Comparison of concepts in the Alps

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Comparison of concepts in the Alps

Comparison of concepts in the Alps

And the marmot greets you every day

The largest curve carousel in Europe separates the wheat from the chaff technically and in terms of driving. And raises questions: Which adaptation to alpine life makes you really confident between inclines and serpentines. And above all: how much displacement does it need in the mountains? Clearly – a case for field research. On people, motorcycles and marmots.

Sometimes four-legged friends and two-wheeled vehicles are amazingly similar. The marmot is well adapted to the extreme habitat. Its self-dug caves offer in the high-
mountain steppe protection from the weather and enemies, the hibernation allows it to survive the severe season. Thousands of motorcyclists who look for happiness in the high mountains every year, between curves and hairpin bends, inclines and declines, behave not much differently: They wait until it is warm, usually appear in packs and warn themselves about the next one
Radar trap like whistling marmots before the golden eagle swoops.
Surrounded by mountains of clouds and three-thousand-meter peaks, the question arises as to whether six motorcycle species are suitable for the Alps on the Splugen Pass. Three concepts – travel-
enduro, naked bike and sports tourer, in
two classes each: the BMW R 1200 GS measures up against the Suzuki V-Strom 650,
Benelli’s TnT meets the Kawasaki Z 750. Yamaha’s top tourer FJR 1300 A finally has the Honda CBF 600 S on its neck, both – like the BMW – equipped with ABS.
Three times the question of whether it should be a little more or a number
smaller isn’t as fun.
For about half the price, mind you.
Will a travel giant turn into a cumbersome colossus in the sweep dance? Is the middle class trumping, carried up by the lightness of being into the world of mountain pines and larches? Or does power become more important the thinner the air becomes?
Well, first of all, all machines respect human dignity when it comes to seating comfort. A more or less upright posture provides a great overview of visual journeys. That is fun
in fashionable St. Moritz and also helps on passes with bends that are not visible. The sublime way of driving increases
the enjoyment of the landscape in front of the mighty mountain panorama. The water rushes down to the valley in the deep Solis Gorge, the BMW casually enthroned above it.
Traditionally, all GS generations have shone in the mountains. Now the 1200s must prove themselves in the Alpine carousel.
It is no longer the infinitely comfortable sedan chair like the 1150, but the 1200 irons even the worst tar craters and remains relaxed like an Allgau cow when it comes to driving up the mountains. Even when braking downhill, when the electro-hydraulic brake booster grabs mercilessly, it only prances slightly with the filigree rear. But remains powerfully stable. The Telelever front wheel guidance with brake deflection compensation and the rear suspension strut with progressive damping do a great job, sensitively following the road surface. The GS runs smoothly and predictably
Radii of all kinds, runs crisp and – for the experienced – completely stress-free.
Actually well adapted to mountain life, but there are also downsides with her. For example because the forehand is too light with two people and luggage when the rear shock absorber is fully preloaded. The consequences range from too little feeling for the front wheel to a twitching of the 90 centimeter wide handlebars to the
involuntary wheelie uphill. Load change reactions can occur in switchbacks
Blurring the line, in spite of the moment support of the single-arm cardan swing arm. The old tip helps to take the corner evenly and with tension. On the 1200s, sometimes a gear deeper than before.
Because although the 1170 boxer has a longer stroke, it no longer pushes out of the bend with as much smack as its predecessor with 1130 cm3. Only at around 3300 tours is the 1200 in front in terms of performance, then it gets all the more powerful in the mid-rev range. A tractor with a turbo hole? Definitely a motorcycle with two faces. As a general rule. Scared beginners and people under six feet
the opulent appearance, despite the height-adjustable bench. You have to have respect
conquer in front of the 242 kilogram motorcycle mountains. Only then can BMW make its drivers extremely confident.
Suzuki’s little V-Strom makes it easy for newbies and keeps up.
Pepper even a tad faster from the corner than the GS. At least in solo-
Operated during the draft measurement under alpine conditions: in second gear, at an altitude of 1400 meters and on a ten percent gradient (see table on page 35). With a full tank of 214 kilograms, the agile 650er is the lightest motorcycle of the sextet and is easy to control. After the BMW, it has the smallest turning circle and the
widest handlebar. That creates trust in the
tight curves and gives security when turning. Short-legged people feel much more comfortable in the comfortable, just a little too soft Suzuki seating than on the mighty Bajuwarin.
The V-Strom is easy to drive and incredibly handy. Not least thanks to the narrowest tires – the front rotates
a 110, in the back a 150. The soft fork only gets in the way when you change lean angles very quickly. It dilutes the feeling for the front wheel and tends to stumble when braking hard on turns. The footrests hit a little early. What the
V-Strom is really missing, is an ABS. The dosing range of the rear stopper is too small, the bike is always surprisingly early when you anchor downhill in front and behind. That irritates.
The lively 650 engine is elastic and easy to turn. The injector depends on the gas, fine and load change-free, the double throttle valves pay off. The mechanical expressions of life are cultivated, the punchy, throbbing V2 staccato from the clumsy end pot in XL format. The stainless steel manifolds are nice to look at, an attribute that does not necessarily apply to the whole motorcycle.
But for the blooming mountain-
pointed around. Depending on the soil and humidity, bluebells, buttercups, marsh marigolds and rattle pots are in splendid bloom. During a break, Sozia Sabine discovers the rare blue gentian. In front of it one parks no less
rare creature, the Benelli TnT. Your
optical appearance is striking, the front mask is grim, insect-like. As the name reference to the explosive trinitrotoluene suggests, the TnT breaks conventions and standards.
A comparison of eight naked bikes-
test by MOTORRAD (issue 14/2004), the Italian won the suspension rating from scratch. No other motorcycle in this genre is handier. And certainly not wirier. Nevertheless, everything about your chassis looks incredibly solid: the massive 50s upside-down fork with triple clamp on the lower triple clamp, the beautiful swing arm with graceful eccentric fists, the unconventional bridge frame.
The 220 kilogram machine pulls its course neutrally like a Swiss diplomat. Despite the only 190 rear tire in this comparison, Signora Benelli remains predictable when it comes to the erection moment and has even the tightest corners-
Radien there is nothing wrong with showing a little physical effort. No problem with the wide handlebar. Sporty: Nothing scrapes over the asphalt even in the toughest inclines.
In order to be really fast in the long term, the TnT needs good asphalt and experienced pilots. And those under 1.90 meters. The sitting position is active when driving: The angular tank enables a narrow knee. The Benelli follows the targeted line with great precision. First to bad-
The TnT gets out of step, but because of the very tight shock absorber it is correct. At an altitude of 2315 meters, on the Albula Pass, fog covers the view of the TnT, snow finches flit past. In the low temperatures, the sporty Michelin Pilot Power builds only part of their good grip.
The best grip is required, if
the hissing-hoarse sounding three-cylinder really explodes. Has off
2000 tours plenty of ink on the fountain pen, pushes and pushes out of the hairpin bends so that the spit stays away. Best torque values ​​- despite the long gear ratio:
In every gear, the 1130 triple zooms in on the horizon at a fascinating speed. This is potentially addictive. And a dark one
Page. His excessive thirst drives you to the next water drink in the valley too early.
It’s hard to believe that the three-cylinder should meet the Euro 2 standard without any exhaust gas cleaning. It stinks, which is certainly the wrong signal in view of the splendid high mountain landscape. Even environmental frauds disturb the harsh load changes from pushing operation. You annoy in turns. Only when it is already running under load does the strong one take it
Triple smoothly on the gas.
The Kawasaki Z 750 is much gentler and more good-natured. Even if your martial appearance suggests otherwise. She is a cheeky and brisk curve sweeper. The pilot crouches a little more bent over than on the Benelli, it fits
for touring as for burning. Wonderfully bustling when swinging around bends, the easily manageable Kawa pampers you with a high level of comfort. The downside of this design is the underdamped spring strut, which starts to pump uncomfortably in rapid alternating curves with bumps.
The Z 750, which weighs 219 kilograms, has excellent lean angles and excellent tires. An engine, of all things-
rad without tire binding pays for itself-
Midable tires: The Bridgestone BT 019
at the front and the BT 012 at the rear, both with the special code “E”, subjectively offer the best grip in the entire field. Com-
Fortable their high internal damping, great their feedback. The only drawback of the Japanese tires is the strong righting moment when braking in an inclined position. In comparison, the double disc brake with structurally simple double piston floating calipers bites rather bluntly.
The four-cylinder with a total of eight throttle valves hangs softly on the gas, is not as rough as the 1000 from which it was generated. It does vibrate in the second half of the speed spectrum, but because it noticeably reloads more coal from 6000 revs and gets really fiery in the five-digit range, people are happy to forgive it. Well, such speeds are required-
really long straights. This is also needed to catch information from the impractical and roughly scaled LCD tachometer.
There is also enough punch around the bottom without being overwhelmed. And what in tunnels and galleries of
reflected off the stone walls,
is upscale listening pleasure. Deep, ever-present four-cylinder grumble released
the neat stainless steel exhaust system. Dull and legal. Not only is the sound amazingly mature, the whole motorcycle is.
Up in the sky, alpine choughs show their acrobatic flying skills, and they swing with significantly more traction Yamaha FJR 1300 A the passes up and down. Despite a stately 283 kilograms alive-
weight she is amazingly agile. The Bridgestone BT 020 in special code N allow almost sporty driving, but stand up quite a bit when braking in an inclined position. The footpegs start sparking early and cut furrows in the asphalt.
You have to take the tightest turns
Little to plan, but the top tourer remains predictable at all times. Except when turning, then all 566 pounds are suddenly gathered: Although the center of gravity is low, the abyss down there is no less … With normal road conditions, the FJR is the most comfortable Alpen-Express. The 1300s are full on the road, the Mercedes S-Class under the motorcycles. First up
The undercarriage begins to slump on mogul slopes, especially at the rear. In contrast to the great fork, the shock absorber is unfortunately not fully adjustable.
The four-cylinder is a great guy. Turns up like a turbine and piles up real mountains of torque. Although the heavy weight takes away some of it, the FJR is pushing forward with power. Only the cardan reactions can carve a point into the line at the apex of the curve, a round driving style helps. Except for the hard switching impact when inserting the
First gear, the transmission is impeccable. The only one with only five gears, but that only bothers on fast stages.
Lush seating comfort caresses the entire crew. An adjustment option for the two firmly fixed, slightly cranked handlebar halves would be the crowning glory. For those who have a long way to go in the Alps, the FJR offers the most difficult motorway access. Disc up, noble electric, and off for it. The world can be so simple.
An anti-lock braking system too. The Yamaha ABS, of course, with its coarse control intervals, hardly matches the highest quality impression in this test field.
The CBF 600 can brake better with its ABS. Its operation is foolproof, the delay is respectable despite a somewhat doughy pressure point. Honda has so far brought 4500 copies to the people in Germany alone. At the end of the year, GS and CBF will find the top seller 2004 among themselves.
The 600 series, built in Italy, interests the federal border officials: “Oh, you have the new Honda with you.” Apparently the sober black front fairing offers a high recognition value. Respectable wind protection too.
The chassis is quite balanced, the non-adjustable fork makes its own
Thing good. In contrast to the stubborn shock absorber, which ignores short, hard heels and hits the driver in the back. It responds better with a load. The steering precision is okay, but the feedback should be greater. After all, the Michelin Pilot Roads stick well. Handling would be even better if the Honda didn’t have the narrowest handlebars.
As a rational concept, the CBF 600 is a direct hit, purely emotionally it falls far behind. For once, all six drivers agree on this. It can follow the other machines when heating, but only if you mercilessly turn down each gear up to 11,000 revs, screeching out of the serpentines. A character that is much too nervous for a sublime Alpine ambience. Choose one
higher gear, the 600s starve to death on the mountain, read on page 35.
The CBF is the only motorcycle in the sextet that still has carburettors. You obviously can’t compensate for that air-
density decreases sharply at 2300 meters: there is around a quarter less oxygen available than at sea level. The mixture is too rich, the performance drops. And drastically. As soon as the Honda
Approaching lower altitudes, the performance gap is a thing of the past.
Just like briefly the sovereignty of the GS. It starts harmlessly, the red warning triangle in the cockpit indicates a fault in the braking system. Apparently the front brake light switch has a defect. After standing for a long time at a construction site with the ignition off, the brake booster then fails completely. The residual braking force tends towards zero,
it goes steeply downhill and the hairpin bends
closer. Somehow it went well, but in this situation it could easily have been overshot.
With all due respect for the great BMW ABS, the digi-
not saying goodbye to the little helpers. Which ultimately only proves that all things have two sides. And that less can sometimes be more. In the Alps more than anywhere else. Incidentally, also means the marmot, from whom we should say hello.

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Comparison of concepts in the Alps

Comparison of concepts in the Alps
And the marmot greets you every day

Case system: BMW R 1200 GS

BMW R 1200 GS: The perfectly integrated cases can be expanded in no time. telescope-
The outside extends nicely, which brings 8.5 liters more volume per side, 46 liters on the right and 37.5 liters on the left. The left case must provide space for the silencer, so it does not hold a full-face helmet. The suitcases with locks and filigree carrier cost 675 euros.

Case system: Suzuki V-Strom 650

Suzuki v-strom 650: It has the most expansive rear end. In order to maintain symmetry despite the one-sided stovepipe silencer, the pannier rack on the left was too airy. The cases for the V-Strom types in 2004 are narrower and longer, they do not hold a full-face helmet. Including colored covers, support system and
The add-on kit costs 529.53 euros.

Case system: Benelli TnT 1130

benelli tnt 1130: The tail bag comes from the factory,
which replaces the pillion seat, not yet available. Therefore MOTORRAD installed side bags from Oxford. They fit even when the exhaust is raised, are made of tear-resistant polyester and offer variable storage space from 30 to 45 liters. Price: 179.90 euros, can be obtained from www.mml-motorradzubehoer.de and phone 09357/909262.

Case system: Kawasaki: Z 750

kawasaki z 750: Also from Oxford
the luggage system in factory colors. It is stable and has clever details. The scope of delivery includes rain hoods, lashing straps and
ergonomically good carrying straps. The disadvantage is the high weight. The side bags cost 92.57 euros each at the dealer, the rear bag
73.08 euros and the tank bag 83.53 euros.

Case system: Yamaha FJR 1300 A

yamaha fjr 1300 A: The elegant cases are well integrated into the rear of the vehicle and are the only ones to swallow a full-face helmet. you
are elegantly painted in the vehicle color and belong
to the standard scope. The carrier system is clever,
Retaining lugs and locking bars hardly grip
visible grooves. The document compartment in the left front panel is also practical.

Case system: Honda CBF 600 S ABS

honda cbf 600 s ABS: Topcases with a capacity of 35 or 45 liters are available ex works at a price of around 300 euros including a carrier system. On the test bike came the 30-liter, which is more economical-
Case Junior from Hepco & Becker on duty. They cost 318.50 euros, with a 40 liter volume 330 euros; the luggage carrier costs 145 euros. Info:
Telephone 06334 / 9216-0 and www.hepco-becker.de.

Passenger suitability: BMW R 1200 GS

BMW R 1200 GS: The BMW offers the companion an upright seating position and plenty of space for legs and feet, the seat cushion is well shaped and
padded. But to climb the mountain from the pillion seat, you need a certain size. Especially since the suitcases hinder the ascent. The handles for the hands are a little tight, too small
is the payload of just 183 kilograms.

Passenger suitability: Suzuki V-Strom 650

Suzuki v-strom 650: It not only offers the highest payload in the test field (206 kilograms), but also an opulent place for pas-
say. The knee angle is very relaxed, the legroom is great ?? also with suitcases. The handles are ergonomically designed, only the passenger cushion cover is far too smooth. At least
with textile clothing there is a slide.

Passenger compatibility: Benelli TnT 1130

benelli tnt 1130: The compact naked bike only has a hard and spartan seat cushion to offer. The footrests are high, the handles are missing ?? with the huge engine. Those who travel with luggage remain single in the long run. Nonetheless, the Benelli enthusiastic female passengers have a lot of fun on short journeys: “You’ve got butterflies in your stomach,” says chief social worker Sabine.

Passenger compatibility: Kawasaki Z 750

kawasaki z 750: A great motorcycle, and yet a real love killer. The excessively high footrests are useful as instruments of torture, as a result of the inclined muffler. The crouching posture on the little bun causes cramps in the legs. The Kawa is completely unsuitable for a passenger with luggage. So it is logical to leave out grab handles right away.

Passenger compatibility: Yamaha FJR 1300 A

yamaha fjr 1300 A: Socia’s dream. On the
Kardantourer lolls the passenger as in
a living room armchair, the upholstery is not too soft, but well shaped and big enough. The cover is non-slip, easy to step on, and the handles are well shaped. Great for long distances. The only drawback: the passenger looks closely at the back of the driver’s head.

Passenger compatibility: Honda CBF 600 S ABS

honda cbf 600 s ABS: The 600 all-rounder actually offers a fine place with a comfortable sitting posture and good upholstery. The feet have enough space even with suitcases, the knee angle is relaxed. The handles are large, but a bit close to the bottom. Even sliding back and forth would be tolerable. But not the minimal payload of only 174 kilograms.

Technical data: BMW R 1200 GS

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, one high, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 600 W alternator, 12 V / 14 Ah battery , hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 11.0: 1

Nominal output 72 kW (98 PS) at 7000 rpm

Max. Torque 115 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.089 / HC 0.075 / NOx 0.039

landing gear
Load-bearing motor-gearbox unit, screwed subframe, telescopic fork, Ø 41 mm, adjustable spring base, 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, disc brake at the rear, Ø 265 mm, double-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
Tires 110/80 H 19 TL; 150/70 H 17 tsp
Tires in the Metzeler Tourance test
mass and weight
Wheelbase 1519 mm, steering head angle 62.9 degrees, caster 110 mm, spring travel f / r 190/200 mm, seat height * 845 – 865 mm, weight with a full tank * 242 kg, payload * 183 kg, tank capacity 20 liters.

Two year guarantee
Service intervals every 10000 km
Colors yellow, red, blue
Power variant 74 KW (100 PS)
Price 11500 euros
Price test motorcycle1 13,425 euros
Additional costs 262 euros

Technical data: Suzuki V-Strom 650

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 39 mm, regulated catalytic converter with secondary air system, alternator 375 W, battery 12 V / 12 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81 x 62.6 mm
Cubic capacity 645 cm3
Compression ratio 11.5: 1

Rated output 49 kW (67 hp) at 8800 rpm

Max. Torque 60 Nm at 6400 rpm
Pollutant values ​​(homologation) in g / km
CO 2.990 / HC 0.560 / NOx 0.110

landing gear
Bridge frame made of aluminum, screwed rear frame, telescopic fork, Ø 43 mm, adjustable spring base, 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 310 mm, double-piston floating calipers, blade-
rear brake, Ø 260 mm, single-piston floating caliper.

Cast aluminum wheels 2.50 x 19, 4.00 x 17

110/80 R 19 tires; 150/70 R 17
Bridgestone Trail Wing test tires
TW 101; TW 152

mass and weight
Wheelbase 1540 mm, steering head angle 64 degrees, caster 110 mm, suspension travel f / r 150/150 mm, seat height * 815 mm, weight with a full tank * 214 kg, payload * 206 kg, tank capacity 22 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, silver, blue
Price 6990 euros
Additional costs 130 euros

Technical data: Benelli TnT 1130

engine
Water-cooled three-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 53 mm, alternator 550 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain.

Bore x stroke 88 x 62 mm

Cubic capacity 1131 cm3

Compression ratio 11.2: 1

Rated output 101 kW (137 hp) at 9500 rpm

Max. Torque 118 Nm at 6750 rpm
Pollutant values ​​(homologation) in g / km
CO 3.094 / HC 0.857 / NOx 0.182

landing gear
Bridge frame made of steel and aluminum, upside-down fork, Ø 50 mm, tubular steel rocker arm, 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 240 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17, 6.00 x 17

Tires 120/70 ZR 17; 190/55 ZR 17

Dunlop D 207 RR tires tested
mass and weight
Wheelbase 1419 mm, steering head angle 65.5 degrees, caster 99 mm, spring travel f / h 120 /
115 mm, seat height * 810 mm, full weight-
fueled * 220 kg, payload * 180 kg, tank-
content / reserve 16/5 liters.

Two year guarantee
Service intervals every 10000 km
Colors black, green, red, yellow
Price 12900 euros
Additional costs 300 euros

Technical data: Kawasaki Z 750

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 34 mm, uncontrolled catalytic converter with secondary air system, 336 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 68.4 x 50.9 mm
Displacement 748 cm3
Compression ratio 11.3: 1

Rated output 80.8 kW (110 hp) at 11,000 rpm

Max. Torque 75 Nm at 8200 rpm
Pollutant values ​​(homologation) in g / km
CO 3.769 / HC 0.616 / NOx 0.096

landing gear
Backbone frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires tested Bridgestone BT 019 E; 012 E
mass and weight
Wheelbase 1425 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel f / r 120/126 mm, seat height * 810 mm, weight with a full tank * 219 kg, payload * 179 kg, tank-
content 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, blue, red
Power variant 72 kW (98 PS)
Price 7195 euros
Additional costs 105 euros

Technical data: Yamaha FJR 1300 A

engine
Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two on top
Horizontal, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V battery /
12 Ah, hydraulically operated multi-plate oil bath clutch, five-speed gearbox, cardan.

Bore x stroke 79.0 x 66.2 mm

Cubic capacity 1298 cm3

Compression ratio 10.8: 1

Rated output 105.5 kW (143 hp) at 8000 rpm

Max. Torque 134 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
CO 0.550 / HC 0.256 / NOx 0.098

landing gear
Bridge frame made of aluminum, bolted rear frame, telescopic fork, Ø 48 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 282 mm, double-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 020 N tires tested
mass and weight
Wheelbase 1515 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / h 135/125 mm, seat height * 800 mm, weight with a full tank * 283 kg, payload * 193 kg, tank capacity /
Reserve 25/5 liters.

Two year guarantee
Service intervals every 10000 km
Colors silver metallic, blue metallic,
Grey metallic
Price 14790 euros
Additional costs 205 euros

Technical data: Honda CBF S ABS

engine
Water-cooled four-cylinder four-stroke inline-
engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, constant pressure carburetor, Ø 34 mm, uncontrolled catalytic converter with secondary air system, alternator 336 W, battery 12 V / 6 Ah, mechanically operated–
Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 65.0 x 45.2 mm
Cubic capacity 600 cm3
Compression ratio 11.6: 1

Rated output 57 kW (78 hp) at 10500 rpm

Max. Torque 58 Nm at 8000 rpm
Pollutant values ​​(homologation) in g / km
CO 2.624 / HC 0.773 / NOx 0.109

landing gear
Central tubular frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 296 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 4.50 x 17

Tires 120/70 ZR 17; 160/60 ZR 17

Michelin Pilot Road B / R tires tested
mass and weight
Wheelbase 1480 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / h 120/128 mm, seat height * 795 mm +/- 15 mm, weight with a full tank * 229 kg, payload * 174 kg, tank-
content 19 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue, light blue, gray, black, silver
Power variant 25 kW (34 PS)
Price 6190 euros
Price test motorcycle2 7090 euros
Additional costs 170 euros

What really matters when the mountain calls you

The BMW also turns on narrow streets in one go. As long as you dare to lift the 90 centimeter wide handlebars to the stop. The lightweight V-Strom is hardly less “agile”. The 650s storms
even slightly faster to the summit than the GS ?? solo and in second gear. Dominates in the draft
the TnT, but requires a lot of space to turn.
At the FJR, power and mass are in good balance. Pulling through on the mountain is not a strength of the Z 750 and the very big weakness of the CBF.

Scoring: drive

The FJR 1300 has the best engine, the
as the only machine that is not a 2004 novelty. Only a sixth gear is missing from the brilliant four-cylinder. When it comes to acceleration, the Yamaha is better than the TnT, while the Italian triple drives up and down when it comes to pulling through
from that. And that although its final translation is too long
got. The “best Bavarian boxer of all time” can
hardly stand out from the famous 650 V2 of the Suzuki. The four-cylinder of the Z 750 does very well. The tail light is marked by the one that looks a little tired
and very cold start unwilling 600 engine from the CBF.

Scoring: chassis

The Benelli arrow precise and stable through the corners, wins the chassis classification. But it demands better roads than the GS, which would do well with more load on the front wheel. The heavy FJR is slower, but extremely comfortable. The Z 750 doesn’t get a passenger-
ders. And the uncomfortable shock absorber of the CBF ignores dry, hard bumps. Inconspicuously fast: the V-Strom.

Scoring: Security

Security makes you sovereign.
This applies to all three ABS machines in this comparison. The BMW even drives a partially integral brake system
Brake booster on. That is not entirely up to date
ABS of the Yamaha with its rough control intervals,
the better that of the little Honda. Quite conventional
the Benelli with the golden four-piston stoppers from Brembo achieves very good deceleration with the best controllability. The dull-looking brakes of the martial Z 750, on the other hand, need fine-tuning. It also shows one
There is a tendency towards handlebar flutter and like the V-Strom 650, it still has some catching up to do when it comes to safety.

Scoring: everyday life

BMW achieve top ranges,
Suzuki and Yamaha, however, the thirsty TnT wants to be driven from gas station to gas station. Everyday life is just not her thing. In terms of equipment, GS and FJR set the standard. Hot on your heels: the packhorse V-Strom. Annoying: the low payload of the Honda (174 kg).

Scoring: comfort

The FJR dominates unassailable
in the comfort rating. Follow with a clear distance, again head to head, GS and V-Strom. The CBF is doing passably, without ups and downs. On the other hand, comfort is a foreign word on both naked bikes, especially for the pillion rider: the downside of their self-portrayal as a street fighter.

Scoring: costs / environment

The Benelli does better than in the last group test (see also page 43). Although it falls
their purchase price is not completely out of the ordinary, but remains
they are expensive to maintain. Consumption and exhaust gas values ​​of the TnT are not up to date, whereas the GS with cylinder-selective lambda control is even more so. Nevertheless, the Suzuki stands up to her in this chapter as well. It has the best price line ahead of the Honda and Kawasaki-
Relationship. The FJR is the trendsetter when it comes to workmanship, but its high-end touring is not exactly cheap.

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