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• Middle-class travel enduros in comparison
• Driver feel-good arrangement good for all
• Load changes are alien to the treble of the Triumph Tiger 800 XRx
• Suzuki V-Strom 1000 is the only one with double throttle valves
• KTM 1050 Adventure with advantages when accelerating
• Wide fields of rapeseed give way to a hilly forest landscape
• It doesn’t always have to be higher, further, faster
• Technical specifications
• MOTORCYCLE test result

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38 photos

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Triumph Tiger 800 XRx.

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The damper of the KTM 1050 Adventure, adjustable in spring base and rebound stage, is directly linked. Not so nice: The bare, non-anodized aluminum frame rear looks cheap.

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With the Suzuki V-Strom 1000, the rear spring base can be adjusted using the handwheel, and the rebound can also be changed. Rear frame with clean welds.

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On the Triumph Tiger 800 XRx, only the rear spring base can be adjusted. Nice rear frame, but welded, not screwed.

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The KTM 1050 Adventure with dry sump lubrication stores its oil in a separate container in front of the engine. Oil inspection made easy.

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The Suzuki V-Strom 1000 is also being looked at. Clear markings next to the sight glass make checking the oil child’s play.

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Similar picture, different motorcycle: On the Triumph Tiger 800 XRx, a sight glass also allows a view of the oil level.

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More is hardly possible: The KTM 1050 Adventure drives a lot and, above all, good tools.

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The Suzuki V-Strom 1000 has standard goods. Not good. The suffering of screw heads and fingertips is inevitable.

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The Triumph Tiger 800 XRx is a bit better when it comes to on-board tools. Still far from the KTM level, however.

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KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx.

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KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx.

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The windshield only offers limited protection from the wind. But otherwise? Beautiful and functional, the Triumph Tiger 800 XRx.

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Good: the windbreak. The handlebars look a bit thin. Otherwise everything fits for the pilot on the Suzuki V-Strom 1000.

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KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx.

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KTM 1050 Adventure.

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The KTM 1050 Adventure with a slight adventure look, but completely unadventurous handling.

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Open the door on the KTM 1050 Adventure: There is space for small items and money next to the cockpit.

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Suzuki V-Strom 1000.

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Perhaps not the prettiest, but the inner values ​​of the Suzuki V-Strom 1000 are right.

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Unusual manifold routing including flat interference pipe for plenty of ground clearance on the Suzuki V-Strom 1000.

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Triumph Tiger 800 XRx.

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The Triumph Tiger 800 XRx relies on the heartbeat of the three pistons. An engine concept that Triumph has meanwhile driven almost to perfection.

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Not to be overlooked: If you want warm fingers, press this switch. Then it gets hot on the handlebars.

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Good wind protection, an extensive cockpit and butted handlebars – the driver’s perspective on the KTM 1050 Adventure.

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Suzuki V-Strom 1000.

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Suzuki V-Strom 1000.

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Triumph Tiger 800 XRx.

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Triumph Tiger 800 XRx.

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Triumph Tiger 800 XRx.

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Suzuki V-Strom 1000.

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Suzuki V-Strom 1000.

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KTM 1050 Adventure.

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KTM 1050 Adventure.

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KTM 1050 Adventure.

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KTM 1050 Adventure.

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KTM 1050 Adventure.

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Triumph Tiger 800 XRx.

KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx

Middle-class travel enduros in comparison

Higher, further, faster and technology until you drop – the big enduro spearhead gathers everything that is good and expensive. But does it always have to be the complete range? Not when it comes to Suzuki and Triumph. The Suzuki V-Strom 1000 and the Triumph Tiger 800 XRx feel right at home in the middle of the displacement and power range. There they meet the new KTM 1050 Adventure.

Light yellow rapeseed fields as far as the horizon, in between a wonderfully curved asphalt strip. The three travel enduros wipe on it KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx from corner to corner. Isolated clouds of fair weather pass by in the sky. The sun sends its warming rays to earth almost unchecked. A perfect spring day. Also because the playmates fit. They come from the middle class of motorcycles with an enduring appearance.

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KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx
Middle-class travel enduros in comparison

Thanks to large fuel tanks, ranges of over 400 km are possible

Wait a minute, years ago the blissful Africa Twin at Honda and the Super Tenere at Yamaha were already trying to attract buyers. In essence, that’s correct. Nowadays, however, the KTM 1050 Adventure, Triumph Tiger 800 XRx and Suzuki V-Strom 1000 offer an expanded equipment package. That leaves out high-tech parts such as active chassis and power beyond the 120 horses, but includes many things that make traveling with enduro flair more pleasant.

All three pamper you with adjustable windshields, for example. Adjustable in height, KTM and Suzuki provide effective, but not free from turbulence, protection from the oncoming hurricane. The Triumph windshield is flatter and allows only one incline adjustment. The driver’s head is full, but also without turbulence in the wind. Extensive instrument units are also standard. Fuel consumption or remaining range – everything can be called up immediately. It is your own fault if you get left without fuel. Mainly because the three of them are rather stingy with fuel. The Triumph Tiger 800 XRx consumes 4.4 liters per 100 kilometers of country roads, the Suzuki V-Strom 1000 4.8 and the KTM 1050 Adventure 5.0. Thanks to the large fuel tank (KTM 23 liters / Suzuki 20 liters / Triumph 19 liters), they have a range of over 400 kilometers.

Driver feel-good arrangement good for all

Tank is a good keyword when it comes to seating for the driver. The first impression is deceptive here: the Triumph frame spans the 800 treble, which is why the steel tube forms the widest point for the driver’s knees. Your tank is strongly tapered towards the bottom. That leaves a lot of space for the legs. It is different on the KTM and the Suzuki: their side panels are pulled down further. The layout spreads the legs more. Otherwise everything fits on the three candidates. The KTM 1050 Adventure flatters with the most space up the waist. The Suzuki V-Strom 1000 and the Triumph Tiger 800 XRx are a bit more compact and assembled. However, they are never uncomfortable, which is why the driver’s feel-good arrangement is almost the same and correspondingly good for everyone.

If it’s right in the front, what about the back? Similarly, because both KTM and Triumph and Suzuki know that touring enduros have to master the couple dance through curves and bends almost perfectly. Passengers feel most comfortable on the Suzuki V-Strom 1000. They combine good space with close contact with the accelerator. Riding along is really fun. On the Triumph Tiger 800 XRx, it is also very comfortable to sit in the second row. The upholstery is even more comfortable than that of the V-Strom. However, the close connection to the pilot falls by the wayside. The KTM 1050 Adventure has a bit of a problem with the slightly slippery bench. Hold on tight. Despite slight cutbacks: the next longer tour can come on the three of them. Passenger lawsuits are not expected.

Enduro

BMW R 1200 GS and R 1200 RT, Triumph Explorer and Trophy, Honda Crosstourer and VFR 1200 F in the test

Concept comparison of travel enduros and tourers

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Buy enduro bikes at markt.motorradonline.de

Load changes are alien to the treble of the Triumph Tiger 800 XRx

Sunshine in the weather, vain sunshine also with the drivers. They are happy about three different, but fundamentally sympathetic drives. The triple of the Triumph Tiger 800 XRx goes to work with a typical whistle. Load changes are alien to him. Smooth and well-dosed, it can be accelerated in any speed range by commanding the ride-by-wire. He even masters city passages from 40 km / h calmly in sixth gear. From 5000 tours, the cuddly kitten even gently unpacks its claws acoustically. Do the tiger in the animal kingdom credit with increasing hissing. At least almost. Because in its basic features the engine remains true even in the upper half of the speed. A real all-rounder with linear power development.

KTM and Suzuki go to work in a rougher way. Their big V2s don’t find the lower end of the rev range so sparkling. Unreasonably opening the throttle valve fully at the bottom, both respond with a lot of displeasure. The chain whips noticeably and audibly. The Suzuki V-Strom 1000 pushes forward smoothly from 2500 revolutions. Whereby it never achieves the smooth response behavior of the Triumph Tiger 800 XRx in all speed ranges. Why is it?

Enduro

Driving report Triumph Tiger 800 XR, XC, XRx and XCX

X for offense …

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Suzuki V-Strom 1000 is the only one with double throttle valves

The Suzuki V-Strom 1000 is the only one of the trio to have double throttle valves. One pair opens with a cable, the other is electronically controlled. So not a complete ride-by-wire. In direct comparison, it does not react so spontaneously and at the same time sensitively to gas commands. In addition to the Triumph Tiger 800 XRx, the KTM 1050 Adventure can do better. Although it also wants to be moved at least at 2500 rpm in the lower gears, in gear six it is even 1000 crankshaft revolutions more.

But what the KTM 1050 Adventure delivers afterwards turns on. Even in the more direct sport mode, it reacts sensitively to all turning movements of the right hand. Can be thrown from one inclined position to the next without any problems and without disturbing load changes in the curve thicket. And that with just 95 hp – for an optional throttle to 48 horsepower – and an electronically capped power curve. It only looks a bit strange on paper and reaches its peak early. But it does not reduce the driving pleasure at all.

Enduro

Suzuki V-Strom 1000 in the driving report

Low weight, powerful torque, easy drivability

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Motorsport

IDM Superbike 1000

De Boer is Yamaha’s hope

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KTM 1050 Adventure with advantages when accelerating

Overall, the KTM 1050 Adventure does not quite achieve the engine caliber of the Triumph Tiger 800 XRx in terms of response and load change behavior. However, it impressively demonstrates what large V2s are capable of when it comes to tuning. Linked almost directly to the driver’s brain, the Triumph and KTM engines always implement one-to-one what is currently shooting through the driver’s brain as an impulse. With the Suzuki V-Strom 1000, this connection does not work so directly. Head and gas hand are in constant exchange between desire and correction. That never really gets bad, but it is noticeable. Especially because the two comrades-in-arms simply work better on this point.

However, this has no relevant influence on driving performance. The V-twin cylinders are close together. The KTM 1050 Adventure has slight advantages almost everywhere when it comes to acceleration and torque measurement. In reality, however, these are irrelevant. As the third in the league, the Triumph Tiger 800 XRx does well, but cannot cover up its displacement reduction. She always has to admit defeat during the sprint as well as the brave start in top gear.

All articles about the KTM 1050 Adventure

Wide fields of rapeseed give way to a hilly forest landscape

However, the differences are not enough to hang out while swinging the country road with pleasure. And if the V2 want to know, the Tiger driver quickly shifts down one or two gears in the smooth gearbox. The connection is already established again – even if the Triumph does not shine with pure revving pleasure. The wide fields of rapeseed give way to a hilly forest landscape. Shaded and sunlit sections swiftly alternate. Winter has done a great job for the street band over the years. Mess-messing is lined up after mess-messing. Ironing it out again is no easy task.

The Triumph Tiger 800 XRx is a bit stubborn. While the Tiger excelled with the best suspension setup in the last comparison test in MOTORRAD 6/2015, the fork on this test machine was overdamped. Since there are no adjustment screws for adjustment, the 800 series transmits interference from the front to the driver almost unfiltered. When driving straight ahead, it only restricts the comfort, in an inclined position it noticeably disturbs the choice of line. Simply because this means that small corrections are constantly necessary in the course of the curve. At the rear, the damper does its job better. Slides casually over places where the front tilts restlessly.

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KTM 1050 Adventure, Suzuki V-Strom 1000 and Triumph Tiger 800 XRx.

After the slight criticism of the engine performance, the Suzuki V-Strom 1000 wants to strike back with its chassis on curvy bumpy asphalt. When tuning the damping for the fork and shock absorber, Suzuki opted for crisp firmness. Their 160 millimeters of travel at the front and rear provide precise information about what is happening under the tires. Not with unconditional severity, but clearly noticeable. The feedback is correct, but it should still be more sensitive. Positive: the front and rear work very evenly. This inspires confidence and allows sporty bending into the next 90-degree bend. The KTM 1050 Adventure stays close. The 1050 Adventure uses 185 millimeters of travel at the front and 190 millimeters at the rear to filter out as many bumps as possible from the course of the road. She does it quite well. However, your fork could also respond more finely to short bursts. Otherwise it guides the front wheel safely. The same applies to the rear.

Only those who like it very sporty, want to use the lean angle of the KTM 1050 Adventure with verve and a lot of momentum at corner exit, will literally experience a slightly pumping rear. The testers therefore increased the spring preload to a total of four revolutions (KTM recommendation: two revolutions). After the adjustment, the 1050 sticks to the next bend with good taste. Before that, worry-free thanks to the anti-hopping clutch, which the Suzuki V-Strom 1000 also has, the gears stepped down and around. Works really well and when accelerating out without gentle wiggling of the hindquarters.

It doesn’t always have to be higher, further, faster

Standard equipment for all includes traction controls and ABS systems. All three of them do without the most modern solutions such as combination brakes and cornering ABS when it comes to anti-lock devices. Nevertheless: With a slightly defensive design, the KTM 1050 Adventure decelerates alone or with a pillion passenger without reproach. The high intensity of regulation of the ABS keeps the steering steady and the rear wheel on the ground. The Triumph Tiger 800 XRx behaves a little more reluctantly. The fork locks, the front tire has to dampen: the handlebars wobble significantly when the highest braking performance is called up. With the Suzuki V-Strom 1000, the rear tire almost always stays down, but the front tire paints black lines on the floor. The gross regulation behavior is to blame. In an emergency, the brake must be released to avoid a fall. Not good.

The speedometers have diligently collected kilometers. It became clearer with every meter: There are also excellent bikes among the elite in the travel-ready enduro segment. Anyone who is not blinded by equipment features the length of a novel will find a lot of good things here at an attractive price. The Triumph Tiger 800 XRx is the trailblazer under the latter point. From 10,890 euros plus additional costs, it is available from the dealer. The right choice for lovers of anglophile three-cylinders with smooth power delivery. Or would you rather enjoy V2 punch? The KTM 1050 Adventure and the Suzuki V-Strom 1000 are ready. Slightly conservative at first glance, the Suzuki unfolds many talents under an expert hand. As a special offer, it is available from Suzuki dealers until June 30, 2015 for 11,490 euros plus additional costs.

An attractive offer. So maybe there is some money left over to exchange the handlebars. The optics of the puny steel tube does not match the solid basic impression of the 1000. The KTM dealer wants to see 12,695 euros plus additional costs if the 1050 is to be hijacked permanently from its showroom. Lots of coal. The KTM 1050 Adventure can do a lot, but the unpainted aluminum frame rear and mirrors from the inexpensive shelf show that the product planners have paid attention to every penny. This does not mean any compromises in terms of function, but you should expect something else at this price. Also because the 1190 Adventure with 150 hp and fully adjustable chassis costs only 1300 euros more in the basic version. Regardless of whether you reach into your wallet: You can’t go wrong with these three motorcycles. If you want to try it out: Just briefly make your own ego receptive to mid-range enduros on this side of BMW’s GS and the like. The downgrade is worth it. It doesn’t always have to be higher, further, faster.

Technical specifications

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You can’t go wrong with these three motorcycles.

MOTORCYCLE test result

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The KTM 1050 Adventure wins the comparison test of the mid-range travel enduro ahead of the Triumph Tiger 800 XRx and Suzuki V-Strom 1000.

1. KTM 1050 Adventure
Three chapter victories and always at the forefront: the basis for KTM success. The KTM 1050 Adventure is a lot of fun. But KTM can also pay for it properly.

2. Triumph Tiger 800 XRx
The Triumph Tiger 800 XRx delivers a rock solid performance. It might not kick that hard when it comes to the engine, but it shines with consistently good functionality and is a reliable mobile for all long and short travel enduro journeys.

3. Suzuki V-Strom 1000
Seven points separate the Suzuki V-Strom 1000 from the Triumph Tiger 800 XRx. At first glance, that’s not much. It just lacks a little fine-tuning – the engine, the brakes. Then it would be within striking distance of Triumph. So it stays at third place.

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