Cagiva Navigator 1000

13 Мар 2015 | Author: | Комментарии к записи Cagiva Navigator 1000 отключены

The Navigator is based on Cagiva’s Canyon trailbike, but with the replaced by Suzuki’s TL1000 Cagiva’s own exhaust and intake has produced an engine with peak power than the or Cagiva’s own Raptor 1000 also uses the TL engine). But the is still one of the most powerful bikes available, and is comparatively giving it sharp performance.

The engine allows for a narrow and low air resistance for higher top speed. But the small front-fairing looks it does not offer as much as some of the Navigator’s larger The soft suspension and strong just about keep up the engine.

Cagiva’s love with big Suzuki V-twin continues. Not satisfied with the Grand Canyon — the nimble big trailie around (see IOL’s road it has dropped the kick-… TL1000 into an updated version of the frame to create the seriously Navigator.

Even detuned to at the time of its introduction it was the most dual-purpose machine on the market and of well over 200km/h the shortened “off-road” gearing impressive acceleration and effortless

Hamamatsu’s 996cc 90-degree needs little introduction but in application it retains the 98×62

detuned to 73kW, it was the most dual-purpose machine on the market..6mm and …, twin overhead eight valves and twin-swirl chambers of the original. However, but the cam have been reconfigured for torque — and it works.

Although neither Cagiva nor will quote torque for the detuned edition, it will as low as 2400rpm without juddering and like a steam train 3200rpm. Above six there’s big-bike power, through 8000rpm, when the motor harsh and vibratious as it runs out of

The Navigator was reluctant to reach the 10 red line in any gear at the 1500m where I rode it so I didn’t the issue, just kept it in the part of the torque curve four and seven, revelling in the grunt and smooth power

There’s very little snatch on this version of the Suzuki mill and the clutch is and predictable hot or cold

The controls are and positive, the fascia neatly out. The gearshift on the test was slicker than most of the cog Suzuki sells to other and I was soon able to make upchanges without recourse to the lever — although the revs pretty closely is due to pronounced driveline lash.

all mounted in a trellis frame of steel tubing with two big plates to stiffen the headstock. The was designed to be a fully stressed member and is used as such in application, with a mounting on the top of the crankcase in the vee of the cylinders and another on the cylinder head.

There are no downtubes or cradle the sump but two neat silver covers fill the space the seat and the fabricated steel plates so that at first it looks like a fashionable frame. Neat, but blocky, castings extend from the engine mounts to provide points for the rider’s footpegs the pillion pegs are mounted on triangular hangars.

The swing-arm is from aluminium extrusions you know that the first perimeter frame, on the Bimota YB4 won the 1987 World F1 championship, was in made from components intended for doorframes?). The rear uses a rising-rate linkage and a Boge shock-absorber adjustable for and spring preload while the front wheel rides in conventional Marzocchi forks of adjustment.

Japanese specialists provide braking and at first it’s uninspiring, with floating callipers on 296mm but looks in this case are Lever effort is a little and there’s not much feel for going on between rubber and but, with a little the Cagiva can be made to stop in that’ll raise eyebrows riders of big dual-purpose machinery, unnerving amounts of front-end

The rear brake also better than I expected, another low-tech floating but needs to be used with as it will lock up easily.

The body panels have the of South African designer Terblanche all over them. are no sharp edges or straight Everything is organically curved and flowing; the fairing is neatly along the line of the top of the fuel to separate the centre of the bike the top hamper.

Nothing sticks out the indicators are mounted in neat cut-outs at the widest point of the module and the built-in rear mirrors the line of the tail-piece, it the only example I’ve seen that looks in rather than added on. Its edges are also thickened and to double as a very practical and pillion grab handle.

The big above the fuel injection bodies would have a conventional saddle tank humped and raised the centre of when full so Terblanche a 10-litre plastic tank side of the frame with aircraft-style filler caps by side in a separate panel. The are siamesed by a balance pipe the frame under the tanks so fuel is evenly drawn both sides, but it’s easier to fill them — and so cool!

Cagiva Navigator 1000
Cagiva Navigator 1000

The only drawback is that the of the saddle is a little wide and I that it caught me on the inside of the which took a little used to. That aside, the position is superb, the saddle and deeply padded, with the slightest step up to pillion and plenty of room for both and navigator (sorry!) to move on long rides.

The wide have very little but the steering head and upper clamp are relatively high so position is just above height, about right for a big if a little upright for the high this one can reach.

The controls are and positive, the fascia neatly out with speedo, tacho and the … lights, but in a plain, unimaginative black plastic It’s a cop-out. Nevertheless, the deck earns top marks for fit and finish.

With its upright position and a saddle height of — high for a street if reasonable for a trailie — and the bars giving plenty of the Cagiva easily handles The motor pulls usefully just over 2400rpm, the is stable almost to walking and you can see over most of the tin-tops to trouble two and three cars

On the open road the little protects well and the bike is right up to its top speed of just 208km/h (at altitude — considerably more at sea level). The soaks up the bumps like a bus and the gentle vee-twin throbbing the bike a very relaxing My only quibble is that the is a little too sit-up-and-beg for all-day unless you’re into at relatively modest velocities.

on the narrow, bumpy back that this motorcycle into its own. The Navigator you relax and enjoy the scenery which is why you chose the road travelled in the first place, it?

On the tarred twisties it can be thrown with … abandon, around like a much bike because of the leverage by the wide bars. The motor’s punch shoots it out of corners only a big V-twin can go and the trailie endows the Cagiva with limitless ground clearance.

The are a little underdamped, which up as a slightly choppy ride in and as a distinct tendency to “pogo-stick” pushed hard on bumpy It never got out of hand and the bike its line fine, but the front could be made to feel It must be said that the superb open road is in no small degree due to its supple so I felt that this was an compromise.

Cagiva’s Navigator is more of a bike than its styling suggest, although it’s as on gravel as any other 210kg tourer and better than purpose-built mud-pluggers, within the of its street tyres. Nevertheless, on the it’s superbly competent; commute, it’ll tour, it two in comfort and it’ll give you the of Sunday morning rides make motorcycling worthwhile.

quality, fit and finish will comparison with the best in the and the design work shows insight into what a actually does; it’s smooth and very practical.

By Dave Abrahams 2002

Cagiva Navigator 1000
Cagiva Navigator 1000
Cagiva Navigator 1000
Cagiva Navigator 1000
Cagiva Navigator 1000
Cagiva Navigator 1000
Cagiva Navigator 1000
Cagiva Navigator 1000


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