 sales from 1996 to 2005, 15,383 registered copies on January 1, 2009; Used prices from 1000 to 3000 euros

Technical specifications
Water-cooled two-cylinder four-stroke engine, 499 cm³, 37 kW (50 PS) at 9000 / min, 45 Nm at 7200 / min, six-speed gearbox, O-ring chain, tires 110/70 H 17, 130/70 H 17, front disc brake, Ø 280 mm, double-piston floating caliper, rear drum brake, Ø 160 mm, wheelbase 1430 mm, spring travel f / h 140/80 mm, seat height 780 mm, weight 195 kg with a full tank, load 180 kg, tank capacity 17 liters, price (1999) 7760 Mark (3968) euros

Performance
Acceleration 0-100 km / h: 5.0 seconds, pulling power in 6th gear from 60-100 km / h: 8.3 seconds, top speed: 174 km / h

Used advice and information
MOTORRAD issues 2/2000, 7/2006, 3/2008 and 8/2008; Internet: www.motorradonline.de, www.kawa-er5.de

Suzuki GSF 600 Bandit

It was born in 1995 at the right time and as a price-performance miracle. Suzuki’s Bandit 600 was doomed to succeed. Because she brought the right talents with her and ingeniously mixed foreign genes into her own genome. Others conquered the predator’s territory before her: in 1991 the lovingly made GSF 400 opened Suzuki’s moving bandit epic. Connoisseurs consider the 400 series to be the noblest of all bandits. Striking features: fire-red painted frame, white rims, fine details.

And in the 600 class it was also the declared opponent from 1991, the equally very successful Yamaha XJ 600 Diversion, which set the trend as a trendsetter: medium-sized four-cylinder in a colorful tubular steel frame with elegant struts between the upper and lower beams. Garnished with chrome-plated housings for round headlights and instruments. Only that the bandit, who appeared unmasked in 1995, took this to extremes. In contrast to the weak 61 hp engine of the XJ, it wedged the more powerful engine of the GSX 600 F, throttled to 78 hp, between the double loop.

The Playmate of the Year was born. A classic beauty in a modern guise. Elegant, seductive and yet not a diva. Straightforward and clearly shaped. The bandit 600 brought its first boom to the young 78 hp class, which was only launched in 1993. She landed a real surprise coup, cleared up rows by row, stole hearts en masse. The popular naked bike cost a mere 10,290 marks on its debut. Cheap doesn’t mean cheap here. “A lot of motorcycle for the money”, the successful bandit family has been luring them to this day.

After all, there have been almost as many copies of the 1200 bandit since 1996. From 1996 a partially masked robber bride stood by the side of the naked 600 bandit. Both together became bestsellers, bearing the Suzuki model code GN77. Her current code name is much more catchy among enthusiasts: “cult”. And with it program. The flippery followed from 2000 to 2004 “pop” (WVA8). Either way, our green 95 cult looks timeless and classless. You can only feel your real age with a cold start. Too much choke, then the four-cylinder cheers unhealthily. Too little, and it dies like a one-day fly on a mild summer evening. Adjustments are always the order of the day. Nevertheless, the throttle response remains sluggish for the first few kilometers. Plenty of cooling oil needs to come up to temperature first. How much better (and more environmentally friendly) modern injection systems can handle today’s engines. Accompanied by a bell-like undertone, the engine revs up. Even, but not very sensual. More annoying at the top, because intrusive and vibrant.

The chassis like that better. The mugger runs stably on the asphalt. The strut from the 1200 works very well on the test model. The standard redirection in 1995 was still pure luxury. The progressive acting Wilbers fork springs are good for the feeling for the front wheel and the driving stability. The 440 pounder is not a handling miracle, despite the 150 mm rear tire, which is narrow for today’s standards. After all, the adhesive Michelin Pilot Road 2 get the best out of agility. Only with a pillion does the 600 run much more slowly.

High payloads and a good sitting posture invite the passenger to ride with a pillion, making the driving experience a divisible happiness. Nice. Even in the first row you can stand it for hours, although your knees are not on the 19-liter tank, but one floor below. For free. The easy-to-use main stand, fine needles in the round clocks and elegantly darkened control lights compensate for this. The verdict on the 600 series is unequivocal: It is a passable, fully-fledged motorcycle that stands for sheer driving pleasure and savings. In the name of the people!

The market
Approximately 54,000 sales from 1995 to 2005, 37,168 registered copies on January 1, 2009; Used prices from 1500 to 4000 euros

Technical specifications
Air / oil-cooled four-cylinder four-stroke in-line engine, 600 cm³, 57 kW (78 PS) at 10 500 rpm, 54 Nm at 9500 rpm, six-speed gearbox, O-ring chain, tires 110/70 H 17, 150 / 70 H 17, double disc brake front, Ø 290 mm, double-piston floating calipers, rear disc brake, Ø 240 mm, two-piston fixed caliper, wheelbase 1430 mm, spring travel f / h 130/121 mm, seat height 820 mm, weight 220 kg with a full tank, payload 200 kg, tank capacity 19 liters, price (1995) 10,040 marks (5133 euros)

Performance

Acceleration 0-100 km / h: 4.1 seconds, pulling power in 6th gear from 60-100 km / h: 6.7 seconds, top speed: 195 km / h

Used advice and information
MOTORCYCLE 8/1999, 24/2005, 5/2007, 8/2008; Internet: www.motorradonline.de, www.banditforum.de

Yamaha XV 535 Virago

You have to let this number melt on your tongue: Yamaha officially brought 57,031 copies of the XV 535 Virago to the people in Germany from 1988 to 2003. A good 37,000 of them were still registered on January 1st, 2009. Where are they all driving around? An unprecedented success, apart from some of the MZ models at the time of the socialist standard motorcycle. But why did the XV become a popular model? Quite simply: Because it is small and friendly. And fit perfectly into her time.
The XV 535 was and is a delicate two-cylinder motorcycle. Extremely low, narrow and anything but long. She is unmistakably committed to the basic law of chopper construction, to minimalism, to the art of omission: Her dissected body with the tightly laced wasp waist between the tank and seat cushion allows the purely air-cooled V-engine and the sparkling spoked wheels to dominate the look, making the Virago a real motor Wheel. The Virago weighs a delicate 197 kilograms. And that despite the low-reaction, clean, but heavy cardan drive. And mudguards made of solid sheet metal that still live up to their name. There is hardly a driving school that did not put its students on the lightweight Yamaha in the 1990s. Because even people who are 1.50 meters tall can easily reach safe ground. Less seat height than 72 centimeters is not possible. And then what did the new drivers buy in droves? the “Little man’s harley”.
In addition, from 1997 onwards there were many newcomers (ex-drivers!) From the XV 125, also top sellers in its class. The 535 made it easy for them. Our photo copy is from 1994, the most successful Virago vintage: 7846 sales in 12 months! Their chrome contrasts with black paint. The two mighty cylinders spread out by 70 degrees, thick, arm-thick, the manifolds are blinded. They hide the fat collector diagonally under the gearbox, which is state of the art today.

The two short ones “Shotgun”-A gentle bubbling escapes from the exhaust pipes. The 535 always stays true to its motto: “Don’t scare anyone.” It doesn’t rip your arms off when you accelerate, TDIs are serious opponents. And if so, can their drivers be reflected in the soup-ladle-sized turn signal housings while driving? The two pistons enter the speed range well. The durable V2 runs soft and elastic. It delivers a healthy 46 hp without instilling fear through excessive temperament. The transmission is a bit gritty, there is play in the shift linkage.

It’s hard to believe how deep you can sit over the asphalt. Low riding, high feeling? Well, the badly folded seating position is a bit embarrassing for spectators. Wanted, but not able to. But on the handlebars it’s better than expected. It bends the legs at a right angle, even if you only pull them to the narrow, tiny drop tank. The deer antler handlebar also looks very narrow, as if the motorcycle was first on the left, then on the right. Big ones can steer with their knees. And despite the sissy bar, a pillion passenger is completely lost because of high pauses. The short shock absorbers do not offer too much comfort, they cut through mercilessly on furrowed third-order lanes. But you want to go there?

The Virago teaches you to drive comfortably. The fork is soft, the brakes don’t bite angrily, including the simplex drum in the rear wheel. With structurally old Bridgestone Mag Mopus tires, the Yamaha runs extremely behind every track groove and longitudinal joint. After all, the formats are in keeping with the chopper: front partition, rear balloon tires. All of this is enough for serenity without superlatives. Much easy, a little rider. Pleasant styling, robust technology and great suitability for everyday use at a low price – that’s what made the XV, which was sold for 15 years, the VW Golf among motorcycles – user-friendly and not too big.

The market
57,031 sales from 1988 to 2003, registered copies 1/1/2009: 37,673; Used prices from 1200 to 3500 euros.

Technical specifications
Air-cooled two-cylinder four-stroke 70-degree V-engine, 535 cm³, 34 kW (46 PS) at 7500 / min, 47 Newton meters at 6000 / min, five-speed gearbox, cardan, tires 3.00 S 19 and 140/90 S 15, disc brake front, Ø 298 mm, double-piston floating caliper, rear drum brake, Ø 160 mm, wheelbase 1520 mm, spring travel f / h 150/85 mm, seat height 715 mm, weight with a full tank 197 kg, load 218 kg, tank capacity 13.5 liters, price (1994): 10470 marks (5353 euros)

Performance
Acceleration 0-100 km / h: 7.1 seconds, pulling power in 5th gear from 60-100 km / h: 7.3 seconds, top speed: 146 km / h

Used advice and information
MOTORRAD 24/2006, 7/2007 and 8/2008; Internet: www. xv-535.de, www.viragoforum.de and www.detlef-allspach.de

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