Cagiva Canyon 600
Cagiva Canyon 600
Cagiva Canyon 600
.Cagiva has just fired the latest volley in its campaign to develop acomplete model lineup. It's the Canyon 600, aimed at the BMW F650 and Aprilia'Pegaso. Those two are liquid-cooled and more modern mechanically, but the Canyonhas one great advantage: a flair and a personality that sets it quite apart fromits competition. Make no mistake, this thing is a blast to ride. Astounding,since Cagiva offers the Canyon only with the 34-horsepow-er version of itssingle-cam, air-cooled 601cc T4 motor. Compared with the BMW Funduro's 48ponies, you might expect the Cagiva to be sluggish and underpowered, especiallysince it scales a claimed 365 pounds dry.
It ain't sluggish.
Those 34 horses are all stabled right there at the back wheel. Their presencegives the Canyon zestful midrange between 3000 and 5000 rpm. It'll pull okayfrom below 3000, but 3000 rpm is really the power threshold. Peak power isproduced at 6000, and though the engine will happily rev higher before it runsout of breath, there's no real point. In top gear, the engine will just pull6800 rpm, its red-line, if you crouch forward over the blind windscreen-that'san indicated 102 mph. Even at these engine speeds, there's only a little vibration through the footrests and none at all through thehandlebar, thanks to the engine's gear-driven balance shaft.
The Canyon will retail in Italy, including all taxes, for the equivalent ofabout $5900. For this sum, you get a 45mm Marzocchi fork, an 11.7-inch frontbrake with four-piston caliper, the allure of the Canyon's swank bodywork and avery distinctive riding position for a bike of this type. Instead of beingperched tall, grasping a handlebar that is dirt-derived, you sit low and forwardon the seat, gripping bar ends that are dropped slightly and pulled back. Theresult is not only an incredibly comfortable stance, but also one thatencourages you to ride the Canyon hard and fast.
Equipped with surprisingly sharp steering, the Canyon is rock-solid aroundfast sweepers, thanks to its 57.6-inch wheelbase and 4.1 inches of trail. Thatblind windscreen acts as an efficient wind deflector, making 75-mph freewaycruising more comfortable than you'd expect.
But riding that fast is just an excuse to more quickly arrive in the Canyon'snatural habitat-twisty hillside lanes or mountain passes. This is where theengine's midrange power comes into its own, and the bike's nimble handling comesto the fore. The Canyon eats up tight corners and mountain hairpins with fluidflickability. The fork and the Boge rising-rate shock offer good ride qualityover rough roads, each offering 6.7 inches of wheel travel.
The single front disc delivers absolutely outstanding braking. It's sensitiveenough to let you use just a single finger to scrub off a little speed if youenter a corner too fast, but powerful enough to do the job when serious stoppageis called for.
The Canyon features some very clever touches, such as the windscreen thatfolds out to accept maps, toll tickets and even paper money to pay them with.There'l a superbly designed luggage rack that takes a bungee cord from any angleyou want to attach it; the NACA duct in the front mudguard, directing cool airto the oil cooler at continuous straight-line high speeds; and a complete set ofinstruments that includes a proper fuel gauge. This motorcycle bears all thehallmarks of having been designed by someone who actually rides bikes. And itwas. Pierre Terblanche, who penned the Ducati Supermono, also drew this bike.
So, like Tamburini's 916 or Galluzzi's Monster, the Cagiva Canyon bears thesignature of a top-class designer. Terblanche has created a bike that stands outin a class that's getting crowded. Already there's the F650 Funduro, the Pegaso,and, on the outer limits, the KTM Duke. None of them are likely to be able tomatch the Canyon on price, and almost certainly none in allure. But mostimportant of all, the Canyon makes fun out of being frugal, and confirmsversatility as a virtue. Less can be more, provided it's done right. The Canyonis.
Source Cycle World 1996