Test italjet dragster 700 twin le: introduction, positioning and rivals of Italjet Dragster 700 twin le
Italjet, founded in 1960 by Leopoldo Tartarini, keeps the mantra that has guided his designs: “Create works of art on 2 wheels.” More than six decades later, his son Massimo continues to lead the brand, recovering in 2022 the Dragster model, an icon in the golden age of the Scooter, which remained in production in its first iteration between 1995 and 2003. In the summer of 2022 we could test the new Italjet Dragster 125 and this same year 2025, the ItalJet Dragster 300.
Both maintain the tubular chassis in view of the versions of the last century and the front suspension system ISS – which makes the suspension of the direction independent and dispenses with the telescopic fork – and that had only been seen in competition in the strange experiments of the ELF of GGPP and in other revolutionary motorcycles, such as the Gilera CX 125, with disparate results. With the increase at 700 cm3, the Italjet Dragster 700 Twin Le (68 hp, € 14,900) has changed more in its conception than in its appearance. It is still a spectacular model, designed for minorities looking for spectacularity and exclusivity in equal parts.
The LE (Limited Edition) version, which is the one we have tried in the Icola circuit, incorporates an Öhlins and Akrapovic exhausts. It also includes the colorful CNC Ducabike Transparent clutch cover. If you want it in Gresini decoration instead of black, prepare € 1,000 more. The Premium Edition version, which deep down is the standard, stays at € 14,500 and is offered in black/yellow or red/white/anthracite combinations.
Whatever version, the Dragster 700 Twin now equips a motorcycle engine, not Scooter, as well as telescopic fork, but continues to identify as an Italjet Dragster at the first glance.
As conceived, it does not seem to have rivals in the market, but if we stick to concepts such as displacement and price, the Yamaha Tmax (47 hp, € 14,299) and the Honda Forza 750 (57.8 hp, € 12,390) can be taken into account as rivals in the sports field, although they exploit the utilitarian facet in what is a useful face. Perhaps the Honda has a more similar concept, by sharing “motorcycle” components with other models, but maintaining the driving position with the feet ahead.
Test italjet dragster 700 twin le: characteristics and equipment of Italjet Dragster 700 twin le
We continue calling Scooter to Italjet Dragster 700 Twin because of the fact that the strokes are advanced and the driving position is that of a scooter, but deep down it is still a motorcycle with all the words. The engine is housed inside the tubular chassis, as in any motorcycle. It is a 692 cm3 bicylinder of Benelli ancestry, which in turn is inspired by the Kawasaki block of the same displacement. It obtains 68 hp at 8,500 rpm and a maximum torque of 70 Nm at 6,000 rpm.
The consumption declared by Italjet is 2.7 l/100, very optimistic to my understanding. In three laps that we gave to the Icola track I could not check the real consumption, but to get the best out of the engine it was necessary to keep it near the cut. It is normal in track conditions. In “civil” driving and urban rhythm the answer is linear and pleasant. In any case, the one who buys a dragster, whatever the displacement, will not tend to look at triggers such as consumption, but in the quality of the components.
The suspensions enjoy an out of any doubt. The front fork is signed. In addition, you can vary the geometry of the motorcycle (rear train height) using a knob located on the right side of the scooter, under the seat.
The brakes do not detract: Brembo with clamp (4 pistons) and radial pump, which guarantee power and dosage. The front discs are 270 mm and although the rear is 260 mm, the position and route of the lever prevent its use, at least on the track, where I gave up using it at the risk of deconcentrating myself. The wheels are Pirelli Corsa in measures 120/70-15 and 160/60-15.
The final weight is fixed in 190 kg dry, which with the oil and fuel (16 liters of capacity) leads to the scooter beyond 200 kg in the gear order, but the truth is that it is not noticeable, because the mass focused is very well achieved. The wheelbase is generous (1,553 mm), hence the handlebar is very wide (and with very open tips) to achieve the necessary balance between stability and agility.
Although it does not enjoy load capacity and the passenger is not one of the priorities, the equipment is quite complete. I could not turn on the 5 ”TFT screen beyond deactivating ABS and traction control in boxes, but I could glimpse during the track test the color change of the screen to red to indicate that the ignition cut, a practical detail and racing at the same time.
The pineapples are backlit and do not hide their Asian origin. To highlight the Keyless system, the tire pressure control and that the ABS and TC are disconnerable. It also equips paths (front and rear) that barely stand out in the proliferation of fibers and ailerons. In the negative part I missed a quickshifter that would fit perfectly with the sporting character of the scooter that suggest details as colorful as the transparent clutch cover, the deposit seen or the fists to two colors.
Test italjet dragster 700 twin le: How is the Italjet Dragster 700 twin le
I can’t deny the enthusiasm that caused me to know that I was going to try the Italjet Dragster 700 Twin Le on the mythical Icola track. It is always a pleasure to be released in any circuit, but when they carry a mythical load, even if marked by the tragedy -Ayrton Senna died in Tamburello, now turned into a variant to reduce the speed.
The truth is that given the concurrence, almost 50 specialized journalists, the test was reduced three laps around the track, which although very fun -as you can see in the video that accompanies this test -are not enough to capture the essence of the Italjet Dragster 700 Twin Le. A route on nearby roads would have been a very good complement to the track experience.
The first feeling as soon as he left the boxes was surprise, being more comfortable than expected. With such a fierce appearance, you expect a position to the attack. Nothing is further from reality. Advanced strokes, almost as a very wide custom and handlebar. The combination is successful for intensive use. The engine rises linearly and is perceived pleasant, but it is not necessary to finish the first round to discover that you have to take it in the upper part of the account for the best of itself.
The necessary attention in the layout prevents himself from looking at the instrumentation, so the change to red of the TFT screen is very much appreciated when it reaches near the cut. As according to what position it is not always seen, changing to the ear becomes necessary, reaching the cut on more than one occasion.
The Scooter steps very well, not in vain is long between axes, with a very good speed at high speed. The width of the handlebar makes the change of direction a game of children, but the thickness and width of the strokes show you soon that you have to pick up a lot to lean less and not touch the asphalt to the first exchange. Speaking of the change, it is necessary and the touch of the clutch good, but rolling on the track is anachronistic and a change assistant would be very well received, as would be in road driving, even urban use. Not in vain is a scooter, right?
Not knowing the track, in the first round I was surprised by an improvised chicane in the middle of the finish line. As can be seen in the video, going thoroughly gas and without waiting for braking, dragster behavior brakes is impeccable, by power and sensations. He did not break down at any time; If we take into account that the suspension adjustments were of street -charted -is a compliment.
If I could notice, in that braking and in the entire layout, that the suspensions needed more retention of hydraulics and preload, but knowing that it can be regulated and that I still had it as a pig in a puddle, the feeling at the end of the day was that the Italjet Dragster 700 Twin is a well -born product.
