Gilera RC600R
Gilera RC600 | |
Manufacturer | |
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Also called | RC 600, RC600c, RC 600 c, RC600C (reduced effect), RC 600 C (reduced effect), RC600C, RC 600 C, RC600R, RC 600 R |
Production | 1992 - |
Engine | Four stroke, single cylinder, DOHC, 4 valves |
Compression ratio | 10.5:1 |
Top Speed | 164 km/h / 102 mph |
Ignition | Electronic |
Transmission | Final Drive: Chain |
Suspension | Front: 41mm Morzocchi forks Rear: Boge shocks variable preload |
Brakes | Front: Single 260mm disc Rear: Single 220mm disc |
Front Tire | 90/90 -21 |
Rear Tire | 130/80 -17 |
Weight | 145 kg / 320 lbs (dry), |
Fuel Capacity | 12 Liters / 3.17 US gal |
Manuals | Service Manual |
It could reach a top speed of 164 km/h / 102 mph.
Engine
The engine was a Liquid cooled cooled Four stroke, single cylinder, DOHC, 4 valves. The engine featured a 10.5:1 compression ratio.
Chassis
It came with a 90/90 -21 front tire and a 130/80 -17 rear tire. Stopping was achieved via Single 260mm disc in the front and a Single 220mm disc in the rear. The front suspension was a 41mm Morzocchi forks while the rear was equipped with a Boge shocks variable preload. The RC600R was fitted with a 12 Liters / 3.17 US gal fuel tank. The bike weighed just 145 kg / 320 lbs.
Photos
Overview
Gilera RC 600R
Gilera: back in the GPs next year and already back into
road bikes in a big, single way. Roland Brown gets an early taste of the
tempting RC600
WHEN THE EUROPEAN borders come down, one of the biggest
plus points for the British biker is that machines currently available on
the Continent but not here will suddenly come within reach. Among the
tastiest of this year's forbidden fruit is the Gilera RC600, which never
came even close to being imported by Heron but which in 1993 could be
yours for little more than its price in French francs and the cost of a
ticket through the Chunnel.
The RC600 is the latest version of the Milan firm's tough-as-teak
single-cylinder trail bike. Gilera thumpers have been around on the
Continent for several years, and this bike's predecessor won the Silhouette
class for production based bikes in last year's Paris-Dakar Rally. Now the
RC has been restyled by no less an artist than Gilera's ex-Bimota design
chief Fedcrico Martini and refined to make a more rider-friendly roadster.
The engine remains a 558cc liquid-cooled single, its four valves operated
by twin camshafts turned by a toothed belt. Instead the flat plastic flanks
of the new petrol-tank cover hide the area in which many changes have been
made: the cylinder head. New cams and valves, as well as pistons, airbox and
exhaust, combine to lift claimed power output from 48 to 53bhp at 7500rpm,
which compares well with the efforts of Japanese rivals such as Honda's
46bhp Dominator and Suzuki's new 45bhp DR650RS.
The frame is steel, with conventional forks at the front, Gilera's Power
Drive rising-rate monoshock at the rear, and a single disc at each end.
Steering geometry has been steepened slightly and the forks are now 43mm
jobs from Kayaba, who supplied this year's Gilera factory desert-race bikes,
in place of the 40mm Marzocchi used before. Like Ducati with the new 900SS,
Gilera have abandoned Italian suspension parts for Japanese.
Rear shock is a Boge unit with its mounts strengthened (another
Paris-Dakar tip) and linkages subtly repositioned. Seat height is reduced
from 920mm to a much more reasonable 890mm but the RC is still tall and
lean, and still sounds mean and rorty through the silencer exiting below the
seat on the right.
The nose-fairing gives protection only to the instruments which now
include a tacho in place of the old model's clock so wind pressure is taken
by the rider's body as the Gilera accelerates away, stonking
along very smartly provided you can keep the front wheel near the ground.
At ultra-low revs the engine's a bit rough but smooths at 2500, and by
3500rpm there's enough grunt to lift the front wheel effortlessly.
Come five thou the Gilera lengthens its stride, revving through the
7300rpm redline in the lower gears if you let it. A balancer-shaft keeps
vibes to typical big-single levels at the six-grand, 75mph cruising speed
that the bike felt capable of retaining all day (although the rider would
benefit from some more protection). Flat-out, with my head behind the
clocks, the RC hammered up to bang-on an indicated ton, with a little more
to come given a long enough run-up.
Not that an RC600 pilot has to slow too much for the corners. Despite
steepish geometry the RC never felt close to producing a wobble even in
bumpy bends, and on the straight could be held flat-out with none of the
weave with which many big trail bikes are cursed. Suspension at both ends
was ace spite the long travel, with the non-just able Kayabas justifying
Gilera's lack of patriotism. The forks red a little in response to a hard
grab at the front disc, but generally we a refreshingly taut feel on tar-ac.
The wide bars and quick steer-g meant the RC could be flicked around with
even more ease than its 01b dry weight suggests. On rough, gravel-strewn
country ads the RC was great fun, and ideal for nipping through the traffic.
Even on the open road it was nippy, floating along with enough import to
suggest that, although e wind-blast and the buzz through at and footrests
would become moping after a time, you could appoippily keep riding until the
disappointingly small 2.7-gallon gas tank ran dry.
Ironically, the only time the Gilera was not at home was when I headed
into a muddy field to give its off-road prowess a brief test. Here it was
soon floundering because the Dunlop Trailmax tires, which had been fine on
the road, filled their shallow tread with mud and failed to grip.
Because of it, the bike's potential could only be hinted at, and you
would have to fit a pair of enduro boots to do the RC justice off-road. But
the Gilera's competitive pedigree and obvious quality suggest it should
still do the business, and with its extra comfort and poise the RC600 has
taken a step towards becoming as handy on the street as it is in the desert.
In Italy it costs about £3850, a couple of hundred quid more than the
Dominator but £2500 less than Cagiva's 900 Elefant. Never mind buying one in
France. Throw in the cost of a one-way flight to Milan plus a few-dozen
tankfuls of petrol, and post-'92 you could have a high old time bringing a
new RC600 back across the Alps for not much more than four grand all-in.
Perhaps this united Europe lark isn't such a bad thing after all. C
Source BIKE of 1992
Make Model | Gilera RC 600R |
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Year | 1992 - |
Engine Type | Four stroke, single cylinder, DOHC, 4 valves |
Displacement | 558 cc / 34.0 cu-in |
Bore X Stroke | 98 x 74 mm |
Cooling System | Liquid cooled |
Compression | 10.5:1 |
Induction | 2x 30mm carburetor |
Ignition | Electronic |
Starting | Electric |
Max Power | 53 hp / 39.5 kW @ 7800 rpm |
Max Torque | 51 Nm / 37 lb-ft @ 5500 rpm |
Transmission / Drive | 5 Speed |
Final Drive | Chain |
Front Suspension | 41mm Morzocchi forks |
Front Wheel Travel | 160 mm / 6.2 in |
Rear Suspension | Boge shocks variable preload |
Rear Wheel Travel | 260 mm / 10.2 in |
Front Brakes | Single 260mm disc |
Rear Brakes | Single 220mm disc |
Front Tire | 90/90 -21 |
Rear Tire | 130/80 -17 |
Dry Weight | 145 kg / 320 lbs |
Fuel Capacity | 12 Liters / 3.17 US gal |
Consumption Average | 17.5 km/lit |
Standing ¼ Mile | 13.8 sec / 149.5 km/h |
Top Speed | 164 km/h / 102 mph |
Road Test | Motosprint 1992 |