Cagiva

Cagiva Gran Canyon 900

An amazingly capable adventure touring V-twin, the Gran Canyon is a 904cc version of the stylish and popular Canyon 600 and 500 (33PS) singles.
Overshadowed by Cagiva's newer 996cc Suzuki-engined Navigator V-twins, the Ducati-powered Gran Canyon is still a terrific ride that offers comfort, handling and big trailie style. It hardly seems to matter that the 900 runs out of steam at over 95mph because smooth torque rather than race replica speed is what it's all about.
With the arrival of the Navigators the Gran Canyon twin looks like an even better bargain. Its engine is a four-valve 90 degree V-twin with fuel injection that's similar to the Ducati 900 Supersport unit. The strong frame is steel, with square section tubing and a beefy, box-section aluminium alloy swingarm.
A Marzocchi leading-axle front fork provides 170mm of travel. Twin front discs have 296mm rotors and Nissin four-pot calipers. Despite its Paris-Dakar looks, the Gran Canyon is not designed for serious off-road riding and the front mudguard hugs a road tyre. Passenger accommodation is surprisingly good. The ride, especially on poor roads, is superbly relaxing thanks to well damped suspension and an upright riding position with a high-set handlebar.
Although some riders will prefer a bigger fairing with a taller screen, the Cagiva twin has many practical features, including a 20-litre fuel tank that is split into two equal halves to make servicing easier. Look for a full service history, always a good idea when buying a Ducati-engined bike.

Cagiva Mito 125

For 12 years now the Cagiva Mito has been every learner's wet dream. From the looks that inspired the Ducati 916, to its seven-speed gearbox and zippy (in derestricted form) motor, the Mito's got everything a young lad could want. With EC emissions legislation threatening to stifle the two-stroke forever, Cagiva had to work hard to get EURO1 approval.
There's a catalytic converter inside the exhaust pipe, but Cagiva say the new engine retains its power and performance.
A liquid cooling system, laminar induction and an exhaust regulation valve are the main technical characteristics of the two-stroke single. The exhaust regulation valve, through an actuator, partially closes the exhaust valve at medium and low speeds making it more effective without altering the performance at higher speeds.
Electric starting and separate lubrication are also features of the engine, capable of producing 11KW of power.
A new rear suspension linkage puts more weight over the front end to improve handling, while the 40mm Marzocchi USD forks have been revised along with the Sachs shock to provide a smoother ride. There's less preload and more rebound damping front and rear to achieve this.
There's plenty of other big sportsbike features, such as the Brembo gold two-pot caliper biting a 320mm semifloating front disc and a 230mm at the rear. And there's a steering damper mounted 916-style across the top yoke.
Could there be a finer introduction to sports biking?

Cagiva Navigator 1000

Ducati have been shouting about their new Multistrada, claiming it is a new type of motorcycle that is the right mix of sportsbike handling with enduro style comfort: "a real world motorcycle for real world riders," as they would have it.
Meanwhile, Cagiva have been quietly revising their venerable Navigator: "a motorcycle like no other. Power and comfort in an unbeatable mix - the essence of off-road and a great roadster together for the first time."
Now come on lads, we all know the super trailie has been around almost as long as Yamaha's old XT500.
Updates to the Navigator for 2004 include a stylish opaque black frame and wheels, with the same finish on the crankcase covers and luggage rack.
Performance comes courtesy of the stonking unburstable Suzuki TL1000S 90 degree V-twin (earlier versions used Ducati motors). Re-mapping of the ignition and injection has made this engine more docile and better suited to touring.
The engine is limited to 6000rpm in sixth (top) gear. This is a perfect motor for long hauls with a decent interval between services - the valves need shimming only every 15,000 miles.
The motor churns out nearly 100bhp, more than enough to hustle this 210kg cycle to 130mph.
The 1000cc Nav is a pretty nifty handler, thanks in part to the 18in rear wheel and properly sorted suspension. Even fully loaded the Navigator can be thrown through bends with confidence. If things do get a bit too exciting the twin discs up front and Nissin calipers soon bring things under control.
The half-fairing and screen keep wind and rain off rider and passenger, and the double elliptic headlamp throws a powerful beam for night riding.
The alloy luggage rack comes as standard, and there's a range of optional panniers and a top box to give 140 litres of storage space for that long haul trip.
Cagiva have also given serious thought to pillion rider as well. Besides the comfortable seat there's efficient heat shield on the silencer.
The Navigator is a comfortable two-up tourer that really motors, and is great fun when you hit the curves. A top all-rounder, just like the Multistrada - only a lot cheaper. So what's stopping you? The bum perch is only 800mm off the deck so even shorties can give the Nav a try.

Cagiva Planet 125

A mini Ducati Monster, Cagiva's Planet has stunning big bike looks. But the beauty's more than skin deep.
Sharing many of its basic components with the faired supersport Mito, styled on Ducati's 916, the Planet is a more practical proposition. Hung from an alloy twin-spar frame, the Cagiva's liquid-cooled two-stroke single cylinder engine has lower overall gearing than the Mito and six instead of seven gears.
But the 80mph Planet is still a frenetic performer thanks to reed valve induction and an electronically controlled valve which varies exhaust port height to boost torque for stonking acceleration from low revs. A supermoto-style riding position and 12.5 litre fuel tank make the Planet fun to ride fast and far. The curved tank hinges up to give access to storage space.
But best of all is the 125's handling. Its frame is made up of extruded and cast aluminium alloy sections and the upside-down front fork has massive 40mm stanchions and a 320mm disc brake with a Brembo four-pot caliper. At the rear there's a curved racer-type swingarm with Cagiva's single shock Soft Damp suspension. So although the Planet is only a 125 single, it introduces riders to genuine supersport handling at thrilling but safe speeds.
The highly tuned engine must be run on expensive, fully synthetic two-stroke oil. Ask which brand has been used and when a new piston and rings were last fitted. Listen for the exhaust valve cycling when the ignition is switched on and check selection in all gears.

Cagiva Raptor 1000

One-litre musclebikes that combine Italian flair with Japanese engine technology, the 140mph Raptors are true birds of prey.
Representing the first fruits of Cagiva's deal with Suzuki, the naked Monster-like N-Raptor and quarter-fairing V-Raptor both use the TL1000S engine. Liquid cooled, with chain driven overhead camshafts and four valves per cylinder, the perfectly balanced 90 degree V-twins have ignition and fuel injection remapped in Italy to boost power at low revs. A stainless exhaust system with large oval cans ensures that the Raptors make that wonderful Ducati-like V-twin rumble.
Styled by Miguel Galluzzi, responsible for the Monster when Cagiva owned Ducati, frame development was in the capable hands of grand prix race chassis engineer Romano Albesiano. The frame is a Monster-type steel tube space frame with the engine acting as a stressed member. An oval-section swingarm is controlled by a fully adjustable Sachs shock.
The front fork is an upside-down Marzocchi unit with 43mm stanchions. There are 320mm disc rotors on the front wheel with Brembo four-pot calipers. Apart from the V-Raptor's talon-like fairing supports the models' most striking feature is their instrumentation. An analogue revcounter with a triangular dial sits above a digital speedometer. The Suzuki engine has enough torque to make a six-speed gearbox feel redundant, but performance is limited by the lack of a fairing for the rider.
Despite their stunning looks, this limits the Raptors' appeal. Can't choose between a Monster and a Raptor? Suzuki power promises lower running costs and a more reliable ride.

Cagiva Raptor 650

The 650 Raptors launched for 2001 are fun motorcycles created by Cagiva to encourage more riders into the pleasures of "naked" machines.
The Raptor 650 gets the same beautifully executed style of the 1000cc Raptors, but offers lower running costs. The most obvious difference between the one-litre bikes and the 650s is in the powerplant.
The 645cc Suzuki engine is a 90-degree V-twin, with four-valves per cylinder and conventional carburation, suitably modified to Cagiva specifications that better match the character of the Raptor.
The air filter box, split exhaust system and lower overall gearing give the 650 engine a particularly brisk throttle response.
The frame is the same steel lattice structure of the one-litre Raptors, with several detail changes. For example, the diameter of frame tubing attached to the steering head is smaller at 20mm instead of 25mm, and sidepanels have been reshaped.
Weighing just 180kg (3971b) and with 72hp on tap, suspension revisions were extensive. The 43mm diameter upside down front forks featured a new internal hydraulic system and harder springs to deliver surefootedness. Rear suspension is completely modified courtesy of a new link system and recalibrated suspension unit.
Instantly recognisable as a Raptor, there are several small but significant details that distinguish the smaller bike as the 650 version. Viewed from the rear, items such as the 4.5-inch wheel rim and new silencers enhance the sensation of streamlined compactness. From the front or side, the physically smaller proportions of the engine herald the Raptor's lightness.
In order to accommodate the air filter box, the petrol tank was re-shaped resulting in a litre extra capacity and the instrumentation features a black background on the revcounter.
The 650 V-Raptor is a more radical concept extending the appeal of the naked motorcycle to those with more extreme taste. Styling is more challenging and aggressive, particularly in details such as the removable rear-seat hump and sharp lines that connect the tank and support structure to the headlights and indicators.
These differences will be best appreciated when seated on the machine. The V-Raptor has a more forward canted riding position improving aerodynamic penetration and enabling the rider to better enjoy the precision handling and excellent road holding.