CagivaGC-article
Short summary:
Cagiva, without its flagship Ducati. brand (finally sold lock, stock and ... never see the Cagiva Navigator over here. If you want an exclusive, thoroughbred ...
Long summary:
The driveline on the Cagiva includes
one of Ducatiâ s typical dry clutch arrange-
ments which absolutely hates dragstrip
testing, although it works fine in virtually
any other setting. Because the clutch cover
is not ventilated, itâ s not so noisy or prone
to dirt entry in dual-sport environments,
but also overheats more easily as a result.
Apart from the chassis, the Gran
Canyon uses the familiar 904cc desmo
Ducati motor thatâ s been around since the
Paso model of 1990. Fuel injected by
Weber, it has automatic cold starting con-
trol for fiddle-free fire-ups, and runs
cleanly with no noticeable flat spots. And,
like all Ducati motors, the short-stroke
desmo engine has an eager and willing
personality that rewards enthusiastic rid-
ing, and thrills the rider with its supersport
exhaust note.
To match its dual-sport role, the engine
tune is similar to the early Monster 900
engines, with smaller valves and ports (by
way of 750cc-type cylinder heads) pro-
viding higher port velocities that produce
strong torque across a wide rpm band.
The dyno recorded peaks of 61.5 hp and
50.9 lb. ft. of torqueâ adequate, although
the Gran Canyonâ s big-bore competition
is considerably stronger. The latest
BMW1150GS makes 75.0 hp and 69.9 lb.
ft. of torque and the 900 Triumph Tiger
(actually 885cc) lays down 71.0 hp and
48.9 lb. ft. of torque.
Source: www.cagivausa.com
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