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- Seven luxury tourers in comparison
- On the way to the Pass of the Passes
- The slightly different kind of touring
- Comparative test tourer: part 2
- Puszta, pampas and peppers
- Welcome to the parallel cosmos
- MOTORCYCLE measurements
- MOTORCYCLE scoring
- Intermediate result
- BMW R 1200 RT
- Harley-Davidson Electra Glide Ultra Limited
- Honda Gold Wing
- Kawasaki 1400 GTR
- Suzuki GSX 1250 FA GT
- Triumph Sprint GT
- Yamaha FJR 1300 A
- Info about Romania & VIDEO
39 photos
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But now to the tourer bikes. The entry point is the BMW R 1200 RT, which despite its mediocre engine impresses with its high-quality equipment, high level of comfort and a cleverly designed chassis.
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Finally in Romania the Ministry of Transport welcomes you as a motorcyclist: Vignette only applies to cars. From now on, touring is cheap.
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Not only horses but also donkeys abound here in the wild. The attempt to make friends with them failed. This is also where the riding video with Thomas Schmieder was made.
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You can only cross the passes in Romania via a unique maze of curves.
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What you come across more often: Wild camping, which is very common in the Carpathian Mountains. But the campers look forward to every visit to the mountains.
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After 1,500 kilometers through Austria and Hungary, the seven tourers come close to the test area in central Romania.
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Practical: By repositioning the holder frame, the comfortable driver’s seat of the Yamaha can be fixed in two stages – 790 or 810 millimeters high.
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The Suzuki GSX 1250 FA GT leaves nothing to be desired in everyday life. Their powerful engine also plays a major role in this. The strenuous sitting position, with the resulting lack of comfort, as well as the limited touring equipment speaks against longer tours.
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Finally, a detour to Sibiu, the former capital of Transylvania, is definitely worthwhile. A splendid city where you meet some Germans like in the past. But these are more tourists today.
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In the cockpit of the Kawasaki, in addition to the huge key knob, there is also a large transponder for the electronic immobilizer. Another good solution: the rebound damping on the only upside-down fork can be adjusted by hand.
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And although the chain tensioning on the Triumph is easy to do with the eccentric. It’s annoying on tour when everyone else is drinking a beer.
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Unfortunately, the bumper V2 has very little power. On the other hand, the Harley remains low in load changes thanks to the toothed belt for power transmission.
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The Kawasaki lets its drive shaft rotate in a two-arm swing arm. In addition, it has a moment support to reduce undesirable reactions.
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Loud: The top case of the Gold Wing holds two full-face helmets, the narrow case on the side only holds one jet helmet.
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Elsewhere, the locals are just as friendly. Veronika shows us her huge melons.
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The Yamaha also helps you brake: all three discs are stimulated to pause when you step on the pedal.
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Fast again over the dreamlike Transfagarasan pass in the Southern Carpathians, over which many clouds poured out in the first few days.
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The little helpers of the BMW R 1200 RT want to be served. This requires the hodgepodge of switches for traction control, target, ESA, etc..
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Once in Transylvania, the visitor will see the landmarks there: defiant church castles like here in Cisnadie (Heltau).
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The contrasts in Romania are also exciting. The picturesque and colorful Cisnadie (Heltau) pleases with its historical flair.
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After the seven bikes have unwound a few kilometers in Romania, the first problems show up: An electronic defect on the Kawasaki 1400 GTR.
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Since the way to Romania also has to be covered, the first test round led to the highways in the direction of Romania. And it turned out that even stupid mileage is great fun with these tourers.
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The Tourer comparison in the realm of Dracula. Although the testers did not show any bloodsuckers, the journey through Transylvania had many exciting experiences in store. On the tour, the tourists encountered picturesque villages, untouched nature and imposing mountain formations along the Southern Carpathians.
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But the seven tourists were shown other colossal festivals. Bran Castle, the Prince Vlad III. Visited in 1459. The legend that this is Dracula’s domicile comes from this visit.
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The US icon: Harley-Davidson Electra Glide Ultra Limited. Running boards and leg protection with luggage compartments exude perfect serenity.
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The Kawasaki 1400 GTR is particularly convincing on the motorway. The wind protection and the driver’s seat are convincing, the powerful four-cylinder beams you quickly to the horizon. If only he did that in the lower corridors.
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Inside the Romanian old town, the tourer field gathers to form an imposing picture: seven superlative motorcycles. They combine 839 hp, 909 Newton meters, 2277 kilograms of fighting weight and together cost a mere 136,500 euros.
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After the tour group has left the larger cities behind to roll into the mountains, the first locals are already standing across.
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Easy to care for and therefore very practical on tours: the cardan on the single-sided swing arm at BMW.
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As with the Suzuki, the chain drive, which requires care, is a minor drawback on longer tours.
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Another shortcoming on long journeys is the Suzuki chain drive, which requires care.
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With a few attachments, however, a lot can be transported with the Suzuki.
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The Triumph Sprint GT is clearly more touristy than the previous Sprint ST, but also clearly sportier than the rest of the field. For long tours, however, this becomes a problem: moderate wind protection and a stretched sitting position become quite exhausting in the long run.
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Timelessly elegant, the Yamaha FJR 1300 A promises dynamism even when it is stationary, which the powerful, unfortunately annoying vibrating engine redeems one to one. In addition, there is a high level of touring competence thanks to a comfortable sitting posture and fine details.
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On the other hand, you can suffer a lot on the rural branch lines, which even branch off directly from European roads. Pardon: experience.
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The tailpipe of the Electra Glide provides the typical Harley sound. It is also practical that the bracket above the exhaust is suitable for mounting large luggage cases.
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Similar differences can be seen in the choice of means of transport. Horse-drawn carts are still part of everyday life in Romanian agriculture. On the other hand, our touring cars look like aliens.
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Some people think that the Honda Gold Wing is no longer a motorcycle, but a car that is missing two wheels. You’re wrong, as great as the perfectly balanced luxury liner swings through the curves. The impressive equipment and the wonderful six-cylinder can be addicting.
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Like in an airplane, a total of 52 switches, buttons and controls are distributed on the Gold Wing. On the right in the paneling for the navigation system and on-board compressor.
Comparison test: touring motorcycles 2010
Seven luxury tourers in comparison
No, the vampires didn’t show up. Even bears and wolves let the testers sleep peacefully. But the trip with seven luxury tourers to Transylvania (Transylvania) in Romania was not about fabulous experiences, but about fabulous experiences – the big two-part test of travel motorcycles.
Shortly before Vienna: It is 5:12 p.m., the on-board thermometer reports 32 degrees, and the first 595 kilometers are behind the MOTORRAD test team. Many little helpers in the lavishly equipped cockpits provide the pilots with current information, while the on-board music system plays an Austrian entertainment program. The big engines purr happily with the cruise control switched on at 130 km / h. Life on board these seven luxury liners makes even long stretches of the motorway an experience. Cruise control, radio? This is available from the BMW R 1200 RT, Honda Gold Wing and Harley-Davidson Electra Glide Ultra Limited.
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Comparison test: touring motorcycles 2010
Seven luxury tourers in comparison
Sprint GT and Yamaha FJR 1300 A distances are shrinking. Just like now, on the cruise to Transylvania. All seven machines are each the best touring models of their brands. These travel giants represent the complete range of concepts, from sports tourers to super luxury gliders, all equipped with ABS and a standard luggage system. Motorcycles from three continents. Their range of engines is immense: two-cylinder V-shape and boxer, in-line engines with three and four cylinders and a six-cylinder boxer.
Tourer
Comparison test: touring motorcycles – part 2
Seven luxury tourers in comparison
read more
The incomparable Honda six-pack in particular shines with glorious running culture from another galaxy; an engine like velvet and silk. It just casually pushes 135 Newton meters from idle. A guaranteed relaxation program. In addition, there is an inimitable sound, every throttle, every start a barking"Wwwooouuu", between Porsche and BMW M3. The US-made Gold Wing is the Queen Mary on wheels. It punches a huge hole in the atmosphere. Behind the huge pane you sit enthroned without any turbulence; a flap in it ensures well-measured ventilation. However, smaller captains have to constantly look through the plexiglass. Doesn’t matter as long as it doesn’t rain. The seating comfort in the deep, wide saddle is outstanding. A moving wing chair. Big guys, however, are already sitting too close to the towering halves of the handlebars and feel the pronounced lumbar support too close to the body.
On the way to the Pass of the Passes
Rainer Froberg, 46, fleet manager: "The Harley is a lot of fun. You can enjoy every meter on it. For me, the sound, sitting position and good vibrations are simply unmatched."
Fleet manager Rainer Froberg on the Harley grins happily. The Electra Glide Ultra Limited electrifies, the top model of the Touring series from Milwaukee is a fully baffled, limited special edition. An archetype of a motorcycle, this touring cruiser. For driving pleasure in Cinemascope. The 45-degree V2, an icon of an engine, bubbles gently "potato-potato" from the two unequal sized exhaust ports. As the only mass-produced Harley has the "Ultra Limited" a 103 cubic inch engine. Power in the metric system 1690 cm3, result of 98.4 instead of 95.3 millimeters bore with an unchanged length of 111.1 millimeters.
The nominally 84 hp V2 is a real soul masseur, stomps and pulsates at low frequencies. A big heart beats here, and an oil cooler keeps a cool head. Heated grips, cruise control and a chrome-plated luggage rack are also standard on the topcase. The rolling industrial sculpture weighing 407 kilograms has a timelessly classic effect: square meters of chrome, real metallic mudguards and opulent ones that have been installed since 1969 "Batwing"-Disguise. These black and red painted bat wings with ventilated leg shields and extremely effective adjustable wind deflectors are predestined for this trip to Transylvania.
Romania is considered an enduro paradise among insiders. But it would be laughable if you couldn’t follow Dracula’s footsteps with these great tourers. The Romanian Carpathians promise the highest level of cornering pleasure, the Transfagarasan is said to be one of the most beautiful passes in Europe. Over a length of 92 kilometers, it overcomes almost 1,600 meters in altitude. Georg, who drives the Suzuki, had a YouTube clip of the English car cult series at home "Top gear" discovered. It said that the Transfagarasan looked from above as if someone had "A dreamlike Carrera track for adults was assembled from the greatest curves of the world’s best racetracks". That’s the goal, that’s where we want to go! Vienna remains on the left.
Continue. Sven Loll has switched on the cruise control on his BMW R 1200 RT and has his hands free to eat and drink while driving. Bavaria’s wholefood tourer has a long tradition. The R 100 RT from 1978 is considered to be the mother of all modern touring motorcycles with suitcases and full fairing. For 2010, the 1200 has been heavily revised. Cylinder heads with double overhead camshafts give the boxer more punch and top performance, real 108 hp. A flap in the exhaust now makes the sound a little more pithy, no longer so tinny. When Sven raises the new, more stable and larger window completely, there is no wind, he can listen to the radio on the A 10.
Thomas Schmieder, 43, test editor: "Even for unbelievers: the six-cylinder is adorable. Not because of the lavish features, but because of the silky smooth running and great sound."
The RT is a 282 kilogram (light?) All-round feel-good package for over 18,000 euros, "Safety"- and "Touring"-Package included. This includes cruise control, seat heating (as with the Gold Wing, which can be controlled separately for driver and pillion passenger), electronically adjustable suspension (ESA) and anti-slip control.
The 2010 Kawasaki 1400 GTR also has them as standard. In addition, a fully integral brake system and petrol-saving mode. Her 1352 cubic four-cylinder sounds full. And the 155-hp, 314-kilogram power tourer that is driven by Gabriel Winter, Brosel in Baden, is fed up. He is a little surprised at the power output of the most powerful of the seven engines. The draft values are not that intoxicating. The lower gears are torque limited, the sixth speed limited. Just don’t get too fast. The 1400 staggered slightly on the German autobahn. The GTR only comes off fully in fifth gear. The easy-to-swallow Kawa chassis can take a lot. However, it should offer more feedback. Anyway, the GTR is a great mile eater. Comfortable, fast, with good wind protection. Slice up and down for it.
The Yamaha FJR 1300 A is similar in terms of concept and price. The experienced Rhenish jeweler Johannes, 65, controls this prototype of all power tourers. Like the GTR, the nominally 144 hp FJR costs a good 17,000 euros, weighs a good six hundredweight, has a cardan shaft, electric disc and top seats. Johannes is happy about the tidy, well-structured Yamaha cockpit, which can be read at a glance. The disc does not work optimally. If it is all the way down, the shoulders are fully immersed in the flow, when fully up it produces a slight suction. In addition, it wobbles quite unstably in the wind, which does not fit the dignified motorcycle. The FJR four-cylinder revs up as easily as a turbine. Still a strong drive even after nine years of construction. But just at 130 km / h in the final fifth gear, it vibrates extremely. On the country road with gear changes and changing speeds, the annoying tingling sensation hardly bothers; on the track it quickly leaves its hands numb. If only she had sixth gear.
The slightly different kind of touring
Stefan Gluck, 43, universal employee in the test: "The Sprint GT can do both: touring or touring. And the tense neck relieves a sound therapy of the famous three-cylinder."
Stefan Gluck, pilot of the Triumph Sprint GT, has another problem: the windshield of the brand new sports tourer blows the wind into the neck of the 1.87-meter man. An hour without a scarf, even in midsummer you are completely stiff on top. But the windshield of the Triumph, like the Harley, which is strongly distorted at the top, cannot be adjusted. Because Stefan has long arms, the comparatively low handlebars hardly bother him. However, during slow speed, when the wind pressure is not yet sufficient, as when driving down in Stuttgart city traffic, there is a lot of load on the wrists.
The Triumph-Triple is a real great guy. It shines with fine throttle response, low consumption – less than in the previous Sprint ST – and a special sound. The three-cylinder hisses, rattles and roars wonderfully. The smallest motor in the septet measures "just" 1050 cm3, but he pampers with linear power development, goes off like Schmidt’s cat. After Kawasaki and Yamaha, the Triumph achieves the third highest peak power (130 hp) and accelerates best after these. The three-cylinder doesn’t take it easy that you have to turn it a little more, twirl it. Even under 4000 tours, however, the vibrations are somewhere between noticeable and no longer quite as pleasant. There have been smoother, gentler triplets.
Comparative test tourer: part 2
Georg Jelicic, 43, top tester: "The powerful Suzuki is a good all-rounder. Whether long tours with a suitcase or the way to work, it can be used universally. A lot of motorcycle for little money."
A real bull engine powers the Suzuki GSX 1250 FA GT. It stacks deep, nominally only delivers 98 hp, but actually releases 108 cold-blooded horses. In addition, the four-cylinder pampers with a soft throttle response and the best torque values, pushes and pushes. Every little twist of the throttle zooms in on the endless horizon a bit faster. The other side of the coin: Suzi always has to refuel with her smallest tank as the first fuel. It also reports low tide if there is still fuel in the 19-liter steel tank for 80 kilometers. A remaining range display is missing in the simple cockpit. The wild blinking of the reserve makes you nervous and drives Georg Jelicic to the gas station much too early.
Maybe that’s a good thing, because the too little thigh support can hurt your butt after an hour and a half. And the unfortunate cranked tubular handlebar hurts the palm of your hand in the long run. In itself, the GSX is a Bandit 1250 with full fairing and unchanged four-cylinder. But your handlebars are three centimeters flatter. As a GT version, the GSX mutates into a low-budget tourer with the Givi case system, top case, Vario lens attachment and tank pad. 10,600 euros is a real competitive price for the all-round carefree package. Suzuki wants to offer just 200 GTs in Germany, all other GSX prospects have to put the accessories together individually and therefore more expensive.
Puszta, pampas and peppers
Gabriel Winter, 45, youngtimer mechanic: "The Kawa impresses with its relaxed seating position and powerful engine. But with electronics and a fully integral brake system, less would have been more."
We are already in Hungary, outside the euro zone. Exchange money, smoke, buy new vignettes. Twelve euros for ten days. "Tour riders are more likely to be smokers, drinkers and tankers", says Dave Schahl, the photographer. In plain language: He’s moving too slowly. So quickly back on the track. The place names on the signs are unpronounceable: Fertoszentmiklós, Szekesfehervár or Hódmezovásárhely.
The sun drips blood-red into the Danube near the Hungarian capital Budapest. At 8:18 p.m. this is also recognized by the Gold Wing’s navigation system. It reports "sunset" (literally) and switches the display of the multifunctional instrument to night mode. For a surcharge of € 3,000 on the basic version, which costs € 28,300, there is also a navigation system and the only motorcycle airbag that is exclusive to the world.
We tore down the first 1000 kilometers completely relaxed. Time to look for a hotel. The hotel search function of a Garmin navigation system shows us a 25-kilometer detour via deep sand passages to a hotel that no longer exists. Soon the eight-and-a-half pound Honda has buried itself, stands without a stand. Thanks to combined forces, it goes out again. So just like before, without GPS, drive into the city center of Kecskemet and spontaneously look for rooms for seven drivers, passenger Michelle and photographer Dave. It’s getting late, narrow and cozy. International understanding works as always, in the evenings at the bar. Hungarian is the third most difficult language in the world, say the locals.
The next morning. From now on we continue on country roads. Finally you get that holiday feeling. The Puszta is flat and has hardly any curves. Lizards scurry over boiling hot asphalt, sunflowers stand as tall as a man in endless fields. In the cities, classicist house facades from the K. u. K era its charm. Immediately next to it, socialist prefabricated buildings. Welcome to the world of contrasts. Ladas, Wartburgs and Trabbis meet Porsche Cayennes, Simsons and Jawas meet the latest GSX-Rs.
Nothing going on at the Gyula border crossing. We are in Romania. Unknown to us and untouched, the largest country in Southeast Europe lies ahead of us. It smells different, of space. Good to be here in a motorcycle-friendly country. In the villages old people sit in front of the houses. Whether old or young, people wave enthusiastically when the mighty machines drive past. Even when stopping, a lunch complete with drinks costs around five euros, no trace of envy. At most from genuine admiration.
Life in Transylvania takes place on the streets. Chickens, geese, cows and pigs strut in the open air. Farmers still turn the hay by hand. A peaceful, calm landscape. Not an idyll, but a world full of poetry and quiet magic. Like a trip back in time. The Apuseni Mountains rise behind the town of Ineu. Inclines, gentle bends and the first real curves. Any incline, no matter how small, is welcome, into which RT and Sprint GT fall easiest.
Sven Loll, 36, photo model and test driver: "Even if I might be the youngest RT rider of all time and I will probably never be able to afford it, it is outstanding in terms of touring characteristics."
With the Triumph, this is not so surprising. However, with its 270 kilograms, the sports tourer is not that light; Even a 1.54 meter wheelbase is no fame – eight centimeters more than its predecessor, the significantly sportier Sprint ST. After all, the more appealing, better-tuned fork of the GT is a little steeper, the trail is a little shorter. Measures that keep handling at a good level.
It is always amazing how loosely and flaky Sven chases the BMW around the curves. The high, wide handlebars, in whose handles there is a constant pulsing, let the luxury tourer fold down very easily. Despite the lavish features, the RT only weighs four kilograms more than the bulky, fully equipped GSX that weighs 278 kilograms. BMW and Suzuki have exactly the same wheelbase, just 1.485 meters from the front to the rear wheel axle.
The GTR and FJR are no handling miracles. The two Japanese Moppelchen make no secret of their pounds. The two US bolides require even more physical effort. Nevertheless, the Gold Wing is sensationally well balanced for its weight class. A good-natured giant. Thanks to the two side-mounted radiators, the six-cylinder was able to move far forward. The balance is right with this colossus.
Welcome to the parallel cosmos
Johannes Vollmar, 65, jeweler and occasional tester: "I would like to do tours with the FJR. The engine, sound and seating comfort are strong. The vibrations and turbulence behind the windshield are annoying."
We run into horse-drawn carts and tanned tractor drivers with bare chests. To overtake Rainer on the Harley has to step down two gears at once using the rocker switch. In the sixth there is simply no progress. Despite 1.7 liters displacement: Every 600 pulls through better! Tribute to just real 80 hp, eight hundredweight and a long gear ratio to 230 km / h. Okay, a touring engine shouldn’t run into the limiter with a stutter. But too long is too long. Nomen est omen, the E-Glide is a real glider.
You have to spend more time on it. So what, is that a disadvantage on tour? On the Europastrabe in front of Sibiu (Herrmannstadt) it is suddenly over with dreamy. Truck lines up, their soot is not particulate matter, but is briquette format. Johannes and Rainer are already completely black in the face with their open helmets.
One overtaking maneuver chases the next. Now is the time for GTR, GSX and FJR. Throttle up and down, or at most shift down a gear. Sibiu, European Capital of Culture 2007, has dressed up a lot. A single room in the good Hotel Silva costs around 30 euros. We meet Dietrich Galter, Protestant pastor of the nearly 3,000 souls German minority in the city of 170,000. He drives a lot and well, gives us lots of tips. And opens doors.
Thanks to Dietrich’s help, we are allowed to do a photo shoot at night on the picturesque central square of Sibius, the Great Ring. And the next morning with the motorcycles to the beautiful Astra open-air museum, the largest in Romania at the gates of the city. Only the Transfagarasan has to wait, it is raining in the mountains. We first explore the lowlands, one of the best preserved fortified churches in Transylvania in Cisnadie.
In a suburb of Sibiu, the main street of which consists of rocking stones the size of a child, we got completely lost. When the friendly village policeman led the way with the words "very bad road" explained, let’s be calm. But such a warning shouldn’t be ignored in Romania. Three kilometers further there is no road, only deeply washed out gullies. Enduros would be a nice thing now.
The soft, comfort-oriented Harley pulls the spring off the side stand. It is the only one of the seven tourers that does not have a main stand, so repairs are the order of the day. The best way to get out of the affair is the RT with its electronically adjustable chassis. "There is a little bit of GS in every boxer", says Stefan with a smile, lets the cow fly. In the sum of its properties, the BMW is without a doubt the best motorcycle in this group, and in the 1000-point ranking it is clearly ahead. But how do the seven candidates fare in the mountain test on Transfagarasan and in the separate tour rating? sequel follows.
MOTORCYCLE measurements
Drawing: archive
Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation +/- 5%
Displacement hooray: the Honda six-cylinder paints a performance curve like a picture book on test bench paper. The torque curve is more like an elephant skull than a buffalo back: 135 Newton meters at 2000 tours, a maximum of 155! In contrast, even the mighty curves of the Harley and Kawasaki pale. The US-V2 climbs in strongly, already reaching its zenith at 3700 rpm. From this mark on, the GTR permanently takes the scepter of the second highest-torque drive from him. The Kawa four-cylinder produces its full 156 hp in fifth gear alone; the sixth is limited in speed in order not to let the 1400s get too fast. The Yamaha pushes great too. After a short break at 4500 rpm, the FJR engine experiences its second spring from 5000 tours. After nine years of construction it is still a bearish engine. A real cold blood is the Suzuki four-cylinder, which keeps its torque almost constant from 3000 to 6500 tours and with its even power output keeps even the brawny BMW in check. The undulating performance curve of the RT does not interfere with driving. As the smallest engine, the fine Triumph-Triple naturally needs the highest speeds; but it pampers you with a linear increase in performance and great revving.
| BMW | Harley | Honda | Kawasaki | Suzuki | triumph | Yamaha | |
| Maximum- speed |
223 km / h | 170 km / h | 200 km / h | 246 km / h | 230 km / h | 230 km / h | 245 km / h | acceleration | 0-100km / h | 3.9 sec | 6.3 sec | 4.2 sec | 3.2 sec | 3.4 sec | 3.4 sec | 3.3 sec |
| 0-140km / h | 6.1 sec | 13.2 sec | 8.8 sec | 5.2 sec | 5.9 sec | 5.7 sec | 5.4 sec | 0-200km / h | 15.3 sec | – | – | 10.4 sec | 13.7 sec | 11.7 sec | 11.0 sec |
| Draft | |||||||
| 60-100km / h | 4.8 sec | 9.8 sec | 5.5 sec | 5.6 sec | 3.9 sec | 4.9 sec | 4.4 sec | 100-140km / h | 4.9 sec | 11.1 sec | 6.5 sec | 5.0 sec | 4.2 sec | 5.2 sec | 4.5 sec |
| 140-180km / h | 6.8 sec | – | 9.9 sec | 6.4 sec | 5.6 sec | 6.7 sec | 5.2 sec | consumption | consumption Country road |
4.9 liters Super Plus |
5.6 liters Super |
6.2 liters Super |
6.0 liters
normal
5.8 liters
normal
Super
normal
Country road
MOTORCYCLE scoring
Meeting of the tour concepts. The BMW inspires functionally, the Suzuki economically, Harley and Honda do it emotionally.
Category engine:
Old but proven: the 2001 Yamaha FJR 1300 engine is convincing. It offers top driving performance. Nerves are the tingling vibrations of the four-cylinder at 130 km / h. Even more bearish than the FJR pulls alone the nominal "just" 98 hp Suzuki through; the GTR, which shares the highest top speed with the Yamaha, accelerates better. No misprint is the one point for the pulling of the Harley: high weight, lowest performance and a long overall gear ratio take their toll. A great engine is the Triumph Triple, an inimitably silky engine of the Honda six-cylinder.
Winner engine: Yamaha
Category chassis:
The BMW sets itself apart: like the Triumph, which is very stable in a straight line, it is beautifully handy and unswervingly stable in corners. In addition, it offers top comfort thanks to the best, electrically adjustable spring elements. The RT can handle a pillion particularly well. Also applies to the Gold Wing. You don’t even notice a passenger on the 420-kilo stretch. However, the Honda is the first to land in an inclined position. At the lower end of the spectrum is the Harley with its soft, comfort-oriented, yet unstable chassis. In the front midfield sit Kawasaki and Yamaha. The Suzuki lacks a little steering precision and stability.
Chassis winner: BMW
Category everyday life:
It is the hour of the top tourers: Kawasaki, Yamaha and BMW offer outstanding seating comfort. The Harley is very relaxed, but its hand levers are unergonomic. A pillion passenger on the Electra Glide and Gold Wing travels as safe as in Abraham’s lap. It’s just a shame that the permitted payload of the Honda (181 kilograms) is quite low. RT, GTR and Sprint GT saddles the most; but the Triumph doesn’t bed its passenger very comfortably. When it comes to equipment, BMW, Kawasaki and Yamaha score points. In addition, the RT achieves the greatest range, in contrast to the early flashing Suzuki.
Winner everyday life: BMW
Category Security:
At a high level: ABS is a matter of course in such touring steamers, and impeccable control behavior is added here. The Triumph ABS alone should regulate more sensitively. The braking effect itself (braking distance and necessary effort) is impeccable in all of them, even the Harley brakes well with its Brembo stoppers. The GTR is at risk of fading when driving downhill.
Safety winner: BMW
Category costs:
Small miracle: Mobility guarantee (as with BMW), moderate fuel consumption plus moderate inspection and maintenance costs (low insurance class) bring the Harley forward.
Winner COST: Harley-Davidson
| Max. | BMW | Harley | Honda | |
| Overall rating | 1000 | 731 | 578 | 638 | placement | 1. | 7th. | 5. |
| Price-performance | 1.0 | 2.4 | 4.0 | 4.0 |
| Max | Kawasaki | Suzuki | triumph | Yamaha | Overall rating | 1000 | 692 | 637 | 669 | 707 |
| placement | 3. | 6th. | 4th. | 2. | Price-performance | 1.0 | 2.8 | 1.9 | 2.2 | 2.6 |
Price-performance winner: Suzuki
The mouse doesn’t bite off a thread: the fully equipped GT version of the Suzuki GSX 1250 FA comes at a real competitive price.
Intermediate result
The BMW R 1200 RT excels in the 1000-point test. Neatly motorized, well equipped, best wind protection. Its handy, electronically adjustable chassis offers the greatest reserves. Functionally, the Harley is at the other end of the spectrum, little power and stability. But the charisma of the rolling monument is unsurpassed. Relaxed, stylish, an experience for all the senses. Second place for the particularly comfortable Yamaha shows what a great success the FJR was in 2001, which despite a lot of facelift is still missing sixth gear. Just behind the FJR is the even stronger, equally homely, but unwieldy Kawasaki. The “small”, sporty-tourist triumph with the great three-cylinder holds up well. The fabulous six-cylinder of the opulent Gold Wing is even more impressive. Two rooms, kitchen, bathroom. Despite the bearish draft, the extremely cheap Suzuki ends up far back: simply knitted, not very neutral chassis, minimal range, uncomfortable seat.
| 1st place | BMW R 1200 RT |
| place 2 |
Yamaha FJR 1300 A |
| place 3 |
Kawasaki 1400 GTR |
| 4th place |
Triumph Sprint GT |
| 5th place |
Honda Gold Wing |
| Rank 6 |
Suzuki GSX 1250 FA GT |
| 7th place |
Harley-Davidson Electra Glide Ultra Limited |
BMW R 1200 RT
The BMW R 1200 RT.
| engine | |
| design type | Two-cylinder four-stroke boxer engine | injection | Ø 47 m w |
| coupling | Single-disc dry clutch | Bore x stroke | 101.0 x 73.0 mm |
| Displacement | 1170 cc | compression | 12.0: 1 |
| power | 81.0 kW (110 hp) at 7750 rpm | landing gear | frame | Load-bearing motor-gear unit |
| fork | Trailing arm guided telescopic fork, Ø 35 mm | Braking vo / hi |
Ø 320 mm / Ø 265 mm |
| Assistance systems | Partly integral braking system with ABS | bikes | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 | Tires | Metzeler Roadtec Z6 Interact, rear "C." |
| mass and weight | |
| wheelbase | 1485 mm | Steering head angle | 63.4 degrees |
| trailing | 110 mm | Suspension travel v / h | 120/135 mm |
| Seat height | 830 or 850 mm | Weight with a full tank | 282 kg |
| Payload | 213 kg | Tank capacity / reserve | 25/4 liters |
| Service intervals | 10,000 km | price | 16 200 euros |
| Price test motorcycle | 18 090 euros | Additional costs | 269 euros |
Harley-Davidson Electra Glide Ultra Limited
The Harley-Davidson Electra Glide Ultra Limited.
| engine | |
| design type | Two cylinder four stroke 45 degree V engine | injection | Ø 46 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 98.4 x 111.1 mm |
| Displacement | 1690 cc | compression | 9.6: 1 |
| power | 62.0 kW (84 hp) at 5010 rpm | landing gear | frame | Double loop frame made of steel |
| fork | Telescopic fork, Ø 41 mm | Braking vo / hi |
Ø 300 mm / Ø 300 mm |
| Assistance systems | SECTION | bikes | 3.00 x 17; 5.00 x 16 |
| tires | 130/80 B 17; 180/65 HB 16 | Tires |
Dunlop D408 |
| mass and weight | |
| wheelbase | 1635 mm | Steering head angle | 64.0 degrees |
| trailing | 170 mm | Suspension travel v / h | 117/76 mm |
| Seat height | 750 mm | Weight with a full tank | 407 kg |
| Payload | 210 kg | Tank capacity / reserve | 23/4 liters |
| Service intervals | 8000 km | price | 27,995 euros |
| Price test motorcycle | 27,995 euros | Additional costs | 350 Euro |
Honda Gold Wing
The Honda Gold Wing.
| engine | |
| design type | Six-cylinder, four-stroke boxer engine | injection | Ø 40 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 74.0 x 71.0 mm |
| Displacement | 1832 cc | compression | 9.8: 1 |
| power | 87.0 kW (118 hp) at 5500 rpm | landing gear | frame | Bridge frame made of aluminum |
| fork | Telescopic fork, Ø 45 mm | Braking vo / hi | Ø 296 mm / Ø 316 mm |
| Assistance systems | Fully integral braking system with ABS | bikes | 3.50 x 18; 5.00 x 16 |
| tires | 130/70 HR 18; 180/60 HR 16 | Tires | Bridgestone G 709 front, G 704 rear |
| mass and weight | |
| wheelbase | 1690 mm | Steering head angle | 61.0 degrees |
| trailing | 109 mm | Suspension travel v / h | 140/105 mm |
| Seat height | 750 mm | Weight with a full tank | 421 kg |
| Payload | 181 kg | Tank capacity / reserve | 25 liters |
| Service intervals | 6000 km | price | 28 300 euros |
| Price test motorcycle | 31 300 euros | Additional costs | 250 euro |
Kawasaki 1400 GTR
The Kawasaki 1400 GTR.
| engine | |
| design type | Four-cylinder, four-stroke in-line engine | injection | Ø 40 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 84.0 x 61.0 mm |
| Displacement | 1352 cc | compression | 10.7: 1 |
| power | 114.0 kW (155 hp) at 8800 rpm | landing gear | frame | Bridge frame made of aluminum |
| fork | Upside-down fork, Ø 43 mm | Braking vo / hi | Ø 310 mm / Ø 270 mm |
| Assistance systems | Compound brake, ABS, traction control | bikes | 3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/50 ZR 17 | Tires | Bridgestone BT 021 "U" |
| mass and weight | |
| wheelbase | 1520 mm | Steering head angle | 63.9 degrees |
| trailing | 112 mm | Suspension travel v / h | 113/136 mm |
| Seat height | 820 mm | Weight with a full tank | 314 kg |
| Payload | 218 kg | Tank capacity / reserve | 22 liters |
| Service intervals | 6000 km | price | 16,995 euros |
| Price test motorcycle | 16,995 euros | Additional costs | 180 euros |
Suzuki GSX 1250 FA GT
The Suzuki GSX 1250 FA GT
| engine | |
| design type | Four-cylinder, four-stroke in-line engine | injection | Ø 36 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 79.0 x 64.0 mm |
| Displacement | 1255 cc | compression | 10.5: 1 |
| power | 72.0 kW (98 PS) at 7500 rpm | landing gear | frame | Double loop frame made of steel |
| fork | Telescopic fork, Ø 43 mm | Braking vo / hi | Ø 310 mm / Ø 240 mm |
| Assistance systems | SECTION | bikes | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 | Tires | Bridgestone BT 021 "AA" |
| mass and weight | |
| wheelbase | 1485 mm | Steering head angle | 64.7 degrees |
| trailing | 104 mm | Suspension travel v / h | 130/136 mm |
| Seat height | 810 or 830 mm | Weight with a full tank | 278 kg |
| Payload | 197 kg | Tank capacity / reserve | 19 liters |
| Service intervals | 6000 km | price | 10 470 euros |
| Price test motorcycle | 10 470 euros | Additional costs | 145 euros |
Triumph Sprint GT
The Triumph Sprint GT.
| engine | |
| design type | Three-cylinder four-stroke in-line engine | injection | Ø 46 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 79.0 x 71.4 mm |
| Displacement | 1050 cc | compression | 12.0: 1 |
| power | 95.6 kW (130 PS) at 9200 rpm | landing gear | frame | Bridge frame made of aluminum |
| fork | Telescopic fork, Ø 43 mm | Braking vo / hi | Ø 320 mm / Ø 255 mm |
| Assistance systems | SECTION | bikes | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 | Tires | Bridgestone BT 021 |
| mass and weight | |
| wheelbase | 1537 mm | Steering head angle | 66.5 degrees |
| trailing | 84 mm | Suspension travel v / h | 127/152 mm |
| Seat height | 820 mm | Weight with a full tank | 270 kg |
| Payload | 213 kg | Tank capacity / reserve | 20 liters |
| Service intervals | 10000 km | price | 13 190 euros |
| Price test motorcycle | 13 190 euros | Additional costs | 240 euros |
Yamaha FJR 1300 A
The Yamaha FJR 1300 A.
| engine | |
| design type | Four-cylinder, four-stroke in-line engine | injection | Ø 42 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 79.0 x 66.2 mm |
| Displacement | 1298 cc | compression | 10.8: 1 |
| power | 105.5 kW (144 PS) at 8000 rpm | landing gear | frame | Bridge frame made of aluminum |
| fork | Telescopic fork, Ø 48 mm | Braking vo / hi | Ø 320 mm / Ø 282 mm |
| Assistance systems | Partly integral braking system with ABS | bikes | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 | Tires | Bridgestone BT 021 "F." |
| mass and weight | |
| wheelbase | 1515 mm | Steering head angle | 64.0 degrees |
| trailing | 109 mm | Suspension travel v / h | 135/125 mm |
| Seat height | 790 or 810 mm | Weight with a full tank | 305 kg |
| Payload | 198 kg | Tank capacity / reserve | 25 liters |
| Service intervals | 10000 km | price | 16 795 euros |
| Price test motorcycle | 16 795 euros | Additional costs | 230 euros |
Info about Romania & VIDEO
Drawing: Werel
Outline map Romania.
ROMANIA
Capital: Bucharest
area: 238 391 km2
founding: 1920
currency: Romanian lei
population: 21,498,616
Romania is a real motorcycle paradise with picturesque villages and untouched natural landscapes. In addition, the Carpathian Mountains beckon as imposing, rocky high mountains with peaks up to over 2500 meters and winding passes. In addition, the price level for staying overnight and eating / drinking is very cheap. However, some of the roads are still in very bad condition – an enduro area! It is therefore important to plan moderate travel cuts. The Romanian Tourist Office (phone 0 89/51 56 76 87, www.rumaenien-tourismus.de) has a special map for motorcyclists in addition to regional information. The MOTORRAD action team is offering guided tours to the land of bears, wolves and lynxes from June 29th to July 10th 2011 and from August 13th to 24th 2011; the price is 1295 euros with your own motorcycle. Information: Telephone 07 11 / 182-19 77 and www.actionteam.de.
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