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- Comparison test of travel enduros
- Braking behavior
- Aim high
- final
- Triumph Tiger
- Performance chart
- Comments scoring
- Data Triumph Tiger
- Data Honda Varadero 1000
- Data for the KTM 990 Adventure Traveler
- Honda Varadero 1000
- Tires for travel enduros
- Travel tips
- KTM 990 Adventure
- BMW R 1200 GS
- Data BMW R 1200 GS
14th photos
BMW
1/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
2/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
3/14
The ESA electronic chassis is now also available in the GS.
BMW
4/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
5/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
6/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
7/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
8/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
9/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
10/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
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Carefully renovated: BMW flagship R 1200 GS.
BMW
12/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
13/14
Carefully renovated: BMW flagship R 1200 GS.
BMW
14/14
Carefully renovated: BMW flagship R 1200 GS.
BMW R 1200 GS, Honda Varadero 1000, KTM 990 Adventure Traveler and Triumph Tiger
Comparison test of travel enduros
The taste of salt and the moisture of the morning dew on your skin, high in the mountains the warmth of the sun on your face while your boots are stuck in the snow: Welcome to the wonderful world of travel enduros, where the road is far from over just because the asphalt ends.
The giant leans. Very gently, then stronger and stronger, unstoppable. The horizon is crooked. The new BMW R 1200 GS almost tenderly lies down on the snow-covered slopes. You have to be able to let go sometimes. Tempo 30 and second gear, that was probably just too ambitious when cars were already sliding. The on-board computer has long issued an ice warning, reporting five degrees. Minus. A cold, cutting wind whistles, skiers and snowmobiles all around.
It slips and slips and slips, the GS. Slow motion thoughts. Everything went well up to the top of the pass at Port d ?? Envalira in the Pyrenean dwarf state of Andorra. 2408 meters above sea level, mid-January. The four touring enduros bravely defied the slush uphill: In addition to the GS, which was renovated for 2008, the Triumph Tiger and Honda Varadero 1000 and KTM 990 Adventure »Traveler«. The latter two as the most extreme representatives of “travel” and “enduro”. Shit, the engine is still running. No tilt angle sensor on board? Not that the oil pump will only deliver air bubbles for lubrication at some point … Only a snowdrift stops the cow. Stand up, examine. Gone well again. Oh well. Fracture of the feather-light valve cover made of a magnesium alloy. Oil sweats from a crack. And the left luggage rack, made of plastic, is broken. Small cause, big effect. A crash bar could have helped. So now it’s time to follow the acrobatic flying alpine choughs down into the valley to the nearest BMW dealer.
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BMW R 1200 GS, Honda Varadero 1000, KTM 990 Adventure Traveler and Triumph Tiger
Comparison test of travel enduros
Ups and downs
Artist
Fabulous view over the mountains: rocks, snow and sky as far as the eye can see.
1400 vertical meters downhill, 123 curves, a smile. The sporty Triumph Tiger is in her turf. Steepest fork, shortest wheelbase and caster, thickest, smallest tires. A curve artist of the moment. Shift speed 3000 is enough for the three-cylinder, he cultivates British understatement. An engine like velvet and silk. The Triple runs smoothly and vibration-free. Only when he is in push mode does he accelerate roughly, hard and slow. The engagement of the gears in the bony gear and high clutch manual force cost nerves. Heart-softening the sound ?? a hiss, roar, growl. On the other hand, the heavy dirt attacks when wet are not nice at all. Then spray blown up by the rear wheel showered backpack and passenger until soaked. The splash guard is inadequate. The Tiger doesn’t like passengers anyway. The shock absorber is soft and underdamped in the compression stage. It sinks in a lot, has too little reserves for two-person operation.
18th photos
Images: BMW R 1200 GS, Honda Varadero 1000, KTM 990 Adventure Traveler and Triumph Tiger
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KTM carved from a different cloth. Although it also sinks in a long way with its long spring travel, its spring elements respond well. And they can be noticeably regulated in the pressure level and preload. The engine goes to work demanding and fiery. In the speed basement, the Austria Twin makes a little listless. From 5000 tours, however, it appears transformed, wildly unleashed. Phew, how the 75-degree V2 pounds away. It usually wants to be moved one gear lower than BMW and Honda, compared to the Triumph it is even two gears. Shift down and enjoy life. So the driver and V2 keep each other happy. Nature plays with all colors: rust-red rocks and gray granite contrast with lush green pines, azure blue sky and white fleecy clouds. Common ravens and griffon vultures circling. Even the Varadero seems almost weightless, despite its weight of 276 kilograms. Not handy, but very lively in the curve carousel, a good-natured giant that conveys a lot of trust. In addition, the cultivated V2 only pulsates very gently. Even if it is now, Euro 3 compliant, subjectively under 5000 tours a little weaker than before and sometimes even dies suddenly.
None of the chassis in the field offers so few adjustment options, but you don’t miss anything. Everything just works. Has something of an S-class effect. Well-protected, thanks to this armchair-like seating comfort. A feeling of wonderful security, which, however, can suddenly give way. The Bridgestone Trailwings offer little feedback and steering precision. On the somewhat wobbly Honda you feel almost passive, but you can enjoy the rugged mountain panorama even more intensely. The mountains between the Mediterranean and the Atlantic cast long shadows. The traffic is getting denser and denser, and columns of tourists are looking for cheap alcohol, fuel and tobacco. There is a high alert in front of every petrol station, every supermarket. No problem with the BMW, it brakes particularly well. Powerful, easy to dose and regulated by a sensitive ABS. Reaching in front operates all three brakes “partially integral” at once, behind only the rear stopper. The GS thanks the use of the foot brake for small corrective braking in an inclined position: You can always keep it under tension. This prevents buckling and enables clean lines.
Braking behavior
Artist
Achilles heel: The shock absorber has too little compression and reserves.
The Triumph stoppers bite down furiously. You compress the upside-down fork, which was undamped on the first trip to work. Tip: pretension at the back. In slow corners the front folds in, in fast corners the Tiger stands up mightily. Not so with the KTM. However, the 21-inch device blocks itself in fast changing curves when it is flipped, then the Adventure becomes noticeably stubborn. Then there are the lazy brakes. If you switch from the Tiger to the KTM, you think you’re going straight on at the next bend. The standard ABS-reinforced brembos appear blunt. You have to pull the little lever like an ox. On the brakes, nothing and nobody disturbs the Varadero. Your ABS is very sensitive. The composite brake system activates all three three-piston brake calipers combined, which tends to be a nuisance on loose surfaces. However, only the actuation of both brake circuits brings full braking force.
28 photos
Images: BMW R 1200 GS, Honda Varadero 1000, KTM 990 Adventure Traveler and Triumph Tiger
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Aim high
Artist
Where otherwise only mules can walk, the tour group on two-wheelers will also find their way.
Later, in the French low mountain range, ear plugs were no longer an issue. The Cevennes and the Massif Central beckon, the Auvergne as well as the Roquefort region, famous for its cheese. And then Millau crossed the highest bridge in the world. It is 2.5 kilometers long and the road hovers 270 meters above the ground. The Golden Gate, on the other hand, appears downright tiny. The building designed by the star architect Sir Norman Foster is as elegant as it is huge, especially when viewed from the valley perspective. The edgy KTM is particularly high, 90 floors lower. A mountain of motorcycle, the driver’s head at the height of the truck cabs. Solid as a rock. The Adventure polarizes. You have to drive them nicely, love or hate them. The only real Enduro of the quartet. It wears spoked wheels as standard, BMW charges extra for them.
20th photos
Images: BMW R 1200 GS, Honda Varadero 1000, KTM 990 Adventure Traveler and Triumph Tiger
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final
Artist
No, this is not a photo wallpaper in the background, it is limitless and unbelievable space.
Doesn’t need the KTM, it enjoys the longest suspension travel anyway, filters everything away despite the great feedback. Heads or tails, adventure awaits. Just where, legally in Europe? “Is the Dakar over yet?” Asked a Spaniard with a beret at the Cafe con leche. No, unusual, but with the 990 you go with the spirit. The large front wheel, which is narrow as a cutting disk, clearly leads best on loose ground, the ABS can be switched off. It takes long legs if you want to stabilize the KTM while drifting. The V2 can be carefully dosed in the lower gears. In the field, Varadero and Triumph first brush the sails. Heavy weight here, moderate engine protection there. In the Pre-Pyrenees, snow and ice catch up with us again. Shrubs are covered with hoarfrost. Mucho frío.
Nothing like going down to the sea. Time to take stock. All travel enduros offer a high level of experience. Especially the GS, the Swiss knife among motorcycles. In its all-round properties, it remains unsurpassed. Although it would not have required 105 hp. In the evening on the coastal road. Picture-perfect asphalt, tired of curves, views like on a photo wallpaper. A crescent moon stands in the pastel-colored sky, gentle swell rolls against the coast, terns hunt fish. Warmth on the skin. Luck is with travelers. All of life, with all the contrasts, in one day. Because you feel space.
Triumph Tiger
Artist
Not fully fermented: the driver squats with his legs apart, a pillion passenger is far too high.
The Tiger clearly prefers asphalt. Handy, cheeky and precise, it sticks around the corners. But off-road, their wide, expensive road tires bring little traction and 17-inch hardly any guidance. When the going gets tough, the shock absorber in particular is overwhelmed. This already applies to the transport of a moderately accommodated passenger. It’s a shame, the overall package doesn’t reach the level of the outstanding engine. The three-cylinder is the most elastic, strongest and most powerful drive in this comparison. Alone the very hooked transmission bothers. A throttle set from 115 to cheap 98 hp costs 39 euros at Triumph. The touring suitability is only mediocre. Wind protection and range could be greater. After all, it’s the quietest behind the short, rear-flow window. Not great: flickering, not very bright headlights and a rear without luggage rack or hooks.
Performance chart
Four engines, five curves? Yes, because the new GS doesn’t really decide between high torque and high peak performance; each measurement provides different curves. Apparently, the knock control of the 12 to 1 high compression engine intervenes even with the prescribed 95-octane fuel. Either way, the boxer converts its displacement advantage between 3500 and 7500 tours into a full power plus compared to the competition. Triumph’s three-cylinder shines with the richest starting torque, the most even power delivery and the best revving. The Varadero-V2 pulls out much more beefy than the same-sized, but short-stroke and low-torque KTM engine.
Comments scoring
engine
The triple is a stunner. Runs the most smoothly, accelerates best, pulls through the wiriest. Only the hard throttle response from overrun bothers. Open the gas, close the gas, that can cause unrest in turns on the BMW. Your driving performance is really impressive, as long as the knock control does not slow down the boxer over 5000 tours again. And the dry clutch stinks under heavy loads. The KTM has the rappeliest, most speed-hungry engine, but also the crispest gearbox. In terms of driving dynamics, the V2 of the Varadero falls a little behind. But it is bearded enough for its area of application.
landing gear
the gs drives up. It sweeps around the corner in a very stable manner. Thanks to the optional terrain ESA, the cow can be effectively adapted to the load and terrain in no time. Top: The coordination of the suspension elements, the handling with a passenger. The KTM even cuts a fine figure on asphalt. Its long-stroke chassis is sporty, accurate and with almost infinite freedom of lean angle, unfortunately prone to pendulum motion at high speeds. With the Tiger, the chassis can’t keep up with the great engine: a slightly underdamped fork meets a shock absorber with little reserves. The comfortable, yet not too softly tuned Varadero suffers from stale tires and a tendency to swing.
everyday life
Good from experience. Top equipment and ease of maintenance, not least thanks to the easy-care cardan, inspire the GS. Also very strong every day: the only moderately processed Varadero. It offers the best seating comfort and wind protection, maximum payload and the brightest light. And despite the somewhat high consumption, the largest radius of action, thanks to lush 25-liter steel tanks. Like the Tiger, it also offers a secure hold for a magnetic tank bag. Otherwise, luggage storage and light, pillion comfort and wind protection for the Tiger are poor. Equipped with the “Traveler Package” for touring: the well-made, uncompromising KTM.
security
The best brakes can be found at BMW and Honda: particularly firm and easy to dose on the GS, ingenious and with just as sensitively regulating ABS on the Varadero. KTM and Triumph cannot come close to such high control quality, especially on loose surfaces. The Tiger stands up the most when braking in an inclined position, the Adventure the least. This duo also marks the extremes in terms of ground clearance.
costs
Once paid for, the GS comes cheap in everyday life: economical, with a mobility guarantee and, like the Tiger, with 10,000 service intervals. Expensive for both: the insurance premiums, with the Triumph the tires. And maintenance at KTM.
Winner price-performance: Triumph Tiger
It is praiseworthy that Triumph is passing the cost advantage of the many parts sourced from Thailand on to customers. “Inexpensive” in different ways: BMW (expensive and very good) and Honda (cheap and good).
Data Triumph Tiger
triumph
Triumph Tiger
Engine:
water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 480 W alternator, 12 V / 12 Ah battery, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, x-ring chain, secondary ratio 44:18.
Bore x stroke: 79.0 x 71.4 mm
Displacement: 1050 cm3
Compression ratio: 12: 1
Rated output: 84.6 kW (115 hp) at 9400 rpm
Max. Torque: 100 Nm at 6250 rpm
Landing gear:
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 255, double-piston floating caliper.
Cast aluminum wheels: $ 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/55 ZR 17
Tires in the test: Michelin Pilot Road »S«
Mass and weight:
Wheelbase 1510 mm, steering head angle 66.8 degrees, caster 88 mm, spring travel f / r 150/150 mm, seat height * 850 mm, weight with a full tank * 236 kg, payload * 192 kg, tank capacity / reserve 20.0 / 4.5 liters.
Guarantee: two years
Service intervals all: 10000 km
Colours: Black, blue, orange, white
Power variant: 72 kW (98 PS)
Price: 10640 euros
Price test motorcycle: 11,989 euros
Additional costs: 250 euros
Data Honda Varadero 1000
Honda Varadero 1000
Engine:
water-cooled two-cylinder 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, alternator 434 W, battery 12 V / 18 Ah, Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 47:16.
Bore x stroke: 98.0 x 66.0 mm
Displacement: 996 cm³
Compression ratio: 9.8: 1
Rated output: 69.0 kW (94 hp) at 7500 rpm
Max. Torque: 98 Nm at 6000 rpm
Landing gear:
Bridge frame made of steel, load-bearing motor, telescopic fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 296 mm, three-piston floating calipers, disc brake at the rear, Ø 256, three-piston floating caliper.
Cast aluminum wheels: 2.50 x 19; 4.00 x 17
Tires: 110/80 R 19; 150/70 R 17
Tires tested: Bridgestone Trail Wing 101/152
Mass and weight:
Wheelbase 1555 mm, steering head angle 62.5 degrees, caster 110 mm, spring travel f / r 155/145 mm, seat height * 850 mm, weight with a full tank * 276 kg, load * 201 kg, tank capacity 25.0 liters.
Guarantee: two years
Service intervals: every 6000 km
Colours: Red, silver, black
Price: 10290 euros
Price test motorcycle: 211190 euros
Additional costs: 170 euros
Data for the KTM 990 Adventure Traveler
Artist
KTM 990 Adventure
Engine:
water-cooled two-cylinder four-stroke 75-degree V-engine, one balancer shaft, two overhead, chain-driven camshafts each, four valves, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter with secondary air system, 450 W alternator, 12 V battery / 11 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 42:17.
Bore x stroke: 101.0 x 62.4 mm
Displacement: 1000 cm³
Compression ratio: 11.5: 1
Rated output: 72.0 kW (98 hp) at 8500 rpm
Max. Torque: 95 Nm at 6500 rpm
Landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 mm, double piston -Swimming calipers, rear disc brake, Ø 240, double-piston floating caliper, ABS.
Spoked wheels with aluminum rims: 2.15 x 21; 4.25 x 18
Tires: 90 / 90-21; 150 / 70-18
Tires tested: Pirelli Scorpion MT 90
Mass and weight:
Wheelbase 1570 mm, steering head angle 63.4 degrees, caster 119 mm, spring travel f / h 210/210 mm, seat height * 875 mm, weight with a full tank * 242 kg, payload * 188 kg, tank capacity 22.0 liters.
Guarantee: two years
Service intervals all: 7500 km
Colours: Orange, black
Price: 990 Adventure 12,995 euros
Price test motorcycle: 313 598 euros
Additional costs: approx. 200 euros
Honda Varadero 1000
Artist
Dirtfink: The shock absorber on the Varadero is completely unprotected against dirt attacks.
The Varadero is not a modern Africa Twin, not a giant for the rough, but a highly comfortable and cultivated colossus for pure asphalt tours. Turning on muddy ground or maneuvering on narrow paths can seriously unsettle even experienced pilots. 276 kilograms, high center of gravity, lots of expensive plastic. The Varadero is heavier than the other three motorcycles with extras and luggage systems. What I like: the best wind and weather protection, outstanding light. Well tuned: the chassis. The three-piston composite brakes are also impressive. The hand lever activates four pistons at the front, the foot pedal two at the front and two at the rear. The last rear piston is indirectly operated by the left, pivoting front brake caliper. Unsatisfactory: non-adjustable clutch lever, loud wind noises and great turbulence at 130 km / h and a tendency to tumble at high speeds, especially with the 35-liter suitcases. These cost, painted in the “Travel Package”, which also includes a 45-liter topcase, heated grips and main stand, now an additional 1100 euros instead of 1650 euros in individual parts.
Tires for travel enduros
The four touring enduros go their own way in terms of tires, from 17 to 19 to 21 inches, from pure road rubber to moderately coarse-tread. And what are alternatives?
Only KTM relies on large tires suitable for Enduro: 21 inch at the front, 18 inch at the rear. The Pirelli MT 90 Scorpion A / T (1) had the largest proportion of negative profiles in the test quartet. Therefore, it does not sit down so quickly on loamy and snowy slopes. On the street, he good-naturedly announces his relatively early slip within a wide limit area. The brand new road tire Continental Trail Attack (2) is original equipment on the BMW R 1200 GS, in addition to the proven Metzeler Tourance and Bridgestone Battle Wing. The Conti shines on the GS with great grip and high accuracy. However, it makes them a little more unstable on the brakes. For the 1200 GS, the Conti Road Attack, Michelin Anakee and the Grobstoller Conti TKC 80 and Metzeler Karoo are also approved. The Conti Trail Attack is currently only available in the 110/80 R 19 and 150/70 ZR 17 dimensions, and can be fitted to all BMW four-valve GS models, Aprilia Caponord and Suzuki V-Strom 650 and 1000.
The Triumph Tiger has the standard road tire format 120/70 ZR 17 and 180/55 ZR 17. However, the Michelin Pilot Road S (3) only has poor grip. The alternatives promise more sporty driving pleasure: Bridgestone BT 021, Metzeler Roadtec Z6 and Sportec M3 as well as Pirelli Diablo Strada. No longer up to date: Bridgestone Trail Wing 101/152 (4). On them, the Honda Varadero rolls senselessly through corners with little grip. More precise, more stable and more handy: Michelin Anakee and Pilot Road, Bridgestone Battle Wing 501/502, Metzeler Tourance. For enduro bikes up to speed index H (210 km / h), Heidenau supplies inexpensive coarse oilers (Info: www.reifenwerk-heidenau.de).
Travel tips
literature
In the motorcycle travel guide Pyrenees, Dirk Schafer presents ten combinable tours: for example on the trail of the Tour de France over the Col du Tourmalet, into the mountains of Andorra, over legally passable gravel roads or with pilgrims along the Camino de Santiago. 96 pages in DIN A5 Format, 11.90 euros; ISBN 3-933385-18-0, www.highlights-verlag.de.
Up-to-date, but not specifically for a motorcycle, the DuMont Pyrenees travel pocket illuminates the high mountains between the Mediterranean and the Atlantic. 12 euros, ISBN 978-3-7701-6039-6, www.dumontreise.de.
Recommended maps: Michelin sheets 342, 343 and 344 (7.50 euros, www.viamichelin.com).
getting there
As an alternative to the monotonous motorway journey, such as the one via Lyon, the motorail train to Narbonne is recommended. It drives from five German cities overnight, saving time, tolls and tires. Information via www.dbautozug.de and phone 01805/241224.
Tour tips
A visit to the highest bridge in the world is worthwhile when you arrive. It is part of the French A 75 motorway near Millau; the pillars rise up to 343 meters. The toll for motorcycles is 3.50 euros; There is an information center below the bridge.
In the Pyrenees, a trip to Andorra is recommended to buy duty-free cigarettes, alcohol and gasoline. Info: www.andorratourisme.com/de.
The MOTORRAD action team invites you to take a guided tour through the Pyrenees from June 30th to July 9th, 2008 at a price of 1350 euros. Information via www.actionteam.de and by phone 0711 / 182-1977.
KTM 990 Adventure
Impractical: two petrol tanks. Better: storage compartment in the middle.
Where the Varadero surrenders, the KTM really begins. No other of the four machines can withstand, indeed require, off-road use like them. It even drives very sportily on asphalt. In return, it falls somewhat in everyday practicality and comfort. Tall, slim, radical. The seat is narrower and harder (tip: put on cycling shorts), the vibrations coarser, the equipment meager. After all, very noble components are built in: dainty Magura hand levers with predetermined breaking points, stable hand protectors, foldable shift levers, butted Renthal handlebars. The rated “Traveler” version carries a Hepco-Becker plastic case with rack, crash bar, heated grips, tank bag and high touring screen as standard. Cost advantage compared to individual purchase: around 675 euros. The 1000 V2 is the short-stroke, most speed-hungry and thirstiest engine of the quartet. It needs the most shift work in a flawless transmission. The shift lever is mounted too high at the factory: To downshift, the foot must be lifted off the notch.
BMW R 1200 GS
Artist
Clever: the case and pillion seat carrier form one surface.
GS seal of approval: The BMW shines with the greatest versatility. Fast as well as extremely stable on the country road, absolutely suitable for (long-distance) travel and unbeatable everyday. Even off-road, the 1200 does well. The most well thought-out details join the only cardan of the quartet. So can you? like on the KTM? Move the handlebars further forward by turning the clamping fists. The suitcases, which are ideally adapted to the rear, can be adjusted in width in no time using a telescopic mechanism. The more powerful boxer with its higher speed reserves is double-edged in the 2008 model. A few additional horsepower can easily cost several hundred euros higher annual insurance premiums; BMW does not offer a 98 hp throttle set. Alpha Technik (phone 08036 / 3007-20, www.alphatechnik.de) for 79 euros. The main improvement of the “new” 1200 series remains the even more stable, easiest to regulate chassis. At least if the electronically adjustable spring elements (“Enduro-ESA”) are on board for a surcharge. Especially for this, the alternator output increased from 600 to 720 watts.
Data BMW R 1200 GS
Artist
BMW R 1200 GS
Engine:
air / oil-cooled two-cylinder four-stroke boxer engine, a balance shaft, one high-lying, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 720 W alternator, 12 V battery / 14 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan, secondary ratio 32:11.
Bore x stroke: 101.0 x 73.0 mm
Displacement: 1170 cm³
Compression ratio: 12.0: 1
Rated output: 77.0 kW (105 PS) at 7000 rpm
Max. Torque: 115 Nm at 5750 rpm
Landing gear:
load-bearing motor-gear unit, telescopic fork, Ø 41 mm, adjustable spring base (with ESA: electrohydraulically adjustable spring base and rebound damping), two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, Four-piston fixed calipers, rear disc brake, Ø 265, double-piston floating caliper.
Cast aluminum wheels: 2.50 x 19; 4.00 x 17
Tires: 110/80 R 19; 150/70 ZR 17
Tires tested: Continental Trail Attack
Mass and weight:
Wheelbase 1507 mm, steering head angle 64.3 degrees, caster 101 mm, spring travel f / r 190/200 mm, seat height * 870 mm, weight with a full tank * 244 kg, payload * 196 kg, tank capacity / reserve 20.0 / 4.0 liters.
Guarantee: two years
Service intervals all: 10000 km
Colours: Blue, orange, black, silver
Price: 12,500 euros
Price test motorcycle: 115,980 euros
Additional costs: 269 euros
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markus-jahn.com 33 photos archive 1/33 Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG,…
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fact Top test Honda Varadero 1000 Pleasure ship Truly a monumental motorcycle, weighing 267 kilograms, as high as a cathedral, comfortable and fast. In…