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 FZ6 (FZ6N, FZ6S, FZ6R) motorcycle
Injector, six-speed, aluminum frame, derated R6 engine, not an embryonic fit. the landing is a minus, probably on the track, but on Russian asphalt potholes you can see better, you get less tired. How tired you get there - you go and relax!
Suspension.
Only the rear preload is adjustable. More than enough for the first moto. Everything is counted up to Us! He grabs all the bumps so much that he calmly catches up with the skaters, who, having 800 cubic meters on flat straights, naturally leave. Would you say it's a gasket issue? No, I also regret my waste. It’s just lighter, the suspension travel is 130mm, it’s enough for him. No, I’m not trying to fully compare it with the VFR, it’s cooler. Don’t strain your ferroducts.
Motor.
Well, at low levels he is gentle and affectionate. Up to 6 thousand predicted smooth traction, just right for a beginner. C6.5, a certain vibration appears, does not bother the thighs much, but the traction gradually increases, around 8 thousand the vibration disappears, in return giving maximum acceleration, growing to 12 tons. about.! Some compare this acceleration to a good kick. For me, this is not the case in all cases, but in 1st, 2nd, and 3rd gears for sure.
Box.
Well, yes, like the bolt of a rifle. Loud. Well, I think the main thing is not to doubt it. Pull sharply, clearly, and it will recharge as it should! Moreover, the volume of switching on Yamaha devices does not affect reliability.
Motor box.
The transmissions are very long and heavily overlapped. There are 6 of them. The first one will easily score a hundred. The sixth one will not choke and will spin smoothly but confidently from 30!
Appearance.
He's handsome. Almost perfect. There are a bunch of mots near the cafe, Siberian F4, 3 ferra from different years, VTR, something else, and 2 phasers. Passers-by turn their heads...at the phasers. Damn, I’m not bragging, I have a 2005 phaser s, my friend has a 2007 s2, it’s even more beautiful, the spendthrift is not for showing off, but bitch, he’s handsome! Something like this.
Flaws.
Yes, there are them too. Due to the vertical landing, long suspension travel, and lack of adjustment, the lane loading. The forks are underpowered in tight corners on rough roads, causing some hesitation when cornering at speed. But this is a price to pay for comfort on a straight line.
I forgot about the brakes. Fz6 s-s2 with abs are very decent. My fz6s is somewhere around a four.
He drives quite quickly - he made big black jeeps from a traffic light, without really understanding how to start. On the other hand, the power curve is flat - as much as you unscrew, you will go as far as you can.
Relatively inexpensive. Lots of spare parts and information on how to fix things. The previous owner drove it 30k, only filling the tank with gas and changing the tires.
Looks smart. The prices for plastic are also quite reasonable. I accelerated to a maximum of 233, and up to 200 it basically goes briskly. It pulls in any gear, although after the season I developed the habit of clicking down one when overtaking.
Comfortable seating, I drove 200 km on a mini-long distance trip and didn’t notice that I had passed. It consumes about a tank for 200 km if you crank it all the way. To overtake the worst stuff in 4th - I changed lanes at 70 mph, unscrewed, when I overtook, the speedometer already showed 160)) full of emotions)))
The downside is that the stock windshield needs to be replaced if you drive more than 150. Expensive mufflers, since there are two of them (the cheapest straight-through costs about 600 greenbacks without delivery). Sometimes the box stalls when switching from 1 to 2 (neutral blinks several times and there is a chance of staying in neutral and not 2nd). It's hard to shift at rpms above 8k. I asked my brother - everything is exactly the same with him.
They say that Yamahas tend to burn oil - my phaser does not have this habit.
The Yamaha FZ6-S2 bike is soft and kind on the outside, but is angry and biting if you tease it a little. Of course, Yamaha designers could have simply upgraded the already good FZ400 motorcycle, but the company went much further. The bike was developed from scratch based on a derated engine from the Yamaha R6 sportbike.
It handles perfectly, while skillfully hiding its 187 kg dry weight. It reacts to opening the throttle with almost no delay. New notes appear only when the rpm increases beyond 8000. A dashing sharpness appears when the given trajectory is very accurately followed. The gears are engaged very accurately, without a characteristic click. True, the gearbox ratios have been slightly spread out (compared to the R6), which made it possible to work less with the shift lever, and, consequently, added comfort. In general, the movement is very comfortable. Minimum attention to the controls, maximum to the road situation.
It has a short wheelbase and fairly torsionally rigid suspension, which allows you to control the bike with the movement of your eyebrows. The narrow one-piece handlebars, mounted on high spacers on the top crossbar, make it possible to flow past heavy traffic where many other motorcycles pass. He inherited a solid front fork with 43 mm feathers from the liter Fazer. A rectangular profile pendulum resting on a single shock absorber is a design that, although not new, is quite logical and time-tested.
All the buttons and levers are at your fingertips, the compact but informative dashboard is in place, good visibility in the mirrors (which can be folded in front of the traffic jam, although I have never done this, and so “traffic traffic” is at the highest level). After a quick start of the injection engine, a minute warm-up and start. Comfortable seating position with a slight forward lean that does not require getting used to, narrow handlebars that allow you to pass where other motorcycles stop. The engine pleases with smooth traction from the bottom and an explosion after 8000 rpm. There are plenty of brakes for dynamic driving around the city. The suspension gets the job done with or without a passenger. The motorcycle is ideal for dynamic driving around the city and for long-distance driving. Thanks to the short wheelbase, maneuverability is like that of a four hundred. The design of the motorcycle attracts the eyes of others. On wide 180 tires the motorcycle is stable on straights and in turns. During long-term driving up to 140 km/h, the upper fairing copes well with the oncoming air flow.
Nowadays, motorcycle manufacturers, as if to order, build precisely such devices that the public simply cannot help but like. But you won’t go far on an attractive appearance alone and you won’t earn a good reputation - you need technical support. From this point of view, Yamaha coped with this task quite well. An excellent chassis coupled with decent brakes and a powerful engine performs its assigned tasks perfectly. Due to the classic seating position and high handlebars, the bike is very easy to control at low speeds. This circumstance makes moving around the city a great pleasure. At high speeds the behavior of the motorcycle is quite adequate. In normal modes, the motorcycle does not provoke aggressive riding, but as soon as you push the tachometer needle above 8 thousand rpm, you immediately remember its relationship with the R-6 sport and understand what it is capable of. The motorcycle is very good for use in any mode and for any mood. With its average fuel consumption in Moscow being 4-5.5. l/100 km is an excellent means of transportation, and if you are also friends, then driving turns into an outright thrill.
A very calm and friendly motorcycle. Steers easily and effortlessly. No provocation for fast, reckless driving. You sit up straight, you don’t have to stretch anywhere, you don’t have to lie down on the tank, at least up to 200 km/h you rode on outstretched arms! (cruising speed is 130-160 IMHO) there are no problems with the bike. At the beginning of this season, I took it to the service center and asked that everything be replaced, including spark plugs, hoses with reinforced ones, in short, a complete service. The price of the issue is 18,000 rubles with spare parts (I’m sure it can be done cheaper, but due to my ignorance I drove it to Promoto and ordered everything there). I go to work almost every day, I really like it! I didn’t go long distance, maximum 400 km per day. No questions about fatigue, pain in the hands, etc. I’m selling now, I want an FJR 1300 and my wife and I are going to Europe! It’s difficult for two people to drive the 600, it’s designed for one.
Go to Yamaha FZ6
Check out the test drives:
- Test drive the Honda CB600F Hornet motorcycle and compare it with the Yamaha FZ6 Fazer
- Suzuki GSR 600: Comparative test drive with Yamaha FZ6N
- Yamaha FZ6 Fazer: Test drive from Baykademia
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
Post Views: 5,372
