Table of contents

• Autumn trip with endurance test motorcycles The glory seven
• “The red sweep is a first-class emotional experience”
• BMW and Triumph pamper you with optional heated seating
• Suzi Carefree ’seating position is comfortable, as is typical for this class
• Suzuki V-Strom 1000 weighs only 229 kilograms
• BMW C 600 Sport: a great scooter with the right chassis
• Twin the Yamaha MT-07 hears and feels like a 90 degree V2 engine
• Pure driving pleasure characterizes the MT-07
• Mapping of the Yamaha MT-09 is a case in itself
• Which bike uses the most fuel??
• Triple of the Triumph Trophy SE a real bull
• ABS failure on the KTM 1190 Adventure
• BMW C 600 Sport
• Ducati 1199 Panigale
• KTM 1190 Adventure
• Suzuki V-Strom 1000
• Triumph Trophy SE
• Yamaha MT-07
• Yamaha MT-09
• Info & Travel tips
• Via Oberaudorf, Kossen in Tyrol and Reit im Winkl to Bad Reichenhall

Jahn

50 pictures

Map: MAIRDUMONT / Claudia Werel

1/50
South of the Danube, northeast of Lake Constance: The Allgau is a German picture book landscape!

Jahn

2/50
Gabriel Winter (49), photo driver, mechanic and bon vivant: “The fiery red Ducati is a great designed motorcycle with awesome charisma that actually belongs on the racetrack or the motorway”.

Jahn

3/50
The underfloor exhaust blows a lot of sound pressure into the open: puddles and eardrums tremble at the sound.

Jahn

4/50
Appropriately deep handlebars and flashing lights in the unsuitable mirrors.

Jahn

5/50
Knowing how: Two well-laid tensioning straps secure a 100 percent waterproof Ortlieb bag securely on the back seat.

Jahn

6/50
Start of the endurance test of the Ducati 1199 Panigale: on July 27, 2013. Mileage on October 25, 2014: 23,127.

Jahn

7/50
Small streets, great fun: on the paths of tips from MOTORRAD veteran Werner “Mini” Koch. In June 2015 he will take you on a guided tour to his “little world” at the Allgau lakes.

Jahn

8/50
Pure enjoyment: colorful experiences with seven completely different machines in the golden autumn.

Jahn

9/50
Trick for socias: a little inflated neck pillow makes them suitable for touring. After all: the footrests are lower than on the MT-09!

Jahn

10/50
The comfortable driver’s seat meets a narrow seat bun.

Jahn

11/50
A curse and a blessing: little riders will love the lightweight and compact Yamaha MT-07. But for long contemporaries, the handlebars come too close, they feel constrained.

Jahn

12/50
Start of the endurance test of the Yamaha MT-07 on May 25, 2013. Mileage on October 25, 2014: 13,769.

Jahn

13/50
Georg Jelicic (47), top test driver at MOTORRAD: “A top touring motorcycle is the Trophy, with an elastic engine. Pushing and maneuvering the mighty motorcycle are borderline “.

Jahn

14/50
Low mirrors show a lot of the hand, but little of the traffic behind.

Jahn

15/50
Quite tight-fitting (99 centimeters wide), elastically connected suitcases.

Jahn

16/50
Giovanni Presti (25), ex-intern, permanent Italian: “The lively little Yamaha MT-07 proves that you can have a lot of driving fun on winding roads in the mountains even for little money. Bravissimo! “

Jahn

17/50
Start of the endurance test of the Yamaha MT-09 on October 21, 2013. Mileage on October 25, 2014: 25,416.

Jahn

18/50
Light and shadow: the higher upholstered bench of the “Street Rally” version offers more comfort and freedom of movement. Without a seat recess, however, there is no lumbar support either.

Jahn

19/50
Refuel nicely: get cheaper fuel in Austria.

Jahn

20/50
Search for the defect in the front (loose steering head nut).

Jahn

21/50
Start / kill switch in one, important button for the three mappings.

Jahn

22/50
Sebastian Schmidt (34), photo / transport driver, family man: “The powerful engine of the Yamaha MT-09 in combination with a breathtaking autumn landscape – it’s like Rocky Mountains at home”.

Blacksmith

23/50
Great show: National Park Center House of the Mountains in Berchtesgaden.

Blacksmith

24/50
Rustic, with its own beer garden: “Hotel Brennerbascht”.

Jahn

25/50
The toll road Rossfeld panorama road offers great views.

Jahn

26/50
A huge hole punches the broad front into the atmosphere. The huge, electrically adjustable touring windshield protects the driver extremely: the best wind protection of all series motorcycles!

Jahn

27/50
Endurance test of the Triumph Trophy SE started on February 28, 2013. Mileage on October 25, 2014: 48,976.

Jahn

28/50
Like here at Bad Hindelang: It is always amazing how well completely different motorcycle and scooter concepts combine to create a harmonious whole on tour. Despite all individual strengths and weaknesses.

Jahn

29/50
Endurance test of the KTM 1190 Adventure started on July 26, 2013. Mileage on October 25, 2014: 39,270.

Jahn

30/50
Smart: The MRA X-Creen Touring attachment on the standard screen is adjustable in height and inclination. However, very difficult to use.

Jahn

31/50
After heavy rain overnight, traction control, ABS and speedometer got out. Cause: water ingress / corrosion in the left handlebar fitting.

Jahn

32/50
The sturdy Touratech cases are incredibly wide: a fat 1.10 meters!

Jahn

33/50
The Allgau Brown Swiss cattle, which weigh between 550 and 750 kilograms, are particularly resilient …

Jahn

34/50
… Also applies to the KTM 1190 Adventure weighing 255 kilograms with Touratech cases.

Morbitzer

35/50
Timo Morbitzer (25), temporary assistant, student “Bachelor of Business Administration”: “The athlete among the travel enduros is an ideal driving machine for a brisk pace, even on a long alpine tour”.

Jahn

36/50
Picture book colors: a real discovery for those who have never been there – the picturesque Plansee, right behind the German-Austrian border near Reutte in Tyrol. Stopping is fun!

Jahn

37/50
Endurance test of the Suzuki V-Strom 1000 started on May 16, 2014. Mileage on October 25, 2014: 16,649.

Jahn

38/50
Full touring regalia: the height-adjustable disc, which can be adjusted in three ways by hand, generates loud, annoying roaring turbulence when sitting giants.

Jahn

39/50
Easy to use, very sturdy aluminum cases from Hepco & Becker build a full 1.09 meters wide.

Jahn

40/50
Main stand from Suzuki’s expensive range of accessories.

Jahn

41/50
Thomas Schmieder (47), nature lover and test editor: “The Suzuki V-Strom 1000 carries you comfortably anywhere. The only thing missing is the kick of driving. Feels almost like a VW Golf with two wheels “.

Jahn

42/50
There’s never been a blacksmith digging! In their off-road-
The V-Strom cannot keep up with the capabilities of the dump truck.

Jahn

43/50
Colors like in the Rocky Mountains and little traffic in autumn: Why wander into the distance when the good is so close?

Jahn

44/50
German-Italian dialogue in Kochel am See.

Jahn

45/50
Picture-perfect Bavaria: BMW 635 CSi from 1978 with C 600 Sport from 2013 in front of the baroque church (18th century).

Jahn

46/50
Endurance test of the BMW C 600 Sport started on May 13, 2013. Mileage on October 25, 2014: 29,417.

Jahn

47/50
Variable: The large disc is mechanically divided into three by means of knurled screws
Adjustable heights.

Jahn

48/50
The helmet compartment under the folding seat swallows the luggage. And including an extendable bellows over the rear wheel, even two full-face helmets when strolling through town.

Jahn

49/50
Small wheels, directly hinged strut, single-sided swing arm and knobbly muffler.

Jahn

50/50
Sven Loll (41), model, stunt and photo driver at MOTORRAD: “The C 600 is probably the most convenient praline in the world. In addition, the variable possibilities to position his legs stamp him “.

motorcycles

Autumn trip 2014 with the endurance test motorcycles

Autumn trip with endurance test motorcycles
The glory seven

With the BMW C 600 Sport, Ducati 1199 Panigale, KTM 1190 Adventure, Suzuki V-Strom 1000, Triumph Trophy SE, Yamaha MT-07 and Yamaha MT-09, the 2014 autumn race of the MOTORRAD long-term testers was very diverse.

Thomas Schmieder

11/06/2014

Stupid if you are planning an autumn trip with the endurance test motorcycles and the weather report predicts rain for all directions. The rescue? Stop just at the northern edge of the Alps, where the foehn blows away all the clouds. Until the rain comes!

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The glory seven

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Werner always knew: “Go to the Allgau, you can do anything there.” The MOTORRAD veteran “Mini” Koch is a big fan and connoisseur of this region: “Your hat will fly away!” And what can one say? The man is right. After bumpy traffic on the A 8 and A 7 with lots of construction sites and drowsy left-hand drivers, we are now in a different world. Where fox and rabbit say good night, happy Allgau cows graze, ruminate in the pastures. Milk under fur instead of in a box. In the small villages, chickens, ducks, geese, sheep and donkeys are also allowed outside. We enjoy the distant view, wonderful views of the Alps.

Our senses go on a journey. Splendid! Our long-term testers represent an exciting machine septet: Sven sits comfortably on the BMW C 600 maxi scooter, Gabriel, the Badische Brosel, drives the fiery red, lightning-fast Ducati 1199 Panigale. Timo is the longest and youngest passenger of the fiery KTM 1190 Adventure the spurs. Georg enjoys the sheltered tour on the Triumph Trophy SE, equipped with everything. Giovanni, our Italian, moves the wiry one Yamaha MT-07. His girlfriend Isabella cuddles up in the back seat of the smallest motorcycle. Sebastian, man for all cases, drives the Yamaha MT-09 with a great three-cylinder engine. And I myself lead the Suzuki V-Strom 1000 travel enduro out into the distance.

“The red sweep is a first-class emotional experience”

Arrived! On small and tiny, winding roads and streets. Not exactly the ancestral territory for them Ducati 1199 Panigale. Tempo 60 and third gear, because it simply cannot develop its potential. Your fantastic aiming accuracy, this laser-like precision on wheels, this sporty, stoic, telepathic finding the right line in long radii – none of this just unfolds in the bends in Bad Hindelang. Not even the engine that is so dramatically powerful at the top.

After a splendid increase in performance between 3,000 and 4,000 tours, the torque drops more dramatically than downhill at the Oberjoch Pass. From 6500 rpm the 90-degree V2 knows the Ducati 1199 Panigale then no more stopping, the mighty 112 pistons maltreat the crankshaft so much that one could get pity. Holla, the forest fairy! It feels like being shot down from a catapult. “Circus Panigalli”, jokes photographer Markus, “Panigeile”, Sven concludes. It’s just useless here. The long gear ratio is made for race tracks. The first gear goes up to 125 km / h. And at 140 in the sixth, the ultra-short stroke pushes together with the Yamaha MT-07 least power on the rear wheel, a manageable 60 hp.

Jahn

Appropriately deep handlebar stubs and flashing lights in the unsuitable mirrors of the Ducati 1199 Panigale.

The Ducati only works at speeds where driver’s licenses take off 1199 Panigale right mood. Too late for country roads. From 120 km / h the wind begins to carry the upper body with it; underneath there is a lot of weight on the wrists. “If it is too strong, you are too weak,” says Gabriel. Its slim silhouette, its sensuality, its sex appeal inspire the Baden resident: “The red sweeper is a first-class emotional experience. It makes the heart warm and the crotch hot. ”Complaints about the heat radiation from the manifold of the rear cylinder run like a red thread through the logbook:“ There is double fire under your bum! ”Welcome in autumn, too much of a good thing on hot summer days . The Panigale polarizes. “A great motorcycle,” thinks Timo, who drives a private racetrack himself, “but too extreme for these roads.” From Martinszell via Widdum to Ottacker and so on. Mini’s tour tips (thanks for that!) Are something like this: “Turn right shortly after the chestnut in the beer garden.”

At some point we can no longer find the recommended villages and white streets on the general map one in 200,000. It doesn’t matter, it’s beautiful everywhere here. Indian Summer in the Allgau, the trees shine in all colors! Large scooters are popular in Rome, Paris and Barcelona as well-motorized, everyday powerful all-weather vehicles. But the BMW C 600 Sport also shines on this terrain, out in the wilderness. You have to get used to it: THE BMW, and yet not a car. Just a little: BMW is also using the same 650 in-line two-cylinder engine as a range extender in the i3 hybrid car. The twin is built by the Taiwanese scooter giant Kymco. It develops 60 hp, of which the variator plus final drive only leaves 45 hp on the rear wheel. Nevertheless, the scooter was not lame on the way to the motorway. Only at around 180 does the twin stutter into the rev limiter. Okay, all six other endurance test machines were faster or much faster, but the lack of wind protection on both undisguised Yamahas (despite impeccable directional stability) and annoying elephant races between trucks kept the scooter catching up.

Naked bike

Ducati 1199 Panigale and KTM 1290 Super Duke R in the test

Impressively strong twins in comparison

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Motorsport

IDM Supersport 600 (2018)

The starting field is filling up

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BMW and Triumph pamper you with optional heated seating

The BMW C 600 Sport runs remarkably well in a straight line. Great: the windbreak behind the jerk, straight to the highest of three steps raised window. A good motorhome, this C 600. Sven drove at high speeds with an open visor. Only the square sail shields a touring windshield of the Triumph Trophy SE even better. A convertible on two wheels. “I connected my MP3 player and had a lot of fun with good music,” says Georg happily. The standards just shift on such a top tourer. BMW and Triumph also spoil you with optional heated seating: electrically adjustable in two stages, separate for driver and pillion, not as heat waste as with the Ducati 1199 Panigale. Compared to the two travel enduros, the Triumph scores with better straight-line stability and a narrower rear in traffic jams. Where the trophy fits in front, there is no problem in the back. That is at KTM 1190 Adventure and Suzuki V-Strom 1000 not so, they mutate with accessory cases to 1.10 meter wide gigantic stunts. And the commuting (“wobbling like a lamb’s tail”) of the 1190 adventure, which is hung with suitcases, which is much criticized in the logbook?

Is with correctly adjusted steering head bearings and new tires, so far only the Continental Trail Attack 2 has been released, not so dramatic. At 200 it starts to stir, at 220 it gets uncomfortable. Touratech recommends only 130 km / h anyway. Just like Hepco & Becker for his even more practical top loader “Explorer 40” on the Suzuki V-Strom 1000. When fully loaded, it only gains momentum beyond 180 and then sometimes picks up suggestions as a tendency to stir. Smart Suzuki detail: the incline of the disc can be adjusted three times by simply pushing it. However, their height can only be varied with a tool. Long drivers are plagued by Suzuki’s touring windshield with loud roaring turbulence on their helmets. “Was that really Suzuki in the wind tunnel?”, Timo asked after the motorway stage. Well, the windshield is definitely good for little people. Above all, when placed right at the front, it drives quite quietly, with a well-tolerable suction.

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Jahn

Endurance test of the BMW C 600 Sport started on May 13, 2013. Mileage on October 25, 2014: 29,417.

The small attachment on the high KTM disc can be varied in height and incline. Smaller drivers are best placed at the bottom for a clear view. Yes, the KTM 1190 Adventure can travel and the Autobahn, well even. But in her element she is on a smaller scale. This is where it really plays the trump card of its powerful 150 hp engine, which only slips through the rev range: it runs smoothly from 3000, really around 4000, lively from 5000, fiery from 6000. Revving creates joie de vivre. The 75-degree V2 hammered wildly from the airbox. At the top, the vibrations get tough.

What you hardly notice on tour with the many gas and gear changes. The clutch, gearshift and powerful brake (with exclusive cornering ABS!) Can be operated smoothly. Even after almost 40,000 kilometers, the KTM 1190 Adventure still looks as fresh as on the first day. Because it’s going home? If you want to make the most of your sporting potential, you shouldn’t be in sixth gear before 4000 tours, which corresponds to 100 km / h. From then on, the torque never falls below 100 Newton meters. Together with the great handling, the lively drive turns the Adventure into a real speed enduro. One-to-one, the 1190 does what it’s supposed to do, creating trust when scanning new territory in the Tannheimer Tal and on the Tyrolean Lech. The easy-to-swallow, electronically adjustable chassis smooths out any frost breakouts. Unpaved sections (in the foothills of the Alps there is always something to be renewed on the roads) are pure pleasure. That turns on!

Suzi Carefree ’seating position is comfortable, as is typical for this class

However, the Touratech seat, which is 88 centimeters high, even if it is lowered, wants to be climbed first. A north face of the Eiger on wheels. A real challenge for little riders, they have to balance on tiptoe. KTM builds in a real rally feeling even when the car is stationary. Adventure just. We are currently not driving through the desert or wildest off-road passages, but only in a convoy through the Allgau. As an animal, the KTM 1190 Adventure would be a spirited Arabian stallion. Long-legged and impetuous. The Suzuki V-Strom 1000 is completely different. It is more of a cold blood, a workhorse: friendly, robust, resilient. The 90-degree V2 shines between 3000 and 6000 with a powerful, powerful center. The fact that it turns up pretty tough beyond the 7000 doesn’t matter on tour.

The not exactly super-fiery response to gas commands also fits in here. The 1037 cubic engine of the Suzuki V-Strom 1000 is just a cozy and powerful buddy. When idling, the V2 spoils you with a dull, full thump, thunders nice and quiet and yet sonorous like a ship’s diesel, bobb, bobb, bobb. When driving, however, there is a slightly cool-looking whimper from the drive train. “That’s not enough ups and downs for me,” says the emotionally charged Gabriel. Sparkling wine or seltzer. Noticeable: sometimes the throttle response remains poor for a short time after a cold start in the endurance test specimen, up to the point where the V-Zwos dies while rolling with the clutch pulled. It is hydraulically operated and only engages in the last millimeters when it is “let in”, which makes fine metering difficult when starting up. Suzuki’s first traction control on a production motorcycle works effectively, clearly distinguishable in two stages. It can be completely switched off for off-road operation.

Enduro

Suzuki V-Strom 1000 in the driving report

Low weight, powerful torque, easy drivability

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Enduro

Suzuki V-Strom 1000 in the top test

Long range, high payload, low weight

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Jahn

The footpegs of the Suzuki V-Strom 1000 are positioned a little way forward.

Suzi Carefree ’seating position is typical of the class, comfortable, but somewhat inactive, passive. Although the cheap-looking, quite thin tubular steel handlebars are well at hand, it is almost too much for the driver. The footpegs are positioned a little way forward. When you put your feet down, they are in the way of your lower legs. When driving, dynamic support and weight transfer towards the front are rather nonsense. The intimate contact with the machine, the active motorcycling experience, falls by the wayside a little. That doesn’t really kick. The one-piece bench is perfectly suitable for long journeys. Here, two-meter giants and 1.70-meter-short people sit equally comfortably; The pillion is also fine. But with two people and luggage, the all-rounder Suzuki V-Strom 1000 drives pretty rear-heavy. Full pre-tensioning of the shock absorber is advisable. It’s very easy with the rotary knob.

Georg, our top tester, quickly opened the adjusting screws for both compression and compression on the fork halfway after the pee break. Well-damped from the start, it now speaks more sensitively, processes quickly successive impulses better, copes with shocks more confidently. This reduces the minimal tendency to stuck, for example on coarse cobblestones. Correctly adjusted, the chassis smoothly irons all kinds of asphalt warps at country road speeds. Feedback and comfort fit. This is how you want to drive endlessly.

Suzuki V-Strom 1000 weighs only 229 kilograms

Suzuki is proud of the Suzuki V-Strom 1000’s weight of just 229 kilograms. The bare one, mind you, because in full touring regalia it’s a full 260 kilograms. “Maybe we should unscrew the heavy tank protection bar again,” says Georg. In turns, the V-Strom reveals good handling with less steering precision. Well, Bridgestone Battlewing aren’t the best tires. But the 1000 series wears standard sizes without tire binding, so the remaining 33,300 of the total of 50,000 kilometers still offer room for alternatives. Ultimately, the Suzuki 1000 does not set any records, but it is never annoying. A motorcycle that just drives, leaves the driver alone.

We continue through dreamy places, along houses with wooden shingles. Here the exorbitantly loud V2 staccato of stationary and driving noise of the Ducati 1199 Panigale seems out of place. The “Lady in Red” (Gabriel) blows “Sound for a whole paddock” (Timo) amidst tranquility and beauty. Break at the Niedersonthofener See. Grab food. Enjoy the warm hair dryer that blows down from the Alps. In the middle of October, the warming sun tickles our faces. The temperature displays indicate 17 to 23 ° C, depending on the cockpit. If this is so imprecise, what do you need a thermometer for? Just get out of your thick clothes. Three older Bavarian BMW drivers join them. They have aged boxers and K models. They happily order “UFOs”, unidentified, meat-like objects (meaning meatballs). “Three men on the mountain, their women in the valley,” rhymes one of the three, “freedom above, torment below.” Well, if that’s the case, then to brothers, to freedom! A rain front comes from the southwest, so further to the east. Getting used to with the BMW C 600 Sport: To start off, the centrifugal clutch first needs a higher speed before it engages.

BMW C 600 Sport: a great scooter with the right chassis

Still: the BMW C 600 Sport is a great scooter with a real chassis. The blue vehicle shows how confident a scooter can be. Active and fast driving. He processes patch tar in an exemplary manner for a vehicle with 15-inch wheels. Upside-down fork and directly hinged strut on the single-sided swing arm do a good job. Well balanced, thanks to the two-cylinder, which is installed far forward and inclined by 70 degrees, the scooter really lives up to the BMW motto of driving pleasure. He wags very loosely through the curves, cheekily wiping around every radius.

The BMW C 600 Sport is pretty heavy: a full 252 kilograms. And pretty expensive: 13,370 euros including all extras. “And its plastic parts look limp,” says Sven. You can get both Yamahas together for only around 1000 euros more! Which says a lot about the market opportunities of the BMW and the low prices of Yamaha MT-07 and Yamaha MT-09. Now the Japanese sisters, which are only similar at first glance, show what great engines they have: a powerful, lively, not too small two-cylinder and a grandiose, medium-sized three-cylinder. On the way to the Austrian exclave Jungholz with its picturesque landscape, the MT-07 deserves the right of way.

Twin the Yamaha MT-07 hears and feels like a 90 degree V2 engine

With the 700 series, Yamaha is expanding its “Masters of Torque” range downwards for multi-cylinders. The neat twin digs 75 hp and a full 70 Newton meters from 690 cubic meters. Ideal for the country road! The engine only has to drive 184 kilograms of motorcycle mass. And it is definitely not sluggish here. A 270 degree crank pin offset of the crankshaft deliberately makes the firing order uneven: The Twin of the Yamaha MT-07 hears and feels like a 90-degree V2 engine. It is there straight away, starts to work quietly, starts to accelerate wonderfully smoothly and easily dosed from 2000 revs.

The twin climbs the speed ladder without jerking, without swallowing, the increase in performance only ebbs after almost 9,000 tours. A really wide speed range of 7000 revs, in which the engine delivers “smooth, powerful punch” (Giovanni). Shift-lazy the Twin can be driven, shows a performance that does not overwhelm beginners and climbers, but also never bores veteran two-wheelers. It couldn’t be better. This also applies to driving behavior. Cheeky and daring, the Yamaha MT-07 as a country road tiller cuts into the tightest, most confusing bends.

Naked bike

Yamaha MT-07 in the top test

Great

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Jahn

The comfortable driver’s seat of the Yamaha MT-07 meets a narrow seat bun.

Wonderfully round and homogeneous, it circles around and is very easy to drive. Great! One would swear that a wide 180 cannot rotate here. But it is the same rim as on the big sister Yamaha MT-09. The three-cylinder model is just eight kilograms heavier and also a highly agile motorcycle. But the two-cylinder sister, the Yamaha MT-07, drives even more nimbly.

The chassis of the sevens is simple but extremely effective; cheap and good with the only conventional fork of the long-term test septet. Great balance meets reliable feedback. “Almost perfect for everyday life,” says Giovanni. The suspension works comfortably, almost gently, and fishes out a lot. Not bad if the rather weak damping still reports that something was there after driving over bumps. It’s not a mistake if the motorcycle warns you on bad slopes that you are overdoing it. Yes, the little Yamsel gets restless, sometimes twitches the handlebars. Damper adjusters are missing. So what? This balanced character is forgiven. Especially since the adjustment ring for lifting the spring base on the shock absorber is easily accessible on the Yamaha MT-07, but not on the Neuner. Even the passenger pegs are lower, more knee-angle friendly than on the Yamaha MT-09.

Pure driving pleasure characterizes the MT-07

That’s why Giovanni and Isabella cuddle on the smaller Yamaha. However, the pillion bun is pretty hard in the long run. A neck pillow under the dainty buttocks can help. Pure driving pleasure defines the character of the Yamaha MT-07. Steering behavior, handling, accelerating, braking: everything is effortless, effortless, playfully easy. For around 6,000 euros, the smart, fluffy bike offers a lot of driving and savings fun. Easy going while our septet screws its way up and down the mountains. In front of us, steep cliffs rise into the sky, speckled with larches and mountain pines. Wrooaap, wrooaap, the Yamaha MT-09 beguiles with a great triple sound. Not intrusive, well subdued, and yet it raises the hair on the back of the neck.

How the three-cylinder works is simply a stunner. In terms of power delivery, this is one of the best country road engines in the entire motorcycle world! 847 cubic meters, three cylinders, weight well under 200 kilograms and 115 hp are really a great combination. Power, torque and revving – everything is just right here. This famous triplet always has the right answer at any speed. Below, middle, above, the engine is always there. No matter which number is emblazoned in the gear display. The Yamaha MT-07 was able to keep up well up to the 6000 mark. But the big sister doesn’t shake the annoying baby boy from me, nothing from you. As if the Yamaha MT-09 wanted to say “Now it’s good too”, it storms up and away on the intermediate straights.

Mapping of the Yamaha MT-09 is a case in itself

The three mappings of the Yamaha MT-09 are a case in themselves. There are three driving modes to choose from: Standard (set after every engine start), A and B. In standard mode, the Yamaha accelerates extremely sensitively, ultra-directly, with a lot of play in the drive train. The three-of-a-kind jumps forward even more harshly in A mode. A small manhole cover is enough in one of the Upper Bavarian cities, the right hand twitches imperceptibly, and the MT-09 marches forward rapidly. During the transition from the rolling phase to taking the load again at the apex of the curve, the line haggles smoothly. And there are many hairpin bends here. No, “it’s not fun like that,” says Sebastian.

He prefers to switch to B mode at the right end of the handlebar. It lets the engine accelerate much smoother and more user-friendly. Relaxation at last. Nevertheless, Sebastian cannot enjoy the grandiose landscape for long. He raises his arm, pulls over to the right. “Something’s wrong, the Yamaha MT-09 drives very strangely.” The front wheel folds in at every bend, you can’t find a line. There are also clicking noises from the front. Troubleshooting, the troops are really busy. Wheel bearing? Steering head bearing? Nearly. Its central nut is loose and will be tightened again in the next village.

Naked bike

Ducati Monster 821 and Yamaha MT-09 in comparison test

Racy Italian versus reserved Japanese

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Naked bike

Yamaha MT-09 in the top test

Queuing for the fleet manager

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Jahn

Yamaha MT-09 looks a little worn out after half the endurance test distance (25,000 kilometers).

Only now can the 850 unfold its full potential undisturbed. The comfort-oriented fork literally soaks up mogul slopes without diluting the feedback. However, the reserves run out early: the soft fork uses up its spring travel early, even with full preload. If you let it fly, the comfort-oriented set-up will sooner or later reach its limits. At the rear, a fully adjustable spring strut from Wilbers establishes contact with the road. It keeps the hindquarters on track, does not buckle when accelerating. It should only respond more smoothly to nasty road humps. Still, the Yamaha MT-09 somehow looks a little worn out after half the endurance test distance (25,000 kilometers). Dewy test specimens drive more confidently, dump less.

A great curve finder, the Yamaha MT-09, especially on the superb Michelin Pilot Road 4. It’s just stupid that the small, younger (and less consumed?) Sister Yamaha MT-07 can do it even better: Even more handy and more precise on the sporty one Conti Road Attack 2 she dances circles around cow dung and rubble on the street. And remains more neutral. On the MT-09 the seating position looks a bit supermoto-like, behind the towering tank like handlebars. The retrofit seat of the “Street Rallye” version goes well with this. On short and medium-haul routes, the arrangement fits short and long, thick and thin. Long haul is more difficult. On top of that, passengers on the MT-09 suffer from the first minute: One passenger looks completely out of place.

Which bike uses the most fuel??

Both Yamahas are quite economical, the twin even more so than the triple, but the warning lights of the small 14-liter tanks drift to the fuel bunker quite early. No problem, BMW C 600 Sport like Ducati 1199 Panigale don’t get much further either. As diverse as the thirst for gasoline at the bar in the evening, the respective gasoline consumption on a joint tour with many turning maneuvers for photos: the Yamaha MT-07 gets by with 4.3 liters, the Yamaha MT-09 and scooter each take 5.4 liters , the fat Triumph Trophy SE only 5.5 and the Suzuki V-Strom 1000 and KTM 1190 Adventure 5.8 and 6.3 liters. Thirsty: the Ducati with just seven liters.

The waters of the Plansee ripple in turquoise green, while the Haldensee, which is gently embedded in the mountains, shines crystal clear. Take a deep breath. It doesn’t always have to be Lake Garda. Practical: the parking brake of the BMW C 600 Sport, which is activated automatically with the side stand. Those who switch from the Ducati 1199 Panigale to the Triumph Trophy SE feel as if they were boarding the Queen Mary II after a racing boat. Except that when maneuvering in the harbor, pardon: park out, no tug is pulled with the 317 kilo luxury liner. Once on the move, the Triumph plows very nimbly through the asphalt waves. The touring steamer pulls its course with astonishingly light footedness and precision. At least with new tires, the Trophy drives really well.

Triple of the Triumph Trophy SE a real bull

That only changes when the tires are worn out, the high weight of the front tires in particular soon becomes a problem. But today the gums are fresh. The plush seats in the front and back pamper the crew, accompanied by the on-board entertainment program. The three-cylinder with little load change always delivers the highest torque from idling up to 8000 tours. It doesn’t have that much more displacement than the Ducati 1199 Panigale and KTM 1190 Adventure. A real bull, the triple of the Triumph Trophy SE. Always pulls! Only high weight and long translation nibble on the beefy power output.

We’ll reach Kochel am See safely. The picture-book landscape all around was a source of inspiration not only for painters. Motorcyclists appreciate the route to the Kesselberg. Attention: It applies to the sudden braking maneuver of an inattentive driver in front of a cafe! The brakes of the Triumph Trophy SE are anchored together, and stepping on the pedal also activates two brake pistons at the front. The effect and transparency of the Brembo monoblocks on the Ducati 1199 Panigale are unmatched. The KTM 1190 Adventure, Suzuki V-Strom 1000, Yamaha MT-07 and Yamaha MT-09 brake discreetly well and powerfully. The BMW C 600 Sport needs a lot of hand strength. Its left lever, the one for the rear brake, is only gnarled and the ABS intervenes early to regulate it. Gone well again.

ABS failure on the KTM 1190 Adventure

This applies even more to the next day: after the rain at night the sun is smiling again (it can stay that way), but with the KTM 1190 Adventure, the Sudelfeld ABS and the traction control coupled with the driving modes fail in the middle of driving. There has to be water in there somewhere, of all things with an enduro. At some point it’s going again (dry?), But after the autumn drive a new left handlebar fitting will be required.

We are finally reaching the extreme south-east of the republic. Common ravens circling over our heads, pine jays sit in the treetops. The Berchtesgaden National Park is a fulfillment for nature lovers, the toll road Rossfeldstrabe for motorcyclists. Curves, hairpin bends and backdrops, fantastic views. You just can’t get enough of it. The summit of the Watzmann waves to us majestically. This is the right place for those who enjoy life. In one of the most beautiful landscapes in Germany, on seven machines, each of which pleases in its own special way. Thank you hair dryer!

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BMW C 600 Sport

Jahn

BMW C 600 Sport.

This is Bavaria’s first scooter since the C1, which only became a cult mobile posthumously. But the BMW C 600 Sport is not fueled by a blaring little single, but by a powerful 650 twin-cylinder from Kymco in Taiwan. Also blaring, but with almost 45 HP on the rear wheel between 50 and 175 km / h, there is a lot of pressure. BMW also uses this engine, supplied by one of the largest scooter manufacturers in the world, to extend the range in the i3 hybrid car; Final assembly of the scooter is in Berlin.

And the reliability? It’s always an issue at BMW. Here too. After 4146 kilometers a new centrifugal clutch had to be found. After 12,514 kilometers there were new seals for the variomatic shaft (transmission input) and clutch shaft (transmission output), a completely new clutch and a new vario belt. After product recalls, the timing chain tensioner and side stand switch were replaced. Maintenance intervals for the BMW C 600 Sport: every 10,000 km.

Technical data BMW C 600 Sport: Water-cooled two-cylinder four-stroke in-line engine, stepless automatic belt, O-ring chain, bore x stroke 79.0 x 66.0 mm, 647 cm³, 44.0 kW (60 PS) at 7500 / min, 66 Nm at 6000 / min, tubular steel frame, upside-down fork, aluminum single-sided swing arm, central spring strut, double disc brake at the front, disc brake at the rear, ABS, tires 120/70 R 15 and 160/60 R 15, wheelbase 1591 mm, spring travel f / h 115 / 115 mm, seat height 810 mm, weight 252 kg, tank capacity 16.0 liters, price including ancillary costs 13,370 euros (including special equipment).

All articles about the BMW C 600 Sport

Ducati 1199 Panigale

Jahn

Ducati 1199 Panigale.

The strongest (large) series two-cylinder in the world makes you sit up and take notice. Because of 195 hp rated power, very loud exhaust sounds and brutal power use from 6500 rpm. Nevertheless, the passage in sixth gear from 60 to 100 is in 3.3
Seconds great, just like with the BMW C 600 and Yamaha MT-09. The design language and technical detail solutions such as monocoque and the rear frame attached directly to the rear cylinder can inspire. So far, the reliability of the Ducati 1199 Panigale has not been bad (including electrics!).

The rear valve cover gasket of the Ducati 1199 Panigale was leaking, a stuck exhaust flap caused the engine to run unevenly. Steering damper and strut were renewed under guarantee. Service is only due every 12,000 kilometers. In cool, damp weather, the Bridgestone S 20 Evo (rear than 200s!) Works much better than the standard Pirelli Diablo Supercorsa SP tires. Even if Ducati does not require tire binding, Bridgestone provides a clearance afterwards.

Technical data Ducati 1199 Panigale: Water-cooled two-cylinder four-stroke 90-degree V-engine, six-speed gearbox, O-ring chain, bore x stroke 112.0 x 60.8 mm, 1198 cm³, 143.0 kW (195 PS) at 10,750 / min, 132 Nm at 9000 rpm, aluminum monocoque, upside-down fork, aluminum single-sided swing arm, central spring strut, double disc brake at the front, disc brake at the rear, traction control, ABS, tires: 120/70 ZR 17 and 200/55 ZR 17, wheelbase 1437 mm, Suspension travel front / rear 120/130 mm, seat height 825 mm, weight with a full tank 197 kg, tank 17.0 liters, price including ancillary costs 20,295 euros

KTM 1190 Adventure

Jahn

KTM 1190 Adventure.

The KTM 1190 Adventure, winner of the 2014 Alpine Masters, is a 150 hp V2 travel enduro that runs 250 (without commuting, just without luggage) and uses extreme electronics: “Networked mappings” for power output / traction control, electronically adjustable suspension elements, highly informative On-board computer and a cornering ABS, which enables safe full braking even at 40 degrees incline.

However, the handlebar fittings were not waterproof for the autumn trip. So far, other defects have only plagued the torn manifold of the rear cylinder, the clutch sensor in the hand lever and a broken horn cable. All cases for the three-year guarantee. Together, two inspections (15,000 maintenance intervals) cost 911 euros. So far there has only been one pair of tires for the KTM 1190 Adventure, Contis Trail Attack 2.

Technical data KTM 1190 Adventure: Water-cooled two-cylinder four-stroke 75-degree V-engine, six-speed gearbox, X-ring chain, bore x stroke 105.0 x 69.0 mm, 1195 cm³, 110.0 kW (150 PS) at 9500 / min, 125 Nm at 7500 rpm, tubular steel frame, load-bearing engine, upside-down fork, two-arm swing arm made of aluminum, central spring strut, double disc brake at the front, disc brake at the rear, traction control, ABS, tires 120/70 ZR 19 and 170/60 ZR 17, wheelbase 1560 mm, spring travel front / rear 190/190 mm, weight with a full tank 238 kg, tank capacity 23.0 liters, price including ancillary costs 14,245 euros.

Suzuki V-Strom 1000

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Suzuki V-Strom 1000.

The midsize travel enduro Suzuki V-Strom 1000 weighs only 229 kilograms without extras. But factory accessories (main stand, hand protectors, front spoiler and high touring window) plus tank bag, crash bars, pannier racks and aluminum cases from Hepco & Becker push the weight to a full 260 kilograms. Hepco Explorer 40 case & Becker are cheaper, much more spacious and more stable than Suzuki’s small plastic cases, which cost 880 euros as a set and do not even hold a full-face helmet.

Praiseworthy: The Suzuki V-Strom 1000 is the first series Suzuki with traction control, long 12,000 service intervals and a four-year guarantee. So far, this has included a new headlight: the first was made cloudy and milky by a scorched lamp plug.

Technical data Suzuki V-Strom 1000: Water-cooled two-cylinder four-stroke 90-degree V-engine, six-speed gearbox, O-ring chain, bore / stroke 100.0 x 66.0 mm, 1037 cm³, 73.5 kW (100 PS) at 8000 / min, 103 Nm at 4000 rpm, aluminum bridge frame, upside-down fork, two-arm swing arm made of aluminum, central spring strut, double disc brake at the front, disc brake at the rear, traction control, ABS. Tires 110/80 R 19 and 150/70 R 17, wheelbase 1555 mm, front / rear spring travel 160/160 mm, seat height 850 mm, weight with a full tank of 229 kg, tank capacity 20.0 liters, price including ancillary costs 12,540 euros.

Triumph Trophy SE

Jahn

Triumph Trophy SE.

The 317 kilogram cardan tourer cannot be topped when it comes to comfortably tearing off kilometers. Its electronically controlled suspension elements work comfortably, and the driver and passenger will find the plushest seating furniture here. There is also pampering equipment with cruise control, audio system and electrically adjustable headlights. Now the endurance test of the Triumph Trophy SE is coming to an end. It was not without abnormalities.

The Triumph Trophy SE only drives really well on new tires with a high center of gravity, but rather stubborn with worn tires. The tip: Pirelli Angel GT (special code “A”). The three-cylinder is stable and does not consume any oil. Defects have only plagued ancillary units: heated grips and left fork seal had to be replaced, as well as handlebar fittings and fan wheel of the water cooler after falling rocks. After official recall campaigns, there was a new engine control unit and a modified stop on the main stand. Maintenance intervals of 16,000 are inexpensive: two inspections on 32,000 kilometers cost a total of 900 euros, i.e. 2.8 cents / km. Security comes with a four-year guarantee.

Technical data Triumph Trophy SE: Water-cooled three-cylinder four-stroke in-line engine, six-speed gearbox, cardan shaft, bore x stroke 85.0 x 71.4 mm, 1215 cm³, 99.0 kW (135 PS) at 8900 / min, 120 Nm at 6450 / min, aluminum bridge frame, Upside-down fork, Ø 43 mm, aluminum single-sided swing arm, central spring strut, double disc brake at the front, disc brake at the rear, traction control, ABS, tires: 120/70 R 17; 190/55 R 17, wheelbase 1542 mm, front / rear spring travel 127/120 mm, weight with a full tank of 317 kg, tank capacity 26.0 liters, price including ancillary costs 19,120 euros.

All articles about the Triumph Trophy SE

Yamaha MT-07

Jahn

Yamaha MT-07.

Even the key data of the Yamaha MT-07, 75 PS with a weight of just 184 kilograms, promise an ideal country road motorcycle for beginners and connoisseurs. This is underpinned by the strong, lively in-line two-cylinder with great acceleration in all situations. In addition, there is inspiring driving behavior, balanced and neutral.

Defects are so far nil, a pair of tires lasts a good 12,000 kilometers. And for 187 euros, the Yamaha MT-07 10,000 inspection came pretty cheap. It seems to be confirmed once again: If you want to be technically calm with your motorcycle, a brand emblem beginning with “H” or “Y” has to be emblazoned on the tank.

Technical data Yamaha MT-07: Water-cooled two-cylinder four-stroke in-line engine, six-speed gearbox, O-ring chain, bore x stroke 80.0 x 68.6 mm, 690 cm³, 55.0 kW (75 PS) at 9000 / min, 68 Nm at 6500 / min, Bridge frame made of tubular steel, telescopic fork, two-arm swing arm made of steel, central spring strut, double disc brake at the front, disc brake at the rear, ABS, tires 120/70 ZR 17 and 180/55 ZR 17, wheelbase 1400 mm, spring travel front / rear 130/130 mm, seat height 805 mm, weight with a full tank 184 kg, tank capacity 14.0 liters, price including ancillary costs 6175 euros.

Yamaha MT-09

Jahn

Yamaha MT-09.

Yamaha’s first three-cylinder since the XS 850 was a real sensation in 2013. With a great price-performance ratio and a powerful 115 PS triple, the Yamaha MT-09 hit like a bomb, the demand exceeded the supply. As enthusiastically as the engine pushes, the throttle response in two of the three mappings (standard and A) is too direct, the load change reactions are harsh. That annoys and hails the line at the apex of the curve.

The soft tuning of the fork allows the Yamaha MT-09 to fold further in turns than desired, especially with worn front tires. Technically everything stayed fine. As part of a recall in March 2014, only the ABS control unit was replaced. There was a new chain set at the 20,000 service. Two inspections cost a total of 800 euros.

Technical data Yamaha MT-09: Water-cooled three-cylinder four-stroke in-line engine, six-speed gearbox, O-ring chain, bore x stroke 78.0 x 59.1 mm, 847 cm³, 84.6 kW (115 PS) at 10,000 rpm, 88 Nm at 8500 / min, bridge frame made of cast aluminum, upside-down fork, aluminum two-arm swing arm, central spring strut, double disc brake at the front, disc brake at the rear, ABS, tires 120/70 ZR 17 and 180/55 ZR 17, wheelbase 1440 mm, spring travel front / rear 137/130 mm, weight with a full tank 192 kg, tank capacity 14.0 liters, price including ancillary costs 8465 euros.

Info & Travel tips

Map: MAIRDUMONT / Claudia Werel

Allgau to Berchtesgaden.

South of the Danube, northeast of Lake Constance: The Allgau is a German picture book landscape! Here, lush green pastures, dark forests and wonderful views of Lake Constance and the Alps spoil the eyes. However, the wonderful motorcycle area is only safely free of snow for six to seven months a year. Author Werner “Mini” Koch takes you there as an Allgau connoisseur in MOTORRAD 6/2015 and on a guided tour from June 12 to 14, 2015 (information: www.actionteam.de). Tips for hotels with fine restaurants: “Gasthof zum Hirsch” in Gorisried, “Alpe Beichelstein” in Seeg, “Gasthof Adler” in Robhaupten and the “Panoramagasthof auf dem Auerberg” in Bernbeuren. The pretty romantic hotel “Sonne” awaits you in Bad Hindelang near Sonthofen.

From there, wonderful combinations of curves lead to the Austrian exclave Jungholz, where you have a fantastic view of the Alps. Further east are Weibensee, Hopfensee and Forggensee near Fussen on the German side, the Plansee near Reutte in Tyrol on the Austrian side. Walks are worthwhile here! A popular destination for motorcyclists is the Kesselberg-Strabe (B 11) from Walchensee to Kochel am See. However limited to 60 km / h and closed on weekends.
Worth seeing: the Franz Marc Museum in Kochel. The picturesque landscape around it magically attracted world-famous painters before the First World War. After a lot of traffic on the B 472 to Bad Tolz and Miesbach, the Hotel Alpenhof in Bayerischzell rewards you with good cuisine and friendly staff. From there it is not far to the famous Sudelfeldstrasse and Tatzelwurmstrasse motorcycle routes.

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Via Oberaudorf, Kossen in Tyrol and Reit im Winkl to Bad Reichenhall

Bad Reichenhall and Berchtesgaden can be reached via Oberaudorf, Kossen in Tirol and Reit im Winkl. The 15.4 kilometer long Rossfeld Panorama Road overcomes 1100 meters in altitude up to 1570 meters; for a toll of four euros per motorcycle, it offers spectacular views of the Watzmann, Salzburg, the Salzburger Land and the Berchtesgaden National Park – the only alpine national park in Germany. The Haus der Berge museum provides information about him in an entertaining and educational manner (four euros admission) with the “Vertical Wilderness” exhibition on flora and fauna (golden eagles, ibexes, jays) & Co.) and the geology of the Alps.

To enjoy total silence and fabulous echoes, we recommend a tour with electric excursion boats across the Konigssee: Because of its fjord-like character, it lacks any kind of shore roads. Quite cheap hotels in Berchtesgaden are the “Alpina Ros Demming” and the “Alpenhotel Brennerbascht”; The “Goldener Bar” inn and the “Hofbrauhaus Berchtesgaden” serve hearty Bavarian cuisine. Nearby, the fortress in Salzburg and various salt mines on both sides of the border are recommended as attractions.

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