Motorcycle 500 River (2000): technical specifications, photos, videos

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Honda → Review of the Honda CB500 / CB500S motorcycle (1994-2003)

The Honda CB500 motorcycle has such fame that “once you buy it, you will never want to sell it.” The CB500 was first released in 1994 and was produced until 2003. The motorcycle is very competent and inspires confidence due to its high reliability. Many bikers around the world love the Honda CB500 for its versatility and good performance.

The Honda CB500's engine is incredibly smooth and has good power distribution across the rev range. Peak power is 58 horsepower and torque is 47 Nm. The engine is quite responsive and playful. In addition, it allows you to travel thousands of kilometers without worrying too much about reliability.

Riding the Honda CB500 motorcycle can be a pleasure, both at low and high speeds. The bike easily maneuvers through dense city traffic. The saddle and overall riding position on the motorcycle are very comfortable. The gearbox works smoothly. The classic Honda CB500 is very versatile, you can also travel on it, but it is worth remembering that for driving at speeds above 120+ km/h you should install a windshield.

The Honda CB500 motorcycle has nothing superfluous. It is immediately clear that the entire development budget was thrown into the development of the engine/chassis and the quality of workmanship/assembly. The instrument panel is very simple: an analogue speedometer and tachometer. The CB500 naked saddle is quite spacious even for two people. A motorcycle may only be uncomfortable for really huge people.

The Honda CB500 engine is one of the most reliable. The pipes and exhaust will begin to rot much earlier. Compared to competitors such as the Kawasaki ER-5 and Suzuki GS500E, the classic CB500 was more advanced and durable.

Brief History of Honda CB500/CB500S (1994-2003):

• 1994: CB500 launched. It had a rear drum brake and Nissin calipers at the front. • 1997: Rear brake upgraded to disc brake with Brembo calipers all around. • 1998: Partial fairing version of the CB500S released • 2003: Both versions were dropped because they did not comply with new EU emissions regulations. The replacement was a Honda CBF500 motorcycle.

• Top speed: 190 km/h • 400 meters: 13.2 seconds • Power: 57 hp. • Torque: 47 Nm • Weight: 173 kg • Seat height: 775 mm • Fuel tank: 18 liters • Average fuel consumption: 4.7 l per 100 km • Engine: 499 cm3, 8 valves, in-line, two-cylinder • Gearbox: 6 speeds • Frame: Tubular steel • Front suspension: 37mm fork, preload adjustable • Rear suspension: Preload adjustable • Front brake: 296mm disc • Rear brake: 240mm disc • Front tire: 110/80 x 17 • Rear tire: 130/80 x 17

Family Business (The History of Cagiva Motorcycles)

The story of the Castiglione family and the Italian motorcycle industry is an endless series of mergers, acquisitions, sales and transfers of ownership of brands, production facilities and shares. This is a story about rapid rises and dizzying falls, about successful marketing moves and terrible miscalculations.

1950

Giovanni Castiglione in Varese (Italy) founded (short for CASTIGLIONE GIOVANIA VARESE) a specialist in precision metalworking and the production of complex metal products.

1978

Cagiva is trying its hand at a new business: a racing team is created, the motorcycles of which are painted red and silver, and the pilots are Gianfranco Bonera and Marco Luccinelli.

The family hobby soon transforms into the fastest growing motorcycle business in Europe. On October 17, the company buys from AMF - Harley Davidson a factory in Sciranna (Italy), previously owned by Aermacci. On an area of ​​80,000 m2, located, by the way, very close to the MV Agusta plant, there is a production staffed by skilled workers and a design department with talented designers, many of whom also went through aeronautical engineering school at Aeronautica Macci. The existing personnel wealth allowed the Castiglione brothers to begin updating the model range.

1979

The SST 125/SST 250 debuts - a small and inexpensive motorcycle with a two-stroke air-cooled engine that boasts alloy wheels.

At the end of the code, the company employed more than 150 employees, and produced 40,000 motorcycles per year.

1980

The immediate success achieved on the market is the result of CAGIVA's active marketing policy, carefully thought out and then fully implemented by the Castiglione brothers. The idea was to produce a product of good quality, not inferior to competitors in terms of technical indicators, set a reasonable price for it, fixing it, and guarantee a good level of service and support. In the early 80s, it was these principles that allowed CAGIVA to be the only Italian manufacturer capable of resisting the invasion of Japanese brands on the market.

Technically, Cagiva motorcycles are fresh and interesting, the company is developing new market segments and dominates the small-capacity sector, both on-road and off-road. There are more than 400 dealerships of the brand in Italy.

Cagiva makes his debut in the MotoGP premier class: Virginio Ferrari is qualifying at the Nurburgring (Germany).

1981

The 2C2 model uses technical solutions not previously seen in GP: four cylinders in a row, a disc distributor valve at the inlet, 118 hp. With.

1982

The first points earned in MotoGP in the 500cc class.

1983

The market requires larger motorcycles: we need to grow. Cagiva signs an agreement with Ducati to supply engines ranging from 350 to 1000 cm3. In 1984, 6,000 engines were delivered, in 1985 - 10,000. Also in 1985, Cagiva buys Ducati, saving it from bankruptcy. During his ownership of the brand, the technical masterpiece Ducati 916 (designer Tamburini) and the marketing masterpiece Ducati Monster (designer Galuzzi) will be created. In 1996, the Ducati brand will be sold to the Americans from the Texas Pacific Group (TPG).

Based on a two-stroke 125 cc engine, a dual-purpose motorcycle Elafant 125 (“Elephant”) is being built, which will serve as the ancestor of a whole series of touring enduros with a volume of 125 to 900 cm3. It is the 900 cc “Elephants” that will bring the company two victories in the Paris-Dakar rally.

1985

Racing company Cagiva manages to break Suzuki's winning streak in motocross. In 1985 the championship was won by Finn Pekka Vehkonen, and in 1986 by Dane Dave Strijbos. In the period from 1984 to 1988, motorcycles of the Italian brand consistently came in points, fighting on equal terms with Japanese ones. In both 1987 and 1988, Vekhonen took second place in the final championship table. Since 1988, the company's honor on motocross and enduro tracks has been defended by the Husqvarna brand.

The Cagiva Alazzurra is available with Ducati Pantah 350 and 650 cm3 engines. It has a square headlight mounted in the half-fairing, with side skirts available as an option to transform the silhouette into a racing one.

1986

The Swedish company Husqvarna is on the verge of bankruptcy and closure. The Castiglione brothers buy it and begin transferring production to Italy. Unfortunately, not all engineers were persuaded to change their country of residence: several people remain in their homeland - this is how the Husaberg brand (now owned by the Austrian company KTM) appeared.

1987

The "Cajiva Research Center" (CRC) has been opened in the Republic of San Marino. Its director becomes Claudio Castiglione's friend Massimo Tamburini (who previously worked at the Bimota company), who would later become the “father” of ingenious technical solutions and aesthetically verified designs of many motorcycles coming off the assembly line of the Cagiva concern.

Another motorcycle brand was purchased - Moto Morini. But this purchase as a whole can be called unsuccessful: in 1991, the Morini factory in Bologna will be closed, the chief designer Franco Lambertini will flee to Piaggio. The Moto Morini brand will join Ducati in 1996 when it is sold to Americans. In 1999, the brand was bought out to create the Motori Franco Morini company, but over the next 14 years these motorcycles failed to conquer the market, despite the variety of models offered.

Joining the grand prix team is driver Randy Mamola, who has finished in the points all season.

1988

At Spa (Belgium), Randy Mamola takes the 500 cc C 588 to the podium. The motorcycle frame is made of aluminum, the rear swingarm is curved like a banana, and a well-designed aerodynamic fairing is installed.

1989

Production of Cagiva Mito 125 (translated as “Myth”) begins. With an eye on Mito, a year later the competitors released the Aprilia AF 1 Futuro, and later the RS 125, which brought Apillia many victories in the 125 cm3 class. The Mito was Valentino Rossi's first adult motorcycle: Claudio Lusuardi, head of the racing team, gave it to the future champion in 1994 to compete in the national championship.

1990

A new factory for the production of steel and aluminum frames is being built in Morazzone (Varese). In 1996, the Crimson Design Center will be opened under the leadership of the Argentinean Miguel Galuzzi.

The rights to the Mini Moke, a super-compact SUV that has been produced since 1964 at many factories around the world, have been purchased. Its production in Portugal will not last long - until 1993.

Hédy Auriol wins the Paris-Dakar rally with a Cagiva Elefant 900.

1991

Cagiva signs an agreement with the Czech companies CZ and JAWA to produce some Czech models in Italian facilities and to produce Italian models (eg Roaster 521 / 125 cm3) in the Czech Republic. The cooperation lasted until 1997 and was terminated due to financial difficulties of the Italian company. This was the end for CZ as a motorcycle manufacturer - the factory began producing gearboxes for Skoda cars.

The Castiglione brothers' latest investment is the purchase of MV Agusta. The brand is legendary, simply the Ferrari of the motorcycle world, with a rich sports history and a string of titles won. The rationale for the purchase was the desire to return the legendary brand to its former greatness.

Eddie Lawson, three-time GP champion, joins the team and immediately arrives on the podium in Le Castel (France). According to the results of the championship, he becomes sixth.

1992

In Hungary, Cagiva wins the race for the first time. This is the first success in confrontation with the Japanese manufacturers that dominated at that time. In 1993 there would already be two victories: Doug Chandler at the beginning of the championship and John Kosinski at the American stage in Laguna Seca.

1994

With restyling, Massimo Tamburini turns the Mito into a smaller copy of the Ducati 916. The motorcycle instantly becomes a hit among European youth. An interesting fact is that the motorcycle has a seven-speed gearbox.

The most successful year in Grand Prix racing. John Kosinski finishes on the podium seven times during the season, wins the Australian round and finishes the year in third place. In the wake of this success, a decision is made to leave the “big circus” - to leave MotoGP racing. It was decided to concentrate on the development of a new civilian motorcycle, MV Agusta - all financial and engineering efforts were devoted to this project.

Hédi Auriol wins the Dakar for the second time.

1995

The Cagiva River 600 debuts, a neoclassic with a 600 cm3 single-cylinder Rotax engine.

1996

Production of the Canyon 600 dual-purpose touring motorcycle begins, the Italian answer to the German release of the BMW F 650 GS. The air 600 cc Rotax engine produces only 34 hp. s., but excellent handling and good suspension help the motorcycle gain an army of fans.

1997

At the motorcycle show in Milan, the new MV Agusta A4 Serie Oro was shown - a motorcycle that the whole world fell in love with. In terms of aesthetics, this is undoubtedly Massimo Tamburini's best work.

An agreement was signed with Fast by Ferracci for the distribution of Cagiva, MV Agusta and Husqvarna products in the United States.

1998

The production F4 receives the most enthusiastic reviews in the press. At the exhibition “The Art of Motorcycle” at the Guggenheim Museum in New York, the F 4 Oro is the central exhibit.

From the sporty Mito 125 they make the naked Planet 125, which looks a little like the Ducati Monster. In place of the gas tank is a glove compartment that can accommodate an open helmet.

Based on the two-valve air-cooled engine from the Ducati 900 SS, a large touring enduro motorcycle, the Cagiva Grand Canyon 900, is being built, which will be produced until 2000.

1999

A new factory opens in Cassinetta di Biandronno (Varese). The company employs 500 people, 150 of whom are in R&D centers. The company's main brand is MV Agusta, followed slightly by Cagiva and Husqvarna.

At the exhibition in Milan, new Cagiva models with 650 and 1000 cc Suzuki engines are presented: Raptor, V - Raptor, Navigator. They receive a good response in the press and sell well, proving that the brand is ready to meet the coming 21st century fully armed.

2000

A new company logo appears, based on the same image of an elephant, but only the head remains.

Rebranding of Cagiva Group into MV Agusta Group begins.

2002

A limited edition of 1000 copies is produced X - Raptor 1000 (Extra Raptor) with adjustable suspension and steering damper, a slightly “raised” tail and an abundance of carbon fiber trim.

During 2002–2003 motorcycle production practically stops. The economy is in decline, there are not enough own funds. A loan from the Italian financial group Banka Investa, received in 2003, allows the conveyors to be restarted.

2003

The Cagiva Planet 125 was discontinued to be replaced next year in 2004 by the Raptor 125 - technically identical, but with a design based on the older "predators".

During the year, 24,000 motorcycles were produced, of which 4,900 were under the Cagiva brand.

2004

Financial problems again overtake the company. This time the Malaysian company Proton is lending a helping hand. Not for free, of course.

2005

The company decided to update the design of Mito 125 from Tamburini. Based on the racing Cagiva GP 500 (C 594), a new fairing was made, the engine received new settings, and lightweight components were used. The Mito SP 525 was produced in small quantities for racing and was not intended for public roads.

2006

In the spring of 2006, MV Agusta Motor SpA returned to Italian hands. The investment company GEVI SpA from Genoa buys out the share owned by Proton and invests € 15,000,000 in production.

At the autumn motor show, the Mito 500 concept was shown, created on the basis of the Mito 125 chassis and a 500 cc engine from the Husqvarna TE 510. Its weight (133 kg) is only 4 kg more than that of the two-stroke “125”, but the engine produces 60 liters . With. Unfortunately, the concept will not go into series.

2007

In October, BMW buys the Husqvarna brand, promising to maintain production in Italy.

2008

In July, MV Agusta becomes the property of Harley-Davidson, so we are back where we started! Under American patronage, the Varese plant produces motorcycles under the Cagiva and MV Agusta brands. But a year later, unable to bear the Italian burden, H.-D. puts MV Agusta up for sale.

Based on the Mito SP 525, a road version of the Mito 525 is released, similar in appearance, but technically simplified. The new carburetor Electronic Carburetion System, created in collaboration with Dell'Orto, allowed the two-stroke to meet Euro-3 standards.

2010

The Castiglione family buys the MV Agusta and Cagiva brands from Harley-Davidson. The story goes into the second round of evolution, but without the CAGIVA brand - the production of these motorcycles has been completely curtailed, the company is focused on the production of F 4 and Brutale. Work begins on the new three-cylinder F 3-B 3 family.

Will the production of motorcycles under the Cagiva brand ever be revived?
Quite possible. There are no purely technical obstacles to this, and they will be able to be sold through the same dealers who sell MV Agusta. The main thing is to properly differentiate these brands so that internal competition does not arise between them. Beauty category “A” > April 27, 2013 09:52 Denis DEAN Panferov

CHES123 › Blog › Jawa 500 R 1987

Description of the model
It was pure amateurism and an internal desire to somehow improve Java.
In 1986, the first sample appeared. The single-cylinder 4T ONS engine had a diameter of 89 mm, a piston stroke of 79.4 mm and a displacement of 494 cc. With a compression ratio of 8.2:1 it produced 34 hp. The “softest” version of Rotax was taken so that it could be started with a kick starter. To reduce the price, we decided to do without an electric starter. The transmission is five-speed. The most suitable were the Amal carburetor and the Mikron muffler. The chassis was taken without significant changes from the 634 model, with the usual modifications for England - an asymmetrical headlight for left-hand traffic, a speedometer in miles, a rear light approved for use in England. There was a decompressor lever on the left side of the steering wheel. The tank held 15 liters of gasoline, and the oil tank from the Oilmaster instead of the left glove compartment held 3 liters. The 18″ wheels with 160 mm drum brakes were the weakest point, especially when driving with a Velorex side trailer. The weight of the motorcycle reached 170 kg. The maximum speed of a single person is 145 km/h. Fuel consumption was about 4 l/100. In 1987, the motorcycle was presented to the public at the Motorcycle Show in Birmingham, and aroused very noticeable interest among the British. A simple single-cylinder 4T has always been an “English” motorcycle, and in those days there was nothing like it on the market, only sophisticated multi-cylinder Japanese ones. The attractive price of £1,548 contributed to the decision to launch a small series. In King's Lynn they produced 50 pieces on their own. In incredible conditions! Almost at the knees, they cut the engine mounts on the frames and welded new ones, redid the intake, changed all the cables, and installed mufflers. In 1988, Java launched the production of the 638 model, and under the pressure of gentlemen Peter and Chap, it began preparing the chassis for Rotax right at the plant in Tynets.

Technical characteristics
Engine Single cylinder Cylinder displacement 494 cm3 Stroke 4 Power 27.00 hp
(19.7 kW) @ 6000 rpm. Compression 9.2:1 Bore x Stroke 89.0 x 19.4 mm (3.5 x 0.8 inches) Valves 4 Fuel Control OHC Cooling Air Gearbox 5 speed Drive Chain Max. speed 138.0 (85.7 mph) Gas tank capacity 15 l. Front tire 3.25-18 Rear tire 3.50-18 Front brake Single disc Rear brake Drum SUBSCRIBE TO MY PROFILE
THEN IT WILL BE MORE INTERESTING DO YOU WANT THE SAME JAVA WRITE TO ME, HUGE SELECTION OF SPARE PARTS FOR JAVA MOTORCYCLES, ALSO QUALITY RESTORATION I'M A MOTORCYCLE

Yamaha SR500 motorcycle review

Model of a retro classic motorcycle Yamaha SR500

appeared in 1978 simultaneously with the Yamaha SR400 model and differed from it only by a slightly larger engine, taken from the Yamaha XT500 enduro model. Initially, the Yamaha SR500 was aimed exclusively at the foreign markets of Asia, North America, Europe and Oceania, but since 1984 the model has also become available in Japan.

The reason for the appearance of the Yamaha SR500 was the desire of Yamaha to release a simple classic and archaic motorcycle without the use of modern parts and technologies - a classic steel frame, a simple air 1-cylinder engine, classic suspension, spoked wheels of 18th radius at the rear and 19th at the front, and also drum brakes. By the way, at first the concept of “retro motorcycle” was not entirely clear to motorcycle manufacturers and buyers of this equipment, because it was the 70-80s of the last century and most classic motorcycles looked similar to the Yamaha SR500. In addition, the first versions of the model intended for the American market had disc brakes at the front and rear, and alloy wheels, which was a modern solution in those years. Realizing this, Yamaha eventually began to move away from using advanced technologies, giving preference to classic solutions - for example, rear (and then front) disc brakes soon gave way to drums, and alloy wheels were replaced with spoked rims.

The main feature of the Yamaha SR500 is a 1-cylinder, 4-stroke, air-cooled engine with a capacity of 499 cc. see, producing 32 hp. power and 36 Nm of torque. The engine is paired with a 5-speed gearbox, has 2 valves and produces maximum performance at 5500-6500 rpm.

Like the younger version (Yamaha SR400), the Yamaha SR500 is very often used to build custom projects - cafe racers and scramblers. Stock versions are quite rare in the Russian Federation and are mainly brought from auctions in Japan.

Content

Brief history of the model

• 1978 – start of production and sales.

Model

: Yamaha SR500 (Europe, USA).
Factory designation
: 2J4, SR500E.

• 1979 – no significant changes.

Model

: Yamaha SR500 (USA).
Factory designation
: SR500F.

• 1980 – no significant changes.

Model

: Yamaha SR500 (USA).
Factory designation
: SR500G.

• 1981 – no significant changes.

Model

: Yamaha SR500 (USA).
Factory designation
: SR500H.

• 1985 – restyling of the model. The model receives a front drum brake, minor changes in appearance, 18′ wheels and a 14 liter fuel tank.

Model

: Yamaha SR500 (Japan).
Factory designation
: 1JN0.

• 1987 – no significant changes.

Model

: Yamaha SR500 (Europe).
Factory designation
: 1RU.

• 1988 – no significant changes.

Model

: Yamaha SR500 (Europe).
Factory designation
: 3EB1.

• 1991 – no significant changes.

Model

: Yamaha SR500 (Europe).
Factory designation
: 3EB2, 3EB3.

• 1992 – no significant changes.

Model

: Yamaha SR500 (Japan, Europe).
Factory designation
: 3EB2, 3EB3.

• 1993 – no significant changes.

Model

: Yamaha SR500 (Japan, Europe).
Factory designation
: 3EB5, 3GW4.

• 1994 – no significant changes.

Model

: Yamaha SR500 (Japan).
Factory designation
: 3GW6.

• 1995 – no significant changes.

Model

: Yamaha SR500 (Europe).
Factory designation
: 3EB6.

• 1997 – no significant changes.

Model

: Yamaha SR500 (Japan).
Factory designation
: 3GW7.

• 1998 – no significant changes.

Model

: Yamaha SR500 (Japan).
Factory designation
: 3GW8.

• 1999 – no significant changes.

Model

: Yamaha SR500 (Japan).
Factory designation
: 3GW9.

Cagiva canyon 600/500

I'll start with a brief history of the brand. At one time, the Castiglioni brothers created the largest concern, Cagiva, which included such famous brands as Ducati, Husqvarna, Moto morini and, of course, MV Agusta, which honorably bears the flag of the collapsed concern to this day. On models of the late 90s and early 2000s, you could see the inscription MV Agusta on the nameplates of Cagiva motorcycles. There are rumors in the press about the revival of the Cagiva brand as a manufacturer of off-road electric bikes, we will see what happens. Cagiva motorcycles have won the Paris Dakar and MotoGP rallies many times, and the Cagiva brand was a household name in those distant years when we rode motorcycles and tried to imitate advanced foreign brands. I somehow came across a Cagiva Canyon 600 motorcycle at a reasonable price with very low mileage in decent condition and a sharply negative attitude towards the motorcycle from the previous owner (hence the price). There were a great many complaints about the motorcycle and it was bought in a non-working condition. The owner was simply tired of constant repairs and lost his nerves, so as an alternative he bought himself a new Chinese, which he was incredibly happy about. I took a risk! I bought a motorcycle, brought it to the garage, and by evening the motorcycle came to life and rode off. Now let's figure out what this motorcycle and Italian technology in general are. All the equipment produced is European, and Italian equipment is especially high-tech and uncompromising to the level of your driving skill and knowledge of the technical part of the motorcycle you are riding. The Italians don’t leave you a chance if you haven’t delved deeply into their product, studied their weak points and don’t monitor them carefully. Get ready for the fact that your motorcycle will begin to accumulate sores and will eventually let out its last breath with a loud grunt, having previously exhausted your nervous system and finances. Later, when I googled it, I saw a lot of negative reviews about the reliability of the motorcycle against the backdrop of rave reviews about the motorcycle’s ride quality and its practicality. Having delved into the essence of all the technical problems, the conclusion was banally simple and obvious: the motorcycle, although Japanese, was not the best and most reliable Mikuni bst40 carburetor, and the first problem the owner faces is a problem with starting the engine due to wear of the emulsion tube, needle, and flap guide and the owners’ inability to correctly diagnose the malfunction and adjust the carb. As a result, the overrunning clutch due to overloads and reverse starts (bacstart) is sent to scrap metal before its due date. As usual, it is followed by the starter itself due to overheating of the windings. By the way, all large-volume single-barreled guns suffer from these diseases to varying degrees of severity, because it’s not easy to turn a piston with a diameter of more than 100 mm, and the guys from Rotax apparently really don’t like decompressors. The motorcycle is demanding on the vigor of the battery, which must have a good starting current and always be in a good mood. One of the most common breakdowns can be considered to be fallen magnets from the magneto generator, but this problem can be successfully treated with cold welding or epoxy resin. Thank God this problem passed me by. A complaint about one brake disc and bad brakes is again treated with good quality pads, or more precisely with a hard composition of the friction layer. How are things going with spare parts for Canyon? The motorcycle is as simple as possible; on Chinese sites you can buy everything for this motorcycle, including an overrunning clutch, at a price lower than the original used one. All the electrics come from similar Chinese motorcycles (charging relay, ignition coil and even brains) The technical part is made very nicely and competently with Italian love for beauty, every detail is pleasant to look at and to the touch, on every detail there is a Cagiva logo, on every detail from a third-party manufacturer part number and company, everything is in place and functional. A small thing, but nice. The technical equipment is impressive. Thick Marzpcch fork, Sachs shock absorber, Domino brakes, Rotax engine, high-quality seat trim, beautiful sleek Italian design. I found one important inaccuracy in the performance characteristics of the motorcycle. For some reason, not a single manual indicates the engine power in horsepower, which in reality is not 36 but 50 hp and the motorcycle drives accordingly. Gasoline consumption with correct carburetor settings is less than 5 liters. per hundred in city mode, and when driving on the highway up to 130 km.h. The suspension is very balanced, the motorcycle handles and handles bumps very well. When driving on country roads, the suspension is enough even for driving with number two, and the engine is capable of taking you up any steep mountain or forest climb, even in second gear. By the way, the engine is torquey and at the lower levels it feels much more confident and comfortable than in the red zone of the tachometer. Am I happy with the motorcycle? Yes very! Although I had to spend a lot of time in the garage and at the computer collecting useful technical information in order to bring it to ideal technical condition. The motorcycle is very reliable, by the way, the new Chinese one was purchased by the previous owner and is already in pre-utility condition, which cannot be said about the Cagiva Canyon. The motorcycle was originally bought for a girl, but later became loved by all family members. The moral of this fable is this: when buying Italian equipment, you must realize whether you have enough experience and skill to monitor the technical condition of the equipment, whether you can delve into it and whether you have enough time and perseverance to delve into the engineering thoughts and ideas of Italian engineers - drug addicts. Otherwise, you will waste time, money and nerve cells fighting difficult Italian motorcycles.

This is what a fully dressed factory original looks like. But the motorcycle looks more interesting when undressed, doesn’t it?