Alpine Masters 2006 (1st part)

Posted on by admin

Menus

Alpine Masters 2006 (1st part)
Bilski

Alpine Masters 2006 (1st part)

Operation Summiteer

Twenty machines compete in five categories for the ultimate competition in the Alps. Who can claim the title of King of the Alps at the foot of the Ortler this year and inherit last year‘s winner, the Suzuki V-Strom 650? In the first part the all-rounders, tourers and athletes show their skills.

It’s like a dance, a pas de deux between man and machine. Brake, turn in, roll over, correct a little with the footbrake, straighten up again, accelerate. An aesthetically flowing sequence of movements that is repeated over and over again, five times, thirty times. When things go right, there is a wonderful harmony with the breathtaking mountains. A varied nature, in the valley an exuberant splendor of flowers, in the height enormous, rugged, sometimes almost inhospitable. Rock, rubble and rock, not cold and dead, but full of life. Even if the tree line is already far below us. And the blazing sun shines over us.

Turn around turn, ramp after ramp, the motorcycles screw their way up. The pass road winds like a dark gray, fluttering ribbon towards the zenith. You just have to succumb to the charm of motorcycling in the Alps. Hundreds of thousands of bikers come every year, for good reason. Here impressions and experiences are compressed, curves and bends follow each other as if in a rush, so quickly on top of one another, so varied. That demands people as well as material. After all, the alpine roads know a lot of imponderables and surprises such as inattentive motorists, cyclists at their physical limit, overburdened mobile homes, falling rocks, landslides, cow dung or marmots.

It is good to be mentally prepared and to have a timely idea of ​​where to be on your guard and why. And knows how to take hairpin bends correctly so that you don’t fall over bluntly at the apex of the bend or be carried into the rock face – as has been observed several times. But wheat is not only separated from the chaff in the Alps in terms of technology, but also technically. That is why it is particularly worthwhile to examine various motorcycle concepts there. Every weakness, whether of the chassis, engine or ergonomics, is mercilessly exposed on Alpine passes.

The idea

In 2005, MOTORRAD hosted the big Alpine Masters for the first time. The goal: to find the optimal motorcycle for the special alpine conditions. A motorcycle that can be used as universally as possible, but is undemanding and easy to drive. A machine with which you can comfortably cover long distances, but which does not immediately give up on bumpy mountain roads when fully loaded.

Last year, 20 machines from all categories took part in this test – and in the end there was a big surprise. No horsepower swank, no big enduro, no super tourer won. Instead, the test team named the rather inconspicuous Suzuki V-Strom 650 Queen of the Alps in 2005. Proof that under such tough conditions it is not always the strongest, the biggest and the most expensive who are ahead.

The motorcycles

This year again, 20 models competed in alpine summer sports. It goes without saying that the defending champion, V-Strom, had to be there. In spite of stronger competition, certainly with promising chances, especially since it is starting with a renovated engine and ABS. In addition, the editorial team selected 19 other machines from 2006 which, in the eyes of the testers, meet the necessary requirements. The machines are divided into five categories: small, handy all-rounders with the BMW F 800 S and Ducati Monster 695, big bikes and naked bikes from one liter displacement, including the Honda CBF 1000 and Yamaha FZ1, athletes from the lively Triumph Daytona 675 to the powerful Honda Fireblade, fun bikes and enduros like the lively KTM 950 Supermoto or the mighty BMW R 1200 GS Adventure and finally touring and sports touring between the versatile Honda Deauville and the PS monster Kawasaki ZZR 1400.

D.he test

In addition to the experienced MOTORRAD test crew, leading international magazines participated for the first time, namely Moto Sprint from Italy and Motociclismo from Spain. The regulations remained unchanged compared to the previous year. The test route was again the 60-kilometer loop with the legendary Stilfser Joch as the highlight and the partly graveled Umbrail Pass. Before that, however, all machines still had to cope with parts of the MOTORRAD test course. And for the Alpine Masters, the test team designed its own point evaluation.

The starting point in South Tyrol was once again the Biker Hotel Tannenheim in Trafoi, where the famous one, as a kind of reward, at the end of a long test day "Full gas plate" waiting for the tired test group with a cold beer.

Buy complete article

Alpine Masters 2006 (1st part)

Alpine Masters 2006 (1st part)
Operation Summiteer

This is how MOTORRAD tests


archive

Countless measurements, 350 laps in the course, thousands of data: the test team around top tester Karsten Schwers and permanent associate Rainer Froberg was really groggy in the end. But a special test needs very special test methods. Which is why the test team attached great importance to riding with a pillion passenger, for example. After all, on tours through the Alps you are often traveling in pairs and / or with luggage.

The course in the lowlands

In the fast slalom, in addition to the times and speeds, the driving impressions gained are informative, which were included in the points evaluation. Many chassis that still work inconspicuously in solo operation get into trouble with a larger load because the suspension and damping are designed too weakly. Unsurprisingly, the best values ​​of the Fireblade. More like how far the R 1200 S is from the top in its category. The sports boxer is clearly surpassed even by a small all-rounder like the ER-6f. The fat tourers, on the other hand, do quite bravely, the Deauville can compensate for its weak engine with good handling.

On the circular path, machines that are geared towards comfort have problems because the freedom of inclination is limited under load. The tightest super athletes logically create the highest speeds here. The equally sporty all-rounder F 800 S can, however, be at the forefront and easily outstrip the sports boxer, who suffers from his indifferent steering behavior. At the other end of the scale are the monsters, whose side stand scratches the ground early on because of the soft rear suspension. Even the softly tuned Deauville is faster with greater freedom from leaning.

Measurements in the mountains

The pull-through measurements were also adjusted to the special circumstances. The machines had to prove their torque on an eleven percent incline, also in two-person operation. The torque in the last gear from 50 to 100 km / h was measured on a straight line below the pass of the Stilfser Joch at an altitude of about 2300 meters in order to take into account the loss of performance in the mountains.

The consumption figures in the Alpen-Masters are not comparable with the usual country road values. They were determined with a cautious driving style on the 63-kilometer test lap. If you let it crack, you will get significantly higher average values. It is noticeable that most consumption is hardly higher than that determined in the lowlands. Obviously the long descent equalizes the ascent in many cases. However, there are also a few outliers.

The Kawa ZZR 1400 consumed the most petrol with 7.2 liters, but thanks to the 22-liter tank it still has a range of just over 300 kilometers. The most frugal motorcycle was also a Kawasaki, the ER-6f be-
only needed 4.1 liters, which is enough for almost 380 kilometers with a 15.5 liter tank capacity. A comparison of the three motorcycle categories shows that the small all-rounders use fuel sparingly and all stay under five liters on average, while large displacements and high weight take their toll.

Dates and numbers

The ZZR is also found at the lower end of the scale for payload, 175 kilograms are simply too little for a sports tourer. Even with two normal weight passengers and their equipment, there is practically no room for luggage. Incidentally, the ER-6f doesn’t do it much better. It should be around 200 kilos, the K 1200 GT, RSV 1000 R and FJR 1300 are exemplary in this regard.

Weight, seat height and ground clearance play a major role in the mountains. Among the all-rounders, the F 800 stands out with its 830 millimeter high seat; people with short legs could run into problems with it. For that, the light, low monster would be a better choice. The tourers / sports tourers all got quite heavy, even the little Deauville weighs in at 257 kilograms and weighs plenty of pounds. The athletes are considerably lighter, but their seat heights are not particularly low either. Nevertheless, thanks to the narrow seating, even less tall people can control them quite easily.

The ground clearance is a criterion that should not be underestimated, after all in the Alps you could occasionally be forced to take a smaller off-road investment. A lot of ground clearance is also desirable when maneuvering on uneven terrain. 17 centimeters make the athlete R 1200 S almost an enduro. However, caution is advised in the case of the Monster 695 and all plastic-coated tourers and athletes. So that the journey doesn’t end in the humped hotel parking lot.

Test tourer / sports tourer


archive

Tourers / Sports Tourers

The last larches and mountain pines stand at the tree line like speckled outposts. Above it, another world opens up, that of the meadows and alpine meadows, the habitat of the marmots. Unlike their shrill whistles, the engines of the two-wheeled Quadriga sound pleasantly dull and sonorous. In the (sports) tourers, real displacement cars meet: BMW K 1200 GT, Yamaha FJR 1300 – now with semi-automatic transmission – and Kawasaki ZZR 1400. They are all blessed with four cylinders and plenty of power.

Against this occurs Honda Deauville as half a portion in terms of displacement (680 cm3), number of cylinders (two), power (65 hp) and price (8840 euros). After all, it has injection, G-Kat and Euro 3 approval. And in terms of equipment, the smallest of all travel steamer has it all behind the ears: Cardan, integrated suitcase and well-protective full fairing – everything almost like the GT and FJR. In addition, for an additional charge of 600 euros, an ABS, as the three big balancing hums have as standard. Fine. That helps in slalom around cow dung or its producer. Not to mention slippery asphalt or sudden torrential downpours. The brake anchors with little manual force and great feedback. The foot pedal also operates a piston on the front three-piston calipers. Cleverly done.

The Deauville has to be twirled for proper propulsion. When pulling uphill in second gear from 25 to 75 km / h, it takes eleven seconds. So what? Haste makes waste. The V2 accelerates smoothly and completely linearly, shines with a gently massaging pulse and barely noticeable cardan reactions. Not impulsive, just there. For meditative motorcycle hiking. It’s no wonder that the engine struggles a lot on inclines, as it has to lift a lush 257 kilograms. Lightweight construction is not Honda’s strength. It sits completely relaxed behind the high handlebars. Pure enjoyment on sightseeing trips. And the knee angle is so relaxed. Welcome home, that’s the typical Deauville feeling. Everything stress-free and easy. On the narrow 150 mm rear tire, the Honda doesn’t lean excessively, but it is honest, predictable and, thanks to the low pitching moment, very neutral. None of the tourers has such a tight hook as the Deauville. Only when "give everything", preferably downhill, the stern prances.

While the fork acts tighter than on the 650 predecessor, the shock absorber is simply too soft and therefore quickly overwhelmed. For example in two-person operation, for which the comfortable middle-class full dresser is predestined. Then the rear-heavy Hispano-Japanese, built near Montesa in Spain, totally collapses at the back. And uphill the front is light, handling and steering precision suffer. Footpegs that scratch early are matched by great touring virtues. And the most powerful production motorcycle of all time, the Kawasaki ZZR 1400, for the displacement benjamin Deauville.

Stilfser Joch with 190 hp

The Stilfser Joch is considered the queen of the Alpine roads. A bold construction. And a commitment to striving for something higher, carved in rock and scree. Just like this bigger bike. Kawasaki promises 190 hp. Where do you put all the power? The cock cocked at 2000 tours. The world holds its breath. And it happens – nothing. Well, almost nothing. The fat 190 slipper doesn’t even begin to tear the thin tar cover to pieces, the engine is anything but bearish. Amazingly unsavory that. Where’s the pressure? So stir in the hard, but precise gear, downshift like on a 600.

This is the only way to avoid the torque hole below 3000 tours and the very long overall transmission. The ZZR designed for 300 km / h is not a pulling miracle. The small Kawasaki ER-6f drives it out of the corners faster in second gear. The 1400er provides a rough, sometimes queasy feeling in alpine regions. First wanted and not able, then skillful and unwanted. Because at 5000 rpm the animal wakes up and mutates into a beast with rocket-like thrust on 7000 tours. Hui, hui, hui, the straight yesterday was so short?

First Dr. Driving Jekyll and, immediately afterwards, Mister Hyde is something that only veterans can do. The other manners of the gentle giant are completely well mannered. The fat quad hangs great on the gas, hardly vibrates, hardly changes load at all. Top class: The radially screwed, ABS-reinforced brakes can be gripped with great sensitivity and decelerate vehemently.

The chassis turned out to be stable, taut and perfectly coordinated. The fully adjustable spring elements should be called filter elements. They respond cleanly and comfortably to the smallest bumps and offer fantastic reserves. The steering precision is immense. The faster, the better it likes the 1400s. Which makes it a bit out of place on mountain routes. Especially since it tilts a little inwards over the front wheel in tight turns and therefore requires slight counter-steering. The handlebar halves are the lowest in this quartet and cranked the furthest back. High footrests decorate the stretched sitting position.

Only when the curve radii and speeds increase is the precise ZZR in its element, pulling its path in a fairly handy, neutral and wonderfully round rolling manner. On the highways on arrival and departure, the Kawa catapults itself forward like a projectile. Its flat disc requires you to bow down before a hurricane of up to two and a half times, but the flow is at least free of turbulence. Just like the crystal clear mountain air today.

Sweeping without domes

Various minerals glow rusty red, slate gray and greenish. The Yamaha FJR 1300 shines in a two-tone metallic dress. What a dignified and balanced motorcycle. Sounds, lies and accelerates simply enough. The spring elements are very comfort-oriented, the thick, but soft 48 fork is sometimes on the block. The six-center heavy Yamaha scurries through the serpentines more precisely than handy. The lean angle is not particularly great, with a sporty driving style the FJR pulls furrows in the asphalt with its deeply placed footrests.

In return, the 1300 offers the highest level of seating comfort and the most outstanding wind protection in this field. And an exclusive innovation. The heavily revised 2006 model is also available for a hefty 2000 euros surcharge "Computer clutch". But for the YCC-S (Yamaha Chip Controlled Shift), awareness training is initially the order of the day. When you first reach into the void, for example, without any clutch lever. Or with the shift pattern: the idle is right at the bottom, all five gears above. Move on! An electronically controlled servomotor creates the frictional connection on the conventional gear.

The clutch engages at 1800 tours. However, when turning on a downhill slope, this speed can be almost too much for the moment. Then you have to correct with the rear brake, which also accesses the right brake caliper of the easily adjustable front brake. Just accelerating a little makes starting up jerky. But that’s the only flaw. Once on the move, the electronic shifting system inspires. It is not a real automatic, because the driver alone can give the shift commands. Wrong, as an alternative to the gearshift lever, the gear changes can also be controlled from the left handlebar switch. The thumb switches down, the index finger up.

It zips through the aisles in a casual, cool and quiet way. It is sensational how precise and smooth the shifts are, especially when shifting down. Clack, clack, clack. Upshifting is the smoother the less power is at work; so better to close the gas briefly. There are no traffic lights on the 63-kilometer test lap, but when you stop at the Swiss border control, the electronics in each gear automatically disengage.

The throttle is on the 2006 model-"Eff-Jott-Err" generally progressive. Could one translate as difficult: you have to pull like an ox, fine adjustment at the apex of curves becomes a matter of luck. Especially since the power input from pushing operation fails in armor. Apparently, new software makes the four-cylinder homologated according to Euro 3 respond harder.

Sovereign over all mountains

The rock formations above Bormio become more rugged. A whole troop of ibex crouch up there in the inaccessible, vertical rock face. Climbing the sweeping BMW K 1200 GT is not an easy exercise either. Seat height and dimensions are not exactly small mammal-friendly. But if you dare, the view is incomparable. When climbing and driving GT. Behind the height-adjustable handlebar you can enjoy a fantastic overview.

When turning, on a wet track or on gravel – even if it’s just for maneuvering – the 610 pounds demand full respect. In contrast, the Monumental Tourer is extremely handy when driving. The 1200 swings through fast alternating curves in a relaxed and light-footed manner. The low center of gravity makes you happy and lively. Everything is so easy here, so relaxed. And that, although – or precisely because – the Duolever blocks feedback from the front wheel almost completely.

The engine draws irrepressible power from the deepest depths of the speed range. The GT pulls through better in sixth gear than the FJR in fifth, marking the best values ​​of the touring quartet. She pushes and pushes like crazy. Often only a glance at the digital gear indicator, standard in this class, reveals that the sixth is already there. That makes you super sovereign. The GT masters even the nastiest switchbacks one gear higher than any of the other 19 machines at the 2006 Alpine Masters.

But the engine also has its downsides: violent shift and load change shocks, especially when downshifting. The transition from second to third gear and back is particularly hard. Even those who just open and close the gas on 2000 tours will experience their blue miracle. "Schepper-kalonk" the echo echoes back unworthily from the mountains. The buzzing brake booster hardly allows sensitive application of the brake pads. And the partially integral ABS should regulate finer and faster when braking downhill over holes and waves.

As a top tourer, the perfectly equipped, outrageously expensive GT has only two faults: its seat is uncomfortable on long journeys, the contour is not ideal, the thigh support is too small. Furthermore, behind the electrically adjustable window, as with the FJR, it is very loud and not free from turbulence.

The electronically adjustable ESA chassis is one of the pampering features. At the push of a button, it regulates spring preload and rebound damping front and rear. Simply practical. So no trick, worst patchwork in the pavement for me nothing, nothing to buffer away from you. That clears your mind. Because of this effortless nature, we see the GT again – in the final of the Alpine Masters 2006.

Test athletes


archive

The test field.

Cumulus clouds hang like huge, white cotton balls in the baby blue sky as a soft contrast to the wildly jagged mountain peaks. All around, the cheeky Alpine choughs perform the finest flight acrobatics in the up and down winds. We too fly towards the sky, falling from incline to incline. Though "just" on earth, but highly dynamic. After all, athletes and super athletes are made to drive boldly, accelerate brutally and brake brutally.

And that in Italy, Germany, Japan and England with brand-typical concepts: V2, boxer, four- and three-cylinder. What they all have in common: As a technological spearhead, they combine lightweight construction with easy handling, high-tech brakes with fully adjustable chassis and non-slip tires with high steering precision. But in the mountains it is first of all to anticipate the flight path. More or less, enjoying the landscape becomes a foreign word. And to look far into turns is exhausting to impossible.

Master bike on the Ortler

Like on the Aprilia RSV 1000 R. Humble, upside down, arms down. The driver is fully integrated. And fully challenged. The not overhanded Aprilia requires physical effort, but you know what you’re working for. The noble one "Factory"-Version won the title "Master Bike 2006" as the fastest series-produced race track motorcycle (MOTORRAD 11/2006). The race genes hit through. The Italian draws her path with the precision of an arrow. That creates a high level of trust. As well as unpredictable inclination freedom and low set-up torque. The tightly tuned chassis works unshakably stable and with fascinating feedback.

The noble upside-down fork from Ohlins lets the front wheel slide over long bumps in the road, but is a bad seal shaker on furrowed crater stretches. When the radii get bigger and the quality of the asphalt gets better, the 1000 is in a hell of a mood. In contrast, in hairpin bends it prepares the associated torments. The 60-degree V2 falls into a deep torque hole under 3000 tours. At 25 km / h, magic is required on the murderous clutch. And the transition from first to second gear does not always succeed safely.

The fiery output is of little use at the top. Or the one-a-brake at the front, aggressive and yet easy to dose. The rear stopper is trampling, first tame, then poisonous. Annoying: The side stand leaves the 214 kilogram heavy RSV standing steeply at risk of falling over, the violently vibrating mirrors on short booms offer no consideration. If you want to blink when you turn around, the horn sounds: Unfortunately, Aprilia has switched the positions of the indicator and horn switches. No, the RSV belongs on race tracks.

Mountain sports in Bavarian

On the BMW R 1200 S, the handlebars are high and comfortably at hand, but the arms have to stretch far over the long tank. The comfortable chassis irons over potholes that it is a splendor. The Ohlins shock absorbers at the front and rear, which are subject to a surcharge, are extremely fine. The downside, however, is always some movement in the soft chassis. In really fast passages the S gauzes, kinks, needs more cushioning.

For BMW, 220 kilograms with a full tank mean radical lightweight construction. The sports boxer is far removed from the razor-sharp steering precision of the three real, lighter super sports cars. And it gives little feedback from the front wheel. The S is not always easy to keep on course, it looks for its own lines. Pretty handy, almost wobbly, the 1200er circles through the serpentines. Throttle impacts cause inclination impulses via reverse torque of the longitudinally laid crankshaft. The latest BMW drives best as ever: nice and round under
Last, in high gear.

Especially since the boxer is already firing out of the corners with a hell of a lot of flavor. The flat twin is forgiven for its undulating torque curve. Or the smooth-running, but unfeeling, doughy clutch. But not the annoying vibrations at medium speeds. Or the delayed throttle response. That makes it tricky at the apex of switchbacks. "Whoever brakes later is faster longer" – According to this flippant racer philosophy, the BMW should have an advantage because of its ABS. Just get in full, basta. Are you kidding me? Are you serious when you say that. Before turning 40 on the east side of the Stilfser Joch, abundant adrenaline suddenly circulates in the blood. On the smooth surface, the moderately adjustable front brake is open for so long that one often fears that one will drill straight into the wall. Somehow went well, but beautiful is different. Sister S does not have a brake booster, but regulates downhill over bumps sometimes irritating.

A humane super athlete

Is that possible? At Honda, yes. Harmonious and homogeneous. On the Fireblade you don’t have to stretch too much towards the handlebars, you sit much more moderately than on the Aprilia and Triumph. All components are perfectly matched to each other and to the driver. The clutch and transmission set new records. Just like the transparency that the chassis conveys for what is happening under you. A marvel of mechanical perfection and driving precision.

For a 1000 with around 170 hp, the Fireblade is downright sociable and easy to drive. The 205-kilo machine circles curves and bends precisely and neutrally. At most, a slight righting moment when reaching for the easily adjustable, superbly effective front brake can impair the choice of line. The coordination of the spring elements strikes the optimal balance between stability and firmness. Without being uncomfortable because of it. Would be unthinkable with a Honda.

The sleek four-cylinder shows itself above all doubt, has pressure without end. And in every situation. At least almost, because the long first and second gears put noticeable limits on the forward thrust out of the tight corners. But at the latest from medium speeds onwards, the fire blade storms forward with an unstoppable, but never malicious vehemence. Casual and thoughtful, just like the bearded vulture circles over us.

The lightness of being

Then the Triumph Daytona corresponds to a rock tern: light, slim, slim. And this sensual engine. This is not a screeching 600. It’s in a class of its own. The triple pushes much more confidently than the small four-cylinder. Despite the highest liter output of all 20 test machines, the Triumph increased its output wonderfully evenly, from 2000 to 12000 tours. In the second gear of the somewhat hooked gearbox, the 675 even slips the two 1000s. Accompanied by a dull three-cylinder sound. Wroom, wroom, wroom, it echoes back in the galleries and tunnels. It growls deeply from the airbox.

The landing gear was sensational. Overwhelmingly accurate, fantastically coordinated, extremely appealing. The Daytona can cope with asphalt rag carpets and other road construction hardships crisp and bone dry. Comfort? Sure – if the tar cover is good. Incredibly transparent, the Triumph stands out in the curves. Great feedback meets great traction. A dream. Or a nightmare? Because the super handy, 190 kilogram daytona reacts almost too directly to any kind of impulse. For example, easy repositioning, minimal changes to the throttle grip or the grip on the snappy brake.

All of this takes the overhanded 675 off the intended line in hairpin bends. In addition, there is the extremely sporty seating position. The handlebars struck low, the buttocks up, the head directly above the steering head. The overstretched wrists quickly pinch. Downhill the sheer agony. What a relief, when the speed is high enough that the airstream carries a little. Ultimately, the ultra-compact Daytona cannot ignore the Fireblade because of this uncompromising approach. A pity.

Test all-rounder

When roads become narrower, curve radii narrower and hairpin bends sharper, compact, light and handy machines have advantages. On short straights and bumpy, undulating asphalt, vigorous racing cars cannot exploit their potential. It swings up and down the mountains with only half as much power, with less stress, but no less enjoyable.


archive

Unobstructed view of the Alps

Ducati’s little monster 695 seems to have good prerequisites. The fully fueled machine, which weighs 189 kilograms with its air-cooled V-twin cylinder and 72 hp, is pure motorcycle. No voluminous paneling or bulky attachments obstruct the view. Unobstructed view of the road, edelweiss and the mountain panorama. The joy is greatest when you live on site. Because it is not only the missing cladding that protects against wind pressure that makes long journeys via motorways a strenuous undertaking. The sitting position on the Monster is also uncomfortable for long distances.

The low seat height may well accommodate little riders and save them from tipping over on sloping roads, but the body is stretched out over the tank and the wide superbike handlebars are not particularly well cranked. The monster is allowed to load 201 kilograms. Almost as much as an FJR 1300. But two people are tight on the small bench, and the ascetic bike has nothing to offer except for simple hooks for lashing luggage.

So it’s better to go solo with a toothbrush and credit card across the yoke. Nevertheless, the lightweight Ducati demands concentration. Their wobbly in tight turns often forces course corrections. In addition, clearly noticeable set-up moment screwed up a clean line selection. On the bumpy north ramp of the Stilfser Joch, cornering stability suffers from the stucco upside-down fork and the overall somewhat trampling suspension. The brake is to be assessed ambiguously: When cold, it has a dull effect, and its effectiveness increases significantly as the operating temperature rises.

The engine doesn’t make it easy to drive on switchbacks either. He goes hard on the gas, shows play in the drivetrain, and his hydraulic clutch is difficult to dose and grabs on top of that. When accelerating out of corners and with small intermediate sprints, the overall ratio of the monsters turns out to be too long. The two-cylinder looks tough and reluctantly revs up.

The king of turns

Yamaha‘s MT-03 is different. Your water-cooled single cylinder offers only 45 hp for mountain tours, but they are "Little horse" available immediately at any time. Clean throttle response, homogeneous power delivery paired with a short overall gear ratio, that is the recipe with which the MT-03 hurries from bend to bend or swings down serpentines. Their performance characteristics match such routes, the power output is sufficient. If, however, the straights get longer, the curves more extensive and the inclines steeper and even a passenger, luggage and thin air at high altitudes, the potential of the single is quickly exhausted.

On the other hand, Yamaha’s 194 kilogram mixture of street bike and supermoto with its powerful two-finger brake cannot get enough of tight bends, short straights and winding passages. Playful to use, agile and extremely handy, the MT-03 turns out to be a pure fun bike. Tight in the suspension set-up and very direct in the handling, it steers as snappy as a kart on two wheels. However, this peculiarity requires some steering correction, especially when bumps and their high pitching moment come into play in an inclined position. But the bumpier the route, the better the suspension elements compensate for such adversities. Even with a full crew, the MT-03 is easy to drive, although it is very cramped for two. And as with the Monster, there is no wind or weather protection in order to be well equipped for the journey into the alpine area. You should be able to beam yourself.

Comfortably to the destination

Or you can opt for the Kawasaki ER-6f. Because in addition to its 72 hp, lively twin, it has a full panel to catapult yourself effortlessly into the holiday destination. In addition, the slim, sporty looking Kawasaki offers a very comfortable place in the first as well as in the second row, with the driver sitting very upright. Which has advantages: Instead of staring at the road and having pain in the neck muscles, the ER driver gets more of the magnificent mountain landscape and is in top shape even after an extended day tour (range 378 kilometers with the lowest consumption of 4.1 liters).

To which a lot of other factors also contribute: for example the appealing, comfortably coordinated spring elements, which conjure up an acceptable travel route out of many a grueling jolting route. Or the very handy and at the same time track-stable chassis, which both masters hairpin bends with ease and also negotiates fast corners with good-naturedness. However, when driving quickly and with pronounced bumps, the shock absorber begins to pump and is completely overwhelmed with the pillion passenger and luggage. Just like the fork, which blocks when you brake hard downhill.

Speaking of brakes: You should treat yourself to the optional ABS for the ER-6f. It regulates late, but fine. The slightly poorer dosability compared to the standard brake system does not change the good effect. The engine of the 204 kilogram ER-6f also puts you in a good mood when you drive through the passes. The easy-revving twin pleases with a successful set-up, takes it easy on the gas and accelerates quite well from medium revs, without looking strained. The well-stepped six-speed gearbox does not have to be constantly used in order to move forward quickly or not to starve on the mountain.

More pressure on the mountain

Only the 85 hp BMW F 800 S offers more usable power and reserves in this selected quartet. In combination with the largest displacement, it moves best from low engine speeds, hangs smoothly on the accelerator, can be driven with lazy shifting and consumes hardly more than that economical ER-6f. Which gives her a tour-friendly range of 372 kilometers. Not nice to the ear, but little influencing the driving: the noisy gearshifts of the hooked transmission and the clacking of the drive train when the load changes.

The respect for the size of the F 800 S, its seat height and comparatively sporty, stretched seating position evaporates quickly on an Alpine tour. With its extremely balanced and neutral driving behavior, the BMW is easy and safe to control, so that trust is quickly built. The F 800 is not handy, neither in hairpin bends nor in alternating curves, but any curve radius can be driven with a clean line as if by itself. Whether smooth asphalt or undulating, eroded road surface, the F 800 steers precisely and nothing can be disturbed. The comfortably coordinated spring elements respond sensitively, the reserves are sufficient when fully loaded.

Only the relationship to the front brake remains ambiguous. Its operation takes getting used to because it can be dosed moderately. At first it hardly pulls, then it grabs snappy. In addition, the ABS regulates very early on downhill bumps, sometimes unsettling with surprising control processes. With its half-shell cladding, the F 800 is also suitable for driving. A comfortable seat for the pillion is mandatory at BMW, the payload is good. In this way, the F secured first place in the all-rounder category and was allowed to show in the final how it fares against the other motorcycle concepts.

The test track


archive

The distance.

As in 2005, the Stilfser Joch in South Tyrol is the linchpin of the MOTORRAD test lap at the Alpine Masters. The pass, which opened in 1825, is one of the highest, most difficult and most varied alpine roads. The 48 hairpin bends of the steeper east ramp made the pass, which leads to 2,758 meters above sea level, legendary. If you count all the curves, you get around 150 on the east side alone. Ideal terrain to test steering behavior and neutrality in an inclined position, the lush gradients challenge the engines. From the top of the pass, much better asphalt leads downwards and westwards in gentle curves. Soon the Umbrail Pass branches off towards Switzerland. Its sometimes bumpy asphalt feels ABS brakes and suspension elements on the tooth. On the following, stuck gravel surface, high steering precision and feedback are worth their weight in gold. In the towns of the Munstertal there are any load change reactions or constant travel jerks. Back in Italy, wide curved, well-developed roads dominate. There are wide and narrow curves and tricky chicanes between the town of Prato and the Hotel Tannenheim in Trafoi. Fast moving of the machines is required. This shows weaknesses in handling, lack of lean angle and righting moment when braking.

If you want to go up the Stilfser Joch again, please. But don’t forget: the road leads through the middle of the 134,000 hectare Stelvio National Park, with some of its very rare plant and animal species. The Ortler rises in it, the highest mountain in South Tyrol at 3,905 meters. This great nature demands respect. The Stilfser Joch is not a race track, we motorcyclists are just guests here. By the way: The toll plans discussed in 2005 will apparently be off the table by at least 2010.

The test crew

Norbert Kappes, 52, editor, likes light and classic motorcycles

Karsten Schwers, 34, tester, also comes to the Stilfser Joch by bike

Thomas Schmieder, 40, editor with a keen sense for flora and fauna

Gert Thole, 50, test manager, loves weird experiences of all kinds

Rainer Froberg, 43, professional laugher, pillion specialist and girl

Sven Loll, 33, tester, always gives everything ?? and usually more

Siegfried Guttner, 69, legendary MOTORRAD tester, far from retired

Pere Casas, 49, editor, former Spanish long-distance champion and Catalan

Zep Gori, 40, editor and photographer, knows God and the world in Italy

Leave a Reply

Your email address will not be published. Required fields are marked *