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• Alpine mega test 2010: Tourers, big bikes and all-rounders
• The test track
• This is how MOTORRAD tests
• The test drivers
• Tourer comparison
• Tourer readings
• Conclusion
• Big bikes comparison
• Big Bikes readings
• Conclusion
• All-rounder comparison
• All-rounder measured values
• Conclusion

45 photos

1/45
A flexible, high-torque engine is hidden in the Kawasaki Versys, but the Kawa cannot keep up with the BMW or the Ducati. The also low payload and sparse equipment therefore banish the Versys to fourth place in the enduro field.

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2/45
The Suzuki GSX 1250 FA clearly has the best engine in the field. Although the comfort leaves a little to be desired, the Suzuki makes no further blunders and therefore just makes it onto the podium.

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3/45
The KTM 990 Superduke is handy and the suspension is super tuned. But for a longer trip, there is a significant lack of comfort and suitability for everyday use. It is therefore not enough for the KTM to finish more than fourth.

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4/45
The Honda CBF 1000 F has it all: a cultivated, economical engine, super comfort for long journeys, and a fantastic chassis. Although the Honda has to back off a bit, as the engine is not quite as powerful as the competition, it is clearly enough for first place.

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5/45
With a great engine and a usable chassis, the Triumph Sprint GT can be at the forefront. Although it does even better than the Suzuki in the everyday rating, it cannot prevail in the comparison and only claims second place.

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6/45
Excellent handling and a comfortable and well-tuned chassis bring the Yamaha XJ6 Diversion F some points. But since it was not designed for long-distance travel, it cannot get past the Honda at the Alpine Masters and lands in second place.

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7/45
Honda can also convince with the all-rounders. A sharp chassis, a sophisticated engine and the most comfortable all-rounder make the Honda CBF 600. Smaller compromises in the passage can no longer prevent the Honda from first place.

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8/45
With a partially integral brake and dual clutch transmission, the Honda VFR 1200 F can technically be at the forefront. In practice, however, the VFR is unfortunately not convincing because either too little or too much power develops. Since the equipment also has some deficiencies, the Honda is only enough for third place.

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9/45
A lively, powerful engine that consumes little speaks for the Ducati Monster 796, unfortunately the pulling power from low speeds is extremely poor. Comfort and chassis are also not really convincing and drop the Ducati into fourth place.

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10/45
But unfortunately the weather didn’t always play along.

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11/45
An elastic and powerful engine, with low consumption, paired with high comfort: the Aprilia SL 750 Shiver. Since there are no other advantages for the Aprilia, the Shiver falls back to 3rd place.

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12/45
Very good handling and a comfortably tuned chassis speak for the Suzuki GSX-R 750, but due to the displacement disadvantage, the Suzuki shows itself to be weak. The lack of ABS is another flaw. The Suzuki therefore does not manage to overtake the BMW and ends in second place.

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13/45
The BMW R 1200 GS also shines with an excellent engine and a great chassis. The smart accessories and the wide range of uses of the GS provide comfort, even with the somewhat low payload, and push the GS onto the enduro podium.

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14/45
The engine of the Kawasaki Z 1000 is a stunner and still impresses with its low consumption. But since the chassis and handling are so stubborn, the Kawasaki clearly loses ground in the practical test and lands in third place.

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15/45
The KTM 1190 RC8 R impresses with its amazingly comfortable seating position and extensive, high-quality equipment. Unfortunately the KTM is losing ground due to the lack of ABS and an unbalanced chassis. It therefore only ends up in third place.

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16/45
The Aprilia RSV4 R is a bike that was actually designed for the racetrack, and therefore shows amazing chassis and braking properties. But the Aprilia is simply not made for traveling in the Alps – far too uncomfortable and an engine that is too uncultivated, the Aprilia only comes in fourth.

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17/45
The MV Agusta Brutale 1090 RR impresses with an engine that is just as ingenious as the Kawasaki Z 1000, but the enormously high consumption leads to a number of point losses. Since the chassis is well tuned and the Brutale is great to drive, it’s enough for second place.

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18/45
The Kawasaki 1400 GTR scores especially with its equipment and seating comfort. On the other hand, the performance on the road can hardly convince, the cornering stability and steering precision unfortunately leave a lot to be desired. Since the engine is also one of the weakest in the overall field, the Kawasaki only remains fourth.

19/45
Typical for Ducati: The sensual fiery engine and ingenious handling. Another plus point are the various driving modes that electronically adjust the chassis and engine. However, due to some weaknesses in the chassis setup and the transmission, the Ducati Multistrada 1200 S only made it to second place.

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20/45
The BMW is not very suitable for traveling in the Alps, as luggage storage is not desired and the seating position is not good for longer journeys. But with the most powerful engine, a lot of technical and electronic helpers, the BMW S 1000 RR manages to drive the competition into the ground and can thus achieve first place.

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21/45
The new Yamaha XT 1200 Z Super Tenere is a jewel for travel. This is underlined by a high payload and a wide range of equipment as well as superior seating comfort. However, the high consumption and the still quite modest power delivery let the Super Tenere fall back to third place.

22/45
Like tourers, enduros are suitable as travel motorcycles. Behind high handlebars, you can relax and climb the mountains with confidence. In the field: the BMW R 1200 GS, the Ducati Multistrada 1200 S, the Kawasaki Versys and the Yamaha XTZ 1200 T Super Tenere.

Fig

23/45
The path leads past beautiful rock and landscape formations. But the view should not be too far from the streets, as the pavement often shows signs of frost.

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24/45
Interesting: In the pillion test, the big bikes were able to ride at the very front in the slalom.

Drawing: Werel

25/45
Finally, a look at the test route of this year’s Alpenmasters in the Dolomites.

26/45
In bad weather and wet roads, the CBF of all people lay down and had to go to the workshop.

27/45
This year again, a group of MOTORRAD testers with 20 bikes set out for the Alps to find the mountain goat among them. This year, the testers will travel to the Dolomites over the Sella Joch to Canazei to start the tests from there.

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28/45
The tourers appear to be made for the Alpine landscape. You can enjoy the panorama without any problems and glide smoothly through curves. This time the latest tourers Honda VFR 1200 F DCT, Kawasaki 1400 GTR, Suzuki GSX 1250 FA and Triumph Sprint GT are in the field.

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29/45
Again and again it goes up the mountain, over the passes Passo di Fedaia, Passo di Falzarego, Passo di Valparola, Passo di Campolongo and finally over the Passo Pordoi.

30/45
From there it went over serpentine stretches via Sottoguda to Cernadoi and via la Villa back to Canazei.

Mayer

31/45
Ready to go again, we’re back on the roads of the Dolomites.

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32/45
Watch out! Here it goes down properly.

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33/45
In addition to the trips in the Alps, a detour to the test track is also necessary.

Jahn

34/45
Very important for a tester: a balanced diet to stay relaxed in the heat and stress.

Fig

35/45
This time the Hupe brothers from Recklingshausen with Russian boxers and Vespa.

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36/45
Only here can limit areas in slalom and handling be reached. Such tests would be insane on public roads.

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37/45
The most modern chassis and torque in abundance characterize the Bik bikes. Will that help them win the Alpenmasters? This year: the Honda CBF 1000 F, the Kawasaki Z 1000, the KTM 990 Superduke and the MV Agusta Brutale 1090 RR.

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38/45
In addition, better equipment is available, like here with the pillion test.

39/45
Like every year, an experienced test crew made up of seven MOTORRAD testers and three guests from Spain, Croatia and Sweden.

Fig

40/45
And like every year you meet interesting cyclists on the way who manage their tour on slightly different machines.

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41/45
On tight bend roads, it’s not power that counts, but agility. A characteristic that is primarily attributed to smaller all-rounders. Whether the Aprilia SL 750 Shiver, the Ducati Monster 796, the Honda CBF 600 or the Yamaha XJ6 Diversion F confirm this?

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42/45
In addition, the varied mountains sweeten the tour.

43/45
The left frame member had to be dismantled and the derailleur hanger welded on again.

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44/45
Here between Falzarego and Valparola.

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45/45
Actually built for completely different terrain, but an experience when driving in the Alps: super athletes. This time the Aprilia RSV4 R, the BMW S 1000 RR, the KTM 1190 RC8 R and the Suzuki GSX-R 750 are included.

Alpine Masters 2010: Part 1

Alpine mega test 2010: Tourers, big bikes and all-rounders

Twenty motorcycles took off again to find out who deserves the crown of the King of the Alps, who does best on this extreme terrain and who is at the top in the end.

M.mid of June in the Dolomites, ascent to the 2240 meter high Sella Joch. The motorcycles feel their way through landscapes that seem to come from a fairy tale book. Enchanted, dark green forests with thick undergrowth creep up the slopes. In between it looks like giants have bowled with gigantic blocks of stone. Before there is bare rock at over 2000 meters above sea level. In between, a bunch of 20 machines screw their way up the artfully winding pass roads. It’s Alpine Masters again. The biggest MOTORCYCLE test of the year, in which, out of 20 motorcycles in five types, from super tourers to super athletes, the search is on for the motorcycle that offers the most diverse talents here in the mountains.

Buy complete article

Alpine Masters 2010: Part 1
Alpine mega test 2010: Tourers, big bikes and all-rounders

Enduro

Alpine Masters 2010: Part 2

The Alpine mega test 2010: super athletes, enduros and the final

read more

The test track

Drawing: Werel

The route through the Dolomites.

Hotelier Siro gives the gross status of the pass roads around his home town of Canazei. Not the gross, of which there will probably never be a net again, but Italian for bad or ugly. Indeed, the harsh winter has produced eruptions of frost of considerable length and depth. Since summer is not only the best time for driving, but also for repair work, there are always construction sites to be expected.

The weather couldn’t affect the brilliant route. It begins with a relaxed swing between Canazei and the west ramp of the Passo di Fedaia. The entrance to the first gallery along the reservoir runs in an arc to the right, there the road is constantly wet because of a waterfall from the roof of the gallery. The up to 15 percent steep east ramp with numerous bends offers fatally little grip. Rough rule of thumb for the Dolomite passes: red, shimmering pavement is reasonably handy, but if the road surface is white, you should be more careful.

The loop ends in a 15 percent incline, on which head tester Karsten Schwers and Normsozius tests the braking behavior of the motorcycles downhill, and measures the acceleration capacity uphill. After a few narrow downhill bends, the road winds in wide arches along a rugged rock massif, but shortly after the village of Rocca Pietore a small road branches off to the left, which meanders through wonderfully fragrant meadows and creates the connection to the south ramp Passo di Falzarego. Sporty pilots can really let it rip in the last bends before the pass. For several days this area proved to be a weather kitchen; swirling cloud formations covered the landscape in gloom.

Nothing like going down through the Valle di San Cassiano and south through the Val Badia to Corvara and the Passo di Campolongo. At the end of the village, the partially slipped route leads to some wild capers. Beyond the top of the pass, the Campolongo leads to Arraba in a few, but very different, curves. From there there are 33 hairpin bends up the western ramp of Passo Pordoi to the highest pass in the Dolomites. This road too has pitifully little grip; hearty slides over the front and rear wheels create a kind of off-road feeling. The other side, which leads for almost 13 kilometers down into the Fassa Valley, back to Canazei, offers improvement.

This is how MOTORRAD tests

Gargolov

In addition to the trips in the Alps, a detour to the test track is necessary.

When the train of 20 machines arrives in the Dolomites, it has already completed the first part of the test. Namely, the clarification of the question of how the motorcycles behave in the limit area, what reserves the chassis and brakes offer. Even with a load.

Because nobody would seriously consider testing it on public roads, especially not in the mountains, this is done in advance on the handling course and the circular path of the top test area. A surprising finding of the measuring marathon: both solo and with a pillion passenger, the entire big bike squad can stand up to the athletes on the slalom course.

If the racing files benefit from tight and precise chassis, the Big Bikes throw upright seating positions with wide handlebars – good for quick changes of direction – and short gear ratios. Things that are of great benefit to them in the mountains.

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Interesting: In the pillion test, the big bikes were able to ride at the very front in the slalom.

Other criteria, on the other hand, have to be checked under real conditions, so to speak, i.e. on the passes, close to the tree line. For example, the very tough exercise of mastering a 15 percent incline from a bend with a passenger in second gear. The Honda VFR 1200 F caused disillusionment, which could only leave Ducati’s little monsters and the two 600cc four-cylinder behind. When braking with a passenger downhill from 75 to 25 km / h, there were also astonishing differences. The top value of 22.9 meters was delivered by the Kawasaki 1400 GTR, which remained stable on course even under such extreme conditions and kept the rear wheel nicely on the ground. At the other end of the scale there is also a green one, the Z 1000, which at 31.4 meters required a whopping 8.5 meters more. The roughly regulating ABS, which also allowed strong stoppies, stood in the way of a better performance.

The consumption round was also remarkable. The frequent shifting and accelerating in the mountains promotes sometimes astonishing differences in the days compared to the contemplative tours in the lowlands. The lower-capacity all-rounders in particular gave a convincing performance. From the Honda CBF 600 (4.1 liters / 100 kilometers) to the Yamaha XJ6 Diversion (4.5 liters), they were extremely frugal in the mountain air. While the Italian beauty MV Agusta Brutale with 6.8 liters was quite unabashedly poured a behind the bandage. After all, its 23-liter fuel barrel ensures an appealing 340 kilometers range. And while the CBF 600 boasts a range of 482 kilometers, the fuel-efficient Kawasaki Z 1000 requires a gas station after just 289 kilometers due to the small 15-liter tank. Stupid if it is closed for a lunch break.

The test drivers

Like every year, an experienced test crew made up of seven MOTORRAD testers and three guests from Spain, Croatia and Sweden.

Andreas Bildl

Andreas Bildl, 46, the deputy test boss is very weird and fast on racetracks, he can also do tourism.

Rainer Froberg

Rainer Froberg, 46, always on duty, responsible for the vehicle fleet and a good mood, of course drives everything, preferably a Harley.

Sigi Guttner

Sigi Guttner, 72, MOTORCYCLE tester legend, still fast as an old hand, once raced against Kenny Roberts.

Sven Loll

Sven Loll, 37, photo and test driver, man for tricky subjects, favors super athletes and a life at the limit.

Thomas Schmieder

Thomas Schmieder, 43, test editor with a penchant for youngtimers and sports tourers, is enthusiastic about nature, especially donkeys.

Ralf Schneider

Ralf Schneider, 49, sensitive, well-read and brisk, department head for current affairs, but also likes old material privately.

Karsten Schwers

Karsten Schwers, 38, top tester and data expert, Virtouse on the throttle, master of many computer programs.

Sergio Romero from MOTOCICLISMO (Spain)

Sergio Romero, 32, a multiple participant in the Tourist Trophy, a damn quick man, but extremely humble.

Kristijan Ticak from MOTOREVIJA (Croatia)

Kristijan Ticak, 37, editor-in-chief with a lot of experience at the Croatian sister paper, lives on the sunny side of life.

Jerker Axelsson from MOTORRAD Sweden

Jerker Axelsson, 41, used to drive the European Supersport Championship, and also drives Enduro and Motocross as well as the rally Subaru Impreza.

Tourer comparison

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The latest tourers: Honda VFR 1200 F DCT, Kawasaki 1400 GTR, Suzuki GSX 1250 FA and Triumph Sprint GT..

Soak up the landscape, enjoy the curves, briefly sniff out intermediate straights. Tourers and sports tourers do this particularly well, just like kilometers eat up when you arrive. But who can do it particularly casually – the Honda VFR 1200 F, the Kawasaki 1400 GTR, the Suzuki GSX 1250 FA or the Triumph Sprint GT?

Stop, break at the Valporalapass, at Fort Tre sassi, “three stones.” Today the fortress serves as a museum and memorial, commemorating the bloody war of 1915–1918 in the high mountains between Austrians and Italians (www.cortinamuseoguerra.it). The view falls on the 2462 meter high mountain Col di Lana. Italian troops blasted its summit in April 1916 through a laboriously dug tunnel. Would the soldiers who fell back then be satisfied with open borders and the euro as the common currency today? With such thoughts in mind, we devote ourselves to the Tourer Quadriga.

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The Kawasaki 1400 GTR – 4-cylinder, 1352 cm³, 155 hp, 136 Nm, 314 kg, payload 218 kg, ABS, 16,995 euros

Motorcycles built for great experiences. Because you enjoy every meter of the landscape you travel through, travel with bag and baggage. Gladly with a pillion passenger, after all, a joy shared is a joy doubled. Sitting comfort is the name of the game for the Kawasaki 1400 GTR. The gentle giant nestles his crew securely on non-adjustable Pullmann seats. It also offers particularly large, spacious cases. As standard, of course. A matter of honor. However: a hefty 314 kilograms is a lot of motorcycle, at the latest when pushing and maneuvering.

Once on the move, the little girl swings quickly and happily through the curves with its large rear-view mirror ears. The Kawa rolls light-footed and sporty on good road surfaces. On mogul slopes in the direction of Passo Campololongo, however, the tight-fitting GTR wants to be kept on course. The stability in an inclined position should be greater. Feels like the front and rear wheels don’t want the same thing. The four-cylinder hangs spontaneously on the gas, but in the lower engine speed regions it pushes cautiously. At least for such a bolide with variable valve control. It only really goes off in the middle of the speed.

The aisle-specific throttling seems exaggerated, especially since there is now a traction control on board. That’s a good thing, because the streets on the Passo Gardena become narrower and more slippery. The GTR brakes fully integral. Hand and foot brake levers activate all three discs. When you step on the pedal forcefully, the GTR decelerates brutally. But when correcting, when releasing the accelerator in turns, that’s too much braking force. Just like turning. Reconditioning is not required that is suitable for the Alps.

Gargolov

Honda VFR 1200 F DCT – 4-cylinder, 1237 cm³, 173 PS, 129 Nm, 278 kg, payload 194 kg, ABS, 16,290 euros (including dual clutch gearbox (1300 euros))

In contrast, the partially integral brake on the Honda VFR 1200 F fits perfectly. Stepping on the pedal also activates two brake pistons at the front left. The hand lever controls the remaining ten front brake pistons in an extremely fine-tuned manner, and the ABS controls precisely. The chassis is also brilliant. Steering precision, feedback, coordination, comfort – the sporty VFR combines the best of both worlds. And also contributes to the first dual clutch transmission (DCT) of all motorcycles. On the other hand, the Sporttourer lacks (standard) cases and better equipment (no on-board computer).

Annoying: The 173 hp, thirsty 1237 cm3 engine sucks the 18.5 liter tank completely empty over just 300 kilometers. And then this narrow-chested torque in the lower speed range. At 3000 tours the V4 falls into the performance hole, recovers from 4000 rpm and explodes from the 5500 mark. It then changes pitch and character to a grumpy, fiery one, and a flap in the exhaust now gives full pipe. You have the choice between too much or too little power. It is important to switch hard. The VFR is missing a clutch or gear lever. It starts up smoothly, even in unpaved parking spaces, and switches automatically without any noticeable interruption in tractive power.

One of the two clutches establishes the frictional connection for the next gear pair, while another releases it for the previous one. Works great even at the apex of turns. But uphill, the automatic in D mode (“Drive”) does not get out of hand because of the inhomogeneous torque output. Even the sporty S mode, which shifts up later, reaches its limits. It only shifts from second to first gear below 21 km / h, in D mode only below 19 things. Too late, like here, on the steep driveway to Passo Pordoi, to come out of the corner with a lot of flavor. Every 750 is faster. In the lowlands you leave the field to the automatic, on the mountain you better switch yourself. It’s child’s play and manual via Tiptronic: up with your left index finger and down with your left thumb. The electronically controlled throttle valves respond with an annoying delay to turning the throttle.

Gargolov

Triumph Sprint GT – 3-cylinder, 1050 cm³, 130 PS, 108 Nm, 274 kg, payload 209 kg, ABS, 13190 euros

The Triumph Sprint GT is the smallest at 1050 cm3. But how the three-cylinder pushes is great. In addition, the sound is a fulfillment, a hissing and roaring like a cat in heat. Okay, the aisles are a bit bony. And the loose, fluffy revving of the previous Sprint ST seems to be eaten up by the not at all sporty 274 kilograms total weight of the GT. Still, the Triple remains a source of joy. All the more because the latest Triumph consumes less than five liters of fuel per hundred kilometers and enables dream ranges.

The seating position is sporty, stretched out over the long tank. Raising the handlebars would do the GT good. To put it a bit exaggerated, it combines the sitting posture of an athlete with the handling of a tourer. Conversely, it would turn into an even more suitable shoe on serpentine routes. But even so, a compliment remains: The Triumph circles corners very precisely and with great feedback. So you feel right at home even in the rain.

Gargolov

Suzuki GSX 1250 FA – 4-cylinder, 1255 cm³, 98 PS, 108 Nm, 258 kg, load 217 kg, ABS, 9590 euros

Only one motorcycle is easier to drive: the Suzuki GSX 1250 FA. A bulky name for the fully wrapped bandit. Weighing 258 kilograms, pushed by a bearish four-cylinder like a giant fist. A real bull, this engine. It purrs like a sewing machine, always pulling. Suzi carefree shakes her performance out of her sleeve. Just because. Practically the gear indicator, dispensable the shift light. Everything is easy: a gearshift that shifts, a clutch that engages, a brake that brakes, an ABS that regulates. This built-in nonchalance is transferred to the driver in the height-adjustable (!) Seat. He enjoys a good overview, although the handlebars should be a tad wider and less cranked backwards. No matter. You can stand it for hours in the slipstream of the windshield flowing behind you, enjoy practical things: both hand levers are adjustable, exhaust system made entirely of stainless steel, many luggage hooks. But apart from pulling through and the load, the GSX hardly sets superlatives. It is neither cumbersome nor extremely precise. And even stands up quite a bit when braking in an inclined position.

The 1250 remains a good-natured, sociable character. A strong, unobtrusive motorcycle. In the Alps in particular, it realizes the basic function of mobility. To carry one to places that without a motor one would not be able to reach or would only be extremely difficult to reach. That is just enough to make it to the final.

Tourer readings

Overview:

Handling course with pillion passenger	Honda VFR 1200	Kawasaki 1400 GTR	Suzuki GSX 1250	Triumph Sprint GT	Fast slalom
Time sec	22.7	22.3	21.4	22.4
Vmax at the measuring point (km / h)	102.1	99.4	105.4	102
Circular path, Ø 46 m
Time sec	10.9	11.5	10.7	10.6
Vmax at the measuring point (km / h)	49.6	48.7	50.7	51.5
consumption
Theoretical range of passes (km)	302	350	372	430
acceleration
0–140 km / h (sec)	5.8	5.2	5.9	5.6
Brake measurement downhill with a pillion passenger
Braking distance 75-25 km / h in meters	23.7	22.9	23.3	23.4

Passage at 2000 m above sea level, 50-100 km / h

Manufacturer	Time in sec.
Honda VFR 1200	9.3
Kawasaki GTR 1400	10.8
Suzuki GSX 1250	6.8
Triumph Sprint GT	8.4

Pulling through in 2nd gear uphill with a pillion passenger 25-75 km / h

Manufacturer	Time in sec.	Honda VFR 1200	9.1
Kawasaki GTR 1400	6.0
Suzuki GSX 1250	5.0
Triumph Sprint GT	6.1

consumption

Manufacturer	Liters / 100 km	Honda VFR 1200	6.1
Kawasaki GTR 1400	6.3
Suzuki GSX 1250	5.1
Triumph Sprint GT	4.7

Conclusion

The Kawasaki 1400 GTR has top equipment and comfortable seats. But the 314-kilogram run should be more stable and pull through better in sixth gear. The dual-clutch VFR shines with a great chassis and fantastic drive train, which, however, cannot hide the weak torque of the V4 engine below. The great three-cylinder of the Triumph Sprint GT runs more smoothly. It offers little sport, a lot of touring. The most manageable, lightest and most powerful motorcycle wins: the Suzuki GSX 1250 FA.

In detail:

Honda VFR 1200 F.
positive

• Double clutch shifts automatically and by hand
• Very stable and comfortable chassis
• Braking great ABS

negative

• Power development annoying torque hole
• Suitcases cost extra
• Limited range

Kawasaki 1400 GTR
positive

• Everything on board for relaxed travel
• Wind protection is best in this field
• Payload 218 kilograms

negative

• Low stability in curves
• Pulling in 6th gear poor
• Steering precision / feedback low

Suzuki GSX 1250 FA
positive

• Engine powerful thrust from the very bottom in the speed cellar
• Consumption absolutely within limits
• Weight low, payload high

negative

• Equipment rather spartan
• Righting moment violent when braking
• Quiet running four-cylinder vibrates

Triumph Sprint GT
positive

• Engine elastic, powerful sound, economical, spontaneous on the gas
• Case as standard
• Lean angle high

negative

• Sitting position rather long and athletic
• Gear a bit bony
• Adjustment options undercarriage low

	Max points	Honda	Kawasaki	Suzuki	triumph
Overall rating	500	352	339	359	354
placement		3.	4th.	1.	2.

Big bikes comparison

Power and torque in abundance, modern chassis and the best overview for the drivers – whoever wins here also has a chance of overall victory at the Alpenmasters. The Honda CBF 1000 F, the Kawasaki Z 1000, the KTM 990 Superduke and the MV Agusta Brutale 1090 RR compete for victory.

Another MV Brutale? She couldn’t convince at last year’s Masters. Too hard, too rough throttle response … Stop, that was once upon a time. Since then, MV has designed a new chassis, redesigned the ergonomics and extensively redesigned the engine. The testers waved up and down the pass with increasing driving pleasure.

Gargolov

MV Agusta Brutale 1090 RR – 4-cylinder, 1078 cm³, 144 hp, 115 Nm, 214 kg, load 179 kg, 18,500 euros.

In tight, slippery bends, they enjoyed a smoothness of load changes that MV had never seen before, surfing the next straight on a well-metered torque wave. With a small movement of the hand they created mighty floods and let themselves be pulled uphill to the next braking point. The ratings for the passage at great heights and for the passage with two people in second gear on a 15 percent incline are fat prey for the MV; no other pulls the measuring distances under them faster, only the Kawasaki Z 1000 with its powerful four-cylinder can stay on.

And then there is this: 15 points for the MV in the vote / comfort criterion, which is only one point less than the Honda CBF 1000 F received. Comparatively comfortably coordinated, neatly appealing spring elements and a good balance soften the severity of the bumps without the steering precision suffering. Brutals can be fast and sporty anyway, even the latest.

So it has become more suitable for everyday use and the Alps than its predecessor, which does not reduce its potential for fascination. As before, it unfolds a beguiling sound, dignified workmanship and fine details make it a treasure. However, it still does not offer ABS, the passenger comfort and the possibility of storing luggage are low or hardly available.

Gargolov

Kawasaki Z 1000 – 4-cylinder, 1043 cm³, 138 hp, 110 Nm, 222 kg, load 179 kg, ABS, 11295 euros.

Nevertheless, the Italian comes in second, ahead of the Kawasaki Z 1000. In terms of performance and engine, the two are in a head-to-head race. What one (Kawasaki) loses through tingling vibrations and a clutch that is more difficult to operate, the other (MV) gives off through the hard gearshift. And what the Z 1000 gains in range through its low fuel consumption, it loses through the small 15-liter tank, while the Schluckspecht MV can hold 23 liters.

The Kawasaki loses more ground due to slower turning, accompanied by a pronounced righting moment when braking. Both can be irritating in tricky turns downhill and / or with little grip. To avoid slipping, one instinctively operates in such passages with the smallest possible, slow steering impulses. The handling of the Z 1000, however, necessitates a lot of rowing on the handlebars, which in turn is a bit unsettling. The relentlessly hard rear suspension of the Z 1000 is also constantly noticeable.

In contrast, the slightly problematic nature of ABS tuning is only revealed in extreme areas. The system allows spectacular stoppies with a pillion passenger when braking hard downhill without actually bringing about short braking distances. Top testers Karsten Schwers and test associate Jorg Kufner wanted to know exactly, held the lever and stayed where they were. It just went off without a rollover on the 15 percent gradient. Who has the nerve to do such a stunt in an emergency??

Gargolov

KTM 990 Superduke – 2-cylinder, 1000 cm³, 120 hp, 100 Nm, 203 kg, payload 177 kg, 12495 euros.

Maybe an experienced KTM Superduke rider. He would at least have experience with a motorcycle that seems to consist of extremes. Weighing just 203 kilograms, extremely handy, with extremely effective brakes and equipped with a motor that only knows two operating modes: all or nothing. The spirited two-cylinder engine does not like low speeds anyway; he just rattles around because of insufficient inertia. So the driver gives the engine a fire. And is immediately encouraged to add more and more. Hold on to the braking point, then accelerate, turn in and the game starts all over again. Then everything fits. On the other hand, in passages with no driving pleasure but captivating scenery such as the junction from the Falzarego to the Valparola Pass, where you simply want to drive towards an impressive panorama at a steady pace, the KTM annoys you with constant jerks.

With the same radicalism, the Superduke refuses to take care of matters such as the accommodation of passengers or luggage. The seating comfort that the driver enjoys deserves a better rating than the Kawasaki and MV, especially thanks to the comfortable knee angle. The bench itself is narrow and quite tight. In the end, the impression remains that the KTM is less suitable for this part of the Alps because, due to the predominantly slippery surfaces, it can hardly develop its dynamic riding qualities and cannot use its damping reserves.

Gargolov

Honda CBF 1000 F – 4-cylinder, 998 cm³, 107 HP, 96 Nm, 244 kg, payload 196 kg, ABS, 10890 euros.

So it came about that everyone, gratefully, switched from the Superduke to the CBF 1000 F. Nevertheless, a colleague slipped the statement regarding the Honda that it was “actually characterless”. I beg your pardon? If it is lacking in character to have the most sophisticated, most economical engine with the smoothest load changes, the smoothest clutch and gearshift, then more of it, please. What does it matter that the Honda engine doesn’t crack as hard as the others? CBF easily compensates for this with many other qualities. It can be very easily circled through entire fields of frost breakouts, follows the line anticipated by the driver precisely and with minimal steering effort. In addition, it has – together with the BMW R 1200 GS – the best ABS in the entire field of participants and also allows passengers to participate in the driving fun by accommodating them humanely. She is by no means lacking in character, but rather helpful.

That counts in the Alps. Everyone lets the CBF run carefree, easily steers off smaller rides and doesn’t panic even if a long-reaching bus comes towards you on a downhill left. The Honda hits the narrow lane between the bumper and the gravel strip on the roadside like a dream. It is enormously versatile, there is only one thing it cannot show off. Your driver has to have enough character to accept this.

Big Bikes readings

Overview:

Handling course with pillion passenger	Honda CBF 1000	Kawasaki Z 1000	KTM 990 Superduke	MV Agusta Brutale 1090
Fast slalom
Time sec	21.8	21.3	21st	21.4
Vmax at the measuring point (km / h)	104.9	102.9	110.7	106.1
Circular path, Ø 46 m
Time sec	11.6	10.8	10.4	10.7
Vmax at the measuring point (km / h)	49.5	53.4	53.5	53.2
consumption
Theoretical range of passes (km)	418	289	307	340
acceleration
0–140 km / h (sec)	5.8	5.2	5.2	5.1
Brake measurement downhill with a pillion passenger
Braking distance 75-25 km / h in meters	25.7	31.4	25.5	27.0

Passage at 2000 m above sea level, 50-100 km / h

Manufacturer	Time in sec.	Honda CBF 1000	8.5
Kawasaki Z 1000	5.8
KTM 990 Superduke	7.9
MV Agusta Brutale 1090	5.6

Pulling through in 2nd gear uphill with a pillion passenger 25-75 km / h

Manufacturer	Time in sec.	Honda CBF 1000	7.9
Kawasaki Z 1000	5.0
KTM 990 Superduke	5.9
MV Agusta Brutale 1090	4.5

consumption

Manufacturer	Liters / 100 km	Honda CBF 1000	4.8
Kawasaki Z 1000	5.2
KTM 990 Superduke	6.0
MV Agusta Brutale 1090	6.8

Conclusion

Gargolov

As with the all-rounders, Honda is also one step ahead with the big bikes.

It has always been one of Honda’s strengths to see the big picture. This is also the case with the CBF 1000 F, which not only received an F in the latest revision, but also that crucial little bit more sportiness that has turned a very good motorcycle into a fascinating everyday motorcycle. She deserves a place in the final. Surprisingly, the MV Agusta Brutale 1090 RR achieved second place thanks to its comfort qualities ahead of the Kawasaki Z 1000. And the KTM Duke is waiting for sporty extremists.

Details:

Honda CBF 1000 F.
positive

• Engine cultivated, economical
• Steering precision excellent
• Comfort is a pleasure for driver and front passenger
• ABS very well coordinated

negative

• Weight quite high
• Motor not as powerful as the competition

Kawasaki Z 1000
positive

• Motor a stunner, too
• Consumption moderate
• ABS good that it’s there

negative

• ABS allows for high stoppies
• Handling a bit stubborn
• Rear suspension too hard

KTM 990 Superduke
positive

• Handiness simply creamy
• Brake crisp, easy to dose
• Suspension super tuned, with reserves

negative

• Engine constant speed jerking
• Passenger seat comfort-free zone
• They are not interested in everyday suitability

MV Agusta Brutale 1090 RR
positive

• Engine a stunner
• Chassis balanced, precisely tuned
• Brake equally strong and easy to dose

negative

• Consumption highest
• Price again the highest
• She cannot transport luggage

	Max points	Honda	Kawasaki	KTM	MV Agusta
Overall rating	500	361	305	301	314
placement		1.	3.	4th.	2.

All-rounder comparison

Gargolov

Also at the Alpine Masters, the all-rounders Aprilia SL 750 Shiver, Ducati Monster 796, Honda CBF 600 and Yamaha XJ6 Diversion F.

Sometimes less is more. When bend after bend in the mountains, drizzle turns the streets into greasy slopes or a curve proves to be a sneaky pothole trap, maximum power or racing-compatible chassis are not so much in demand. But problem-free and sociable companions that carry you reliably over the mountains. Like these four: Aprilia SL 750 Shiver, Ducati Monster 796, Honda CBF 600 and Yamaha XJ6 Diversion F.

Eliane is a stubborn thing. The Mediterranean depths tirelessly shovel dark rain clouds into the Dolomites, which keep clinging to the rugged solid walls and raining down. But Eliane also takes a breather from time to time. Then the pass roads dry in no time and become a heaven for the four all-rounders. They are in their element in the maze of curves.

Gargolov

Yamaha XJ6 Diversion F – 4-cylinder, 600 cm³, 78 PS, 60 Nm, 221 kg, load 179 kg, ABS, 7495 euros

Anyone who equates middle class with lean food or thinks that a big bike is a must in the mountains, should ponder after a day in the saddle of these four. Because here the ease of swinging curves is in the foreground. Supported by casual seating arrangements, the restriction to sensible tire dimensions – with the exception of the Aprilia, everyone is content with a 160 cm in the back – and skillfully chosen center of gravity. Par excellence demonstrated by the Yamaha XJ6 Diversion, which gathers its rider but does not cramp so that they can fully enjoy their enchanting handiness. Every turning point fits, the lines are intuitive. As a result, the waving through the serpentines almost becomes something meditative, especially since the spring elements also largely filter out the numerous cracks of frost in the road surfaces before they can interfere with the choice of line.

It is clear that a 600 four-cylinder, especially limited to 78 hp, does not tear up trees. Nevertheless, the XJ6 pulls out of the affair more than respectably on the passports. Your engine, the FZ-6 unit trimmed for more torque at medium speeds, does not pull like a bull, but always bravely around the hairpin in second gear. Fun in the jungle of bends can be so uncomplicated, especially since the diversion in the apex of the bend does not chop up the line with improper load change reactions. She is only criticized for the bony switch box. What matters more to travelers, however, is the fact that Yamaha does not approve the installation of luggage systems. There are only softbags or a top case to stow away your holiday luggage.

Gargolov

Honda CBF 600 – 4-cylinder, 599 cm³, 78 PS, 59 Nm, 223 kg, load 194 kg, ABS, 7640 euros (incl. ABS, main stand (600 euros) and fairing (300 euros))

Advantage Honda, for which the in-house range of accessories has a case system ready. But this is not the only thing that brings a smile to the face of the CBF pilot when conquering the passes. The nuance of handiness that it lacks on the Yamaha, it makes up for with an even more comfortable command center. The driver lodges relaxed, but not passively. Choose the right one from the two possible seat heights and enjoy the ample space. And above all the superbly balanced chassis.

The ingenuity with which the road builders have carved sometimes daring combinations of curves in the Dolomites is enormous. But it can’t be so tricky that the Honda can’t find its way through naturally. It circles the rock faces with millimeter precision. And if it does get tight because a coach takes three quarters of the curve behind a curve, no problem. The CBF hardly stands up when braking and is provocatively easy to direct into a closer line.

She lets herself be chased through the curves so cheekily that she mutates downhill into a real big bike fright. But only downhill. Because uphill there are limits to the 600 series. Only from 8000 rpm does the booth come to life, so that first gear has to be used more often in tight bends. Which, thanks to the smooth switch box and the well-damped load change reactions, is not a problem, it is just not very dynamic.

Gargolov

Ducati Monster 796 – 2-cylinder, 803 cm³, 87 PS, 78 Nm, 191 kg, load 199 kg, ABS, 9495 euros (without 255 euros)

Draft and appearance of the high-displacement and high-torque twins. Ducati’s Monster 796, for example. The twin, which hits the accelerator hard but spontaneously, sweetened the spurt from one bend to the next with a brisk acceleration from low revs and agile revving. That’s the way it has to be. But in the endurance test in terms of pulling power, with a load in second gear up the 15 percent gradient of the Fedaja Pass, the torque trump card compared to the four-cylinder engines does not stand out. In the rev lows, in which the four-cylinder engines are already running smoothly in second gear and slowly picking up speed, the Desmo-Twin unwillingly picks the chain instead of marching ahead. Then the first gear and the use of the very smooth clutch is required again.

The unconventionally cranked and above all flat aluminum handlebars put a lot of pressure on the wrists. Downhill, when braking, not exactly ideal. If the omnipresent potholes cross the path in an inclined position, the steep steering head, short caster and the tough fork do the rest. The monster gets a little out of step, rumbling fidgety over the pitted asphalt, and with the sovereign stroke through the curve it is vinegar.

Gargolov

Aprilia SL 750 Shiver – 2-cylinder, 750 cm³, 95 PS, 79 Nm, 225 kg, load 175 kg, ABS, 8313 euros (without 286.42 euros)

And the Aprilia driver whizzes by outside. Neither serpentines nor steep inclines can scare him. The two-cylinder is bursting with strength and smoothness, pulling even the loaded load forcefully towards the summit cross. As light-footed as the Honda, it zips over the mountains. And when modeling the seat, their builders hit the bull’s eye: the pilot sits upright, relaxed, ready for great deeds. Which in the end turn out to be a bit smaller. Less because of the smallest payload, which one could still overlook. With all the fun that the Shiver has when storming the pass, the improved, but still unsuccessful, coordination of the ride-by-wire, the electronic throttle, leaves a stale aftertaste. The system implements commands from the throttle hand in a somewhat idiosyncratic manner that takes some getting used to, and sometimes slows down. Powerful righting moment and late control ABS, which allows stoppies downhill without any problems, are further reasons why, despite the excellent facilities of the Honda, it cannot fight for victory here.

All-rounder measured values

Overview:

Handling course with pillion passenger	Aprilia 750 Shiver	Ducati Monster 796	Honda CBF 600	Yamaha XJ6 Diversion
Fast slalom
Time sec	22.7	22.1	23.5	23.4
Vmax at the measuring point (km / h)	99.3	100.1	93.5	95.4
Circular path, Ø 46 m
Time sec	10.6	11	11	11.7
Vmax at the measuring point (km / h)	50.9	49.1	49.6	45.7
consumption
Theoretical range of passes (km)	354	319	482	389
acceleration
0–140 km / h (sec)	6.8	7.7	7.4	7.3
Brake measurement downhill with a pillion passenger
Braking distance 75-25 km / h in meters	24.5	28.2	23.8	26.8

Passage at 2000 m above sea level, 50-100 km / h

Manufacturer	Time in sec.	Aprilia 750 Shiver	10.4
Ducati Monster 796	14.4
Honda CBF 600	11.9
Yamaha XJ6 Diversion	10.8

Pulling through in 2nd gear uphill with a pillion passenger 25-75 km / h

Manufacturer	Time in sec.	Aprilia 750 Shiver	8.2
Ducati Monster 796	11.6
Honda CBF 600	10.3
Yamaha XJ6 Diversion	10.3

consumption

Manufacturer	Liters / 100 km	Aprilia 750 Shiver	4.2
Ducati Monster 796	4.2
Honda CBF 600	4.1
Yamaha XJ6 Diversion	4.5

Conclusion

If there is anything that can be held against the Honda CBF 600, it is the reserved temperament of the engine. The successful chassis more than makes up for it. The Yamaha impresses with its balanced properties. However, a lack of suspension reserves and restrictions on luggage transport cost points. Ducati and Aprilia inspire with great engines that show that a twin would actually be the better choice here. Unfortunately, both of them are a bit capricious in their dealings.

In detail:

Aprilia SL 750 Shiver
positive

• Motor elastic, smooth-running, powerful
• Successful seating position
• Consumption very low

negative

• Throttle response takes getting used to
• ABS allows stoppies downhill
• Strong erection moment

Ducati Monster 796
positive

• Engine lively, powerful and direct
• Consumption very low
• Coupling very smooth

negative

• Motor run-out and therefore poor pulling power from low speeds
• Comfort is neglected

Honda CBF 600
positive

• Draft only average
• Lean angle could be a bit bigger

negative

• Chassis balance excellent
• Consumption top
• Engine very sophisticated

Yamaha XJ6 Divesion F.
positive

• Excellent handling
• Good coordination and comfort of the chassis
• Braking effectively

negative

• Case systems not approved
• Suspension reserves low
• Gearbox just average

	Max points	Aprilia	Ducati	Honda	Yamaha
Overall rating	500	289	257	330	301
placement		3.	4th.	1.	2.

Enduro

Alpine Masters 2010: Part 2

The Alpine mega test 2010: super athletes, enduros and the final

read more

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