Lucky Explorer 9.5, “Proto #2” test: How are you, strengths and weaknesses

First it is balanced: You could have expected a bigger bike instead It is graceful and compact, to the point that it appears lighter than stated. The setting is neutral and the seat is central. You can get in by entering the turn with the brakes in your hand but it stays in the corner and keeps the track in control even when exiting, so you can accelerate straight away with excellent traction. So it is understood that Driving is a lot of fun. But at the same time, given the impartiality and security, Lucky is easy even for those with little experience, even in the tightest maneuvers thanks to the very high steering angle. The gearbox is perfect, both in forward and downshift, but the clutch is very hard, and it is impossible to use it with a finger as in off-road. Another detail that should always be tuned for off-road driving is the braking system: Now The character is a street athlete, with a good grit from the first touch of the lever, as well as the butt, which not only likes it in attack but is also more advanced, it has a lot of bite. For precisely these reasons, the MV is evaluating a new clutch command and a less aggressive brake pad.

Lucky Explorer was born with a good penchant for travel, and indeed The aerodynamics is very good: the windshield is well designed; No annoying vortices are created and the shoulders are also protected (on these bikes they are generally barebones). The saddle is well shaped in the central part and easy to support on the ground. The handlebar is road fit but has wrist creases that are very closed for off-road.

Some notes on Motor: It’s very smooth at the bottom, from 2000 rpm. It has a nice gradual delivery, but the connection with the throttle control is not perfect and in the version there is a noticeable pull (but the designation below 3500 rpm is not definitively set yet). Now 931 cc three-cylinder It rotates, but more thrust will also be needed on the asphalt Between 4,000 to 6000 rpm, it is from here that it becomes explosive, and the character of the race is decidedly evident. Nice, no doubt about it, but with this designation and configuration, it is less suitable for off-road driving. You don’t need 120 hp at 10,000 rpm, we are happy to trade in the 20 hp for more torque from 3000 to 6000 rpm. Beyond that system, in fact, power is more than plentiful, and if a little is sacrificed for the sake of the low shot, it certainly shouldn’t be a problem. The sore point has to do with the heat transmitted by the engine which is felt on the saddle and on the tank, which is steel.

You’ll find the full test of the new Lucky Explorer 9.5, packed with interviews, insights and off-road driving impressions, on Motociclismo in August.

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