Cagiva Raptor 2000

You've just got to love those Italians. Their ability to produce motorcycles that seem to have blood running through their frames is incredible. They've done it for decades and the Cagiva Raptor range seems to have simply built upon that tradition. Not just because the rest of the motorcycling world deems it necessary to opt for the optimum mathematical formula to get a bike to go and handle - so much so that bikes look, sound and behave so predicably to be almost boring (I did say almost) - the Latin quarter seems able to achieve the same thing and build emotion into its product as well. So it is with the Raptors.

That's not to say the bikes are not modern. They use all the same new age tech-gear to arrive at the end result, it's just that there is passion abundant in these things and a fair sprinkling of cutting-edge art to boot.

At the heart of the matter is the brilliant Suzuki TL1000S-sourced 996cc V-twin engine. It's a donk that has been revered for its lovely spread of real-time power, and Cagiva running what is now the third-generation engine mapping, along with the stronger R clutch.

The range consists of the Raptor and the V-Raptor and they are mechanically identical but the bodywork, mirrors and handlebars differ and the V-Raptor cops a small - and radical - fairing and a pillion seat cowl.

Let's start with the Raptor shall we... Those of smaller stature will appreciate the low seat height at 770mm. The seating position is best described as ‘sit-up and beg' with the high bars making manoeuvrability easy.

The engine was always a winner and it seems to work a whole lot better in this configuration than the Japanese offerings. There is nice easy pick-up available from way down low and while acceleration is good, it's at around seven through to redline of 10,000rpm that the bike seems to make its mark. Great for longer sweepy going. There is a strong contingent of riders that will find this arrangement very appealing indeed. Lots of leverage, good grunt from the start, corners on the torque curve is more fun than just about anything legal and getting out quickly is a real forte.

The V-Raptor is different... In fact, I'd say it is the most avant garde motorcycle on the planet at the moment. There's a headlight cowl taken straight from the set of your favourite sci-fi thriller with horns running back to the tank, pod-mounted indicators and angular, aggressive lines everywhere. I have to say that it may take some getting used to, but I wouldn't be surprised that, in around two years time, we wonder what the fuss was about. Who'll ever forget reaction to the Suzuki Katana when it first landed...

The seating position is more sporty due to the position of the handlebars, placing more weight over the front wheel. Four-pot Brembos get the gig up front on both steeds and do the job in typical Brembo manner - progressive rather than grabby.

So will they sell 'em? My guess is yes, but it may take some time, certainly in the case of the V-Raptor. There is no doubt in my book that the bikes are more appealing than Ducati's Monsters and that's probably the main rival for both bikes.

Down Under importer The Paul Feeney Group released the first shipment of 13 Raptors on July 1. 30 more are on the water and due to dock around now. 28 V-Raptors are due on the water at the end of July, to be landed in August. We can report that a hot version of the V-Raptor will be built in limited numbers, 1000 worldwide, from October. It will feature adjustable suspension, carbon bits, leather seat, and a hot engine. Sales in Australia are expected to be around 150 Raptors and 100 V-Raptors per year priced at $14,990 and $15,990 respectively.

The new 650 Raptor range will see more volume, as well as appealing to a market that might be a little intimidated by the power of the 1000 engine.