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Derbi Mulhacen overview
In march 2007, I bought the Derbi Mulhacen, a modern Scrambler. At this moment, the Derbi Mulhacen is still rarely seen on the street.
It is a motorcycle which is manufactured with high quality components, and with a very lively engine (the same angine as is used in the Yamaha XT660).
Here are my impressions during the first and subsequent rides: a rider report.
During the first kilometers, the Derbi Mulhacen feels rough. With a constant throttle, there is considerable "Konstantfahrrückeln", as the Germans call it: the rpm constantly changing.
Because the thumper has a really strong engine brake, and almost literally jumps forward when the rpm goes up, this results in a bucking horse, so to speak.
Also, it is very difficult to resist opening the throttle: the Mulhacen seems to beg you to do that. But while breaking in, you should try to accelerate only slowly.
From the first kilometers on, switching gears was precise and very smooth and easy (especially when you are used to the loud and ratling BMW gearboxes).
The handlebar is very wide, and the grips are at exactly the right angle for your hands.
Steering the bike is very easy because of the wide handlebar, and also very precise. The Mulhacen rides corners at speed as if you don't have to steer at all: a light press on the bars and it goes, exactly alon g the line that you were thinking.
After engine break in, the engine got much smoother. The fact that I could keep the revs a bit lower than in the first kilometers also helps.
The engine feels like ir urges you forward. The Mulhacen feels like a happy bike, begging you to open the throttle.
The engine feels best at just below 4000 rpm (exactly where the BMW R1100GS has a dip), and in the 5th and 6th gear it runs happily at higher rpm's as well.
Opening the throttle feels firm and powerfull, like a tractor on speed. Passing cars can be done in a split of a second, just by opening it a bit.
the first and second gears are rather short.
In city traffic, 50 kilometers an hour is just between second and third gear: the Mulhacen
likes to ride a bit above speed limit...
The front brake is superb! You have to get used to it, because you can brake with an enormous force.
And at the same time, they allow you to brake very subtly.
You just have to remember never to grab the handle at once: you will either make a nose dive or have the front wheel blocked.
The rear brake doesn't bite at all. At first, you get the impression that there is no rear brake at all: when you slightly push the brake pedal, nothing happens.
Only when you push the pedal further down, the rear brake begins braking. It is almost impossible to use it to block your rear wheel, but it is the perfect braj=ke to assist in tight corners.
The first and second gear are very short, and the third is not vey long either.
That means that acceleration is superb, but also that you switch gears a lot when
riding through town.
It also means that short corners are hard work: with the BMW GS it doesn't matter which gear you choose, the GS will always pull through; not so with the Mulhacen. Choosing the right gear means you have to be very alert, and predict the exact nature of the corner.
And what I notice is that that fact enhances the experience of riding: the Mulhacen challenges you in every corner.
The Mulhacen has six gears, and the sixth gear is not an overdrive: to pass a car, you don't have to switch to the 5th gear.
In 6th gear, the Mulhacen runs really smooth at highway- and interstate-speeds.
All in all, the Mulhacen feels like it prefers speeds of 90km/h and above. In town, riding below 60km/h is rather hard: you'll find yourself constantly changing gears between 2nd and 3rd, on a motorcycle which begs you to find an open road.
It is like a thoroughbred horse, that you have to withold, in contrast with an old and tired horse that need much encouraging to move forward.
Both the preload and the rebound of the rear scock are adjustable. The only drawback here is that there is no indication, so it's impossible to find out the preious setting after you have adjusted the shocks for riding with luggage, for instance.
You can vary the shocks adjustments for bad roads, for good roads, and for riding with or without an passenger.
The first and second gear are very short, and the third is not vey long either.
The riding position is just a bit less upright than on a BMW R1200GS. That position is very comfortable at the speeds that the Mulhacen likes (90 km/h and more). It is a perfect position to control the bike, both with your knees and hands.
The shape of the tank is not only beautifull, it also adds to the riding. Your knees are in the perfect angle to control the bike through corners.
The saddle is hard enough to keep riding for as long as the tank has gas, and it feels comfortable from the start.
The handlebar is very wide, which I like, because it gives you much control at countersteering.
The tank holds 12 litres, and the "reserve" indicator light switches on at about 9 and a half liters. So there is plenty of time to look for a gas station.
Until now, the Derbi always did 20 or more kilometers on one litre.
So the tank range is about 240 kilometers, or, when you try to avoid running out of gas, about 200 kilometers.
In the first place, the Mulhacen gives you the impression of raw power: the engine thumps happily, and always urges you to open the throttle more, and more, and more...
In tight corners you have to be very attentive, to predict what's coming and use the right gear.
All in all, the Mulhacen makes you feel: "I'm very much alive and I enjoy!".
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