Alpine Masters 2006 (2nd part)

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Alpine Masters 2006 (2nd part)
Bilski

Alpine Masters 2006 (2nd part)

MOTORRAD is looking for the King of the Alps

The big alpine test goes into the second round: The winners of the big bikes and enduros / fun bikes will be determined on the Stilfser Joch. And in the final it is then: Which of the five best in the respective category is the ultimate machine for the mountains?

One will win ?? only this fact was certain before the start of the great Alpine Masters in 2006. But which motorcycle can ultimately prevail: an agile all-rounder, a crisp athlete, maybe a comfortable touring bike, a versatile enduro or even the classic big bike? A total of twenty machines, evenly distributed over the five categories, faced the ultimate alpine challenge this year, which is about slightly different qualities than usual in tests and comparative tests. Aspects such as economy and the environment play no role in the Alpen-Masters and are completely ignored. Instead, the focus is clearly on the property evaluation under the special conditions in the mountains, a special point evaluation should depict this.

Specialists have no chance

An alpine king has to cope with the most adverse conditions, be undemanding, but also not lack dynamism. Tourist qualities are also in demand, after all, you want to enjoy the winding terrain for days without seat problems. As a result, specialists and character models have a harder time under such conditions; all-round properties without specific weaknesses offer advantages.

The test area around the legendary Stilfser Joch contains everything that the Alps have to offer in terms of road construction variance. It begins with the endless hairpin bends of the mountain pass, on which the entire automotive industry conducts its brake tests. The test team can then let off steam at the Umbrail Pass, which branches off just below the top of the Italian pass and leads over to Switzerland. In between there is even a longer gravel passage. Down in the valley there are fast passages with quick alternating curves, longer straights allow dizzy testers a little relaxation. With that, the round is almost complete, and it goes back to the starting point, the Biker-Hotel Tannenheim in Trafoi at the foot of Passo Stelvio.

F.inale furioso

The best in class in the all-rounder, athlete and tourer categories were already selected in the first part (MOTORRAD 17/2006), now the two representatives in the enduro / funbikes and big bikes disciplines are still missing for the final. These five candidates then contest the grand finale, in which the cards are reshuffled. Because here it is no longer just a matter of points, the five drivers let subjective assessments flow into their placement. This in no way means that the scoring is completely disregarded, but rather gives the opportunity to weight certain criteria differently in this concept comparison. In this way, concise strengths or weaknesses can have a resounding effect. Which is why there may be slight shifts in the end compared to the pure point evaluation. But just let yourself be surprised!

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Alpine Masters 2006 (2nd part)

Alpine Masters 2006 (2nd part)
MOTORRAD is looking for the King of the Alps

Enduros / Funbikes: KTM 950 Supermoto, Buell Ulysses XB12X Touratech


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Uphill with the KTM.

So everything turns out for the best

You don’t necessarily have to hobble down steep rocky slopes, drag a hail of stones up the slopes behind you, or cut deep furrows in soaked gravel roads. No, enduros are particularly useful in the Alps for other reasons: because they are versatile all-rounders and comfortable tourers, because the driver can sit relaxed and enjoy the magnificent surroundings and because enduros are uncomplicated and undemanding. Which is extremely helpful around the Stilfser Joch, where the combinations of curves are particularly tricky, the hairpin bends are extremely sharp and the asphalt sometimes has the structure of pockmarks.

Funtastic joyride

And since the boundaries between enduros, funbikes and supermoto are blurring these days, the KTM 950 supermoto was also allowed to go along. A radical piece of sports equipment, with which you can easily drive the knee slider fraction around the maze of turns. If it were all about seconds and the length of the erased marks, the KTM would be the title "King of the Alps" for sure. The chassis works properly, swallows the worst potholes. The brake currently represents the peak of effectiveness and controllability, and some top athletes can learn a thing or two about it. And thanks to the short gear ratio, the engine goes down like a rocket, snapping into the limiter without any weaknesses. Funtastic.

If, after this orgy of speed, spectacle and fun, you come back down to earth at some point, the KTM has to pay tribute to its radical concept. It looks rather poor with the transport of luggage, with that of a pillion passenger not much better. And the wind protection tends towards zero, the tourist qualities are badly limited. The engine jerks during a leisurely twitch, sometimes even stops suddenly with a pop. So the bottom line is jumping "just" second place out, quite remarkable for such an uncompromising device.


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Upwards on the Buell

Stubborn Ballermann

Conceptually, the Buell is more likely to have a chance of class victory, as it is better suited as a classic travel enduro to combine tour and dynamism. Especially since a Ulysses refined by Touratech took to the starting line at the Alpen-Masters, equipped with a luggage system, a more comfortable, lower bench and optimization measures such as modified shift kinematics. Nevertheless, the Buell driver has to overcome serious hurdles before starting the journey and climb a seat that is still lofty. In addition, maneuvering is made more difficult by the enormous turning circle.

The fork bridge strikes the cable harness on the left. The first gear only wants to go in emphatically, in the further course you end up in no man’s land between the gear steps. In addition, harsh noises accompany every gear change. The fact that the clutch requires a lot of power isn’t particularly helpful in the long run. The same applies to the front brake; for proper deceleration, especially downhill with a load, the lever has to be pulled hard. After all, the suspension responds softly, but reacts stubbornly to rough bumps. And are these crossed in an inclined position? what is the rule at the Umbrail Pass, for example ??, the chassis develops a stubborn life of its own.

That sounds pretty negative, but will ?? at least partially ?? Compensated by a powerful engine, which with its gentle pulse exudes a confident calm and therefore fits particularly well into the alpine environment. Leisurely and without hectic, you can bubble through nature at 2000 to 3000 revolutions, enjoy the wonderful panorama, without the latent greed sitting in your neck, as on the KTM. Nevertheless, it is not enough for more than fourth place.

Enduros / Funbikes: BMW R 1200 GS Adventure, Suzuki V-Strom 650


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Up with the BMW.

The enduro mountains

The model of Ulysses, the successful GS-BMW, ​​was already there at last year’s Alpine Masters, so this time the Adventure was allowed to run. A massive motorcycle with a huge 33-liter fuel barrel. It should be around 1.90 meters tall to feel at home on this seat. Anyone who has to maneuver this dream out of a narrow parking space in the hotel car park is really not to be envied.

But once the giant enduro is rolling, the unwieldy impression is suddenly reversed. The Adventure can be circled around switchbacks without much physical effort. Work is only required in alternating curves in order to balance the monster cow from one incline to the other. On the other hand, thanks to the very good seating comfort, the entire crew can easily take it over the long term. The large, albeit not standard, aluminum cases swallow up a lot of luggage. Not only does the unbeatable range of around 660 kilometers make the large GS the king of long distances, the suspension comfort is also outstanding. The Adventure glides over the worst pothole slopes like a sedan chair. In addition, there is a good windbreak, but it is not entirely free from turbulence. The optional, partially integral ABS is sometimes confusing due to its surprising control function, and on bumps in particular, the brake can sometimes take an uncomfortably long time off.

Everything has actually been said about the GS motor in countless tests. Nevertheless, under such special conditions even experienced boxer pilots will notice new subtleties. For example, that the engine works extremely smoothly and evenly, but hangs on the gas with a little delay in the bends. Which in extreme cases can even add up to hiccups. Nothing really serious, but worth mentioning. If you disregard this typical hairpin problem, there is nothing but sunshine in terms of motorization. In contrast to the Buell two-cylinder, the boxer convinces with a wide speed range and an entertaining maneuverability, and thanks to the wide power range, little has to be shifted. A truly sovereign drive for a fun week of sweeping in the Alps, which unfortunately does not result in a perfect transmission. Long shift travel and a clear background noise when changing gears are well-known boxer phenomena.


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Banzai! Here comes the Suzuki.

Appealing undemanding

The bottom line is that the Bayern tanker has to be content with third place just behind the Austrian Playmobil, with both of them missing just a few points to qualify for the final. The Suzuki V-Strom 650 wins the class win in the Enduros / Funbikes again. It was clear, everyone will now throw in, because with ABS, last year’s King of the Alps should be the clear favorite this time too. The fact that the decision in this group was pretty tight is related to further changes to the new model. The engine now complies with the Euro 3 standard, which left some horses on the track. Compared to the previous year, nominally only two or three hp are missing, but that everywhere, from the very bottom to the peak of performance. Which is why there is a noticeable lack of liveliness and dynamism that characterized the previous model. This is also confirmed in the measurements. Instead of 5.8 seconds, the new V-Strom now needs 7.2 seconds to accelerate two people in the second on the mountain from 25 to 75 km / h.

A circumstance that is a little disillusioning, but the advantage continues to secure the proven qualities of V-Strom. For example, the gentle, always predictable power input, the wide power range and the gear ratio suitable for the winding terrain. The proper wind protection, good seating comfort for both passengers and the progressive and comfortable chassis also ensure travel comfort. So this chapter ends with a narrow but deserved victory for the favorite.

Big Bikes: Triumph Speed ​​Triple, Yamaha FZ1


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Yamaha FZ 1

Thank strength

The bus snorts up the steep ramp with a strong soot. Before every bend, the driver shifts down to first gear while honking his horn vigorously, and then heaves the colossus, which weighs tons, around the corner. A motorcade trots behind in single file, leaning well into line. Overtaking is out of the question. The road is too narrow and confusing, the straights too short, the engines too weak. It can take some time to get to the top of the pass. As a motorcyclist you have it better. A quick check to make sure no one is coming towards you, then you put the gas on, ready to overtake, and whoosh it’s over. At least that’s how you imagine it when you have decided on a high-performance big bike that, due to its mostly moderate, sometimes even compact design, also has a good deal of maneuverability and agility on the way.

A racer for alpine surfing

Yamaha’s new FZ1 could be a hot candidate for easy alpine surfing. Its in-line four-cylinder comes from the R1 super sports car and, with a little more torque, still produces 150 hp. That should be enough. But it doesn’t. The engine is still hot for revs, its top performance characteristics lack any sovereignty. The FZ1 engine needs to be twirled. The power output from low speeds is poor, at the corner exit the thousands come disappointingly lean from the quark. Downshifting or sensitive clutch grinding is advisable. Only when the tachometer has passed the 6000 mark does the FZ1 develop temperament. But usually the next bend is already there. The holiday mood does not exactly arise.

Otherwise, the conditions are not bad at all for driving the FZ1 stress-free through the Alps. The compact naked bike offers a pleasantly upright seating position and relaxed ergonomics. It can be used for a few hours without getting tired. The FZ1 completes bend after bend with ease, only larger slopes and changes of direction require a little emphasis. But your stiff chassis doesn’t want too much about comfort. So it bounces a little fidgety over ailing road surfaces, and time and again the wide 190 tire prevents a clean line on bumpy stretches of road. The brakes, however, are perfect. With little effort and easy to dose, you have the FZ1 under control, even when fully loaded.


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Triumph Speed ​​Triple

The strenght is to be found in serenity

The Triumph Speed ​​Triple has a lot in common with Yamaha’s FZ1, which is only partially suitable for touring: the lack of a protective fairing to get boring highway stretches behind you quickly. Or the bench that is too tight to comfortably tackle an Alpine tour for two. Not to mention lashing or storing luggage. The Triumph has a payload of just 181 kilograms. However, the engine is great fun on Alpine passes. The hoarse, rattling, 131 hp three-cylinder spoils you with such a beefy performance curve that shifting becomes a minor matter. The Speed ​​Triple pushes majestically powerfully from bend to bend at medium speeds, swings effortlessly and nimbly from curve to curve with a full pull. Velvety, the triple accelerates just above idling speed, the clutch slips smoothly, the gears snap briefly and crisply. The brakes also work perfectly, show transparency, convey a safe driving experience and have the 221 kilogram heavy English woman firmly under control.

And all of this in a very relaxed sitting position. The taut, but well-balanced chassis fits in perfectly. The Triumph scurries carefree over the jarring asphalt to the Stilfser Joch, swings in neat arcs on the smooth tar surface towards the Umbrail Pass, to prove its good steering precision and its neutral cornering behavior in bad conditions on the undulating descent into the Munster valley to deliver.

Big bikes: Suzuki Bandit 1200 S, Honda CBF 1000


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Suzuki Bandit 1200 S.

Driving comfort is the order of the day

On this bad road stretch the Suzuki Bandit 1200 S finally reaches its limits at brisk pace. Even before that, the 243-kilogram big bike had more trouble negotiating switchbacks and alternating curves as lightly as its competitors, and the Suzuki’s steering precision is also not that far off. On the bumpy section, the laxly damped telescopic fork now also slams through when braking hard and no longer has the front wheel precisely under control on the descent. This noticeably reduces the directional stability. The soft chassis design is not that uncomfortable in the long run, because at moderate speed the good suspension comfort of the big Bandit is quite pleasant on bumpy roads. The rear central spring strut has enough reserves, even with a full load of 212 kilograms it does not yet reach its limits.

In general, the Suzuki has its strengths when it comes to travel. The half-shell fairing offers proper wind protection, and the turbulence when driving fast on the motorway is limited. In addition, the ergonomics are suitable for long stages, the bench offers plenty of space for two people. And the Bandit has a safety feature on board as standard: a finely regulating ABS. However, the hand strength should be less and the controllability better.

Compared to the 150 HP of the FZ1 and the 131 HP of the Speed ​​Triple, the 98 HP (measured 113) of the Bandit are modest. Still, the Suzuki is anything but underpowered. Your somewhat rough running four-cylinder in-line hangs neatly on the gas and surprises with power from low speeds and an even torque curve. Powerful acceleration from bends, short overtaking maneuvers, quickly climbing long inclines with a lot of luggage ?? the bandit does everything flawlessly.


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Honda CBF 1000

Full feel-good program

Honda’s slim CBF 1000 is carved out of similar wood as the Bandit: half-disguised, blessed with even better seating comfort than the Suzuki, and also suitable for pillion and travel. Only the payload could be a little higher at 193 kilograms. With her, too, an ABS with CBS (700 euros), which is subject to a surcharge, provides safe protection in an emergency. It controls even more sensitively than that of the Bandit, and the brake can be better controlled and more forcefully decelerated with less manual force. That inspires trust.

The engine is actually satisfied with 98 hp and accelerates extremely gently and smoothly. The four-cylinder engine pulls in powerfully from the lowest engine speeds and, with its linear torque curve, tempts you to shift-lazy, confident driving style. At 252 kilograms, the heaviest big bike is not exactly handy in comparison, but it can be ridden extremely neutrally in any radius and in any inclined position. The CBF follows steering commands precisely, masters smooth roads with pleasing precision and conveys a feeling of security that takes away the horror of acute-angled serpentines, tight bends, steep ramps and adventurous winding curves. Only when the driver is sporty does the comfortably tuned Honda reach its limits, acknowledges one or the other bump with a slight bump in the handlebars and a rocky driving experience. In return, she juggles her driver all day long stress-free and with joy through the Alps. Consistently positive qualities with which it is recommended for the finale.

Finale, part 1: BMW F 800 S, BMW K 1200 GT, …


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Who finds grace in the eyes of the testers??

And the winner is…

Picturesque rock formations reach for the sky, stones and minerals glow rust-red, snow-white and slate-gray. Feldspar, quartz and mica sometimes look like the scale armor of an old crocodile. Bright green and orange lichen cover the ground, the Lago Nero shimmers turquoise blue despite its dark name ?? at 2386 meters above sea level. The narrow Gaviapass impresses with a fantastic landscape. In the 80s, its narrow south ramp with the corners that were difficult to see was a pure gravel road.

Today it is paved, but of a very changeable quality, and littered with deep, craggy holes. "Man, it’ll knock your teeth out," complains a Honda rider on the pass at 2618 meters. In terms of driving, this is a challenging terrain for the five finalists of the Alpine Masters: BMW F 800 S and K 1200 GT, Honda CBF 1000 and Fireblade challenge last year’s king of the Alps, the Suzuki V-Strom 650 now equipped with ABS. Judged entirely subjectively by five jurors.

Gran Turismo

On the Gavia, swallowing, stable, not too tight spring elements help. Like the BMW K 1200 GT. The electronically adjustable chassis, which is subject to a surcharge, can be easily adapted to the load and road conditions at the push of a button. The spring preload at the front and rear can be varied in three stages, as can the rebound speed. The GT glides from comfortable to tight and pustular coating takes its horror. Amazingly handy, the six quintals run around the tightest bends like obstacles. Low center of gravity meets tall, adjustable handlebars. BMW can build chassis. Transmission, however, less. Rough knocks with every gear change, even with fast gas-to-gas-close, do not suit this dignified monumental tourer. Its extremely powerful 152 hp engine picks up as if the devil were after it. More pressure from below is hard to imagine.

The seat cushion should be softer and better contoured. And the brakes can be adjusted more precisely. The annoying squeaking, electro-hydraulic brake booster hits abruptly and often more violently than desired. Especially since the standard ABS enters the control range early and for a long time, especially downhill. Despite the small turning circle, falling over with this mountain from a motorcycle would be a pure nightmare, all testers agree on this.

Easy game?

The F 800 S weighed 209 kilograms. Because of its parallel twin, the newcomer sounds like a boxer with a tuning muffler. And it rumbles as well when shifting and changing loads. Thanks to the conventional telescopic fork, however, it conveys a lot more of what is going on under the front wheel (despite weak damping). In addition shines
the chassis with aluminum bridge frame, elegant single-sided swing arm and low-maintenance toothed belt. Very convenient ?? as on the V-Strom: the handwheel on the spring strut to adjust the spring base. The neatly appealing, somewhat soft spring elements create the balancing act between comfort and stability. Just like now at the Stilfser Joch. The 800 still rushes through alternating curves with ease, but it needs an energetic hand to fold out of the middle position. Sister F is not a handling miracle. In return, it holds the course in long curves. And your Continental Sport Attack flicks endlessly. It is very sensual driving, that much is clear to every twin driver. The stretched posture turned out to be too sporty for the alpine environment, a lot of weight rests on the wrists. The lively and economical two-cylinder has more than enough power, at least at the top, and it runs more cultivated than the engine of the R 1200 S. The F could for example "better sports boxer" advance. Typical for BMW: When braking hard on bends on an undulating surface, the ABS sometimes releases the front brake for an alarmingly long time. Nevertheless, it remains to be recommended for only 690 surcharge. Under the heading "noticeable to annoying" did the test jury note even more points: the high seat, tendency to stagger when creeping? due to the steering damper? and loud clutch rattle while idling.

Finale, part 2: Honda CBF 1000, Honda Fireblade, Suzuki V-Strom 650


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Long live the king: the V-Strom deserves the crown of the Alps.

Inexpensive summiteer

The inexpensive CBF 1000 embodies Honda’s company philosophy perfectly: Sit on it and feel good. Seating comfort? Great, also for the pillion passenger. Windbreak? Neat. Long distance comfort? Well. In Germany, the 1000 series stormed straight to second place among new sales. Does it also shine in the mountains? Well, its defensive design already signals unpretentiousness. That is pure understatement. The 1000 integrates the current Fireblade engine. The elaborately throttled four-cylinder brings it up "just" 98 hp left. Whereby it clearly surpasses its super-sporty sister in terms of torque up to 6000 tours, and has plenty of pressure around the bottom. But despite the brawny power development, the CBF cannot distance the Fireblade when pulling the throttle.

The CBF is a real bunch, weighing 252 kilograms. When accelerating on bumpy roads, if the need arises, the chassis begins to prance and the shock absorber quickly reaches its limits with its just 120 millimeters of spring travel. Even when accelerating violently on a bumpy road, its slack damping is noticeable negatively. And the Michelin Pilot Road slip at the exit of a curve. The better the perfectly adjustable, finely regulating composite brakes with ABS act. However, decelerating in an inclined position causes a clear tendency to erect. At constant speed from 5000 rpm, annoying, fine vibrations creep into the handles and footrests of the CBF. The very narrow handlebar hinders rapid turning in alternating bends. Also in need of improvement: the modest freedom from lean angles. Moved with a passenger, it rasps the boom of the main stand over the entire surface. Something like that can easily undo the whole load. Not inspiring much confidence, the Honda stands on its short side stand.

On the wrong path

The Fireblade is hardly in danger of touching down. But just like the CBF, it should react more calmly to interfering impulses in an inclined position, remain more neutral: a slight pitching moment sometimes requires counter-steering. That costs steering precision. Especially since the Blade rolling on Bridgestone BT 015 wants to be forced into curves a little. Active driving is the order of the day. Aiming, implementing, getting off to a good start. Despite the not very radical seating position for a super athlete, the Blade requires the most compromise. And promotes the most aggressive driving style. After all, on the Swiss oven pass the curve radii are finally wide, the tar cover smooth enough for the power package. Now the 205 kilogram light fire blade cuts through the asphalt as precisely and sharply as a samurai sword through a candle. Now the speed can finally climb over 6000 / min and climb the area in which the four-cylinder makes damn big jaws. Because especially in the lower gears, the racing-like long gear ratio eats up some of the pure power of the unit.

In addition, the hard use of power while pushing makes it difficult to apply the gas carefully at the apex of the switchbacks. When catching the 1000s again, however, the wonderfully transparent brake is a great partner despite the slightly increased idle travel. Keyword partnership: Due to the concept, suitability for pillion falls by the wayside. No, the back seat is better suited as a base for a rear bag? on the way to the next race training. That’s consensus.

appearance and reality

The inconspicuous Suzuki V-Strom 650 looks clumsy against the graceful Fireblade. However, she has it all behind her ears. With moderately long suspension travel that does not dilute steering precision, and a confident, upright Enduro sitting posture, it casually carries its rider up. The little Stromer can easily put away even rough potholes and smooth rag rugs. On the gravel passages of the Swiss Umbrail Pass, the 650er escapes the entire quintet. When circling around asphalt craters or switchbacks, none of the four other motorcycles hooks as tightly as the handy gray mouse. Easily leaves
Conducting yourself Suzi carefree. Wide handlebars are just great. And narrow tires. And a large steering angle. The 650 turns on the palm of your hand, offers a wonderful overview of the high mountain panorama. Unfortunately, the shock absorber has little reserves. Tip: maximum tension. Then there is more load on the front wheel, the buttocks do not sag quite as deeply.

Early on, feet, rests and later the side stand grate across the asphalt. When it comes to liability issues, there are better advisors than the Bridgestone TW 101 and 152. To compensate for this, the V-Strom must be safely stopped. The brakes are not particularly snappy, but they can be dosed properly; the ABS regulates fine enough. The pillion seat and grips leave a good impression, as does the low price: 7190 euros.
The 650 V2 sets standards. Easy to turn, elastic, with a robust sound. However, the 2007 model, trimmed to Euro 3, lost a few feathers despite or perhaps because of new software and dual ignition. The old version pushed harder out of the corners. Nevertheless, all testers like the V-Twin.

Finalissimo

It is evening in the Alps. The mountain ridges shine in the low, orange-red glowing sun. The individual mountain ranges emerge as silhouettes with different gray hues. Marmots, ibex and chamois say good night to each other. We descend from the realm of wild animals into the realm of many beers. In front of the Tannenheim Biker Hotel in Trafoi, the engines crackle to cool down. Inside is discussed. Because the result is close, the old and the new winner of the Alpine Masters. So cheers and salute to the Suzuki V-Strom 650.

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