Editing Barigo Orixa 600

{{Infobox Motorcycle
|name             = [[Barigo]] Orixa 600
|image            = [[File:Barigo-Orixa-600.jpg|frameless|Barigo Orixa 600]]
|aka              = 
|manufacturer     = Barigo
|parent_company   =
|production       =
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, single cylinder
|bore_stroke      =
|compression      = 11.5:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         =
|spark_plug       =
|battery          =
|transmission     = 5 Speed
|frame            =
|suspension       =Front: 40mm inverted telescopic WP adjustments for compression and [[rebound damping]] <br>
Rear: Single WP [[damper]] adjustments for preload, compression and rebound damping
|brakes           =Front: Single 310mm disc 6 [[piston]] [[caliper]] <br>Rear: Single 220mm disc 2 piston caliper
|front_tire       = {{tire|110/70 -17}} 
|rear_tire   	  = {{tire|150/60 -17}} 
|rake_trail       =
|wheelbase        =
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       = 
|wet_weight       =
|fuel_capacity    = 18 Litres / 4.7 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Liquid cooled cooled Four stroke, single cylinder. The engine featured a 11.5:1 [[compression ratio]].  

==Chassis==
It came with a 110/70 -17 front [[tire]] and a 150/60 -17 rear tire. Stopping was achieved via Single 310mm disc 6 piston caliper in the front and a Single 220mm disc 2 piston caliper in the rear. The front suspension was a  40mm inverted telescopic WP adjustments for compression and rebound damping while the rear was equipped with a Single WP damper adjustments for preload, compression and rebound damping. The Orixa 600 was fitted with a 18 Litres / 4.7 US gal fuel tank. The bike weighed just .  
== Photos ==
[[File:Barigo-Orixa-600.jpg|600px|Barigo Orixa 600]]
[[File:Barigo-Orixa-600--1.jpg|600px|Barigo Orixa 600]]

== Overview ==
Barigo Orixa 600
















They may not be up there with the Honda's and Suzy's of this world, but back
in 1994 French manufacturer Barigo seriously impressed Roland Brown with its new
sportster, the Onixa. a bike whose grunt, agility and light weight proved an
addictive combination.
It's strange that France has almost no recent history of motorbike
production. Nobody who's been among the mad motards at Le Mans or the Bol d'Or
will need reminding that the nation is mighty keen on powered two-wheelers. And
the French know a bit about building fast and stylish vehicles, too, as
Concorde, the TGV and Renault's various F1 racecars not to mention Serge
Rosset's ROC Yamaha GP bikes have proved.
But although firms such as De Dion and Werner were among the pioneers of
motorbike manufacturing as far back as the 1880s, the French industry sank deep
into the merde after that. You've got to feel sorry for a country whose
best-known production bike of recent years has been the pedal-assisted Velosolex
and even that's not built any more. Bigger roadsters have been limited to car-engined
dinosaurs like the BFG and Boccardo, and hand-built specials from the likes of
Moto Martin, Godier Genoud and Boxer Bikes.

Enter the Barigo Onixa, a sportster that could put the French bike industry
back on the map. Its engine is Austrian and its styling is a little eccentric
well you'd expect that of the French, I guess. But this is a well-built modern
motorbike intended for production in numbers of up to 300 this year, and it
could be the start of something much bigger. If Barigo can get the authorities
such as the police interested (mainly in the GT600 roadster derivative planned
for next year (1995) ), they hope to produce ten times that number in a couple
of years' time.
Things have happened fast at Barigo since October 1992, when the small bike
company from La Rochelle on France's west coast, founded 17 years ago by former
motocrosser Patrick Barigault, was taken over by the industrial machinery
manufacturing firm Perrotin Automation. Under Barigault's control Barigo had
risen to prominence with a series of wins in the Paris-Dakar Rally's Marathon
class, and in national level supermoto racing.
In '92 Barigault had also built a roadgoing replica of his supermoto bike,
retaining the racer's combination of Rotax single engine and twin-beam alloy
frame. The roadster was stunningly light and agile, and very fast for a single.
Despite creating plenty of interest its production was delayed, but the SM600
finally went on sale last November, through a chain of 35 Barigo dealers across
France.
Meanwhile, under Perrotin's control and with Barigault retained as manager of
the R&D department, Barigo's 12-strong workforce had been developing other bikes
using the same engine and frame as the supermotard. The Onixa was revealed at
last autumn's Paris Show. Finished all in black like the precious stone after
which it was named, the curvaceous Show bike was memorable for its air intakes
running dramatically over the handlebars to a high-level fuel tank. Four months
later the first working prototype was painted a more familiar red, but looked
every bit as striking as Barigo's men checked it over before my test at a twisty
little racetrack outside Bordeaux.
There's no denying that from some angles the Onixa is distinctly strange, its
bodywork rising almost to the height of the screen in a manner that brings to
mind that other famous French single, the hunchback of Nôtre Dame. The shape
evolved from the need to add to the supermoto's fuel capacity, which is barely
over two gallons from a tank beneath the seat. The Onixa's extra high-level tank
almost doubles the capacity, and the plastic bodywork covering it leads smoothly
into the ducts that feed air to the pair of 36mm Dell'Orto carbs.
The powerplant is identical to that of the Supermoto: a 599cc watercooled,
twin-cam four-valve single from Rotax, closely related to the slightly larger
units that power both Aprilia's Pegaso trailbike and BMW's F650. The Barigo
motor is in a considerably higher state of tune than either of those, its three
spark plugs and 11.5:1 compression ratio helping to give a claimed output of
61bhp at 8000rpm (The Funduro, in contrast, runs 9.7:1 compression and makes
48bhp at 6500rpm.)
The Barigo's frame is also unchanged, its curved aluminium main spars owing
more to Suzuki's GSX-R than to other singles. The frame itself weighs just 7kg,
designer Patrick Barigault says, and you can believe him when he adds that it's
mighty strong. The swing-arm is also in aluminium. It is 30mm shorter than the
supermoto equivalent, triangulated for extra rigidity and slightly curved on the
left to clear the Onixa's shotgun pipes. It operates directly on a diagonally
placed, multi-adjustable WP unit, with the same Dutch firm's 40mm upside-down
forks in place up front.
Other cycle parts are equally purposeful, including the wide 17-inch wheels
and Michelin Hi-Sport radials. The prototype was fitted with a 110/70 front tyre
and a 150/60 rear on magnesium rims from Tecnomagnesio of Italy. Barigo are
considering a 160-section rear tyre for production bikes, which might use
slightly heavier but cheaper aluminium Marvics. But there will be no change in
the brake set-up: a single 310mm front disc with six-piston Beringer caliper,
and a 220mm disc at the rear.
The prototype also differed from production models in its clocks, which will
be replaced by conventional round dials, and its lack of a few finishing touches
such as grills for various holes at the front and sides of the fairing. The
internals of the carbon-fibre silencers were missing a little sound-deadening
material, too, judging from the volume of the deliciously deep boom as the Onixa
burst into life.
For a single the Onixa felt quite tall, mainly due to the tank that came
quite close to my chest as I reached forward to the clip-on bars. The seat is
fairly high, too, which helps give reasonable leg-room, but the bike is so slim
that short pilots would have no problems touching the ground. One other key
number is decidedly small: the dry weight figure, which Barigo estimates will be
around 150kg on the production Onixa.

Given a crack of throttle, that lack of weight helped the Onixa leap forward
with a force that immediately felt mighty strong by big-single standards.
Barigo's supermoto roadster is virtually a racer with lights and an electric
starter, and the Onixa had much the same raw, exhilarating competition-bike feel
as I began circulating the twisty, approximately mile-long circuit.
There was instant grunt available anywhere above about 3000rpm, with no
noticeable step in the delivery just a steadily growing sense of acceleration
all the way from there until power started dropping off approaching the
nine-grand limit. On the straight running down one side of the track, the Barigo
thundered up to an indicated 110mph, with a little more to come. At speed it was
totally stable and surprisingly comfortable, the humpy tank meaning I had to
look over, rather than through, the short tinted screen.
When flat on the tank, a slight drumming on my chest left no doubt that this
was a single-cylinder engine. Like BMW's F650 unit, the Onixa's Rotax engine is
fitted with a balancer shaft, but the higher state of tune takes its toll in
that the solidly mounted motor's vibes could be felt through seat and footpegs,
particularly at higher revs. On the track I was constantly moving about in the
seat, and so busy that I barely noticed. After a few dozen miles on the
autoroute it might have been a different story.
This bike wasn't built for droning along motorways, though, but for caning
down twisty roads and round racetracks, where its light weight, frame rigidity
and classy cycle-parts come into their own. The Bordeaux circuit is basically
oval in shape, with a long 180-degree curve at each end and a series of tight
wiggles all down one side. Through these, the little bike was brilliant due to
its ability to change direction almost instantaneously with a light nudge on the
bars.
Putting the second fuel tank so high has inevitably raised the Barigo's
centre of gravity, at least when you've just topped-up. But most weight is still
carried low and the Onixa was superbly flickable, even though its Steering Head Angle, which is adjustable between 24 and 28 degrees, had been set at a fairly
conservative midway point. The Onixa was brilliant on the brakes, too. The blend
of big single disc and six-pot Beringer caliper pulled the bike up with
ferocious power, heaps of feel and superb stability deep into a turn.
If anything the Barigo was at its best through the right-hand horseshoe at
one end of the track, where it showed an amazing ability to change direction
while cranked hard over, effortlessly tightening the bend up before shooting out
with a glorious exhaust rumble from near my left boot. Suspension at both ends
was taut and well damped, admittedly on a very smooth surface. Barigo might yet
decide to fit a Paioli shock instead, but this WP unit was excellent.
The Hi-Sports gripped like an escargot to a lettuce leaf, too, revealing that
the exhaust touched down rather too early in left-handers. Even when light rain
began to fall, the sticky tyres gave reassuring levels of feedback. I carried on
going until the rain got much heavier but eventually pulled in, seriously
impressed with a bike whose grunt, agility and light weight makes an addictive
combination.
Inevitably Barigo's relatively low volumes mean the Onixa, at about £7500,
will be expensive when judged against mass-produced bikes with more cubes and
cylinders. (Not to mention rival singles such as BMW's budget-priced F650.) Like
any sporty single, too, the Onixa is bike that must be ridden on the right type
of road to be appreciated. But Barigo is confident that enough riders will try
this typically idiosyncratic Gallic option. The future of the reborn French
motorcycle industry depends on it.
Source .insidebikes.com


{|  class="wikitable"
|- 
!Make Model
|Barigo Orixa 600
|- 
!Year
|
|- 
!Engine Type
|Four stroke, single cylinder
|- 
!Displacement
|599 cc / 36.5 cu-in
|- 
!Cooling System
|Liquid cooled
|- 
!Compression
|11.5:1
|- 
!Max Power
|61 hp @ 8000 rpm
|- 
!Transmission
|5 Speed
|- 
!Final Drive
|Chain
|- 
!Front Suspension
|40mm inverted telescopic WP adjustments for compression and rebound damping
|- 
!Front Wheel Travel
|120 mm / 4.7 in
|- 
!Rear Suspension
|Single WP damper adjustments for preload, compression and rebound damping
|- 
!Rear Wheel Travel
|115 mm / 4.7 in
|- 
!Front Brakes
|Single 310mm disc 6 piston caliper
|- 
!Rear Brakes
|Single 220mm disc 2 piston caliper
|- 
!Front Tire
|110/70 -17
|- 
!Rear Tire
|150/60 -17
|- 
!Dry Weight
|
|- 
!Fuel Capacity
|18 Litres / 4.7 US gal

|}

[[Category:Barigo motorcycles]]