Menus
- Curve comparison on the country road
- Yamaha YZF-R1 goes off like a rocket
- “A tight chassis that counts”
- BMW S 1000 XR tuned sufficiently comfortably
- The faster the pace, the smoother the R1
- It’s easier uphill than downhill
- More trust in KTM and BWM
- KTM requires the most physical effort when cornering
- Test track
- Aprilia Tuono V4 1100 RR
- BMW S 1000 XR
- Yamaha YZF-R1
- KTM 1290 Super Adventure
- Measured values and recording
- Recording
- Pulling power in first and third gear
- Speed and acceleration
- Conclusion
Markus Jahn
31 photos
1/31
Some enjoy the look, the sound or relaxed gliding. Different dynamics, performance, speed. But the salt in the soup are curves. And if things are going to move quickly there, the discussion quickly flares up as to which type of motorcycle has the best trump cards.
2/31
KTM 1290 Super Adventure.
3/31
Clear display, clever adjustment mechanism for the disc and socket, ingredients for a high level of travel suitability.
4/31
A semi-active chassis is a great thing, even if there is still some room for improvement in terms of performance.
5/31
Super relax, super draft, super adventure. As a racing elephant up to a certain speed, she cuts a surprisingly good figure in the winding curves. Despite the heavy weight.
6/31
Yamaha YZF-R1.
7/31
The search for the best balance between low weight and optimal rigidity leads to such pretty triple trees.
8/31
Armaturen, the new German dashboard, with a clear matrix for setting the electronic helpers.
9/31
Power in abundance, bolt-stable chassis and endless turning pleasure. Riding a superbike is a feast for the senses.
10/31
Four machines, four concepts – from radically sporty to consistent
suitable for travel.
11/31
They are all quick – at least in the hands of good drivers. But the stress factor is different.
12/31
Endless curves, steel-blue sky, grip until you drop and drive until the doctor comes. It could be worse.
13/31
Ultimately, it is not the extreme ones (KTM 1290 Super Adventure and Yamaha YZF-R1), but the middle ones (Aprilia Tuono V4 1100 RR and BMW S 1000 XR) that are on pole position when it comes to getting across the country as quickly and as stress-free as possible sweep.
14/31
"Each concept rocks in its own way. But most relaxed
was the curve hunt with the crossover bike." Sebastian Schmidt, MOTORRAD employee
15/31
Excellent assistance systems, well-trained four-cylinder, sporty-casual seating position and a comfortable, agile and direct chassis. A concept with a lot of fun potential.
16/31
Equipment overkill? Not quite, the operation of the BMW electronics is easy despite the variety of switches.
17/31
BMW has the most ingenious automatic gearshift – and the only one with a blipper for downshifting without a clutch.
18/31
Where can you find pleasant temperatures, brilliant landscapes and fine curves in winter? In the south of France, for example.
19/31
It is well known that the south of France is an Eldorado for motorcyclists. Not far from the Le Castellet racetrack near Gemenos is a challenging, winding strip of asphalt: the Col de l’Espigoulier.
20/31
Daring turns, lots of grip and varied routing make it an excellent test terrain. In addition, the Col has a very sporting history. Every year an international hill climb is organized on the Course de Côte de Gemenos.
21/31
Representative from the Naked Bikes category: Aprilia Tuono V4 1100 RR.
22/31
Representative from the Crossover category: BMW S 1000 XR.
23/31
Representative from the travel enduro category: KTM 1290 Super Adventure.
24/31
Representative from the category athletes: Yamaha YZF-R1.
25/31
Two test drivers, one of them top testers Karsten Schwers, chased all four machines across the course.
26/31
Aprilia Tuono V4 1100 RR.
27/31
Inherited from the gene donor: sporty high footrests ensure tight knee angles.
28/31
The mode switch feels limp, but the setting of the traction control via paddle is great.
29/31
Such a naked bike attracts with diverse talents. As an offshoot of the superbike RSV4, Tuono interprets the topic clearly in the sporty direction.
30/31
BMW S 1000 XR.
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"A bit more speed is possible with the naked bike. If only it had the ingenious electronics of the BMW …" Karsten Schwers, top tester.
Aprilia Tuono V4 1100 RR, BMW S 1000 XR, Yamaha YZF-R1 and KTM 1290 Super Adventure
Curve comparison on the country road
When driving a motorcycle, curves are the icing on the cake. And if things are going to move quickly there, the discussion quickly flares up as to which type of motorcycle has the best trump cards. Naked bike? Crossover bike? Athlete? Or is it a travel enduro? A self-experiment.
W.How the subject came up is no longer entirely clear. It was in a morning conference. And somehow the conversation revolved around what is probably the most stress-free and quickest way to romp across the country. “There is no substitute for displacement, or even better, power,” someone threw in the group. That almost called for contradiction. “Nonsense, first and foremost you need a good, firm chassis,” came the counterattack. “But not in an athlete, they belong on the race track, a naked bike with power, that’s it.”
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Aprilia Tuono V4 1100 RR, BMW S 1000 XR, Yamaha YZF-R1 and KTM 1290 Super Adventure
Curve comparison on the country road
Machines are among the strongest in every segment
The subjects for this story are quickly identified. Not an average product. But machines that kick and belong to the strongest and sharpest what the respective segment has to offer: Aprilia’s superbike derivative Aprilia Tuono V4 1100 RR will represent the group of sporty naked bikes. The KTM 1290 Super Adventure, the large-capacity travel enduro. The BMW S 1000 XR is supposed to hold up the flag of the crossover bikes and the Yamaha YZF-R1 for the athletes.
But because the feeling is all too easily deceived, an incorruptible recording is used to record which concept is used – always within the legal framework, of course. And put some truisms to the point at the same time. Of course on one of our favorite winter test tracks, a small, winding pass in the south of France, where the conditions are still pleasant at this time of the year. There, both drivers should always tackle the hairpin bends and serpentines as quickly as possible with equal effort. Both uphill and downhill.
Yamaha YZF-R1 goes off like a rocket
Well, none of the four machines lack performance. After all, the range extends from the BMW S 1000 XR and KTM 1290 Super Adventure with 160 hp to the 200 hp Yamaha YZF-R1. The Aprilia Tuono V4 1100 RR is in the middle with 175 hp. But does the huge 1290 twin from KTM have an advantage? Or just the enormous power peak of an R1 really brings more speed than the others?
Seems like it, because when the Yamaha four-cylinder starts up, the R1 goes off like a rocket. However, their afterburner only really ignites at 7000 rpm. But then with all might. Too bad that the clock is already a good 80 km / h in first gear. The thing turns like hell, but is also long translated. Blessings on the racetrack, curse here and now. If it needs to be done quickly, first and second gear on the Yamaha YZF-R1 are in constant use. And in serpentines, the clutch is sometimes used in the best 125 style – also to smooth out the first load change jolt. “The rapid increase in performance, the power always being used in a controlled manner, that sucks in the long run,” admits Sebastian. “The hard throttle response and the power delivery designed for top performance convey noticeably more stress at the same speed,” agrees Karsten.
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Where can you find pleasant temperatures, brilliant landscapes and fine curves in winter? In the south of France, for example.
Out of tight bends or hairpin bends, it is not possible to do 120 things, but between 30 and 60 km / h. In first, second, at best third gear. And then there has to be lard when you apply the gas. Plentiful and well dosed. The tensile force diagrams (see measured values and recording) speak a clear language. When you first start, the KTM 1290 Super Adventure is the star in paper form. But also because of a short translation. The shift foot is the most challenged with her. Automatic switch nil. Anyway, it pulls out the strongest drafts at the exit of the bend, regardless of the gear. The KTM cracks with unbelievable power, although it is the fattest grump of the quartet. But also shows the greatest desire to pull the front wheel up.
“The way the KTM starts, it’s balm for the soul,” says Sebastian happily. Nevertheless, he cannot really rest. He cannot avoid frequent switching. So the bottom line is that both Karsten and Sebastian find it easier with the power output of the Aprilia Tuono V4 1100 RR and BMW S 1000 XR than with the KTM 1290 Super Adventure and Yamaha YZF-R1. The two of them snap refreshingly from the corners and rush vehemently to the next corner. They are translated almost optimally for this and depend directly on the gas. The easily usable power of BMW and Aprilia stands out – even without top values.
“A tight chassis that counts”
So the matter should actually be clear. The Yamaha YZF-R1 has the most stable chassis in this field, there is no doubt about that. Whereby: The Aprilia Tuono V4 1100 RR also has a real bang-out chassis, basically that of the RSV4 superbike. However, with a different damper setup. Does the comfortable suspension setup of the KTM 1290 Super Adventure with its long suspension travel stand in the way of upscale cornering fun, or is it pike in the carp pond thanks to the semi-active suspension? Even offers the crossover concept of the BMW S 1000 XR with a little more spring travel than the athletes the golden mean?
Basti in any case feels right at home on the KTM 1290 Super Adventure and lets it sail through the curves in beautiful arcs with a considerable incline. Even the moderate response of the fork doesn’t matter to him. Upright and comfortably bedded, the handlebars as wide as the sail rod provide a powerful lever to guide the quarter-tonner quickly through the curves. But only up to a certain speed. Because if the speed becomes more crisp, the braking points later and the lean angles more daring, feeling and precision disappear on the large enduro with its narrow 19-inch model on the front wheel and when braking the deep front. Jagged changes in inclination bring a lot of movement into the framework. In addition, the sweeping fairing front successfully obstructs the view of the front wheel and the first few meters of the road in front of it. Engaged in the corners or to drive the KTM through tight alternating corners with flavor, Basti is a bit too ticklish.
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Aprilia Tuono V4 1100 RR, BMW S 1000 XR, Yamaha YZF-R1 and KTM 1290 Super Adventure.
That makes him act with more restraint. Test professional Karsten also complains about these things, but with his routine he drives the KTM 1290 Super Adventure hardly slower than the others through the curves. Does the Aprilia Tuono V4 1000 RR Basti make it easier? It is lighter without a wide cladding. But tight knees and a fine athlete chassis. I’m sure it’ll be better when it comes to cornering, right? Limited. Of course, the Tuono drives worlds more precisely, much more nimbly. However, there is only real joy when the conditions are right, in other words: the asphalt is somewhat warmed up and the Pirelli Diablo Rosso Corsa are kneaded really warm. Only then do the sports skins provide the feedback and the grip that is needed for trusting braking and bending.
In the cool morning hours and the shady and sometimes even damp passages of the winding asphalt strip, this feeling does not arise for Sebastian at first. When the sun ensures pleasant temperatures, Sebastian becomes more trusting and puts his restraint on the Aprilia. Throw the light-footed Aprilia Tuono V4 1100 RR into the corners with great fun, enjoy perfect feedback and excellent precision. “If the conditions are perfect, it’s a lot of fun. But if it’s wet or cold, then you drive a little like on eggs, I feel disconnected, ”says Basti, identifying both the sunny and the dark sides. Full-throttle animal Karsten grins, he feels the limit more precisely, “the Tuono is really fun, crisp V4, great pulling power, handy and direct,” he translates its advantages into speed.
BMW S 1000 XR tuned sufficiently comfortably
Shortly afterwards, Basti exults as he gets off the BMW S 1000 XR: “Hallelujah, what a motorcycle.” Not quite as overzealously handy as the Aprilia Tuono V4 1100 RR, but sufficiently comfortably tuned, taut enough for tingling dynamics, the BMW Chassis clears your head for fiery deposits on curvy slopes – under all conditions.
Can the Yamaha YZF-R1 go one better? After all, it comes with the crispest landing gear, a real sports grenade. Tight spring elements and stiff aluminum bridge frame result in a combination that can withstand even the sharpest high-speed attacks. I agree. And there is also a bit of a hassle. Because in order for your chassis qualities to come into their own, you need speed and rather wide corners. And preferably even asphalt.
The faster the pace, the smoother the R1
A combination that isn’t too common in the wild. If the Yamaha YZF-R1 runs like clockwork in fast arcs, use on the narrow handlebars is required in tight turns. It doesn’t work by itself. If the spring elements ensure bombastic stability on flat asphalt, you have to grab a hand on bumpy terrain, especially in slow corners. No question about it, civil speed is the most demanding of her. The higher the speed, the smoother the sports grenade works. So rather the other way around than with the others.
To squeeze out a burner like this on a winding mountain pass is like flying a helicopter in the living room. Our auxiliary heater can also be found. Test professional Karsten can use the advantages of the sporty, firm sports suspension of the Yamaha YZF-R1 despite all the side effects and convert them to speed. The chassis of the Aprilia Tuono V4 1100 RR and the BMW S 1000 XR are also more helpful partners for him when it comes to laying down a quick line in a relaxed manner.
It’s easier uphill than downhill
Life doesn’t always run in a straight, even path, sometimes it goes uphill, sometimes downhill. And what was still working can now prove to be a hindrance. Obviously it accelerates downhill easier than uphill. The brakes, on the other hand, are challenged to a much greater extent downwards. But maybe the vehicle concept also outweighs the physics here? Is the hour of the long-legged KTM 1290 Super Adventure striking? The two should find out on a passage with tight curves and secluded 180-degree bends. Tricky, narrow and a faster passage. By recording, we will compare the subjective impressions with incorruptible measured values (see and measured values and controlling).
In any case, Sebastian first takes the test track under his wheels with the KTM 1290 Super Adventure. Relaxed and with an overview, something should be possible. This is only possible to a limited extent, because the V2 pushes ahead uphill, as described at the beginning, but the KTM’s desire for wheelies does not always allow unbridled forward thrust. And downhill? “Does it really work out to slow down the load with its 30-liter barrel and the brakes that call for a strong hand”, Basti snorts. Downhill he is almost as fast on the way as on the summit, but it is much more challenging.
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They are all quick – at least in the hands of good drivers. But the stress factor is different.
Different concept, more speed and less stress? Not quite. With the Aprilia Tuono V4 1100 RR he is just as fast on the road as he is with the KTM 1290 Super Adventure – at least uphill. The descent, on the other hand, challenges Sebastian much more, the tension increases, the speed decreases. It can’t be because of the powerful, gripping brakes on the Tuono. The high pegs and flat handlebars look sporty, but they make the mountain ride feel a little like riding a cannonball. Our test pilot hangs more over the handlebars, more tense. Just don’t turn too fast. Finding the right braking and turning point is more important than using the power of the V4 and its fiery tearing at the corner exit to the full. That costs concentration. But not as much as on the Yamaha YZF-R1. Basti completes the test track with the superbike, let’s say: the most careful. And it is clearly the slowest downhill with it. There are, of course, reasons.
The handlebar stubs require a deep kneeling position, the weight is heavy on the wrists. Especially on the brakes in downhill turns. If the Yamaha YZF-R1 practically pulls its course by itself in fast passages such as on rails, pressure on the handlebars is required in turns. Especially when there are bumps. Relaxed is different. And when the four-cylinder cracks downhill and throws the load with force onto the next bend, then the less hardened drivers’ pulse and adrenaline level rise in step.
More trust in KTM and BWM
Basti, in any case, tackles the downhill sections with the sporty Aprilia Tuono V4 1100 RR and even more with the Yamaha YZF-R1 with respect, restraint and braked foam. The solid KTM 1290 Super Adventure and especially the crossover concept in the form of the BMW S 1000 XR instill more confidence in him.
Is it your excellent assistance systems? The relaxed but not too passive sitting posture? Or the confidence-inspiring chassis and the powerful engine? Probably all together. In any case, he not only completes the measurement route with it the fastest overall, but also equally quickly in both directions.
KTM requires the most physical effort when cornering
Clearly, low weight is one of the most important requirements for easy handling. In principle. But not only, because only the successful interplay of weight, center of gravity and chassis geometry as well as seating position result in a lively curve burner. When storming the curves, the Tuono pushes itself into the foreground, literally craving for every turning point. Almost just as skillfully, the BMW masters the game of lean angles. If things are less engaging, thanks to the wide handlebars and casual seating position, she can be driven through the curves in a much more relaxed manner. Despite the second highest weight. Even the lightweight Yamaha YZF-R1 demands more physical effort at country road speeds. Their overall package only unfolds its full power with an active pilot and rapid changes in lean angle, just as the use on the racetrack requires. And although it is “only” 14 kilograms heavier than the BMW S 1000 XR, the KTM 1290 Super Adventure, with its high center of gravity, requires the most physical effort when chasing corners. Especially downhill.
In any case, Karsten consistently makes use of the better ability to accelerate downhill, takes a lot of speed into the corners with his routine and is much more fixed with all downhill than uphill. Whereby the test professional drives all machines similarly fast through the winding curves. The BMW S 1000 XR also makes things a little easier for him because he doesn’t have to work hard. But the differences with him are small in terms of pace. Which ultimately only confirms one more truism: “A good driver is quick with everything”.
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Two test drivers, one of them top testers Karsten Schwers, chased all four machines across the course.
But after all, Karsten is a real test professional. So, back to the beginning. What about the driving pleasure, what about the stress? Which concept keeps the head free when robbing, which one challenges the pilot the most? The matter is clear to Sebastian. The crossover concept of the BMW S 1000 XR made it the easiest for him. The Yamaha YZF-R1 racing file challenged him the most, despite all of its immense racing qualities. Not just physically. Always using the enormous power in a targeted manner, not over the target, i.e. shifting the braking point, the strenuous sitting position – all of this demands a lot of concentration. In between, the KTM 1290 Super Adventure travel enduro and the sporty Aprilia Tuono V4 1100 RR naked bike commute. A lot of usable power at the lower end of the engine speed spectrum makes it easy to exit a corner.
For full-blooded tester Karsten, on the other hand, it makes little difference which bike he sits on – all fours can be done quickly. But even he is more effortless on the crossover bike, whereas the superbike demands more effort from him. Ultimately, however, that’s only part of the story. After all, driving fun also arises from the subjective experience of the respective machine. What one driver experiences as stress may be what makes the next one the intense feeling and thus their fun. Just positive stress. What keeps one mind clear, the other perceives as synthetic and boring. And a machine that is strenuous for one person to drive leaves the other tired but satisfied at the end of a long ride. Not measurable, purely subjective. And that’s what ultimately makes the fun.
Test track
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Driving around bends until you get dizzy – under the sun of southern France
It is well known that the south of France is an Eldorado for motorcyclists. Not far from the Le Castellet racetrack near Gemenos is a challenging, winding strip of asphalt: the Col de l’Espigoulier. Daring turns, lots of grip and varied routing make it an excellent test terrain. In addition, the Col has a very sporting history.
Every year an international hill climb is organized on the Course de Côte de Gemenos. Plenty of skid marks, some of which lead straight to the rock, bear witness to this. Of course, the pass is also excellent for testing at a civil pace, after all, it leads about ten kilometers from the beginning up to the summit and about six kilometers back down again. Plenty of space for extensive testing – and enjoyment.
Aprilia Tuono V4 1100 RR
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Such a naked bike attracts with diverse talents. As an offshoot of the RSV4 superbike, the Aprilia Tuono V4 1100 RR interprets the topic clearly in the sporty direction.
BMW S 1000 XR
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Excellent assistance systems, well-trained four-cylinder, sporty-casual seating position and a comfortable, agile and direct chassis. A concept with a lot of fun potential.
Yamaha YZF-R1
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Power in abundance, bolt-stable chassis and endless turning pleasure. Riding a superbike is a feast for the senses.
KTM 1290 Super Adventure
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Super relax, super draft, super adventure. As a racing elephant up to a certain speed, she cuts a surprisingly good figure in the winding curves. Despite the heavy weight.
Measured values and recording
Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%
Above everything hovers the surge of torque of the KTM 1290 Super Adventure. Already at 3700 rpm it shovels as many Newton meters to the rear wheel as the maximum Yamaha can deliver. With the Yamaha YZF-R1 you can see the race-track-oriented set-up: Downstairs, rather restrained, it gets really funny from 7000 rpm. The performance curve of the Aprilia Tuono V4 1100 RR is even. However, up to 6000 rpm it has to bend clearly to the BMW S 1000 XR. What it compensates for in practice through the lower weight.
Recording
Recording.
The measurement route that we selected for the recording extends over around seven kilometers, which is tough: tricky, narrow, with alternating curves in the medium tempo range. There are also long, slow turns, narrow passages and a short, fast piece in the first half, at the end of which you brake into a turn in a sloping position. Part of the recording shows how Sebastian fares downhill with a Yamaha YZF-R1 and a BMW S 1000 XR. It is noticeable that he uses the lower but more evenly delivered power of the BMW more efficiently than the explosive force of the R1.
It evidently lets him approach the curve entrances with caution so as not to crash into a curve with too much speed. In addition, he rides the crossover bike a tad faster and, above all, more fluidly through the curves. Thanks to the wide handlebars and less pressure on the wrists, the upright sitting position makes it easier for him to control, not only when cornering. Even in places where the road is a bit narrower, the more comfortable package of the BMW S 1000 XR instills more confidence for higher speed. The bottom line is that driving is more relaxed. Or, to use Basti’s words: “A little hanging-off, a little power wheelie – that’s a lot of fun. But narrow, winding mountain roads and braking in bends downhill is quite a challenge. ”And Karsten adds. “Of course, a superbike like this has more potential – on the racetrack.”
Pulling power in first and third gear
Pulling force comparison.
Top performance is all well and good, but in the upper speed range you rarely stay on the country road. What is much more important is what comes out at the back, on the bike. And the right gear ratio plays an important role here. The curves of the KTM 1290 Super Adventure are impressive, and in third gear it delivers at least as much tractive power up to 80 km / h as the Yamaha YZF-R1 in first. However, the Austrian’s first gear is by far the shortest and quickly turned out. The alternative is again provided by the R1, whose first gear reaches almost 150 km / h. Which makes sense on the racetrack. Judging by this, however, their draft values are respectable; that it is the lightest helps, of course. The BMW has more torque than the Aprilia up to 6000 rpm, but its pulling power is almost the same. The Aprilia Tuono V4 1100 RR gives the Aprilia Tuono V4 1100 RR an advantage when starting out of the bends because of its lower weight compared to the BMW S 1000 XR.
Speed and acceleration
Top speed *
| Aprilia Tuono V4 1100 RR | 280 km / h |
| BMW S 1000 XR | 250 km / h |
| KTM 1290 Super Adventure | 250 km / h |
| Yamaha YZF-R1 | 285 km / h |
Acceleration 0 – 100
| Aprilia Tuono V4 1100 RR | 3.2 sec |
| BMW S 1000 XR | 3.2 sec |
| KTM 1290 Super Adventure | 3.4 sec |
| Yamaha YZF-R1 | 3.3 sec |
Acceleration 0 – 200
| Aprilia Tuono V4 1100 RR | 8.3 sec |
| BMW S 1000 XR | 8.6 sec |
| KTM 1290 Super Adventure | 10.3 sec |
| Yamaha YZF-R1 | 7.4 sec |
Passage 1st / 2nd / 3rd Uphill gear, 25 – 75 km / h
| Aprilia Tuono V4 1100 RR | 1.9 / 2.7 / 3.7 sec |
| BMW S 1000 XR | 2.0 / 2.8 / 3.9 sec |
| KTM 1290 Super Adventure | 1.8 / 1.9 / 2.5 sec |
| Yamaha YZF-R1 | 2.5 / 3.1 / 4.0 sec |
6th gear passage
| Aprilia Tuono V4 1100 RR |
60-100: 3.1 sec
100 – 140: 2.8 sec
140 – 180: 2.8 sec
60-100: 3.3 sec
100-140: 3.3 sec
140 – 180: 3.5 sec
60-100: 3.4 sec
100 – 140: 3.5 sec
140-180: 4.1 sec
60 – 100: 3.5 sec
100 – 140: 3.7 sec
140-180: 3.9 sec
Consumption per 100 km and range of country roads
| Aprilia Tuono V4 1100 RR | 6.5 liters; 285 km |
| BMW S 1000 XR | 5.7 liters; 351 km |
| KTM 1290 Super Adventure | 6.1 liters; 492 km |
| Yamaha YZF-R1 | 5.9 liters; 288 km |
Conclusion
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It is well known that the south of France is an Eldorado for motorcyclists. Not far from the Le Castellet racetrack near Gemenos is a challenging, winding strip of asphalt: the Col de l’Espigoulier.
A super sports car on the country road really gets your mind going. Hanging-off, crystal clear feedback, plus the tingling ability to turn and a sound that makes the hair on the back of the neck stand upright. Especially in the case of the Yamaha YZF-R1 with its grumpy crossplane four-cylinder. But despite the best conditions for high speed, fast driving demands. Due to the extreme seating position, the stiff chassis, the taut spring elements and the front-heavy wheel load distribution when braking. Exploiting the enormous potential requires routine, concentration and prudence. It’s fun, but also exhausting. Not relaxing, but extremely stimulating.
At the other end of the spectrum, the KTM 1290 Super Adventure represents the travel enduro. You can hardly swing through the curves more relaxed than with her. And such a mighty V2 is a stunner in terms of pulling power. But at the limit, the travel enduro lacks precision, high weight, high center of gravity and soft spring elements cost strength and concentration. Ultimately, it is not the extreme but rather the middle paths that are in pole position when it comes to sweeping across the country as quickly but as stress-free as possible. The BMW S 1000 XR in particular, but also the Aprilia Tuono V4 1100 RR, create crisp syntheses of handling, seating comfort, pressure and control. With scope for personal preferences.
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