Aprilia Pegaso 650 - produced in the same hall in Noale, which also housed the very similar BMW F 650 GS. The Aprilia was better refined, cheaper and had a better engine. But it was not as successful as BMW. Strange…
Aprilia Pegaso 650
The Pegaso 650 is not one of the most common motorcycles in the world. The reason is simple - official sales of Aprilia began only in 2004. Previously, various Aprilies were offered by more or less official sellers, but they were mainly talking about motorcycles and scooters with small engines. So most of the Pegaso we see on our roads come from private importers.
Aprilia's story
The Aprilia brand was founded in 1934 by Alberto Beggio. It was an ordinary blacksmith's workshop. After World War II, bicycle production began at a site located in Noale, near Venice. The first motorcycle called Aprilia was built in 1956. Mass production of small two-wheelers began in the 1960s. Aprilia was never a big company, so it had financial problems. Moreover, she always absorbed her participation in sports. The situation improved when Piaggio bought the brand, which it still owns today.
Aprilia Pegaso 650
Aprilia Pegaso 650 was founded in 1992. The nice “adventure” chassis had a modern five-valve Rotaxa engine producing 48 hp. , all parts are finished extremely carefully, driving performance turned out to be quite good. However, the car did not achieve much success in the market. Moreover, company executives were shocked by the fact that the BMW F 650 GS, launched the following year, also in Noale, turned out to be a huge hit, despite the higher price. Apparently, customers were convinced by the round badge on the tank.
Review of the Yamaha FZ 400 Fazer motorcycle
I had a chance to ride a 1998 Yamaha fzr400, it was brought from Japan in 2007 and I used it for 3 years and have no complaints. About the motorcycle, it has 4 cylinders and 4 carburetors, which is a big plus for accelerating to 200 km/h in about 15 seconds, but this is also a minus of high fuel consumption for 400-hundred cubic meters. There is little plastic on this Moto, which gives you a chance of not being scratched if dropped. There is also a pleasant exhaust sound from the pipe. In the city it feels good and you can navigate traffic jams confidently, and outside the city it’s not even bad if you make an allowance for 400 cubic meters. This is an excellent motorcycle as a first Moto, it forgives a large number of mistakes and it promises well, and you quickly get used to the Moto. Moreover, the design is probably one of the best of its time, and even now it is beautiful, quite versatile and very practical.
At that time I felt like I was on an airplane, especially when accelerating to 180 km/h. Then I realized that I had chosen an excellent option to begin with. I liked going out on the highway more, since in the city I couldn’t feel all the capabilities of the motorcycle.
As usual, over the course of several seasons I lost everything - it’s sad, but what can I do, losses were inevitable. Several falls at high speeds helped, which smashed all the plastic parts to smithereens. But Motz himself was an A+. The arcs and sliders gradually went away, and the covers were scratched. I welded the plastic in critical places and drove on. Only with the primer there are real problems - you don’t feel either the road or the motorcycle on it.
On problem sections of the route, the fz 400 fazer also did not risk exceeding the speed limit of 100 km. At night, in such places, I generally lowered it to 60, so as not to break the plug. In principle, the headlights were fine, but the brightness could have been increased. Among the “chronic diseases” is the appearance of cracks in the intake pipes. In addition to the inconvenience of replacement, the overly inflated price for such pipes is also annoying.
All shortcomings are compensated by the ease of fit and excellent, attractive appearance. I would also like to mention the wind protection. In short, be prepared for the fact that you will have to change the pipes and timing chains. It’s better to ride a ’97 Yamaha FZ 400 around the city or on high-quality trails.
Among road users, the Yamaha FZ400 stands out favorably for its qualities. The engine is an in-line four, capable of developing a power of 53 hp. The transmission is chain, six-speed. The motorcycle is very versatile and practical. It moves confidently on city streets and provides the driver with complete comfort. On the highway it behaves smoothly, corners supplely and maintains its trajectory. In traffic jams it exhibits excellent maneuverability. The riding position is comfortable and upright, but with the rider being less than 170cm tall, the bike is a bit tall. When driving, you have to actively work with the gears; it comes to life a little at upper revs.
The motorcycle has excellent brakes and engine, excellent acceleration dynamics, handles well and looks beautiful. In fact, it is a sports bike without a body kit. There are very different reviews about the Yamaha FZ400 motorcycle. Disadvantages include the need to thoroughly clean the carburetor and promptly replace spark plugs. The engine is highly susceptible to corrosion. Like any 400, the FZ 400 engine works best at high speeds. The motorcycle is capable of reaching speeds of up to 160 km/h. The brakes perform their functions perfectly.
This is my first motorcycle! Somehow I didn’t have to travel before. I'm happy with the result, I got an excellent model in bright red color, I chose it myself, without advisors. One might say, we were lucky with the choice. I bought it in January, carried out maintenance, so the new motorcycle was completely ready for the spring season. There were no problems with the service - there is enough information on the Internet, I did not contact anyone and did everything myself. This helped me learn the new product in every detail. The average price of a motorcycle fully pays for it. When I drove out onto the track for the first time, I was very impressed by the high speed and rapid acceleration. It was something! Within an hour I was completely comfortable with the controls; I never thought that I would get used to it so quickly! Steering is very easy, the motorcycle is quite agile. Despite the significant dimensions and weight, you feel confident. Turning is effortless, and on a straight line you can decisively overtake cars and trucks walking nearby! It is especially convenient to operate in traffic jams, due to the fact that the mirrors do not extend beyond the steering wheel and are located low, and this helps not to hit the mirrors of neighboring cars. The motorcycle is very ergonomic, has a high-quality engine and good brakes. I can recommend the Yamaha FZ 400 to everyone who loves not only fast, but also comfortable riding!
I had never driven a sports bike before, and they only rode me a couple of times on a liter bike. The Phaser 400 is an excellent bike, I learned to ride it in 10 minutes for the first time, I got used to the bike at high speed in just a couple of hours, while the rear tires were very bald, the front tires were almost new and there was heavy rain outside, but it didn’t spoil my desire either. I didn’t give a fuck about it, the bike was comfortable, but on the 3rd day after purchase, I inexplicably pierced the front fork leg, although I went around the pits, but the fork is very soft, and behaves very cool when overtaking. Performs maneuvers on time, even on bald tires.
Go to the Yamaha FZ 400 Fazer
Typical disadvantages
Aprilia therefore decided to make a few adjustments and the new model hit the road in 1995. Changes included an inverted front suspension, replacing the stiff and leaking rear shock absorber (which was repaired under warranty) - it was replaced with a better tuned one with adjustable rebound damping. The new model also had a more comfortable and 3cm lower seat - the previous one, located at 870mm, was a problem for shorter riders. A frequently occurring malfunction was also eliminated: a jammed coolant pump shaft. Unfortunately, some shortcomings remain. The second generation Aprilia Pegaso continued to fall with a slight fluctuation above 130 km/h, the headlight was still poor and access to the crane was difficult. Nothing was done about the big drawback of the engine, that is, its gluttony. He still managed to drink 8 liters of gasoline per 100, which with a 14-liter tank is a bit contrary to the idea of a touring enduro.
Aprilia Pegaso 650
In 1997, another version appeared, which was more "adventure" than "enduro". The fairing was now larger and provided better wind protection, and the dual reflector installed in it finally illuminated the road properly. The motorcycle had a longer wheelbase, which excluded the mention of a “snake”. Instead of a “cross” in appearance, the seat was given a more comfortable one (especially for the passenger), graduated and - more importantly - placed at the same decent height of 840 mm. In addition, the tank now holds 22 liters of fuel, which has significantly improved range, and the engine thanks to a new valve timing system, a new airbox with a more frequently replaced air filter cartridge and more efficient mufflers providing work culture and flexibility below 3000 rpm .
But Aprilia did not rest on her laurels. In 1999, a version called Garda was released, which was full of tourism. It had adjustable hydraulic rear suspension spring preload and came standard with a rack and side trunks and finally a center stand. However, you had to shell out extra money for it. At the initial stage of production, only silver-coated varnish could be purchased.
Another change was the introduction in 2004 of a slightly (but only slightly) sportier version called the Tuscany Tibet Raid. The bike featured a lot of glass, longer suspension arms, and a standard box-shaped aluminum body. Unfortunately, due to all the changes to the engine that required the reduction of exhaust emissions imposed by Euro standards, it has clearly lost the will to hit the market until now. The company still claims 48 hp.
In the 2001 season, both versions of the Pegaso remained unfinished. The engines now have a fuel injection system. The Sagem electronic injection system with one nozzle per intake port and a new air filter housing have certainly improved the uniformity of power delivery. The Pegaso also had a catalytic converter, but unlike the BMW F 650 (which received fuel injection also in 2001) without a lambda sensor. In addition, the previous inverted front suspension has been replaced by a classic Marzocchi fork, but without adjustment. The latest change was likely aimed at reducing production costs. The Garda version can also be purchased in the upper price segment.
A year later, big changes took place. The Rotax engine was replaced by a more modern liquid-cooled 659 cc engine, copied almost unchanged from the Yamaha XT 660. There were two mufflers and the engine developed 50 hp. (Yamaha has 48 hp). The bike was also taught to ride on the road, so the new version of the Pegaso was almost entirely a road machine, earning it the nickname Strada. The chassis has also been completely changed. The conventional steel frame with a massive central beam now used the engine as a load-bearing element. The front fork, with 45mm shanks, had 140mm of travel, while the rear Sachs center shock with adjustable spring preload and rebound damping had 130mm of travel. At the front, a special (320 mm) brake disc was used, which was bitten by a Brembo clamp. The tank had a capacity of 16 liters and the motorcycle was equipped with a small fairing. The list of additional equipment includes ABS, heated steering wheel and trunk. The Aprilia Pegaso Strada could be purchased with two upholstered sofas, the height of which was 780 or 810 mm above the ground. Work began immediately on a more off-road model.
The more road-friendly Strada motorcycle appeared in 2006 and was named Trail (meaning path), which explains a lot. This is not an enduro, but a machine for easy terrain. It has spoked wheels (cast in the Strada) with diameters of 19 inches at the front and 17 inches at the rear. In the front suspension the travel was increased to 170 mm, and in the rear also to this value. The brake disc has been reduced to 300mm using a two-piston brake caliper rather than the Strada's four-piston brake.
Aprilia Pegaso 650
Review of Yamaha FZ6-S (2005)
Good day! Since the fall I’ve been wanting to write a review about my two-wheeled friend Yamaha FZ6-S! I finally got around to it, maybe I won’t be able to write everything in order, so...)
I bought a 2005 motorcycle at the end of August 2010 with a mileage of 5600 km for 215 thousand rubles. The same amount included: an Arai Viper integral, a turtle with Spidi shoulder and arm protection, Spidi gloves, in general, something that suited me in size from the seller. The purchase of a bike in August (the end of the season) was triggered by the appearance of some free money, although it was not spontaneous. The conscious goal, although at first it was really a “disease,” to purchase a motorcycle appeared three years earlier, at which time the “A” category was opened.
Driving experience was practically zero. Driving in Minsk during my school years, of course, does not count))) Since by the time of purchase I was already seriously “ill,” the choice was quite deliberate. A liter, of course, was contraindicated! But, no offense, I didn’t want to take four hundred for the season. Accordingly, as the first moto I considered the 600s, but again not a super sport! Options include the Suzuki SV-650, Honda Hornet and Yamaha FZ6. For some reason I didn’t consider the Kavassaki ER-6, although it’s also not bad as a first device. One of my preferences was the presence of a fairing, because... I was going to go out on the highway periodically. I wasn’t particularly familiar with bikers or just motorcyclists, so I chose and looked at it myself. Of the proposed options, I liked this one, which I’m driving now))) And I realized that it was mine as soon as I saw it! I have never regretted it, despite some problems.
There was still a month and a half of good weather ahead, but I had only driven 800 kilometers... After a week of happy ownership, the voltage regulator relay burned out. As I realized later (when the second one burned out), it burns out when the revolutions reached the red zone, before the cutoff. A visual inspection and ringing tester did not reveal any problems with the generator. Since I really wanted to ride, and the sunny days were already shortening, I decided to take a chance and buy a non-original one. I ordered from Moscow from a well-known website, it was IN STOCK, it arrived in 4 days. I installed it, the voltage is normal, as it should work, 13.8 volts after 2 thousand revolutions. On phasers, I don’t know how it is on new ones, but on those years, charging does not occur at idle. This is a design feature. This is a note, I think it will be useful to someone))) So, I installed a non-original relay and drove carefree for a few more days.
During one of the rides, I inadvertently unscrewed it again on the third before the cutoff and an hour after I turned it off, it would not start again... It became clear that the relay was burning out for some reason, but this something was never found by me, nor by the person who understands this. Although I myself have already read a lot of things on the Internet on forums and tried them, trying to understand what’s going on. I won’t write in detail here, I’ll just say that I made a homemade relay-regulator with a friend using the “Skrut Scheme No. 2” from one of the forums. At first everything worked, we achieved a voltage of 13.9 volts. But then everything became even more unclear how the generator and relay work. The generator even rewound. As a result, at the end of winter, an original relay and generator winding were ordered and installed from a well-known American auction. It cost 8,100 rubles, the stator actually came with a generator cover. With such a generator and relay I skated through the season, pah-pah, no more problems arose at any speed, although at first it was scary to turn it to maximum, in case it burned out again)))
In anticipation of the 2011 season, a Korean bi-xenon was installed on the bike for 4,500 rubles. Homemade protective arches were made for 3,500 rubles, into which they also embedded their original sliders, which had already been installed on the motorcycle. The oil filter and Motyul oil were replaced - another 2,600 rubles. The plans were to install a direct-flow exhaust, but due to the fact that the mufflers are located under the saddle, it was difficult to come up with and select something. Akropovich was well over 1 thousand USD. But in the summer the issue was resolved by installing Pro-Sport universal car mufflers. Yes, China, but it sounds at least no worse!!! Installation of direct flow cost 5500 rubles)))
Spring still didn’t want to come; as a result, it became more or less warm only towards the end of April. Autumn is the opposite - in September there was almost no riding, the temperature was no higher than +15 Celsius...
Thus, it turned out to be 4 full months, during which I managed to drive about 8500 km))) I drove about 1500 along the highway, the rest was city use, or rather evening and night rides!
And now directly answers to frequently asked questions, such as how much he eats, how much he rushes)))
So, the bike is full-power, 98 hp, and not 78, as in the truncated version. The mode of movement is almost always intense, there’s simply no other way))) Not interesting! I decided to collect receipts all summer and see what happens, although I measured the consumption the same way, when filling a full tank and before the next filling. It turned out on average from 7 to 7.5 liters per 100 km in the city. During the season I drove 8328 km. I filled up with 95. Burned 580.58 liters. In total, we have a consumption of 6.97 liters per 100 km))) I was afraid that it would eat oil, well, like Yamahas are guilty of this, but the level has not decreased at all! True, I didn’t turn it above 10-12,000 rpm. Up to eight thousand, the bike shows a calm and flexible character. But after 8000 rpm you can already feel some sporting roots))) It sounds and drives much more fun!!! Tank volume 19.4 l. Weight 207 kg. It’s heavy compared to the same Hornet or Esveha. After installing the forward flow, 5 kg decreased)))
The seating position is almost like a classic one, comfortable, with a straight back. I haven’t ridden more than 200 km without a break, but it seems that I can do much more without getting off, I don’t get tired or want to stretch my legs! You sit as if in a chair) You can drive up to about 160-170 km/h without paying much attention to the oncoming air flow, without bending over. Then you feel that the cladding is still a semi-fairing. You can bend down slightly, but you won’t be able to lie down like in a sport - the tank is high, the steering wheel is like a classic, and the footpegs are also not suitable for landing an embryo. But this is why he is a sports tourist, because the dynamics here are combined with a degree of comfort. Up to 220-225 km/h the sixth phaser picks up speed easily, then it’s somehow “relatively” more difficult, it’s not very easy to hide. Somehow I didn’t have a chance to test the maximum speed, but I drove 240 km/h with pennies, usually with number two, on the highway, of course. At the same time, he walks confidently and smoothly. Any overtaking is without problems and easy, just go down one or two gears and shoot, making sure that the maneuver is safe! It doesn’t blow away from oncoming cars, including trucks. But with a strong gusty side wind, driving is not very pleasant...) In the city, maneuvering in traffic is easy. And in a traffic jam, when there is at least 1-1.5 cm to the car mirrors, there are no problems either. Of course, you can’t compare it with a motard, but compared to pure sports there are no problems, you can even keep your feet up and maneuver at low speed with a moderately wide steering wheel both easily and comfortably! In addition, xenon and direct flow do their job with five plus!!!! About the suspension - it is unadjustable and soft. Although it would be more correct to call it comfortable. Brakes - two 300 mm discs - four plus! The place for the second number is quite comfortable, although I wouldn’t sit there))) When you drive yourself, you somehow know that everything is under control, at least you feel that way, but when you’re the second number - something somehow...) ))
The widespread opinion about the vague Yamaha gearbox has not been confirmed; it just needs to be handled more firmly and it is sometimes noisy. Sometimes the gears are stuck silently, and sometimes it’s as if a large-caliber rifle has reloaded!
To be honest, stock tires are nothing. It's better to change immediately! I installed a used rear cylinder with the sides cut off from the track - it just started sticking to the asphalt! In the spring, if I don’t sell it, I’ll install a new set of Metzeller M5.
Something like this))) It’s really chaotic, but if you have any questions, ask! For a beginner, getting your first motorcycle in the first days will probably be a little difficult, it’s still heavy, and it’s quite playful! But you will make friends with him quickly!
Should I buy or not?
Is Pegaso worth buying over the last few years? Definitely yes! If you have to choose between this bike or a BMW F 650 of the same year and in similar condition, I would recommend the Aprilia. The Pegaso has always been a little better made and a little better behaved, it should also be cheaper than the BMW. The Rotax version (until 2005) was stable and the 60,000 km range is not extraordinary. Motorcyclists who are more touring oriented will be better satisfied with the version produced since 1997. But the Pegaso, available since 2001 when the engine received fuel injection, is even nicer.
Aprilia Pegaso 650
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